JP2022157090A - Driving assistance device - Google Patents

Abstract

To provide a driving assistance device capable of appropriately limiting the function of automatic driving on the basis of information about a posture change of a vehicle following a heavy article loaded on the vehicle when axis deviation occurs in an on-vehicle sensor.SOLUTION: An estimation unit 50 estimates an axis deviation amount of a rider 17 mounted on a vehicle 1. A limit unit 52 limits the function of automatic driving of the vehicle 1 when the axis deviation amount estimated by the estimation unit 50 is equal to or larger than a first prescribed value. A posture change information acquisition unit 51 acquires information about a posture change of the vehicle 1 following a heavy article loaded on the vehicle 1. The limit unit 52 limits the function of automatic driving on the basis of the information about a posture change acquired by the posture change information acquisition unit 51.SELECTED DRAWING: Figure 1

Description

The present invention relates to a driving assistance device.

Patent Literature 1 describes an in-vehicle sensor that includes a camera and a radar and performs detection of objects (obstacles) around the vehicle. In the in-vehicle sensor of Patent Literature 1, the amount of axis deviation of the camera is acquired using the radar, and the detection area of the object by the radar is set based on the amount of axis deviation of the camera.

JP 2016-80539 A

In-vehicle sensors such as cameras and radar are installed in the vehicle so that the direction of the optical axis matches the preset direction. is done. Therefore, it is required that the direction of the optical axis of the vehicle-mounted sensor sufficiently matches a preset direction, and that the difference between the direction of the optical axis and the preset direction, that is, the amount of axis deviation, is sufficiently small.

Therefore, it is conceivable to configure the vehicle so that various processes such as driving assistance and autonomous driving are executed only when the amount of axis deviation of the vehicle-mounted sensor is smaller than a predetermined threshold value. However, the estimated shift amount of the axle-mounted sensor may change due to a change in the attitude of the vehicle caused by a heavy object loaded on the vehicle.

As a result, the axis deviation of the in-vehicle sensor is estimated to be larger than the actual one due to the change in the attitude of the vehicle. Therefore, in order to appropriately limit the functions of automatic driving, we will develop a driving support device that can appropriately determine whether there is an axial misalignment of the in-vehicle sensor and suppress the deterioration of convenience and safety related to automatic driving. is desired.

SUMMARY OF THE INVENTION An object of the present invention is to provide a driving support device capable of suppressing deterioration of convenience and safety related to automatic driving due to restrictions on functions of automatic driving.

The present invention
an estimating unit for estimating the amount of misalignment of an in-vehicle sensor mounted on the vehicle;
a limiting unit that limits an automatic driving function of the vehicle when the shaft misalignment amount estimated by the estimating unit is equal to or greater than a first predetermined value,
A posture change information acquisition unit that acquires information on a posture change of the vehicle caused by a heavy object loaded on the vehicle,
The restriction unit performs the restriction based on the posture change information acquired by the posture change information acquisition unit.
It is a driving support device.

ADVANTAGE OF THE INVENTION According to the driving assistance device of this invention, the driving assistance device which can suppress the deterioration of the convenience and safety regarding automatic driving can be provided.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows an example of the vehicle 1 to which the driving assistance device of this invention is applied. 2 is a diagram showing an example of a scanning range of the lidar shown in FIG. 1; FIG. 4 is a diagram showing an example of a state in which there is no deviation of the optical axis 17A of the rider 17 and no change in the attitude of the vehicle 1; FIG. FIG. 4 is a diagram showing an example of a state in which an optical axis 17A of a rider 17 is not deviated and the posture of the vehicle 1 is changed; FIG. 3 is a diagram showing an example of a state in which an optical axis 17A of a rider 17 is misaligned and the posture of the vehicle 1 is not changed; FIG. 4 is a diagram showing an example of a state in which an optical axis 17A of a rider 17 is shifted and the posture of the vehicle 1 is changed; FIG. 6 is a diagram showing an example of axis deviation determination in the state shown in FIG. 5; FIG. 7 is a diagram showing an example of axis deviation determination in the state shown in FIG. 6; 4 is a flowchart showing an example of processing by an external world recognition unit 41; FIG. 2 is a diagram showing an example of a configuration for notifying a person other than an occupant of the vehicle 1 to prompt the transshipment of a heavy object of the vehicle 1. FIG.

An embodiment of a driving assistance device of the present invention will be described below with reference to the drawings. Hereinafter, for convenience of explanation, the center of the vehicle body is defined as the origin, the front-rear (vehicle length) direction is defined as the X-axis, the left-right (vehicle width) direction is defined as the Y-axis, and the vertical direction is defined as the Z-axis. Further, the X-axis or Y-axis direction will be referred to as the horizontal axis direction, and the Z-axis direction will be referred to as the vertical axis direction.

The direction of rotation about the X axis corresponds to the roll direction, the direction of rotation about the Y axis corresponds to the pitch direction, and the direction of rotation about the Z axis corresponds to the yaw direction. corresponds to the pitch axis, and the Z axis corresponds to the yaw axis.

<Vehicle 1 to which driving assistance device of the present invention is applied>
FIG. 1 is a diagram showing an example of a vehicle 1 to which a driving assistance device of the present invention is applied. FIG. 2 is a diagram showing an example of a scanning range of the lidar shown in FIG. As shown in FIG. 1, the vehicle 1 includes a propulsion device 3, a braking device 4, a steering device 5, an external sensor 6, a vehicle sensor 7, a navigation device 8, a driving operator 9, a notification unit 11, and a control device 10. A vehicle control system 14 is provided. Each component of the vehicle control system 14 is connected to each other by a communication means such as CAN (Controller Area Network) so as to be able to transmit signals.

The propulsion device 3 is a device that applies driving force to the vehicle 1, and includes, for example, a power source and a transmission. The power source has at least one of an internal combustion engine such as a gasoline engine or a diesel engine and an electric motor. In this embodiment, the propulsion device 3 includes an automatic transmission and a shift actuator that changes the shift position of the automatic transmission. The brake device 4 is a device that applies a braking force to the vehicle 1, and includes, for example, a brake caliper that presses a pad against the brake rotor and an electric cylinder that supplies hydraulic pressure to the brake caliper. Brake device 4 may include an electric parking brake device that restricts wheel rotation by a wire cable. The steering device 5 is a device for changing the steering angle of the wheels, and has, for example, a rack-and-pinion mechanism for steering the wheels and an electric motor for driving the rack-and-pinion mechanism. The propulsion device 3 , the braking device 4 and the steering device 5 are controlled by a control device 10 .

