Driving assistance device, driving assistance method, driving assistance program, and storage medium

Abstract

The present invention comprises: a shaking actual measurement value acquisition unit that acquires, as a shaking actual measurement value, shaking actually applied to a moving body in a specific road section; a shaking index value information reading unit that reads, from a shaking database, a calculated shaking index value or a prevailing shaking index value that corresponds to a specific road section on which the moving body is traveling, wherein the shaking database stores prevailing shaking index values representing the magnitudes of shaking in the vertical direction, the longitudinal direction, and the transverse direction of the moving body, the magnitudes being calculated on the basis of actual travel data acquired by each of a plurality of moving body groups when the plurality of moving body groups actually travel on the specific road section, and stores calculated shaking index values representing the magnitudes of shaking in the longitudinal direction and the transverse direction of the moving body, the magnitudes being calculated on the basis of the radius of curvature, which is calculated on the basis of map data, of a curve section included in the specific road section, the travel speed on the curve section and the travel speed immediately before the curve section; and a presentation unit that presents information based on a comparison between the shaking actual measurement value and the calculated shaking index value or the prevailing shaking index value read from the shaking database.

Description

Driving support device, driving support method, driving support program and storage medium

[0001] The present invention relates to a driving support device, and particularly to a driving support device, a driving support method, a driving support program and a storage medium that perform driving support performed based on the behavior of a moving body.

[0002] A navigation device serving as a driving support device mounted on a moving body such as a vehicle has a driving support function of searching for a route from a current point to a destination according to the designation of the destination, and guiding the searched route through display, voice or other means.

[0003] Incidentally, conventional route search performs route search by prioritizing efficiency such as travel distance to the destination, required time, or energy consumption. Therefore, there is a risk that a route with poor riding comfort may be searched.

[0004] Accordingly, a navigation device that performs route evaluation and route selection with priority on riding comfort has been proposed (see Patent Document 1). In the route selection mode of this navigation device, for each of a plurality of route candidates searched in advance, a weighted sum of acceleration detection times calculated from the road shape indicated by the road information corresponding to the route candidate is calculated as an evaluation value representing the riding comfort of the vehicle. Then, comparison is performed among the plurality of route candidates to select a route to be guided.

[0005] Japanese Unexamined Patent Publication No. 2017-20859

[0006] By the way, when driving a vehicle, accurate vibration evaluation is required, which goes beyond merely providing good riding comfort during traveling as described above. There is also a demand for providing driving support that accommodates differences in user preferences regarding vibration.

[0007] Therefore, in order to meet these various demands, it is desired that navigation devices be equipped with a function capable of acquiring, from map data, acceleration applied to a vehicle during road traveling as an evaluation value representing the magnitude of vibration.

[0008] Furthermore, in the navigation device described in Patent Document 1, the level of lateral acceleration experienced by the vehicle is estimated by comparing the curvature of a curve identified from road shape information included in map data with a predetermined threshold. In addition, in the navigation device described in Patent Document 1, the level of longitudinal acceleration experienced by the vehicle is estimated from the number of traffic lights installed on the planned route, which is obtained based on traffic light information included in map data.

[0009] However, the lateral acceleration of a vehicle when traveling through a curve is not necessarily uniformly determined by the curvature of the curve. Furthermore, there are road sections other than those with traffic lights where longitudinal acceleration occurs.

[0010] Therefore, in the technology described in Patent Document 1, there can be a large discrepancy between the vibration evaluation value estimated based on map data and the magnitude of vibration experienced by the vehicle during actual driving. As a result, it was difficult to provide appropriate driving assistance based on the vibration evaluation value.

[0011] One of the objectives of this invention is to provide a driver assistance device, a driver assistance method, a driver assistance program, and a storage medium that enable appropriate driver assistance by accurately estimating the magnitude of vibrations acting on a moving object from map data.

[0012] The invention described in claim 1 includes: a vibration measurement value acquisition unit that acquires vibration measured values ​​as actual vibration values ​​for vibrations actually applied to a moving body in a specific road section; an actual vibration index value that represents the magnitude of vibrations in the vertical, longitudinal, and lateral directions of the moving body calculated based on actual driving data acquired by each of a group of moving bodies when they actually travel in the specific road section; a calculated vibration index value that represents the magnitude of vibrations in the longitudinal and lateral directions of the moving body calculated based on the radius of curvature of a curved section included in the specific road section calculated based on map data, the driving speed immediately before the curved section, and the driving speed in the curved section; a vibration index value information reading unit that reads the calculated vibration index value or the actual vibration index value corresponding to the specific road section on which the moving body is traveling from a vibration database which is stored in association with the specific road section; and a presentation unit that presents information based on a comparison of the actual vibration values ​​and the calculated vibration index value or the actual vibration index value read from the vibration database.

[0013] The invention described in claim 14 acquires the actual shaking acting on a moving body in a specific road section as measured shaking values, and reads the calculated shaking index value or the actual shaking index value corresponding to the specific road section in which the moving body is traveling from a shaking database in which the calculated shaking index value or the actual shaking index value corresponding to the specific road section in which the moving body is traveling, based on the actual driving data acquired by each of the multiple groups of moving bodies when they actually travel in the specific road section, and calculated shaking index values ​​representing the magnitude of shaking in the longitudinal and lateral directions of the moving body, calculated based on the radius of curvature of the curved section included in the specific road section calculated from map data, the driving speed immediately before the curved section, and the driving speed in the curved section, corresponding to the specific road section in which the moving body is traveling, and presents information based on a comparison between the measured shaking values ​​and the calculated shaking index value or the actual shaking index value read from the shaking database.

[0014] The invention described in claim 15 is a program to be executed by a computer, comprising the steps of: acquiring the actual shaking experienced by a moving body in a specific road section as measured shaking values; reading the calculated shaking index values ​​or actual shaking index values ​​corresponding to the specific road section on which the moving body is traveling from a shaking database in which the calculated shaking index values ​​or actual shaking index values ​​corresponding to the specific road section on which the moving body is traveling, from a shaking database in which the calculated shaking index values ​​or actual shaking index values ​​corresponding to the specific road section on which the moving body is traveling, are stored in association with the specific road section, based on actual driving data acquired by each of a group of moving bodies when they actually travel through the specific road section; and reading the calculated shaking index values ​​or actual shaking index values ​​corresponding to the specific road section on which the moving body is traveling, based on the radius of curvature of a curved section included in the specific road section calculated based on map data, the driving speed immediately before the curved section, and the driving speed in the curved section.

[0015] The invention described in claim 16 is a storage medium in which the program described in claim 15 is stored.

[0016] This diagram shows the configuration of the driver assistance system 100. This diagram shows the database installed on the server 50. This diagram shows an example of the contents stored in the vibration index value database DB1 and the actual vibration index value database DB2. This is a block diagram showing the configuration of the driver assistance device 10. This is a flowchart showing the procedure for the vibration index value calculation and presentation routine. This is a flowchart showing the procedure for the vibration index value presentation routine. This is a flowchart showing the procedure for the vibration index value calculation detail routine. This is a diagram showing an example of attributes and vibration index values ​​stored in RAM 22 in association with a specific road section. This is a flowchart showing the procedure for the curve section vibration index value calculation routine. This is a diagram showing a first example of the form of a continuous curve section. This is a diagram showing a second example of the form of a continuous curve section. This is a diagram showing a third example of the form of a continuous curve section. This is a flowchart showing the procedure for the continuous curve correction routine. This is a flowchart showing the procedure for the intersection vibration index value calculation routine. This is a diagram showing the form of vehicle deceleration when going straight through an intersection. This is a diagram showing the form of vehicle deceleration when turning right or left at an intersection. This is a flowchart showing the procedure for the stop deceleration section vibration index value calculation routine. This is a flowchart showing the procedure for the vibration index value calculation routine executed by the server 50. This is a flowchart showing the procedure for calculating the actual sway index value executed by server 50. This is a flowchart showing part of the procedure for the driving information presentation routine. This is a flowchart showing another part of the procedure for the driving information presentation routine. This is a flowchart showing the procedure for the advance driving operation instruction routine. This is a flowchart showing steps S109a and S110a as another example of steps S109 and S110. This is a flowchart showing steps S109b and S110b as yet another example of steps S109 and S110.

[0017] Preferred embodiments of the present invention are described in detail below.

[0018] Figure 1 shows the configuration of the driver assistance system 100.

[0019] The driver assistance system 100 includes a driver assistance device 10 mounted on a vehicle VH as a mobile unit, and a server 50 and an information gathering server 60 connected to the Internet NW.

[0020] The driver assistance system 10 displays a map with a marker indicating the current position of the vehicle VH superimposed on the map, and also has a navigation function that searches for a route to a specified destination and guides the driver along that route. The driver assistance system 10 has the following route search modes for searching for the above-mentioned route: normal mode, comfort mode, and sport driving mode. In normal mode, the route to the destination is searched with priority given to driving distance and time, or to energy saving. In comfort mode, the route to the destination is searched with priority given to routes that minimize shaking for the vehicle's occupants. In sport driving mode, the route to the destination is searched with priority given to routes that involve greater shaking.

[0021] Server 50 has various databases, including a map database and a seismic database. Server 50 reads and stores the desired information from the database specified in the request in response to a request received via the Internet network.

[0022] Figure 2A shows the database installed on server 50.

[0023] As shown in Figure 2A, the server 50 includes a map database 51 and a seismic database 52 as its databases.