The external sensor 6 is a device (external world acquisition device) that captures electromagnetic waves, sound waves, and the like from the surroundings of the vehicle 1 to detect objects and the like outside the vehicle, and acquires peripheral information of the vehicle 1 . The external sensor 6 includes an exterior camera 16 and a lidar 17 .

The exterior camera 16 is, for example, a digital camera using a solid-state imaging device such as a CCD or CMOS. , rearview mirror), and images the front of the vehicle 1 (in the X-axis direction).

The lidar 17 is a LIDAR (Laser Imaging Detection and Ranging) and is a laser radar installed on the vehicle 1 . Also, the lidar 17 is an example of an in-vehicle sensor whose axis misalignment is estimated. As shown in FIG. 2, the lidar 17 receives reflected waves from surrounding objects while transmitting electromagnetic waves (transmitting waves) toward the outside of the vehicle around an optical axis 17A, and scans the surroundings of the vehicle 1. )do. Thereby, the lidar 17 acquires ranging data and detects the positions of objects around the vehicle 1 . The ranging data includes the direction in which the object exists as seen from the lidar 17 and the distance between the lidar 17 and the object. The electromagnetic waves transmitted from the lidar 17 may be electromagnetic waves of any wavelength such as ultraviolet light, visible light, and near-infrared light.

The external sensor 6 may further include a radar that emits radio waves toward an object and measures the reflected waves. For example, the external sensor 6 includes at least one of an exterior camera 16, a lidar 17, and radar.

The rider 17 is attached at a predetermined position on the front of the vehicle 1 . When mounted on the vehicle 1 (at the time of shipment from the factory), the optical axis 17A of the lidar 17 is set forward, and its scanning range (scanning range) is about the Z axis (yaw axis) with the optical axis 17A as the center. It is set within a predetermined angle θz and within a predetermined angle θy around the Y-axis (pitch axis).

Vehicle sensors 7 include a vehicle speed sensor 18 that detects the speed of vehicle 1 . In addition to the vehicle speed sensor 18, the vehicle sensor 7 includes an acceleration sensor that detects the acceleration of the vehicle 1, a yaw rate sensor that detects the angular velocity of the vehicle 1 about the vertical axis (Z-axis), a direction sensor that detects the orientation of the vehicle 1, and the like. You can stay.

The navigation device 8 is a device that acquires the current position of the vehicle 1 and provides route guidance to a destination, etc., and has a GPS receiver 20 and a map storage 21 . The GPS receiver 20 identifies the position (latitude and longitude) of the vehicle 1 based on signals received from artificial satellites (positioning satellites). The map storage unit 21 is configured by a known storage device such as flash memory or hard disk, and stores map information.

The operation operator 9 is provided inside the vehicle and receives an input operation performed by the user to control the vehicle 1 . The driving operator 9 includes a steering wheel 22 , an accelerator pedal 23 , a brake pedal 24 (braking operator), and a shift lever 25 .

The notification unit 11 is an information transmission device such as a display device, an audio device, or a tactile device. The notification unit 11 notifies an occupant (for example, a driver) of the vehicle 1 according to an instruction output from the control device 10, for example.

The driving assistance device of the present invention can be applied to the control device 10, for example. The control device 10 is an electronic control unit (ECU) including a processor such as a CPU, a nonvolatile memory (ROM), a volatile memory (RAM), and the like. The control device 10 executes various vehicle controls by executing arithmetic processing according to a program by means of a processor. Also, the processing as the driving assistance device of the present invention is executed by the processor of the control device 10 . The control device 10 may be configured as one piece of hardware, or may be configured as a unit composed of a plurality of pieces of hardware. Moreover, at least part of each functional unit of the control device 10 may be implemented by hardware such as LSI, ASIC, or FPGA, or may be implemented by a combination of software and hardware.

The control device 10 controls the propulsion device 3, the brake device 4, and the like so as to avoid objects existing at least around the vehicle 1 based on the image acquired by the external camera 16 and the ranging data acquired by the lidar 17. It executes a function related to automatic driving that controls the steering device 5 . For example, the control device 10 can control the vehicle 1 by performing support processing for assisting the driver in driving and autonomous driving processing for autonomously driving the vehicle 1 while avoiding objects existing around the vehicle 1 . .

In order to control the vehicle 1 as described above, the control device 10 includes an external world recognition section 41 , a vehicle position specifying section 42 , an action planning section 43 and a travel control section 44 .

The external world recognition unit 41 appropriately controls the external world sensor 6 and acquires the detection result from the external world sensor 6 . The external world recognition unit 41 recognizes targets such as pedestrians and other vehicles existing around the vehicle 1 based on the detection result of the external sensor 6 . The external world recognition unit 41 acquires the position of the target with respect to the vehicle 1 based on the ranging data acquired by the lidar 17 . In addition, the external world recognition unit 41 acquires the size of the target based on the detection result of the external sensor 6 including the image acquired by the external camera 16 and the ranging data acquired by the lidar 17, and performs machine learning and the like. The type of the target (for example, the target is a pylon or a streetlight) is determined from the detection result of the external sensor 6 using the known method of .

The own vehicle position specifying unit 42 detects the position of the vehicle 1 based on the signal from the GPS receiving unit 20 of the navigation device 8 . In addition to the signal from the GPS receiver 20, the vehicle position specifying unit 42 may acquire the vehicle speed and yaw rate from the vehicle sensor 7 and specify the position and attitude of the vehicle 1 using so-called inertial navigation.

The travel control unit 44 controls the propulsion device 3 , the brake device 4 , and the steering device 5 according to the travel control instruction from the action planning unit 43 to cause the vehicle 1 to travel. More specifically, when the action planning unit 43 instructs the travel control unit 44 about the trajectory on which the vehicle 1 should travel, the travel control unit 44 determines the target objects located around the vehicle 1 acquired by the external world recognition unit 41. Based on the position and size, the propulsion device 3, the brake device 4, and the steering device 5 are controlled so as to avoid them, and the vehicle 1 is made to run along the trajectory as much as possible.

The action planning unit 43 performs follow-up driving processing for following a vehicle traveling ahead, and evacuation processing for safely stopping the vehicle 1 ( so-called minimum risk maneuver (MRM)). In each process, the action planning unit 43 calculates a trajectory along which the vehicle 1 should travel, and outputs an instruction to the travel control unit 44 to cause the vehicle 1 to travel along the trajectory.

However, after the vehicle 1 has started running, the action planning unit 43 preferably notifies the external world recognizing unit 41 of the axis deviation of the rider 17, except when processing such as follow-up running processing and evacuation processing is being performed. Indicate an estimate. The external world recognizing unit 41 acquires the amount of axis misalignment of the rider 17 in the axis misalignment estimation, and when the action planning unit 43 determines that there is axis misalignment that should limit the executable processing, the automatic driving function is restricted. A signal is output to the action planning unit 43 .

When the restriction signal is input, the action planning unit 43 restricts the executable automatic driving functions. Restricting the functions of automatic driving means lowering the automatic driving level of automatic driving to be executed or prohibiting specific automatic driving. As an example, when the limit signal is input, the action planning unit 43 prohibits execution of the follow-up running process, but enables execution of the evacuation process. On the other hand, when the limit signal is not input, the action planning unit 43 enables execution of follow-up running processing and evacuation processing.

The external world recognition unit 41 includes an estimation unit 50 , a posture change information acquisition unit 51 and a restriction unit 52 . The estimation unit 50 estimates the amount of axis deviation of the rider 17 . Any method can be used as a method for estimating the amount of shaft misalignment by the estimating unit 50 . However, the method of estimating the amount of axis misalignment by the estimating unit 50 includes misalignment of the optical axis of the rider 17 due to the attitude change of the vehicle 1 caused by heavy objects loaded on the vehicle 1. The amount of axis misalignment is estimated.

For example, the estimation unit 50 detects the lane (white line) of the road on which the vehicle 1 travels based on the image acquired by the exterior camera 16, and estimates the amount of axis deviation of the rider 17 based on the detection result. Alternatively, the estimating unit 50 uses the rider 17 to recognize the road surface on which the vehicle 1 travels, creates a virtual plane of the road surface from the recognition result, and determines the axis deviation of the rider 17 based on the inclination of the virtual plane with respect to the reference plane of the rider 17. amount may be estimated.

The attitude change information acquisition unit 51 acquires information on the attitude change of the vehicle 1 due to heavy objects loaded on the vehicle 1 . For example, a weight sensor is provided at each position of the vehicle 1 where a heavy object can be loaded. Acquire heavy goods information indicating Alternatively, the vehicle 1 is provided with a camera or the like that captures an area of the vehicle 1 in which a heavy object can be loaded. Heavy object information indicating the position and weight of the heavy object in the vehicle 1 may be obtained by performing the recognition.

Then, the posture change information acquiring unit 51 acquires posture change information based on the acquired heavy object information. In this case, for example, a memory that can be accessed by the posture change information acquisition unit 51 stores correspondence information that associates the heavy object information with the posture change information of the vehicle 1, and the posture change information acquisition unit 51 stores this correspondence. Posture change information is acquired based on the information and the heavy object information. This correspondence information may be anything as long as it is possible to derive the information on the attitude change of the vehicle 1 from the heavy object information. It may be a function or the like that can calculate the information of the attitude change of the vehicle 1 from the information.

Alternatively, the vehicle 1 is provided with a sinking amount sensor that detects the sinking amount of each air suspension of the vehicle 1, and the attitude change information acquisition unit 51 detects the amount of sinking of the vehicle 1 from the information obtained by this sinking amount sensor. You may acquire the information of the posture change of. In this case, for example, a memory that can be accessed by the posture change information acquisition unit 51 stores correspondence information that associates the amount of subsidence of each air suspension of the vehicle 1 with information on the posture change of the vehicle 1. The information acquisition unit 51 acquires posture change information based on the correspondence information and the information obtained by the subduction amount sensor. This correspondence information may be anything as long as it is possible to derive the information on the attitude change of the vehicle 1 from the information obtained by the amount of subduction sensor. It may be a table, or a function or the like capable of calculating the information of the attitude change of the vehicle 1 from the information obtained by the subduction amount sensor.

The external world recognition unit 41 corrects the distance measurement data acquired by the lidar 17 based on the axis deviation estimated by the estimation unit 50, and recognizes the external world based on the corrected distance measurement data. However, if the axis deviation amount is too large, the distance measurement data cannot be corrected, and the external world cannot be accurately recognized, so the automatic driving function cannot be executed appropriately.

Therefore, when the amount of shaft misalignment estimated by the estimating unit 50 is equal to or greater than the first predetermined value, the limiting unit 52 limits the automatic driving function of the vehicle 1, and the amount of misalignment estimated by the estimating unit 50 is is less than the first predetermined value, the automatic driving function of the vehicle 1 is not restricted. Specifically, when the amount of shaft misalignment estimated by the estimating unit 50 is greater than or equal to the first predetermined value, the limiting unit 52 outputs a limiting signal to the action planning unit 43 to If the amount is less than the first predetermined value, no restriction signal is output to the action planning section 43 . The first predetermined value can be, for example, the maximum value of the amount of axis misalignment that allows correction of the ranging data based on the amount of axis misalignment. The first predetermined value for the rider 17 can be, for example, a value on the order of 0 to 1°.

Further, the restriction unit 52 restricts the automatic driving function of the vehicle 1 based on the posture change information acquired by the posture change information acquisition unit 51 . Specifically, even if the amount of axis deviation estimated by the estimating unit 50 is equal to or greater than the first predetermined value, the limiting unit 52 determines that the vehicle 1 , or suspend the restriction of the automatic driving function of the vehicle 1.

Suspending the restriction of the automatic driving function of the vehicle 1 means not immediately restricting the automatic driving function of the vehicle 1 . For example, the restriction unit 52 does not immediately restrict the automatic driving function of the vehicle 1, but performs processing (for example, notification described later) for making the amount of attitude change of the vehicle 1 less than the second predetermined value. Later, if the amount of change in posture of the vehicle 1 becomes less than the second predetermined value, the automatic driving function of the vehicle 1 is not restricted, and if the amount of change in posture of the vehicle 1 does not become less than the second predetermined value. It is to limit the automatic driving function of the vehicle 1 .

For example, when the amount of axis deviation estimated by the estimation unit 50 is greater than or equal to a first predetermined value and the amount of change in posture of the vehicle 1 is greater than or equal to a second predetermined value, the external world recognition unit 41 instructs the occupant of the vehicle 1 to A notification is sent to prompt the transshipment of heavy objects. This notification prompting the reloading of heavy objects is performed by, for example, controlling the reporting unit 11 to display a message such as ``loading of heavy objects is inappropriate'' or ``reloading of heavy objects is necessary''. Alternatively, it can be performed by outputting sound or displaying a specific image on the screen.