[0024] Map database 51 stores map data corresponding to road maps of the entire country.

[0025] The seismic database 52 includes seismic index database DB1 and actual seismic index database DB2.

[0026] The vibration index database DB1 stores vibration index values ​​and calculated vibration index values ​​that represent the magnitude of vibrations that a vehicle will experience in the longitudinal direction and the lateral direction perpendicular to the longitudinal direction when traveling on a specific road section, calculated based on map data for each specific road section. A specific road section is a road section that includes curves, intersections, railway crossings, or pedestrian crossings, etc., where a vehicle may be required to stop under the Road Traffic Act.

[0027] Here, as shown in Figure 2B, the seismic index values ​​described above are stored in the seismic index database DB1, associated with each specific road section.

[0028] The actual shaking index database DB2 stores measured shaking values ​​and actual shaking index values, which represent the magnitude of shaking experienced by the vehicle in the vertical, longitudinal, and lateral directions while driving on a specific road section, calculated for each specific road section based on actual driving data acquired from the information collection server 60.

[0029] Furthermore, the road location information shown in map database 51 corresponds to the specific road sections shown in seismic index database DB1 and actual seismic index database DB2, respectively.

[0030] In response to a request from the vehicle, the server 50 transmits to the requesting vehicle either the vibration index value stored in the vibration index value database DB1 or the actual vibration index value stored in the actual vibration index value database DB2.

[0031] The information collection server 60 is a server managed by an organization that manages probe data, and has a driving database that stores the actual driving data as said probe data. The information collection server 60 collects actual driving data from multiple vehicles driving on the road, for example via the Internet NW, and stores it in the driving database, and also provides the actual driving data stored in the driving database to the user. The actual driving data is, for example, the time, average speed, and average acceleration (vertical, lateral, and longitudinal directions) of each of the multiple vehicles when they are actually driving on the road, as well as the driving history, all linked to location information.

[0032] Figure 3 is a block diagram showing the internal configuration of the driver assistance device 10.

[0033] The driver assistance device 10 includes a communication unit 11, an input unit 12, an acceleration sensor 13, a map data acquisition unit 14, a position detection unit 15, a display unit 16, an audio output unit 17, a driving speed sensor 18, and a control unit 20.

[0034] The communication unit 11 transmits and receives various information data to and from the server 50 via wireless communication over the Internet network in response to a request from the control unit 20. For example, the communication unit 11 transmits and receives vibration index values, calculated vibration index values, measured vibration values, or actual vibration index values ​​corresponding to a specific road section requested by the control unit 20 to and from the vibration database 52 contained in the server 50.

[0035] In other words, the communication unit 11 transmits the vibration index value or measured vibration value corresponding to the desired specific road section, generated by the control unit 20, to the server 50. Furthermore, once the journey along the set route is completed, it transmits the vibration index value or measured vibration value for the entire route to the server 50.

[0036] Furthermore, in response to a request from the control unit 20 to acquire a calculated vibration index value or actual vibration index value corresponding to a desired specific road section, the communication unit 11 transmits an acquisition request signal indicating this desired specific road section to the server 50 via the Internet NW. In response to this acquisition request signal, the server 50 reads the calculated vibration index value or actual vibration index value corresponding to this desired specific road section from the vibration database 52 and transmits it to the communication unit 11 of the vehicle VH via the Internet NW. The communication unit 11 then supplies the received calculated vibration index value or actual vibration index value to the control unit 20.

[0037] Server 50 may send a request signal to the vehicle VH's communication unit 11 requesting that the vehicle VH stop calculating or transmitting the vibration index values ​​corresponding to a predetermined specific road section if sufficient vibration index values ​​corresponding to that section are stored in the vibration index value database DB1. Also, if sufficient measured vibration values ​​corresponding to a predetermined specific road section are stored in the actual vibration index value database DB2, Server 50 may send a request signal to the vehicle VH's communication unit 11 requesting that the vehicle VH stop calculating or transmitting the measured vibration values ​​corresponding to that predetermined specific road section. Upon receiving such a request signal, the communication unit 11 stops calculating or transmitting the vibration index values ​​or measured vibration values ​​corresponding to the predetermined specific road section.

[0038] Server 50 associates the received seismic index values ​​with the predetermined specific road sections described above and stores them in the seismic index value database DB1. It also associates the received actual seismic measurements with the predetermined specific road sections described above and stores them in the actual seismic index value database DB2. As a result, seismic index values ​​and actual seismic measurements corresponding to each specific road section are accumulated in the seismic database 52.

[0039] Furthermore, the server 50 sets a specific road section based on a predetermined plan, obtains actual driving data (acceleration) for the set specific road section from the driving database, calculates the measured shaking value based on that data, and stores it in the actual shaking index value database DB2.

[0040] Furthermore, when retrieving actual driving data from the driving database, the recording time is also retrieved. Other attributes related to the actual driving data stored in the driving database may also be retrieved.

[0041] Furthermore, the server 50 performs statistical processing constantly or at a timing planned by the server 50 itself on the group of vibration index values stored in the vibration index value database DB1, or the group of actually measured vibration values stored in the market vibration index value database DB2, and calculates the calculated vibration index value and the market vibration index value respectively. Details of the processing for calculating the calculated vibration index value and the market vibration index value by the server 50 will be described later. Then, in response to a request from the control unit 20, the server 50 transmits the calculated vibration index value and the market vibration index value obtained by this statistical processing to the communication unit 11 of the vehicle VH via the Internet NW. In the statistical processing, statistical values such as an average value, a mode, and a standard deviation are processed and calculated.

[0042] Furthermore, the server 50 may set a predetermined recording period and perform statistical processing for each recording period based on acquired actual driving data whose recording time is included in the predetermined recording period. The predetermined recording period may be divided at intervals of a predetermined time, or may be a time determined by division such as a day of the week, the beginning of a month, or the end of a month. Alternatively, statistical processing may be performed for each of other attributes (vehicle type, driver age, etc.) related to the acquired actual driving data.

[0043] The input unit 12 includes operation switches that accept user input operations, such as an operation remote controller, a switch arranged on a screen of the display unit 16, or a touch panel attached to the screen. The input unit 12 includes operation switches for, for example, issuing a route guidance execution command, specifying a destination, and specifying the route search mode described above. The input unit 12 supplies an operation signal indicating content specified by the input operation to the control unit 20.

[0044] The acceleration sensor 13 detects acceleration applied in the front-rear direction, the left-right direction, and the up-down direction of the vehicle VH. The acceleration sensor 13 may also be a sensor that detects jerk. The acceleration sensor 13 supplies acceleration signals individually indicating the detected acceleration applied in the front-rear direction, the left-right direction, and the up-down direction of the vehicle VH to the control unit 20.

[0045] The map data acquisition unit 14 includes a storage device in which map data is stored, reads map information of a specified area from the storage device, and supplies it to the control unit 20. The storage device is, for example, a magnetic disk device, a semiconductor memory, a disk medium such as a CD (Compact Disc) or a DVD (Digital Versatile Disc), or the like. The map data acquisition unit 14 may also acquire map data from a map database 51 included in the server 50 through wireless communication via the communication unit 11.

[0046] The position detection unit 15 includes, for example, a GPS (Global Positioning System) receiver, and analyzes GPS radio waves received from GPS satellites to obtain current position information indicating the current position (latitude, longitude) of the vehicle VH, and supplies it to the control unit 20. The position detection unit 15 may also have a function of estimating the current position of the vehicle VH by autonomous navigation using an acceleration sensor, an angular velocity sensor, or the like.

[0047] The display unit 16 includes a liquid crystal or organic EL display panel, and causes the display panel to display an image of operation switches for a touch panel and a map image in which a mark indicating the current position is superimposed on a map around the current position of the vehicle VH in accordance with a display instruction from the control unit 20. The audio output unit 17 includes a speaker, and outputs audio in accordance with an audio instruction from the control unit 20 from the speaker.

[0048] The travel speed sensor 18 detects the actual current travel speed of the vehicle VH, and supplies an actual travel speed signal indicating the actual travel speed to the control unit 20.

[0049] The control unit 20 includes a non-volatile memory 21 and a RAM (Random Access Memory) 22. In addition to the non-volatile memory 21 and the RAM 22, the control unit 20 may be a microcomputer including a CPU (Central Processing Unit) that executes programs and an arithmetic circuit.

[0050] The non-volatile memory 21 stores a driver assistance program that manages the navigation function, including a current location display routine, a route search routine, a route guidance routine, a vibration index value calculation and presentation routine, a vibration index value presentation routine, a vibration index value detailed calculation routine, and a driving information presentation routine. The non-volatile memory 21 may be a semiconductor memory such as a PROM (Programmable Read Only Memory), SSD (Solid State Drive), or flash memory, or it may be a magnetic disk or optical disk. The driver assistance program may also be provided from outside the vehicle VH via an information and communication network such as the Internet NW. In this case, the device providing the driver assistance program is equipped with a PROM, SSD, flash memory, magnetic disk, or optical disk on which the driver assistance program is stored.

[0051] The control unit 20 first executes the current location display routine stored in the non-volatile memory 21. That is, in accordance with the current location display routine, the control unit 20 first acquires map information of the surrounding area including the location indicated by the current location information supplied from the location detection unit 15 from the map data acquisition unit 14. Next, the control unit 20 displays a map image on the display unit 16 in which the vehicle's current location mark is superimposed on the map of the surrounding area at the location indicated by the aforementioned current location information.