<State in which there is no deviation of the optical axis 17A of the rider 17 and no change in the posture of the vehicle 1>
FIG. 3 is a diagram showing an example of a state in which there is no displacement of the optical axis 17A of the rider 17 and no change in the posture of the vehicle 1. In FIG. The road surface 30 is the road surface on which the vehicle 1 travels. In this example, the road surface 30 is a horizontal plane. Here, a case where the rider 17 is attached to the ceiling of the vehicle interior of the vehicle 1 toward the front of the vehicle 1 will be described. However, the same applies when the rider 17 is attached to the front portion of the vehicle 1 as in the example of FIG. 2, for example.

An optical axis 17A is the optical axis of the lidar 17 . The rider 17 is installed on the vehicle 1 so that the optical axis 17A is parallel to the X-axis direction when the posture of the vehicle 1 does not change. In the example of FIG. 3, the optical axis 17A is parallel to the road surface 30 (X-axis direction) because there is no displacement of the optical axis 17A and no change in the posture of the vehicle 1 .

The estimator 50 estimates, for example, the angle between the road surface 30 and the optical axis 17A as the axis deviation amount of the rider 17 . Since the road surface 30 and the optical axis 17A are parallel to each other in the example of FIG.

<State where the optical axis 17A of the rider 17 is not deviated and the posture of the vehicle 1 is changed>
FIG. 4 is a diagram showing an example of a state in which the optical axis 17A of the rider 17 is not deviated and the attitude of the vehicle 1 is changed. In the example of FIG. 4 , the vehicle 1 is tilted forward because a heavy object 40 is loaded in the front (for example, the front seat) of the passenger compartment of the vehicle 1 . Therefore, the optical axis 17A is tilted forward even though the lidar 17 is not misaligned. In this case, the angle between the road surface 30 and the optical axis 17A is the attitude change amount (forward tilt amount) of the vehicle 1, and the estimation unit 50 estimates this attitude change amount as the axis deviation amount of the rider 17. .

For example, the vehicle 1 is tilted by about 1° at maximum due to the heavy load 40 being loaded. When the vehicle 1 is tilted by 1°, for example, an object 50 [m] ahead is recognized with a shift of 0.9 [m], which greatly affects the result of recognition of the external world.

<State where the optical axis 17A of the rider 17 is deviated and the posture of the vehicle 1 is not changed>
FIG. 5 is a diagram showing an example of a state in which the optical axis 17A of the rider 17 is deviated and the posture of the vehicle 1 is not changed. In the example of FIG. 5, the rider 17 is slightly rotated in the pitch direction with respect to the vehicle 1, and the optical axis 17A is tilted forward. In this case, the angle between the road surface 30 and the optical axis 17A is the amount of tilt of the optical axis 17A with respect to the vehicle 1 (actual amount of misalignment), and the estimation unit 50 estimates this amount of misalignment as the amount of misalignment of the rider 17. will do.

<State in which the optical axis 17A of the rider 17 is deviated and the attitude of the vehicle 1 is changed>
FIG. 6 is a diagram showing an example of a state in which the optical axis 17A of the rider 17 is shifted and the attitude of the vehicle 1 is changed. In the example of FIG. 6, the rider 17 is slightly rotated in the pitch direction with respect to the vehicle 1, causing an axial misalignment in which the optical axis 17A is tilted forward. The vehicle 1 is tilted forward due to being loaded.

In this case, the angle between the road surface 30 and the optical axis 17A is the sum of the amount of inclination of the optical axis 17A with respect to the vehicle 1 and the amount of change in posture of the vehicle 1 (the amount of forward inclination). The total amount is estimated as the axis deviation amount of the rider 17 .

<Determination of Shaft Deviation in the State Shown in FIG. 5>
FIG. 7 is a diagram showing an example of axis deviation determination in the state shown in FIG. The horizontal plane H is a plane parallel to the road surface 30 . The amount of axis deviation θ is the amount of axis deviation estimated by the estimation unit 50, and is the angle between the horizontal plane H (road surface 30) and the optical axis 17A. The tilt amount θ1 is the tilt amount of the optical axis 17A with respect to the vehicle 1 .

The first predetermined value 70 is the maximum value of the amount of axis misalignment that allows correction of the ranging data based on the amount of axis misalignment. The defined axis deviation area 71 is a range in which the angle between the optical axis 17A and the horizontal plane H (road surface 30) is equal to or greater than a first predetermined value 70, that is, a measurement based on the amount of axis deviation. This range makes it difficult to correct the distance data.

In the example of FIG. 7, there is a deviation of the optical axis 17A of the rider 17 and the posture of the vehicle 1 is not changed, as in the example of FIG. In this case, the axis deviation amount θ estimated by the estimation unit 50 matches the tilt amount θ1 of the optical axis 17A with respect to the vehicle 1 (θ=θ1). As a result, the axis deviation amount θ is less than the first predetermined value 70.

Therefore, the restriction unit 52 does not restrict the automatic driving function of the vehicle 1 . In this case, the external field recognition unit 41 corrects the distance measurement data acquired by the rider 17 based on the axis deviation amount θ, and performs external field recognition based on the corrected distance measurement data. Based on the result of this external world recognition, the automatic driving function of the vehicle 1 is executed.

<Determination of Shaft Deviation in the State Shown in FIG. 6>
FIG. 8 is a diagram showing an example of axis deviation determination in the state shown in FIG. The posture change amount θ2 is the posture change amount (forward tilt amount) of the vehicle 1 . In the example of FIG. 8, there is a deviation of the optical axis 17A of the rider 17 and a change in the posture of the vehicle 1, as in the example of FIG. In this case, the axis deviation amount θ estimated by the estimating unit 50 is the sum of the tilt amount θ1 of the optical axis 17A with respect to the vehicle 1 and the attitude change amount θ2 of the vehicle 1 (θ1+θ2). As a result, although the axis deviation amount of the rider 17 is θ1, which is the same as in the example of FIG. 6, the axis deviation amount θ is the first predetermined value 70 or more.

The posture change information acquisition unit 51 acquires posture change information indicating the posture change amount θ2 of the vehicle 1 . The restriction unit 52 refers to this posture change information, and if the posture change amount θ2 is equal to or greater than the second predetermined value even when the shaft deviation amount θ is equal to or greater than the first predetermined value 70, the automatic driving function of the vehicle 1 is determined. or suspend the restriction of the automatic driving function of the vehicle 1.

As a result, even if the amount of shaft misalignment θ estimated by the estimating unit 50 is large, the automatic driving function is not immediately limited when the change in posture of the vehicle 1 greatly affects the amount of misalignment θ. can be done. Therefore, it is possible to prevent deterioration in safety and convenience due to restriction of the automatic driving function even though the actual amount of misalignment of the optical axis 17A is small.

On the other hand, the estimating unit 50 limits the automatic driving function of the vehicle 1 when the axis deviation amount θ is equal to or greater than the first predetermined value 70 and the attitude change amount θ2 is less than the second predetermined value. As a result, the automatic driving function can be restricted only when the amount of shaft misalignment θ estimated by the estimating unit 50 is large and the change in posture of the vehicle 1 does not greatly affect the amount of misalignment θ.

Therefore, it is possible to prevent deterioration in safety and convenience due to automatic driving based on the result of erroneous recognition of the external environment due to difficulty in correcting the ranging data based on the amount of misalignment estimated by the estimating unit 50. can do.

Here, processing related to axial deviation and attitude change in the pitch direction within the XZ plane has been mainly described, but processing related to axial deviation and attitude change in the roll direction within the YZ plane can also be performed in the same manner.

<Processing by External World Recognition Unit 41>
FIG. 9 is a flowchart showing an example of processing by the external world recognition unit 41. As shown in FIG. The external world recognition unit 41 of the control device 10 executes the processing shown in FIG. 9, for example. The processing shown in FIG. 9 is performed, for example, when the engine of the vehicle 1 is started (for example, when the ignition power is turned on). Alternatively, the processing shown in FIG. 9 may be repeatedly performed while the vehicle 1 is running.

First, the external world recognition unit 41 estimates the amount of axis deviation of the rider 17 by the estimation unit 50 (step S901). Next, the external world recognizing unit 41 determines whether or not the amount of axis deviation estimated in step S901 is greater than or equal to the first predetermined value by the limiting unit 52 (step S902).

In step S902, when the amount of axis deviation is not equal to or greater than the first predetermined value (step S902: No), the external world recognition unit 41 does not limit the automatic driving function by the limit unit 52, and the axis estimated by the estimation unit 50 Based on the amount of deviation, a correction value for the ranging data of the lidar 17 is set (step S903), and the series of processing ends. In this case, the external world recognition unit 41 corrects the ranging data of the rider 17 with the correction value set in step S903, and recognizes the external world based on the corrected ranging data. Then, the action planning unit 43 executes the function of automatic driving based on the result of this external world recognition.

In step S902, if the amount of axial misalignment is equal to or greater than the first predetermined value (step S902: Yes), the external world recognizing unit 41 causes the posture change information obtaining unit 51 to obtain heavy object information about the heavy object loaded on the vehicle 1. is obtained (step S904). Next, the external world recognizing unit 41 uses the posture change information acquiring unit 51 to acquire posture change information indicating the amount of posture change of the vehicle 1 due to the heavy load loaded on the vehicle 1, based on the heavy load information acquired in step S904. Acquire (step S905).

Next, the external world recognizing unit 41 determines whether or not the posture change amount indicated by the posture change information acquired in step S905 is equal to or greater than the second predetermined value by the limiting unit 52 (step S906). If the posture change amount is not equal to or greater than the second predetermined value (step S906: No), the rider 17 estimated by the estimation unit 50 although the posture change amount of the vehicle 1 due to the heavy object loaded on the vehicle 1 is not large. The amount of axial misalignment is large. In this case, the external world recognizing unit 41 determines the state of axis deviation of the rider 17 by the limiting unit 52 (step S907).

Determination of the state of axis misalignment of the rider 17 means determination that axis misalignment that is difficult to correct has occurred in the rider 17 and that this axis misalignment itself needs to be corrected. In step S907, the external world recognition unit 41 uses the notification unit 11 or the like to notify the user that the axis deviation of the rider 17 needs to be corrected or that an inspection at a dealer or the like is necessary. good.

In addition, the external world recognition unit 41 restricts the automatic driving function by the restricting unit 52 (step S908), and ends the series of processes. Specifically, the external world recognizing unit 41 outputs a limiting signal to the action planning unit 43 by the limiting unit 52 .

In step S906, if the posture change amount is equal to or greater than the second predetermined value (step S906: Yes), the external world recognition unit 41 notifies the occupants of the vehicle 1 to reload the heavy objects loaded on the vehicle 1. (Step S909). Step S909 is performed by the restriction unit 52 controlling the notification unit 11, for example.

Next, the external world recognition unit 41 waits for a predetermined time required for transshipment of the heavy objects loaded on the vehicle 1 (step S910). Next, the external world recognizing unit 41 acquires heavy object information about the heavy object loaded on the vehicle 1 by the posture change information acquiring unit 51 (step S911). Next, the external world recognizing unit 41 uses the posture change information acquiring unit 51 to acquire posture change information indicating the amount of posture change of the vehicle 1 caused by the heavy load loaded on the vehicle 1 based on the heavy load information acquired in step S911. Acquire (step S912).

Next, the external world recognition unit 41 determines whether or not the posture change amount indicated by the posture change information acquired in step S912 is equal to or greater than a second predetermined value (step S913). If the posture change amount is equal to or greater than the second predetermined value (step S913: Yes), the external world recognition unit 41 makes the notification in step S909 after starting the series of processes shown in FIG. It is determined whether or not it has reached (step S914).

In step S914, if the number of notifications has not reached the predetermined number (step S914: No), the external world recognition unit 41 returns to step S909. If the number of notifications has reached the predetermined number (step S914: Yes), the external world recognition unit 41 proceeds to step S907. The predetermined number of times of step S914 is a natural number of 1 or more. For example, when the predetermined number of times is two, the state of axial deviation is confirmed when the amount of change in posture of the vehicle 1 does not become smaller than the second predetermined value even after the notification in step S909 is performed twice. Functionality will be limited.

In step S913, if the posture change amount is not equal to or greater than the second predetermined value (step S913: No), it means that the posture change amount of the vehicle 1 has decreased after the notification in step S909. In this case, the external world recognition unit 41 uses the estimation unit 50 to estimate the amount of axis deviation of the rider 17 (step S915).