[0052] Here, when the control unit 20 has finished searching for a route by executing the route search routine or searching for a route specified by the user, it executes the shaking index value calculation and presentation routine.

[0053] Figure 4A is a flowchart illustrating the general procedure for the routine that calculates and presents the tremor index value.

[0054] In Figure 4A, the control unit 20 first sets the searched route (step S20), and then acquires map information from the map data acquisition unit 14 for the area including the current position of the vehicle VH and the specified destination along the set route (step S30).

[0055] Next, the control unit 20 identifies a road section that includes curved sections and sections where vehicles are required to stop under the Road Traffic Act as a specific road section from the map information acquired in step S30 (step S31). Here, sections where vehicles are required to stop include intersections, railway crossings, or pedestrian crossings, which are sections where vehicles must stop or slow down. In this case, the control unit 20 may identify the specific road section by using, for example, a route search API (Application Programming Interface) as a means of acquiring section route guidance information to search for curved sections, intersections, railway crossings, or pedestrian crossings on the road.

[0056] Next, the control unit 20 executes the detailed routine for calculating the tremor index value (step S32_1).

[0057] In this detailed routine for calculating the vibration index value, the control unit 20 calculates a vibration index value for each specific road section, based on the map information acquired in step S30, which represents the magnitude of vibration that will occur in the longitudinal or lateral direction when traveling on the road indicated in the map information. The control unit 20 then stores the lateral and longitudinal vibration index values ​​calculated as described above in RAM 22, associating them with each specific road section. The detailed processing procedure of the detailed routine for calculating the vibration index value will be described later.

[0058] Next, the control unit 20 executes the vibration measurement value calculation routine (step S32_2). In this vibration measurement value calculation routine, the control unit 20 calculates vibration measurement values ​​that represent the magnitude of vibration in the vertical, horizontal, and longitudinal directions of the vehicle in each specific road section, based on the actual driving data. The control unit 20 then associates the calculated vibration measurement values ​​with each specific road section and stores them in the RAM 22. The detailed processing procedure of the vibration measurement value calculation routine will be described later.

[0059] Next, the control unit 20 associates the calculated seismic index value and the measured seismic value with each specific road section, as shown in Figure 2B, and stores them in the seismic index value database DB1 and the actual seismic index value database DB2, respectively (step S32_3).

[0060] In other words, in step S32_3, the control unit 20 associates the above-mentioned shaking index values ​​for each direction (left / right, front / back) with the specific road section as shown in Figure 2B and stores them in the shaking index value database DB1. Furthermore, in this step S32_3, the control unit 20 associates the above-mentioned measured shaking values ​​for each direction (up / down, left / right, front / back) with the specific road section as shown in Figure 2B and stores them in the actual shaking index value database DB2.

[0061] The above-mentioned vibration index value calculation and presentation routine stores the vibration index value and the measured vibration value in the vibration index value database DB1 and the actual vibration index value database DB2, respectively.

[0062] Next, in step S33, the control unit 20 executes a driving information presentation routine. This routine uses the sway index value, calculated sway index value, measured sway value, or actual sway index value to provide the driver with various services related to sway.

[0063] Furthermore, when providing various services related to shaking to the driver using the calculated shaking index values ​​and actual shaking index values ​​stored in the shaking index value database DB1 and the actual shaking index value database DB2, the control unit 20 executes the shaking index value presentation routine shown in Figure 4B instead of the shaking index value calculation presentation routine shown in Figure 4A.

[0064] In Figure 4B, the control unit 20 first sets a route found by a route search routine or specified by the user (step S34), and then acquires map information from the map data acquisition unit 14 for the area including the current position of the vehicle VH and the specified destination for the set route (step S35).

[0065] Next, the control unit 20 identifies a road section that includes curved sections and sections where vehicles are required to stop under the Road Traffic Act as a specific road section from the map information acquired in step S35 (step S36). Here, sections where vehicles are required to stop include intersections, railway crossings, or pedestrian crossings, which are sections where vehicles must stop or decelerate. In this case, the control unit 20 may identify the specific road section by using, for example, a route search API as a means of acquiring section route guidance information to search for curved sections, intersections, railway crossings, or pedestrian crossings on the road.

[0066] Next, the control unit 20 executes a driving information presentation routine similar to step S33 shown in Figure 4A (step S37). However, in this driving information presentation routine, various services related to shaking are provided to the driver based on the calculated shaking index value and the actual shaking index value obtained from the shaking index value database DB1 and the actual shaking index value database DB2.

[0067] By executing this driving information presentation routine, the control unit 20 controls the display unit 16 and the audio output unit 17 to guide the vehicle VH in the direction of travel along the route set as described above, using both audio and display, while also displaying and outputting appropriate guidance regarding the shaking of the vehicle VH during driving.

[0068] Thus, with the driver assistance device 10, when using route guidance from the current position of the vehicle VH to the destination, if route guidance is provided that prioritizes distance traveled, time required, or energy saving, appropriate guidance regarding vibrations along that route can be provided to the user.

[0069] The detailed routine for calculating the volatility index value described above is explained below.

[0070] Figure 5 is a flowchart showing the procedure of the detailed routine for calculating the vibration index value executed by the control unit 20.

[0071] In Figure 5, first, the control unit 20 stores in the RAM 22 the map information corresponding to each of the specific road sections acquired in step S31 shown in Figure 4A, associating it with an attribute indicating whether the specific road section is a curved section, an intersection, or a stopping / deceleration section, as shown in Figure 6 (step S41).

[0072] Next, the control unit 20 determines whether the attributes of each identified specific road section correspond to a curved section, an intersection, or a stopping / deceleration section (step S42).

[0073] In step S42, the control unit 20 determines that a specific road section has the attribute of a curved section and executes a routine for calculating the curvature index value (step S43). In step S42, the control unit 20 determines that a specific road section has the attribute of an intersection and executes a routine for calculating the intersection vibration index value (step S44). In step S42, the control unit 20 determines that a specific road section has the attribute of a stop-and-deceleration section and executes a routine for calculating the stop-and-deceleration section vibration index value (step S45).

[0074] The detailed control procedures for the curve section vibration index calculation routine, the intersection vibration index calculation routine, and the stop / deceleration section vibration index calculation routine, as described in steps S43 to S45, will be explained below.

[0075] Figure 7 is a flowchart showing the procedure for the curve section oscillation index calculation routine (S43).

[0076] In Figure 7, first, the control unit 20 calculates the radius of curvature of each specific road section corresponding to the curved section based on the map information of that specific road section, and sets this as the radius of curvature R (step S61).

[0077] Next, the control unit 20 obtains the legal speed limit for the road immediately preceding the curved section from the map information and stores this legal speed limit as the immediate driving speed V1 (step S62). In step S62, the control unit 20 may also use the average speed of the road immediately preceding the curved section during the time period specified by the scheduled start time as the immediate driving speed V1, which is obtained from actual driving data or traffic information stored in the driving database of the information collection server 60. In this case, the control unit 20 may also obtain the average speed of the road immediately preceding the curved section using the route search API described above.

[0078] Next, the control unit 20 calculates the curve travel speed V2 as the square root of the result of multiplying a predetermined acceleration a, which is smaller than the upper limit acceleration during curve travel (for example, 0.2G as recommended by the Road Structure Ordinance), by the radius of curvature R (step S63).

[0079] Next, the control unit 20 determines the curved speed Va as the average speed in the relevant curved section during the time period specified by the scheduled start time of driving, obtained from the actual driving data or traffic information stored in the driving database of the information collection server 60 (step S64). At this time, the control unit 20 may also obtain the average speed within the curved section using the route search API described above.

[0080] Furthermore, the acceleration (Va) calculated using the curve travel speed Va with the average speed and the radius of curvature R is... ２ If / R) exceeds the upper limit acceleration described above, the control unit 20 calculates: Upper limit acceleration = acceleration (Va ２ The value of the curve speed Va may be corrected so that it becomes / R). Alternatively, the curve speed Va may be the speed limit set for each road, or the speed that can be expected from the speed limit and curvature.

[0081] Next, the control unit 20 calculates the acceleration Ax in the longitudinal direction by dividing the speed difference between the immediate travel speed V1 and the curve travel speed V2 by the time taken to decelerate from the immediate travel speed V1 to the curve travel speed V2 (step S65).

[0082] Next, the control unit 20 calculates the acceleration Ay in the left-right direction by dividing the squared result of the curve travel speed Va by the radius of curvature R (step S66).

[0083] Next, the control unit 20 generates a longitudinal sway index value Sx, which represents the magnitude of the sway acting on the vehicle in the longitudinal direction, based on a value corresponding to the longitudinal acceleration Ax. Furthermore, the control unit 20 generates a lateral sway index value Sy, which represents the magnitude of the lateral sway acting on the vehicle in the lateral direction, based on a value corresponding to the lateral acceleration Ay (step S67).

[0084] Furthermore, for example, the oscillation index value Sx(Sy) may be equal to the value of acceleration Ax(Ay), or it may be the acceleration Ax(Ay) multiplied by a predetermined coefficient. Also, the oscillation index value Sx(Sy) may be calculated as a polynomial that includes acceleration Ax(Ay) in each term.