Next, the external world recognizing unit 41 determines whether or not the amount of axis deviation estimated in step S915 is greater than or equal to the first predetermined value by the limiting unit 52 (step S916). If the amount of axis misalignment is not equal to or greater than the first predetermined value (step S916: No), the estimated value of the amount of axis misalignment of the rider 17, which was originally large, has become smaller due to the amount of change in posture of the vehicle 1 becoming smaller. The situation is that the actual amount of axis deviation of the rider 17 may not be large. In this case, the external world recognition unit 41 proceeds to step S903 and does not limit the automatic driving function.

In step S916, if the amount of axis misalignment is equal to or greater than the first predetermined value (step S916: Yes), the external world recognizing unit 41 determines that the axis misalignment of the rider 17 is detected even though the amount of change in posture of the vehicle 1 has decreased. This is a situation in which the estimated value of the amount remains large, that is, the actual amount of misalignment of the rider 17 is likely to be large. In this case, the external world recognition part 41 transfers to step S907, determines the axial deviation state of the rider 17, and restrict|limits the function of automatic driving.

As shown in FIG. 9, even if the amount of axis deviation estimated by the estimating unit 50 is equal to or greater than the first predetermined value, the external world recognition unit 41 detects that the amount of change in posture of the vehicle 1 is equal to or greater than the second predetermined value. reserves the restriction of the automatic driving function (determination of the shaft misalignment state of the rider 17), and notifies the occupant of the vehicle 1 to urge the transshipment of heavy objects. After that, the external world recognition unit 41 re-estimates the amount of axis deviation of the rider 17 after the amount of change in posture of the vehicle 1 becomes less than the second predetermined value. Then, the external world recognition unit 41 does not restrict the automatic driving function if the re-estimated axis deviation amount is less than the first predetermined value, and if the re-estimated axis deviation amount is less than the first predetermined value, the automatic driving is performed. Limit functionality.

As a result, it is possible to prevent a decrease in safety and convenience due to restriction of the automatic driving function even though the actual amount of misalignment of the optical axis 17A is small. In addition, it is possible to prevent the automatic driving from being easily restricted due to the attitude change of the vehicle 1, and improve the robustness of the control for restricting the automatic driving function based on the axis deviation amount.

It should be noted that the external world recognition unit 41, in step S914, after starting the series of processes shown in FIG. The processing is not limited to such processing. For example, when the process shown in FIG. 9 is executed while the vehicle 1 is running, the external world recognizing unit 41 determines in step S914 that the number of times the notification in step S909 has been performed from the time point a predetermined time ago to the present time is It may be determined whether or not a predetermined number of times has been reached. Alternatively, when the process shown in FIG. 9 is executed while the vehicle 1 is running, the external world recognition unit 41, in step S914, detects the time from when the vehicle 1 was running at a point a predetermined distance before the current location to the current time. Alternatively, it may be determined whether or not the number of times of notification in step S909 has reached a predetermined number. That is, the external world recognition unit 41 may determine whether or not the number of times of notification has reached a predetermined number while the vehicle 1 travels for a predetermined period of time or while the vehicle 1 travels a predetermined distance.

As described above, according to the control device 10 to which the driving support device of the present invention is applied, in addition to the estimated value of the amount of misalignment of the rider 17 (in-vehicle sensor) mounted on the vehicle 1, the weight loaded on the vehicle 1 It is possible to restrict the automatic driving function of the vehicle 1 based on the information on the change in the attitude of the vehicle 1 caused by the object. As a result, even though the actual amount of axis misalignment of the rider 17 is small, it is possible to prevent the automatic driving function from being restricted by estimating that the amount of axis misalignment of the rider 17 is large due to a change in the attitude of the vehicle 1 . can. For this reason, even though the actual amount of axial misalignment of the rider 17 is small, the automatic driving function that improves safety is limited, or the automatic driving function that improves convenience is limited, resulting in safety. It is possible to suppress the deterioration of convenience and convenience.

For example, when the estimated amount of axis deviation of the rider 17 is greater than or equal to a first predetermined value, and the amount of change in the attitude of the vehicle 1 indicated by the information about change in attitude is greater than or equal to a second predetermined value, the control device 10 automatically starts driving. Do not restrict functionality or withhold restrictions. As a result, even if the actual amount of axis misalignment of the rider 17 is less than the first predetermined value, even if it is estimated that the amount of axis misalignment of the rider 17 is equal to or greater than the first predetermined value due to the attitude change of the vehicle 1, When the posture change amount of the vehicle 1 is greater than or equal to the second predetermined value, the automatic driving function can be prevented from being immediately restricted. However, as will be described later, the present invention is not limited to such a configuration.

In addition, when the amount of change in the attitude of the vehicle 1 is greater than or equal to the second predetermined value, the control device 10 notifies the occupants of the vehicle 1 to reload heavy objects, thereby eliminating the situation where the attitude change of the vehicle 1 is large. it becomes possible to Then, if the amount of change in the posture of the vehicle 1 changes after this notification, the control device 10 re-estimates the amount of axis deviation of the vehicle 1 so that the rider 17 can be adjusted after the state in which the change in the posture of the vehicle 1 is large is resolved. can be estimated again, and the amount of axis deviation of the rider 17 can be estimated appropriately. Further, the control device 10 restricts the automatic driving function when the re-estimated amount of misalignment of the rider 17 is equal to or greater than the first predetermined value, thereby eliminating the situation where the posture of the vehicle 1 changes significantly. In spite of this, when the estimated value of the amount of axis misalignment of the rider 17 is large, that is, when there is a high possibility that the actual amount of axis misalignment of the rider 17 is large, the automatic driving function can be restricted.

Further, the control device 10 performs notification a predetermined number of times while the vehicle 1 travels for a predetermined time or travels a predetermined distance. In some cases, the functions of automated driving may be restricted. This makes it possible to limit the function of automatic driving when the situation in which the posture of the vehicle 1 changes significantly even when the occupants of the vehicle 1 are notified to reload heavy objects a predetermined number of times. Also, by determining the number of times of notification excluding the notification before the vehicle 1 travels for a predetermined time and the notification before the vehicle 1 travels a predetermined distance, it is possible to determine whether the notification has been performed a predetermined number of times based on the history of old notifications. It is possible to prevent the automatic driving function from being restricted due to the determination.

In addition, when the start switch of the vehicle 1 is activated (for example, when the ignition power is turned on), the control device 10 estimates the amount of axis deviation of the rider 17, and activates the automatic driving function according to the above processing. may be restricted. As a result, the amount of misalignment of the rider 17 is estimated before the vehicle 1 travels, and the automatic driving function is restricted in accordance with the above-described processing. It can be suppressed from executing a function.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and can be modified, improved, and the like as appropriate.

For example, the case of estimating the axis deviation of the lidar 17 as an in-vehicle sensor has been described, but the axis deviation of another in-vehicle sensor mounted on the vehicle 1 may be estimated. For example, when the above automatic driving function is executed based on the information obtained by the vehicle exterior camera 16, the axis deviation of the vehicle exterior camera 16 as an in-vehicle sensor may be estimated. In this case, the above-described first predetermined value can be set to, for example, a value of approximately 6°. In this case as well, the control device 10 controls the automatic driving of the vehicle 1 based on the information on the attitude change of the vehicle 1 due to the heavy load loaded on the vehicle 1, in addition to the estimated value of the axis deviation amount of the outside camera 16. Restrict functions. As a result, even though the actual amount of axis misalignment of the outside camera 16 is small, it is suppressed that the amount of axis misalignment of the outside camera 16 is estimated to be large due to the posture change of the vehicle 1 and the automatic driving function is restricted. be able to. For this reason, even though the actual amount of axis deviation of the camera outside the vehicle 16 is small, the automatic driving function that improves safety is limited, and the automatic driving function that improves convenience is limited. Therefore, it is possible to suppress deterioration of the functionality and convenience.

Further, when the above automatic driving function is executed based on the information obtained by the radar included in the external sensor 6, the axis deviation of the radar serving as the vehicle-mounted sensor may be estimated. In this case as well, the control device 10 controls the automatic driving function of the vehicle 1 based on the information on the attitude change of the vehicle 1 caused by the heavy object loaded on the vehicle 1, in addition to the estimated value of the radar axis deviation amount. Limit. As a result, it is possible to prevent the automatic driving function from being restricted due to the estimation that the radar axis deviation amount is large due to the attitude change of the vehicle 1 even though the radar axis deviation amount is actually small.

Moreover, although the configuration in which the external world recognition unit 41 corrects the axial deviation of the vehicle-mounted sensor has been described, a configuration in which the external world recognition unit 41 does not correct the axial deviation of the vehicle-mounted sensor is also possible. In this case, for example, in the processing shown in FIG. 9, the external world recognition unit 41 ends the series of processing without setting the correction value. In this case as well, the control device 10 performs the automatic driving function of the vehicle 1 based on the information on the attitude change of the vehicle 1 due to the heavy load loaded on the vehicle 1, in addition to the estimated value of the axis deviation amount of the vehicle-mounted sensor. restrictions. As a result, it is possible to prevent the automatic driving function from being restricted by estimating that the radar axis deviation amount is large due to a change in the attitude of the vehicle 1, even though the actual axis deviation amount of the vehicle-mounted sensor is small. .

Further, when the amount of axis deviation of the rider 17 estimated by the control device 10 is equal to or greater than a first predetermined value, and the amount of change in posture of the vehicle 1 indicated by the information on change in posture is equal to or greater than a second predetermined value, automatic driving is performed. Although the configuration in which the function is not restricted or the restriction is suspended has been described, the configuration is not limited to such a configuration. For example, the control device 10 may provisionally restrict the automatic driving function regardless of the amount of change in posture of the vehicle 1 when the estimated amount of axis deviation of the rider 17 is equal to or greater than the first predetermined value. For example, in the process shown in FIG. 9, the external world recognition unit 41 restricts the automatic driving function when the process proceeds to step S904, and cancels the restriction when the process proceeds from step S916 to step S903. good. In this case, the process omits step S908. As a result, the automatic driving function continues to be executed while prompting the occupant of the vehicle 1 to transship heavy objects in a state in which the rider 17 cannot perform appropriate measurements as a result of a large attitude change of the vehicle 1. can be suppressed.

Moreover, although the structure which the control apparatus 10 uses the alerting|reporting part 11 and performs alerting|reporting to the passenger|crew of the vehicle 1 for prompting transshipment of a heavy load was demonstrated, it does not restrict to such a structure. FIG. 10 is a diagram showing an example of a configuration for notifying a person other than the occupants of the vehicle 1 to prompt the transshipment of heavy objects on the vehicle 1 . In the example of FIG. 10, the vehicle 1 is traveling in a platoon together with other vehicles 90 and 91 . In this example, the leading vehicle 90 is a manned vehicle with a passenger, and the vehicles 1 and 91 following the vehicle 90 are unmanned vehicles without a passenger. The vehicles 1, 90, and 91 are not limited to passenger cars, and may be vehicles other than passenger cars such as trucks.

By communicating with the vehicle 90 , the vehicles 1 and 91 automatically drive following the vehicle 90 under the control of the vehicle 90 . Communication between the vehicles 1, 91 and the vehicle 90 is performed by wireless communication interfaces (not shown) provided in the vehicles 1, 91, respectively. Communication between vehicles 1, 91 and vehicle 90 may be direct wireless communication, or may be communication via a base station or the like.

In such platooning, the rider 17 of the vehicle 1 does not have a large axial misalignment, but there is a change in the posture of the vehicle 1 due to collapse of cargo, etc. is greater than or equal to the first predetermined value. It is also assumed that the attitude change amount of the vehicle 1 has become equal to or greater than the second predetermined value. In this case, the control device 10 notifies the passenger of the vehicle 90 that the heavy object of the vehicle 1 is to be transshipped. For example, in step S<b>909 shown in FIG. 9 , the external world recognition unit 41 makes the above notification to the occupants of the vehicle 90 .

The vehicle 1 notifies the occupants of the vehicle 90 by transmitting a control signal from the vehicle 1 to the vehicle 90 through the wireless communication interface, and in response to the control signal, the vehicle 90 notifies the occupants of the vehicle through screen display, voice output, or the like. is executed by doing

In response to the notification to the occupants of the vehicle 90 , the occupants of the vehicle 90 stop the platooning by stopping the vehicle 90 , get off the vehicle, and reload the heavy objects of the vehicle 1 . As a result, the estimated amount of misalignment of the rider 17 in the vehicle 1 can be less than the first predetermined value. After that, the occupant re-enters the vehicle 90 and restarts the traveling of the vehicle 90 to restart the platoon traveling. As exemplified in FIG. 10 , the target of the notification to prompt the transshipment of heavy objects on the vehicle 1 is not limited to the occupants of the vehicle 1 and may be any person who can transship the heavy objects on the vehicle 1 .