[0085] Furthermore, the oscillation index Sx(Sy) may be set to be the same as the acceleration Ax(Ay) value if the acceleration Ax(Ay) is greater than 0.2G and less than 0.4G, as shown in the following formulas: Sx = Ax if (0.4G > Ax > 0.2G) else 0 Sy = Ay if (0.4G > Ay > 0.2G) else 0

[0086] Next, the control unit 20 associates the generated longitudinal sway index value Sx and lateral sway index value Sy with the map information of the corresponding specific road section and stores them in the RAM 22, as shown in Figure 6 (step S68).

[0087] The control unit 20 performs the curve section sway index value calculation routine shown in Figure 7 for each specific road section (attribute: curve section) included in the guidance route from the vehicle VH's current position to the destination.

[0088] Therefore, by executing the curve section sway index calculation routine, it is possible to obtain an index value representing the magnitude of the sway for each curve, based on the acceleration acting on the vehicle in the longitudinal and lateral directions when traveling through that curve.

[0089] Incidentally, on actual roads, there are sections of continuous curves in addition to cases where individual curves appear intermittently. For example, on road RD shown in Figure 8A, when vehicle VH travels in the direction of travel indicated by the white arrow, a section of continuous curves appears in which the polarity of the curves alternates, such as a right curve and a left curve. Also, on road RD1 shown in Figure 8B, for example, there is a section of continuous curves between two straight sections in which curves 1 to 4, which have the same curve polarity but different curvatures, are consecutive. Also, on road RD2 shown in Figure 8C, for example, there is a section of continuous curves between two straight sections in which curves 1 and 2, which have the same curvature and polarity, and curves 3 and 4, which alternate in curve polarity, are consecutive. In this case, on road RD2 shown in Figure 7C, although curves 1 and 2 have the same curvature and polarity, there is a section of curve between them consisting of a straight line of less than a predetermined length that is too short to be called a straight section. Furthermore, there are also such sections of curve consisting of straight lines of less than a predetermined length between curves 2 and 3, and between curves 3 and 4. Therefore, as shown in Figure 8C, curves 1 to 4, which are connected to each other via the aforementioned curves, are also defined as a continuous curve section.

[0090] Therefore, the oscillation index values ​​Sx and Sy corresponding to each curve included in the continuous curve section shown in Figures 8A to 8C may be corrected by multiplying them by a correction coefficient (correction coefficient > 1) based on the distance, interval, polarity of the curve, or number of continuous curves in the continuous curve section.

[0091] Figure 9 is a flowchart showing the procedure of a continuous curve correction routine that is executed after step S68, for example, as shown in Figure 7.

[0092] In Figure 9, the control unit 20 obtains the distance between adjacent curved sections on a road from map information (step S80).

[0093] Next, the control unit 20 identifies the curved sections before and after each curved section that have a distance of less than or equal to a predetermined value as continuous curves (step S81).

[0094] Next, the control unit 20 acquires the curve polarity and curvature of each continuous curve based on the map information (step S82).

[0095] Next, the control unit 20 determines the section of continuous curves identified in step S81 as a continuous curve section if the road immediately following the second half of the curve in the continuous curve is a straight section (step S83).

[0096] Next, the control unit 20 counts the number of continuous curves included in the determined continuous curve section, the number of changes in curve polarity, and the distance of the continuous curve section (step S84).

[0097] Next, the control unit 20 sets a correction coefficient (correction coefficient > 1) corresponding to the number of continuous curves, the number of changes in curve polarity, and the magnitude of the distance of the continuous curve section (step S85).

[0098] Next, the control unit 20 overwrites the RAM 22 with new vibration index values ​​Sx and Sy, which are obtained by multiplying each of the vibration index values ​​Sx and Sy corresponding to each curve section included in the continuous curve section described above, by the correction coefficient (step S86).

[0099] Furthermore, when executing the continuous curve correction routine shown in Figure 7, the speed at the time of entering the continuous curve section, that is, the speed V1 immediately before the first curve section within the continuous curve section, may be calculated using the smallest radius of curvature within the continuous curve section. In this case, deceleration should be performed only once within the continuous curve section, and the curve speed V2 of each curve section included in the continuous curve section should be corrected so that it matches the speed immediately after the completion of this single deceleration.

[0100] Figure 10 is a flowchart illustrating the procedure for calculating the intersection vibration index value.

[0101] In Figure 10, first, the control unit 20 calculates the longitudinal acceleration Gs when proceeding straight through the intersection by multiplying the stopping acceleration, which represents the acceleration of the vehicle when decelerating before the intersection as a predetermined fixed value, by the stopping signal probability, which represents the probability that the traffic light will show red or yellow as a predetermined fixed value (step S71). That is, as shown in Figure 11A, when vehicle CA proceeds straight through intersection Nd from entry link Le (immediate road), vehicle CA decelerates from point C1 on entry link Le to point C2 just before intersection Nd. At this time, if the traffic light SG at intersection Nd is lit red or yellow, vehicle CA stops at point C2. Therefore, in step S71, the control unit 20 calculates the longitudinal acceleration Gs when proceeding straight through the intersection by multiplying the stopping acceleration (fixed value) by the stopping signal probability (fixed value) which represents the probability that the traffic light will show red or yellow.

[0102] Next, the control unit 20 calculates the longitudinal acceleration Gc when turning right or left at an intersection by dividing the difference between the average speed on the road immediately preceding the intersection and the speed within the intersection, which is expressed as a predetermined value, by the length of time spent decelerating from the average speed to the speed within the intersection (step S72). The speed on the road immediately preceding the intersection is, for example, the average speed on the road immediately preceding the intersection in the current time period, which the control unit 20 has obtained from the driving database and traffic information of the information collection server 60. That is, as shown in Figure 11B, when vehicle CA turns right or left at intersection Nd from entry link Le (immediate road), it decelerates from the average speed Va1 on entry link Le to the speed Va2 within intersection Nd. Here, the control unit 20 sets the driving speed Va2 within the intersection Nd as a fixed value, and calculates the longitudinal acceleration Gc acting on the vehicle in the longitudinal direction when turning right or left at an intersection by dividing the difference between the average speed Va1 and the driving speed Va2 (fixed value) by the length of time spent decelerating from the average speed Va1 to the driving speed Va2.

[0103] Furthermore, in step S72, the control unit 20 may calculate the longitudinal acceleration Gc when turning right or left at an intersection based on the distance over which the vehicle decelerates from the average speed on the road immediately preceding the intersection, and the speed difference between the vehicle's speed immediately after traveling that distance and the average speed on the road immediately preceding the intersection.

[0104] Next, the control unit 20 generates a longitudinal sway index value M, which represents the magnitude of the sway acting on the vehicle in the longitudinal direction when driving straight through an intersection, based on a value corresponding to the longitudinal acceleration Gs. Furthermore, the control unit 20 generates a longitudinal sway index value N, which represents the magnitude of the sway acting on the vehicle in the longitudinal direction when turning right or left at an intersection, based on a value corresponding to the longitudinal acceleration Gc.

[0105] Next, the control unit 20 stores the sway index values ​​M and N, and the lateral sway index value Q, which has a predetermined fixed value as the lateral sway index value when turning right or left at an intersection, in RAM 22 in association with the map information of the corresponding specific road section, as shown in Figure 6 (step S74).

[0106] The control unit 20 performs the above-described intersection vibration index value calculation routine (S71 to S74) for each specific road section (attribute: intersection) included in the guidance route from the vehicle VH's current position to the destination.

[0107] Figure 12 is a flowchart illustrating the procedure for calculating the vibration index value in the stopping and deceleration section.

[0108] In Figure 12, first, the control unit 20 calculates the longitudinal acceleration Gp (fixed value) by multiplying the stopping acceleration, which represents the acceleration during deceleration when the vehicle stops as a predetermined value, by the stopping probability, which represents the probability that the vehicle will actually stop as a predetermined fixed value (step S81).

[0109] Next, the control unit 20 generates a longitudinal sway index value W, which represents the magnitude of the sway acting on the vehicle in the longitudinal direction when passing through a stopping and deceleration section, based on a value corresponding to the longitudinal acceleration Gp (step S82).

[0110] Next, the control unit 20 stores the longitudinal sway index value W in RAM 22, associating it with the map information of the corresponding specific road section, as shown in Figure 6 (step S83).

[0111] The control unit 20 performs the stop-deceleration section sway index value calculation routine shown in Figure 12 for each specific road section (attribute: stop-deceleration section) included in the guidance route from the vehicle VH's current position to the destination.

[0112] Therefore, the control unit 20 stores the vibration index values ​​(Sx, Sy, M, N) stored in the RAM 22 as shown in Figure 6 by executing the curve section vibration index value calculation routine (S43, Figure 7), the intersection vibration index value calculation routine (S44, Figure 10), or the stop deceleration section vibration index value calculation routine (S45, Figure 12) in the vibration index value database DB1 in step S32_3 shown in Figure 4A.

[0113] Here, after executing steps S43, S44, or S45, the control unit 20 executes the speed profile generation routine in step S46 shown in Figure 5.

[0114] In other words, in step S46, the control unit 20 generates the following speed profiles, divided into cases where the specific road section is a curved section and cases where it is a section where vehicles may stop, such as a level crossing, a pedestrian crossing, or an intersection.

[0115] In other words, if the specific road section is a curved section, the control unit 20 generates a speed profile that associates the changes in the vehicle's speed from a point a predetermined distance before the entrance to the curved section, and the changes in the vehicle's speed from the exit of the curved section to a point a predetermined distance away, with each point. Specifically, the control unit 20 calculates the changes in the vehicle's speed, assuming that it will decelerate from the state of the vehicle's speed V1 on the road immediately preceding the curved section, which was determined in step S62 of Figure 7, to the curved speed V2 or Va determined in step S63 or S63. Furthermore, the control unit 20 calculates the changes in the vehicle's speed, assuming that it will accelerate from the state of the curved speed V2 or Va in the curved section to the speed of the road section following the curved section. The control unit 20 stores the speed profile generated in this way in the non-volatile memory 21.

[0116] On the other hand, if the specific road section includes areas where stopping is possible, such as intersections, railway crossings, or pedestrian crossings, the control unit 20 generates a speed profile as follows: The control unit 20 generates a speed profile that associates the change in driving speed with each location, based on the speed difference when decelerating from the driving speed in the road section immediately preceding the specific road section, and the distance or time spent decelerating. The control unit 20 stores the speed profile generated in this way in the non-volatile memory 21.

[0117] Furthermore, the speed profile may also show the trend of average driving speed adjusted based on road characteristics (such as the radius of curvature of curves, the frequency of traffic lights, stop signs, and intersections).

[0118] Next, we will explain in detail the routine for calculating the measured seismic values ​​described above.

[0119] Figure 13A is a flowchart showing the procedure for the routine used to calculate the measured seismic vibration values.

[0120] In Figure 13A, the control unit 20 first acquires actual driving data from the vehicle when it travels on a specific road section (step S91).

[0121] Next, the control unit 20 calculates measured sway values ​​for each specific road section, based on the accelerations acting on the vehicle in the vertical, horizontal, and longitudinal directions as shown by the actual driving data (step S92). For example, in step S92, the control unit 20 calculates measured vertical sway values ​​based on the vertical acceleration of the vehicle shown by the actual driving data, measured horizontal sway values ​​based on the horizontal acceleration of the vehicle, and measured longitudinal sway values ​​based on the longitudinal acceleration of the vehicle. In other words, since the actual driving data cannot be compared with the calculated sway index value or the actual sway index value, the control unit 20 calculates measured sway values ​​that are comparable to the calculated sway index value or the actual sway index value.

[0122] Next, the control unit 20 stores the measured values ​​of vertical, horizontal, and longitudinal shaking calculated as described above in the RAM 22, corresponding to each specific road section (step S93).

[0123] Furthermore, the above-mentioned routine for calculating measured shaking values ​​acquires actual driving data corresponding to a specific road section (S91), and calculates the measured shaking value from the acceleration indicated by the actual driving data.

[0124] Here, as described above, by executing step S32_3, the shaking index value is stored in the shaking index value database DB1, and the measured shaking value is stored in the actual shaking index value database DB2.

[0125] In this case, the vibration index database DB1 stores multiple vibration index values ​​acquired by vehicle VH up to the present time, along with multiple vibration index values ​​acquired by other vehicle groups. In this case, server 50 calculates the vibration index value based on the multiple vibration index values ​​stored in the vibration index database DB1, as follows, according to a predetermined plan for the vibration index database DB1 managed by server 50 itself, or a predetermined processing plan for the vibration index database DB1 instructed via the Internet NW, etc.

[0126] Figure 13B is a flowchart showing the procedure for calculating the calculated vibration index value, which is executed when the server 50 receives instructions based on a predetermined processing plan for the vibration index value database DB1.

[0127] In Figure 13B, the server 50 first sets a specific road section based on a predetermined processing plan (step SN1). Next, the server 50 calculates a calculated vibration index value by applying predetermined statistical processing to the vibration index values ​​acquired by the vehicle VH and multiple vibration index values ​​provided by other vehicles, which are stored in the vibration index value database DB1 and correspond to the specific road section (step SN2). The statistical processing here refers to processes such as calculating the mean, mode, and standard deviation. Next, the server 50 stores the calculated vibration index value in the vibration index value database DB1, associating it with the specific road section as shown in Figure 2B (step SN3).

[0128] Furthermore, the server 50 calculates the actual shaking index value as follows, according to a predetermined plan for the shaking index value database DB1 managed by the server 50 itself, or a predetermined processing plan for the actual shaking index value database DB2 instructed via the Internet NW or the like.

[0129] Figure 13C is a flowchart showing the procedure for calculating actual market fluctuation index values, which is executed when the server 50 receives instructions based on a predetermined processing plan for the actual market fluctuation index value database DB2.

[0130] In Figure 13C, the server 50 first sets a specific road section based on a predetermined processing plan (step SD1), and then obtains actual driving data from multiple other vehicles corresponding to this specific road section from the driving database (step SD2). Next, the server 50 calculates multiple measured vibration values ​​based on each of the accelerations generated by the multiple other vehicles indicated by the actual driving data (step SD3). Next, the server 50 calculates an actual vibration index value by applying a predetermined statistical process to the measured vibration values ​​obtained in the vehicle (VH) corresponding to the specific road section, and to the multiple measured vibration values ​​based on the actual driving data provided by the multiple other vehicles calculated as described above (step SD4). Next, the server 50 stores the calculated actual vibration index value together with the measured vibration values ​​in the actual vibration index value database DB2, associating them with the specific road section as shown in Figure 2B (step SD5).

[0131] However, there are cases where actual driving data corresponding to a specific road section is not stored in the driving database. In such cases, the control unit 20 may obtain speed data of a moving object that actually traveled on the specific road section from the driving database, and use the curvature based on the road shape in the specific road section obtained from map information and this speed data to calculate the measured value of the shaking.

[0132] Furthermore, in step SD2 of the actual sway index value calculation process described above, when the server 50 acquires actual driving data from the driving database, it may also acquire attribute information such as the time and day of the week when the actual driving data was recorded, as well as attributes such as the vehicle type and the driver's age. In this case, in step SD5, the server 50 may associate such attribute information with the actual sway index value and the sway index value described above and store it in the actual sway index value database DB2.

[0133] Furthermore, the server 50 may set recording periods (time zones) that divide the day into 2-hour intervals, and calculate multiple measured vibration values ​​from the actual driving data acquired within each set recording period. The recording period may be determined by the day of the week or by the beginning and end of the month. In this case, the server 50 may calculate an actual vibration index value by applying predetermined statistical processing to each attribute of the multiple measured vibration values, and store it in the actual vibration index value database DB2, associating it with the above recording period and attribute information.

[0134] As a result, when reading the actual sway index value from the actual sway index value database DB2, the vehicle VH's driver assistance device 10 specifies the desired time (or desired period) to the server 50. The driver assistance device 10 may also specify the same time period for the past week (for example, 16:00 to 18:00), or the same time period on the same day of the week in the past (for example, Sunday). The desired time may be the current time or the predicted time when the vehicle is expected to pass through each of the necessary specific road sections on the route.

[0135] Based on the specified desired time or period, the server 50 reads the actual sway index values ​​acquired within the recording period including the desired time or period from the actual sway index value database DB2 and transmits them to the driving support device 10.

[0136] Furthermore, when reading actual sway index values ​​from the actual sway index value database DB2, the driver assistance device 10 may specify attribute information other than the time or period described above, such as the vehicle type or the driver's age. When a request is made from the driver assistance device 10 of the vehicle VH, the server 50 reads the actual sway index value associated with the same attribute information as the specified attribute information from the actual sway index value database DB2 and transmits it to the driver assistance device 10.

[0137] In the above embodiment, the process of calculating a vibration index value (32_1) based on map data and the process of storing the calculated vibration index value in the vibration database 52 (DB1) are performed by software as shown in Figures 4A, 5, 7, 10, and 12. Furthermore, the process of acquiring the vibration acting on the vehicle VH based on actual driving data of multiple vehicles, calculating the measured vibration value based on the actual driving data, and storing the calculated measured vibration value in the vibration database 52 (DB2) are performed by software as shown in Figures 4A and 13A.

[0138] However, the calculation process of the shaking index value and the measured shaking value, the storage process in the shaking database 52, and the route search process may be implemented in hardware.

[0139] In short, the driving assistance device 10 should include the following: a specific road section identification unit, a driving speed estimation unit, a vibration index value calculation unit, and a storage unit.

[0140] In other words, the specific road section identification unit (20, S41) identifies specific road sections (for example, sections including curves, intersections, railway crossings, pedestrian crossings, etc.) from map data. The driving speed estimation unit (20, S62-S64) estimates the driving speed (Va, V2) of the moving object (VH) in the specific road section and the immediate driving speed (V1) of the moving object in the road section immediately preceding the specific road section.

[0141] The vibration index calculation unit (20, S32_1, S61-S68) calculates the radius of curvature (R) of the curved section based on map data (S61) when the specified road section includes a curved section, and calculates a vibration index value representing the magnitude of vibration of the moving body using the travel speed or the speed immediately preceding the travel and the radius of curvature of the moving body in the specified road section.

[0142] In this way, the driver assistance system 10 calculates the acceleration acting on the moving body (vehicle) in advance (before driving) as a sway index value representing the magnitude of the sway. First, it identifies specific road sections, such as curved sections, where swaying occurs, from map data. Then, the driver assistance system 10 estimates the driving speed within this specific road section and the driving speed on the road immediately preceding this specific road section. Using these driving speeds within the specific road section and the preceding driving speed, it calculates a sway index value representing the magnitude of the sway acting on the moving body.