A configuration in which the processor of the control device 10 executes the processing as the driving assistance device of the present invention has been described. may be configured to be executed by a processor.

In addition, at least the following matters are described in this specification. In addition, although the parenthesis shows the components corresponding to the above-described embodiment, the present invention is not limited to this.

(1) an estimating unit (estimating unit 50) for estimating the amount of axis deviation of onboard sensors (lidar 17, exterior camera 16) mounted on a vehicle (vehicle 1);
A driving support device (control device) comprising a limiting unit (limiting unit 52) that limits the automatic driving function of the vehicle when the amount of shaft misalignment estimated by the estimating unit is equal to or greater than a first predetermined value. 10),
A posture change information acquisition unit (posture change information acquisition unit 51) that acquires information on a posture change of the vehicle accompanying a heavy load (heavy load 40) loaded on the vehicle,
The restriction unit performs the restriction based on the posture change information acquired by the posture change information acquisition unit.
Driving assistance device.

According to (1), even though the actual amount of axis misalignment of the in-vehicle sensor is small, it is suppressed that the amount of axis misalignment of the in-vehicle sensor is estimated to be large due to the change in vehicle attitude, and the automatic driving function is restricted. can do. For this reason, despite the fact that the actual amount of axis misalignment of the in-vehicle sensor is small, the automatic driving function that improves safety is limited, and the automatic driving function that improves convenience is limited. It is possible to suppress the deterioration of convenience and convenience.

(2) The driving support device according to (1),
The limiting unit does not perform the limitation when the amount of axial deviation is equal to or greater than the first predetermined value and the amount of change in posture of the vehicle indicated by the information on change in posture is equal to or greater than a second predetermined value, or subject to the foregoing limitations;
Driving assistance device.

According to (2), even though the actual amount of misalignment of the on-vehicle sensor is less than the first predetermined value, it is estimated that the amount of misalignment of the on-vehicle sensor is greater than or equal to the first predetermined value due to the change in the posture of the vehicle. However, when the amount of change in vehicle posture is equal to or greater than the second predetermined value, the automatic driving function can be prevented from being immediately restricted.

(3) The driving support device according to (2),
A notification unit that notifies an occupant of the vehicle,
The notification unit notifies an occupant of the vehicle to urge transshipment of the heavy object when the posture change amount is equal to or greater than the second predetermined value.
Driving assistance device.

According to (3), it is possible to solve the situation where the attitude of the vehicle changes greatly.

(4) The driving support device according to (3),
The estimation unit estimates the amount of axis deviation of the vehicle when the amount of posture change changes after the notification is made.
Driving assistance device.

According to (4), it is possible to re-estimate the amount of axis deviation of the on-vehicle sensor after the situation in which the vehicle attitude change is large is resolved, and to appropriately estimate the axis deviation of the on-vehicle sensor.

(5) The driving support device according to (4),
The limiting unit performs the limiting when the axial deviation amount estimated by the estimating unit after the notification is performed and the posture change amount is changed is equal to or greater than the first predetermined value.
Driving assistance device.

According to (5), when the estimated value of the amount of misalignment of the on-vehicle sensor is large even though the situation in which the vehicle attitude changes greatly has been resolved, there is a possibility that the actual amount of misalignment of the on-vehicle sensor is large. If it is high, the function of automatic driving can be restricted.

(6) The driving assistance device according to any one of (3) to (5),
When the amount of posture change is equal to or greater than the second predetermined value after the notification is performed a predetermined number of times while the vehicle travels for a predetermined time or while the vehicle travels a predetermined distance, the restriction unit restrict,
Driving assistance device.

According to (6), the automatic driving function can be restricted when the situation in which the attitude of the vehicle changes significantly even after the vehicle occupants are notified a predetermined number of times to urge them to reload heavy objects. As a result, it is possible to suppress the continuation of the execution of the automatic driving function in a state in which appropriate measurement cannot be performed by the in-vehicle sensor as a result of a large change in the attitude of the vehicle.

(7) The driving support device according to any one of (1) to (6),
The estimating unit estimates the amount of shaft misalignment when a start switch of the vehicle is activated.
Driving assistance device.

According to (7), the amount of misalignment of the in-vehicle sensor is estimated before the vehicle travels, and the automatic driving function is restricted according to the above processing, and in a state where appropriate measurement by the in-vehicle sensor cannot be performed. It is possible to suppress the execution of automatic driving functions.

1 vehicle 10 control device (driving support device)
16 Outside camera (in-vehicle sensor)
17 lidar (in-vehicle sensor)
40 Heavy object 50 Estimation unit 51 Posture change information acquisition unit 52 Limitation unit

Claims (7)

an estimating unit for estimating the amount of misalignment of an in-vehicle sensor mounted on the vehicle;
a limiting unit that limits an automatic driving function of the vehicle when the shaft misalignment amount estimated by the estimating unit is equal to or greater than a first predetermined value,
A posture change information acquisition unit that acquires information on a posture change of the vehicle caused by a heavy object loaded on the vehicle,
The restriction unit performs the restriction based on the posture change information acquired by the posture change information acquisition unit.
Driving assistance device. The driving support device according to claim 1,
The limiting unit does not perform the limitation when the amount of axial deviation is equal to or greater than the first predetermined value and the amount of change in posture of the vehicle indicated by the information on change in posture is equal to or greater than a second predetermined value, or subject to the foregoing limitations;
Driving assistance device. The driving support device according to claim 2,
A notification unit that notifies an occupant of the vehicle,
The notification unit notifies an occupant of the vehicle to urge transshipment of the heavy object when the posture change amount is equal to or greater than the second predetermined value.
Driving assistance device. The driving support device according to claim 3,
The estimation unit estimates the amount of axis deviation of the vehicle when the amount of posture change changes after the notification is made.
Driving assistance device. The driving support device according to claim 4,
The limiting unit performs the limiting when the axial deviation amount estimated by the estimating unit after the notification is performed and the posture change amount is changed is equal to or greater than the first predetermined value.
Driving assistance device. The driving support device according to any one of claims 3 to 5,
When the amount of posture change is equal to or greater than the second predetermined value after the notification is performed a predetermined number of times while the vehicle travels for a predetermined time or while the vehicle travels a predetermined distance, the restriction unit restrict,
Driving assistance device. The driving support device according to any one of claims 1 to 6,
The estimating unit estimates the amount of shaft misalignment when a start switch of the vehicle is activated.
Driving assistance device.

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