[0143] Therefore, the driving assistance device 10 makes it possible to obtain a more accurate sway index value that corresponds to actual driving, compared to the navigation device described in Patent Document 1, which estimates the level of acceleration acting on a moving object from the result of comparing the curvature of a road curve with a predetermined threshold.

[0144] Furthermore, in the driver assistance device 10, the storage unit (20, S32_3) stores the measured shaking values ​​based on actual driving data when the mobile body (vehicle VH) actually travels on a specific road section, along with the shaking index values, in a shaking database (52) by associating them with the specific road section. The server (50) equipped with the shaking database obtains the actual shaking index value by performing statistical processing to calculate the mean, mode, or standard deviation of the measured shaking values ​​obtained from the mobile body (vehicle VH) and multiple measured shaking values ​​obtained from other mobile body groups already stored in the shaking database.

[0145] Therefore, the driver assistance device 10 enables driver assistance related to the vibrations acting on the moving vehicle (VH) by utilizing the vibration database.

[0146] Figures 14 and 15 are flowcharts showing the procedure for the driving information presentation routine described above.

[0147] In Figure 14, first, the control unit 20 reads the vibration index value corresponding to a specific road section including the vehicle's current position, which is stored in the RAM 22, and adds or multiplies this vibration index value by a predetermined value to obtain the maximum permissible vibration threshold SHm (step S110).

[0148] Next, the control unit 20 acquires acceleration signals from the acceleration sensor 13 indicating acceleration in the vertical, horizontal, and left-right directions (step S111).

[0149] Next, the control unit 20 takes the values ​​corresponding to the magnitudes of acceleration in the vertical, longitudinal, and lateral directions, as indicated by the acquired acceleration signals, and sets them as the measured vibration values ​​SHg, which represent the magnitude of vibration acting on the vehicle VH in the vertical, longitudinal, and lateral directions, respectively (step S112).

[0150] Next, the control unit 20 stores the measured vibration values ​​SHg in the vertical, longitudinal, and lateral directions, associating them with the corresponding specific road section, in the non-volatile memory 21 (step S113). Thus, the non-volatile memory 21 accumulates measured vibration values ​​SHg representing the magnitude of vibrations that actually occurred in the vertical, longitudinal, and lateral directions of the vehicle VH while it was traveling on the roads it had traveled on up to that point.

[0151] Next, immediately before entering a specific road section, the control unit 20 predicts the cause of shaking that may occur in the specific road section and executes a pre-announcement driving operation instruction routine that gives advance instructions regarding driving operations to the driver of the vehicle VH (step S114).

[0152] Figure 16 is a flowchart showing the procedure for the advance driving operation instruction routine.

[0153] As shown in Figure 16, first, the control unit 20 determines, based on the current location information described above, whether the road currently being traveled is the road immediately preceding the specific road section (step S1141). If it is determined in step S1141 that it is the road immediately preceding, the control unit 20 determines whether the non-volatile memory 21 contains measured seismic values ​​corresponding to the specific road section (step S1142). If it is determined in step S1141 that measured seismic values ​​are stored, the control unit 20 retrieves the measured seismic values ​​corresponding to the specific road section from the non-volatile memory 21 (step S1143).

[0154] Next, the control unit 20 identifies the cause of vibrations related to driving operations that are predicted to occur when driving on a specific road section, based on the measured vibration values ​​corresponding to the specific road section obtained from the non-volatile memory 21 (step S1144).

[0155] Specifically, in step S1144, the control unit 20 identifies that sudden braking or sudden acceleration is the cause of the shaking related to driving operations if the measured value of the shaking in the longitudinal direction is greater than a predetermined reference value. The control unit 20 also identifies that sudden steering is the cause of the shaking related to driving operations if the measured value of the shaking in the lateral direction is greater than a predetermined reference value. Furthermore, if the measured value of the shaking in the vertical direction is greater than a predetermined reference value, it identifies that excessive speed is the cause of the shaking related to driving operations.

[0156] Next, based on the identified cause of the shaking, the control unit 20 controls the display unit 16 and the voice output unit 17 in order to provide in advance, in both voice and text, instructions for driving operations such as reducing speed or changing the route, which will be effective in suppressing shaking when driving through the specific road section that is about to appear (step S1145).

[0157] After step S1145 is executed, or if it is determined in step S1141 that it is not the road immediately preceding the specific road section, or if it is determined in step S1142 that the measured seismic values ​​have not been stored, the control unit 20 executes step S115.

[0158] In other words, the control unit 20 compares the measured shaking value SHg with the allowable maximum shaking threshold SHm for each of the front-rear and left-right directions, and determines whether the measured shaking value SHg is greater than the allowable maximum shaking threshold SHm (step S115).

[0159] In step S115, if the measured sway value SHg corresponding to at least one of the longitudinal and lateral directions is determined to be greater than the allowable maximum sway threshold SHm, the control unit 20 identifies the cause of the sway related to the driving operation (step S116). In other words, if the measured sway value SHg is greater than a predetermined value or more than the sway index value or the actual sway index value, the control unit 20 identifies the cause of the sway related to the driving operation as follows.

[0160] Specifically, if the control unit 20 determines that the measured lateral sway SHg is greater than a predetermined value or more than the lateral sway index value or the actual sway index value, it identifies the cause of the sway as excessive speed on a sharp curve or sudden steering maneuvers. Similarly, if the measured longitudinal sway SHg is greater than a predetermined value or more than the longitudinal sway index value or the actual sway index value, the control unit 20 identifies the cause of the sway as sudden braking. Furthermore, if the measured vertical sway is greater than a predetermined value or more than the actual vertical sway index value, the control unit 20 identifies the cause of the sway as unevenness in the road surface.

[0161] Furthermore, in step S116, if the difference between the above-mentioned sway index value or actual sway index value and the measured sway value SHg is greater than a predetermined value, the control unit 20 identifies that the cause of the sway is a driving operation corresponding to the direction of the sway indicated by the measured sway value SHg, for example, a sudden steering operation to the right or left.

[0162] Next, the control unit 20 provides information about the shaking (step S117). Specifically, in step S117, the control unit 20 uses the display unit 16 and the audio output unit 17 to provide the cause of the shaking and the direction of the shaking (front-to-back direction, left-to-right direction) in audio and text, and displays a mark on the display map indicating the location where the shaking occurred. Furthermore, in step S117, the control unit 20 uses the display unit 16 and the audio output unit 17 to provide a warning in text and audio that a large shaking has occurred in the vehicle VH. The control unit 20 may also provide this warning immediately before the vehicle VH enters the specific road section, or within the road section immediately preceding the specific road section. This allows the driver of the vehicle VH to pay attention to the specific road section in advance.

[0163] Furthermore, in step S117, the control unit 20, based on the acceleration signal acquired in step S111, displays the magnitude of the actual shaking that occurred in the vehicle VH using text or images on the display unit 16. For example, the control unit 20 displays text or images on the display unit 16 that represent the magnitude of the acceleration in each of the vertical, longitudinal, and lateral directions, as indicated by the acquired acceleration signal, in n levels (where n is an integer of 2 or more), representing the magnitude of the shaking.

[0164] Furthermore, if a vibration unit is installed in the driver's seat of vehicle VH, the control unit 20 may, in step S117, warn the driver by vibrating the vibration unit installed in the seat cushion.

[0165] Next, the control unit 20 provides guidance regarding driving operations (step S118). Specifically, in step S118, the control unit 20 controls the display unit 16 and the voice output unit 17 to provide guidance in both voice and text to the driver, prompting them to take measures to address the identified cause of shaking, such as reducing speed or changing the route.

[0166] Furthermore, in step S118, the control unit 20 determines whether the difference A between the measured vibration value SHg and the vibration index value, and the difference B between the measured vibration value SHg and the actual vibration index value, are greater than zero, and performs an operational evaluation of its own vehicle (VH) as follows based on the combination of the determination results.

[0167] [A > 0 and B < 0]: The driving is in line with the flow of traffic.

[0168] [A < 0 and B > 0]: The frequency of sudden driving operations such as sudden acceleration, sudden braking, or sudden steering is within an acceptable range, but the frequency of sudden driving operations is higher than that of surrounding moving objects, making it highly likely to be rough driving.

[0169] [A > 0 and B > 0]: The surrounding vehicles are driving aggressively with a high frequency of sudden maneuvers, and the driver's driving is even more aggressive with a high frequency of sudden maneuvers, resulting in a high accident rate.

[0170] [A < 0 and B < 0]: This describes calm driving with a low frequency of sudden maneuvers along with surrounding vehicles, and driving in a situation where there is a risk of encountering traffic congestion, accidents, fallen objects, or other areas requiring caution immediately ahead.

[0171] Then, in step S118, the control unit 20 displays the contents of the operation evaluation in text or voice via the display unit 16 and the audio output unit 17.

[0172] Furthermore, if a vibration unit is installed in the driver's seat of the vehicle VH, the control unit 20 may, in step S118, vibrate the vibration unit installed in the seat cushion to inform the driver that guidance has been provided.

[0173] After step S118 is executed, or if step S115 determines that the measured values ​​SHg for the longitudinal and lateral sway are both less than or equal to the maximum allowable sway threshold SHm corresponding to each direction, the control unit 20 acquires the actual driving speed indicated by the actual driving speed signal supplied from the driving speed sensor 18 as the actual driving speed Vr (step S119).

[0174] Next, the control unit 20 determines whether the current position of the vehicle VH is included in the specified road area (step S120). The specified road area is the road area consisting of the specified road section described above and the roads immediately before and after it.

[0175] Next, the control unit 20 obtains the driving speed Vp as the driving speed corresponding to the current location of the vehicle VH on the specific road section currently being traveled or the road immediately following it, from the speed profile generated by the speed profile generation routine (S46) described above (step S121).

[0176] Next, the control unit 20 determines whether the actual driving speed Vr is equal to or greater than the upper limit driving speed (Vp + α) by adding a predetermined value α to the driving speed Vp (step S122). If the control unit 20 determines in step S122 that the actual driving speed Vr is not equal to or greater than the upper limit driving speed (Vp + α), the control unit 20 determines whether the actual driving speed Vr is equal to or less than the lower limit driving speed (Vp - β) by subtracting a predetermined value α from the driving speed Vp (step S123).

[0177] If, in step S123, the control unit 20 determines that the actual driving speed Vr is below the lower limit driving speed (Vp - β), the control unit 20 controls the display unit 16 and the audio output unit 17 to display a warning prompting the vehicle to increase speed in both audio and text (step S124). In step S124, the control unit 20 may also display, in both audio and text, a warning prompting the vehicle to increase speed, indicating that the vehicle VH's driving speed is excessively slow compared to other vehicles.

[0178] On the other hand, if the control unit 20 determines in step S122 that the actual driving speed Vr is equal to or greater than the upper limit driving speed (Vp + α), the control unit 20 controls the display unit 16 and the audio output unit 17 to display a warning prompting deceleration in both audio and text (step S125). In step S125, the control unit 20 may also display, in both audio and text, that the vehicle VH is exceeding the speed limit, along with the warning prompting deceleration.

[0179] Furthermore, if a vibration unit is installed in the driver's seat of the vehicle VH, the control unit 20 may, in steps S124 and S125, vibrate the vibration unit installed in the seat cushion to inform the driver that a warning has been issued.

[0180] Furthermore, if the specified road section is a curved section, the warning issued in step S124 or S125 above shall be given during the curved section, within the road section immediately preceding the curved section, immediately before entering the curved section, or immediately before the end of the curved section.

[0181] After step S124 or S125 is executed, the control unit 20 controls the display unit 16 to superimpose a warning mark on the location that was the target of the warning in step S124 and S125 (step S126).

[0182] Next, the control unit 20 executes a traffic evaluation routine (step S127). In step S127, the control unit 20 first reads out multiple measured vibration values ​​and speed profiles stored in the non-volatile memory 21. Then, the control unit 20 integrates the multiple vibration index values ​​shown in the read measured vibration values ​​and speed profiles, and performs predetermined statistical processing to generate traffic evaluation data that evaluates traffic safety and efficiency, and stores it in the non-volatile memory 21. In response to instructions from the user received at the input unit 12, the control unit 20 reads the traffic evaluation data from the non-volatile memory 21 and controls the display unit 16 to display the contents of this traffic evaluation data.

[0183] After step S127 is executed, or if it is determined in step S120 that the current position of the vehicle VH is not included in the specified road area, or if it is determined in step S123 that the actual driving speed Vr is greater than the lower limit driving speed (Vp-β), the control unit 20 exits the driving information presentation routine shown in Figures 14 and 15.

[0184] In addition, the driving information presentation routine presents vibration information (S117) when the measured vibration value SHg is greater than the permissible maximum vibration threshold SHm. However, regardless of whether the measured vibration value SHg is greater than the permissible maximum vibration threshold SHm or not, the input unit 12 may display text or images that represent the magnitude of the measured vibration values ​​in the vertical, horizontal, or longitudinal directions of the vehicle VH in steps, for example, from the 1st to the nth level (where n is an integer of 2 or more).

[0185] Furthermore, in the driving information presentation routine, in steps S109 and S110, a predetermined value is added to or multiplied by a predetermined value to the vibration index value or actual vibration index value corresponding to the specific road section to generate the maximum permissible vibration threshold SHm. However, the method for generating the maximum permissible vibration threshold SHm is not limited to this.

[0186] For example, instead of steps S109 and S110 included in the driving information presentation routine shown in Figures 14 and 15, steps S109a and S110a shown in Figure 17A may be adopted.

[0187] In other words, in Figure 17A, the control unit 20 reads calculated vibration index values ​​corresponding to the left-right and front-back directions from the vibration index value database DB1 (step S109a). The calculated vibration index values ​​are obtained by performing statistical processing on multiple vibration index values ​​stored in the server 50 to obtain statistical values ​​such as the mean, mode, and standard deviation, as described above.

[0188] Next, the control unit 20 generates an allowable maximum oscillation threshold SHm for each direction (front and back, left and right) using the following formula f(μ, k, σ) or f(μ, k) (step S110a).

[0189] SHm = f(μ, k, σ) or f(μ, k) μ: Representative value (mean or mode) of the calculated oscillation index k: A predetermined adjustment coefficient σ: Standard deviation Specifically, the maximum permissible oscillation threshold SHm is obtained by SHm = μ + k・σ, SHm = μ + k, or SHm = μ・k.

[0190] In other words, the control unit 20 generates the maximum permissible vibration threshold SHm by adding or multiplying the adjustment coefficient k to the representative value μ (the average or mode of multiple vibration index values) represented by the calculated vibration index value, or by adding the result of multiplying the adjustment coefficient k by the standard deviation σ (k・σ).

[0191] Furthermore, the control unit 20 may use the value of the vibration index represented by +k when the sum of the frequencies of each vibration index value, which is within the range of ±k centered on the representative value μ represented by the calculated vibration index value, becomes a predetermined percentage of the total sum of frequencies, as the allowable maximum vibration threshold SHm.

[0192] Then, after step S110a is executed, the control unit 20 executes the aforementioned steps S111 to S127. At this time, if the measured vibration value SHg (left-right, front-back) during the current driving exceeds the above-mentioned maximum allowable vibration threshold SHm (left-right, front-back), the control unit 20 identifies that the cause of the vibration lies in the driving operation of the vehicle VH corresponding to the direction of vibration represented by the measured vibration value SHg.

[0193] Alternatively, steps S109b and S110b shown in Figure 17B may be used instead of steps S109 and S110 included in the driving information presentation routine shown in Figures 14 and 15.

[0194] In other words, in Figure 17B, the control unit 20 reads actual shaking index values ​​corresponding to the up / down, left / right, and front / back directions from the actual shaking index value database DB2 (step S109b). The actual shaking index value is obtained by performing statistical processing on multiple measured shaking values ​​stored in the server 50 to calculate statistical values ​​such as the mean, mode, and standard deviation, as described above.

[0195] Next, the control unit 20 generates an allowable maximum oscillation threshold SHm for each direction (up and down, front and back, left and right) using the following formula f(μ, k, σ) or f(μ, k) (step S110b).

[0196] SHm = f(μ, k, σ) or f(μ, k) μ: Representative value of the actual volatility index (mean or mode) k: A predetermined adjustment coefficient σ: Standard deviation Specifically, the maximum permissible volatility threshold SHm is obtained by SHm = μ + k・σ, SHm = μ + k, or SHm = μ・k.

[0197] In other words, the control unit 20 generates the maximum permissible shaking threshold SHm by adding or multiplying the adjustment coefficient k to the representative value μ (the average or mode of multiple measured shaking values) represented by the actual shaking index value, or by adding the result of multiplying the adjustment coefficient k by the standard deviation σ (k・σ).

[0198] Furthermore, the control unit 20 may use the value of the measured shaking represented by +k when the sum of the frequencies of each measured shaking value, which is within the range of ±k centered on the representative value μ represented by the actual shaking index value, becomes a predetermined percentage of the total sum of frequencies, as the allowable maximum shaking threshold SHm.

[0199] Then, after step S110b is executed, the control unit 20 executes the aforementioned steps S111 to S127. At this time, if the measured vibration value SHg (left-right, front-back) during the current driving exceeds the above-mentioned maximum allowable vibration threshold SHm (left-right, front-back), the control unit 20 identifies that the cause of the vibration lies in the driving operation of the vehicle VH corresponding to the direction of vibration represented by the measured vibration value SHg.

[0200] Furthermore, the permissible maximum shaking threshold SHm, which is used to determine whether or not to display shaking information, and the upper limit travel speed (Vp + α) and lower limit travel speed (Vp - β), which are used to determine whether or not to display a warning, may be arbitrarily adjusted by the user using the input unit 12.

[0201] Furthermore, in the above embodiment, as shown in Figures 14 to 16, 17A, and 17B, the processing of presenting driving information related to the vibrations acting on the vehicle VH is performed by software, but this may also be implemented in hardware.

[0202] In short, the driving support device 10 only needs to include the following: a unit for acquiring measured vibration values, a unit for reading vibration index value information, and a unit for displaying that information.

[0203] The shaking measurement unit (13, 20, S111, S112) acquires the shaking actually applied to the moving body (VH) in a specific road section as a shaking measurement value (SHg).

[0204] The vibration index value reading unit (20, S109) reads the calculated vibration index value or the actual vibration index value corresponding to the specific road section on which the moving object is traveling from the vibration database (52, DB1, DB2), which stores the actual vibration index value and the calculated vibration index value linked to map data corresponding to the specific road section. The actual vibration index value represents the magnitude of vibration in the vertical, longitudinal, and lateral directions of the moving object, calculated based on actual driving data acquired by each of the multiple moving object groups when they actually traveled on the specific road section. The calculated vibration index value represents the magnitude of vibration in the longitudinal and lateral directions of the moving object, calculated based on the radius of curvature of the curved section included in the specific road section, the driving speed immediately before the curved section, and the driving speed in the curved section, all calculated based on map data.

[0205] The display unit (16, 17, 20, S116-S118) presents information based on a comparison between calculated or actual shaking index values ​​read from the shaking database (52, DB1, DB2) and the actual measured shaking values ​​applied to a moving object while it is in motion.

[0206] Therefore, based on the results of the comparison described above, it is possible to provide driving assistance by presenting information to the driver via voice or display, such as the cause of the shaking, the direction of the shaking, the magnitude of the shaking, the location of the shaking, and instructions or warnings for driving operations. This allows the driver to control the magnitude of the shaking acting on the moving object to the desired level by driving in accordance with the information presented as described above.

[0207] 10 Driving support device 12 Input unit 13 Acceleration sensor 14 Map data acquisition unit 15 Position detection unit 16 Display unit 17 Audio output unit 20 Control unit 21 Non-volatile memory 50 Server 52 Vibration database 100 Driving support system DB1 Vibration index value database DB2 Actual vibration index value database

Claims

1. A driving assistance device characterized by comprising: a vibration measurement value acquisition unit that acquires vibration measured values ​​as actual vibration values ​​for vibrations actually applied to a moving body in a specific road section; an actual vibration index value that represents the magnitude of vibrations in the vertical, longitudinal, and lateral directions of the moving body calculated based on actual driving data acquired by each of a group of moving bodies when they actually travel in the specific road section; a calculated vibration index value that represents the magnitude of vibrations in the longitudinal and lateral directions of the moving body calculated based on the radius of curvature of a curved section included in the specific road section calculated based on map data, the driving speed immediately before the curved section, and the driving speed in the curved section; and a display unit that presents information based on a comparison between the actual vibration values ​​and the calculated vibration index value or the actual vibration index value read from the vibration database.

2. The driving support device according to claim 1, comprising a cause identification unit that identifies the cause of the shaking based on the difference between the measured shaking value and the calculated shaking index value or the actual shaking index value, wherein the presentation unit presents the content of the cause of the shaking as information by voice or display.

3. The driving support device according to claim 2, characterized in that the shaking measurement value acquisition unit includes a shaking sensor that detects the acceleration acting on the moving body in the vertical, horizontal, and longitudinal directions as the shaking measurement value representing the magnitude of shaking in each of the vertical, horizontal, and longitudinal directions.

4. The driving assistance device according to claim 3, characterized in that, if the cause identification unit determines that the cause of the shaking is excessive speed on a sharp curve or sudden steering, when the measured shaking value in the left-right direction detected by the shaking sensor is greater than or equal to a predetermined value than the actual shaking index value in the left-right direction read from the shaking database.

5. The driving assistance device according to claim 3, characterized in that the cause identification unit identifies the cause of the shaking as sudden braking or sudden acceleration when the measured shaking value in the longitudinal direction detected by the shaking sensor is greater than or equal to a predetermined value than the actual shaking index value in the longitudinal direction read from the shaking database.

6. The driving support device according to claim 3, characterized in that the cause identification unit identifies the cause of the shaking as uneven road surface or excessive speed when the measured vertical shaking value detected by the shaking sensor is greater than or equal to a predetermined value than the actual vertical shaking index value read from the shaking database.

7. The driving support device according to claim 3, characterized in that the cause identification unit calculates the difference between the measured shaking value of the moving body during current travel detected by the shaking sensor and the actual shaking index value corresponding to the road link during current travel of the moving body read from the shaking database, and identifies that the cause of the shaking is the driving operation of the moving body corresponding to the shaking direction represented by the measured shaking value used to calculate the difference if the difference is greater than a predetermined value.

8. The driving support device according to any one of 2 to 7, characterized in that the display unit displays, by voice or on a display, the details of the cause of the shaking identified by the cause identification unit, the direction of the shaking, the location where the shaking occurs, and the driving instructions that the driver of the moving body should take.

9. The driving support device according to any one of 2 to 7, comprising an evaluation unit that calculates the difference between the measured shaking value and the calculated shaking index value as the first difference, and the difference between the measured shaking value and the actual shaking index value as the second difference, and evaluates that if the first difference is greater than zero and the second difference is less than zero, the driving of the moving body is evaluated as driving in line with the flow of traffic, if the first difference is less than zero and the second difference is greater than zero, the driving of the moving body is evaluated as driving in a way that is within an acceptable range of sudden driving operations, but is likely to be rough driving with a higher frequency of sudden driving operations than surrounding moving bodies, if both the first difference and the second difference are greater than zero, the driving is evaluated as driving with a higher accident rate with a higher frequency of sudden driving operations than surrounding moving bodies, and if both the first difference and the second difference are less than zero, the driving is evaluated as calm driving with a low frequency of sudden driving operations along with surrounding moving bodies, and is driving in a situation where there is a risk of a driving caution zone approaching immediately.

10. A driving support device according to any one of 2 to 7, comprising a threshold calculation unit that reads a plurality of calculated vibration index values ​​in the longitudinal direction and a plurality of calculated vibration index values ​​in the lateral direction from the vibration database, and for each of the longitudinal and lateral directions, calculates as an allowable maximum vibration threshold the value obtained by adding or multiplying the average value or mode of the calculated vibration index values ​​by a predetermined adjustment coefficient, or by adding the result of multiplying the standard deviation of the calculated vibration index values ​​by the adjustment coefficient to the average value or mode, or the value of the calculated vibration index value expressed as + predetermined value when the sum of the frequencies of each of the calculated vibration index values ​​that fall within a range of ± predetermined value centered on the average value or mode is a predetermined percentage of the sum of all frequencies, wherein the cause identification unit identifies that the cause of the vibration lies in the driving operation corresponding to the direction represented by the measured vibration value when the measured vibration value in the lateral direction and the measured vibration value in the longitudinal direction detected by the vibration sensor exceeds the vibration threshold corresponding to each direction.

11. A threshold calculation unit that reads multiple actual shaking index values ​​in the vertical direction, multiple actual shaking index values ​​in the longitudinal direction, and multiple actual shaking index values ​​in the left-right direction from the shaking database, and calculates as the maximum permissible shaking threshold the value obtained by adding or multiplying the average value or mode of the actual shaking index value by a predetermined adjustment coefficient, or by adding the result of multiplying the standard deviation of the actual shaking index value by the adjustment coefficient to the average value or mode, or by the value of the actual shaking index value expressed as + predetermined value when the sum of the frequencies of each of the actual shaking index values ​​that fall within a range of ± predetermined value centered on the average value or mode is a predetermined percentage of the sum of all frequencies, The cause identification unit is characterized in that, when the measured shaking values ​​in the vertical direction, the horizontal direction, and the longitudinal direction detected by the shaking sensor exceed the actual shaking threshold corresponding to each direction, it identifies that the cause of the shaking lies in the driving operation corresponding to the direction represented by the measured shaking values.

12. The driving support device according to claim 1, characterized in that the shaking index value information reading unit obtains the actual shaking index value calculated from the shaking database based on the actual driving data obtained at a predetermined time prior to the current driving time of the moving body.

13. The driving support device according to claim 12, characterized in that the shaking index value information reading unit obtains the actual shaking index value obtained from the shaking database for the same time period over the past week, or the actual shaking index value obtained for the same time period on the same day of the week in the past.

14. A driving assistance method characterized by acquiring the actual shaking experienced by a moving body in a specific road section as measured shaking values, calculating actual shaking index values ​​that represent the magnitude of shaking in the vertical, longitudinal, and lateral directions of the moving body based on actual driving data acquired by each of a group of moving bodies when they actually traveled the specific road section, and calculating shaking index values ​​that represent the magnitude of shaking in the longitudinal and lateral directions of the moving body calculated based on the radius of curvature of a curved section included in the specific road section calculated from map data, the driving speed immediately before the curved section, and the driving speed in the curved section, and reading the calculated shaking index value or the actual shaking index value corresponding to the specific road section in which the moving body is traveling from a shaking database which is stored in association with the specific road section, and presenting information based on a comparison between the measured shaking values ​​and the calculated shaking index value or the actual shaking index value read from the shaking database.

15. A program to be executed by a computer, comprising the steps of: acquiring the actual shaking experienced by a moving object in a specific road section as measured shaking values; reading the calculated shaking index values ​​or the actual shaking index values ​​corresponding to the specific road section on which the moving object is traveling from a shaking database, which is stored in association with the specific road section, and includes: actual shaking index values ​​representing the magnitude of shaking in the vertical, longitudinal, and lateral directions of the moving object, calculated based on actual driving data acquired by each of a group of moving objects when they actually traveled the specific road section; and calculated shaking index values ​​representing the magnitude of shaking in the longitudinal and lateral directions of the moving object, calculated based on the radius of curvature of a curved section included in the specific road section calculated based on map data, the driving speed immediately before the curved section, and the driving speed in the curved section; and presenting information based on a comparison between the measured shaking values ​​and the calculated shaking index values ​​or the actual shaking index values ​​read from the shaking database.

16. A storage medium characterized by storing the program described in claim 15.

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