Driving support device, driving support method, and storage medium

Abstract

The present application provides a driving support device, a driving support method and a storage medium that can convey guidance content to a driver in a more understandable manner. The driving support device includes: an acquisition unit that acquires information related to a target position that is determined as a relative position with respect to another moving body on a second lane when a host moving body merges or changes lanes from a first lane to the second lane; and a notification control unit that causes a speaker to output a sound in which an acceleration guidance base sound is synthesized with an acceleration guidance additional sound having a higher frequency than the acceleration guidance base sound when the host moving body needs to accelerate in order to align in a travel direction of the host moving body with respect to the target position.

Description

Technical Field

[0001] This invention relates to a driving support device, a driving support method, and a storage medium. Background Technology

[0002] A known vehicle uses a buzzer to report when it is determined that the target acceleration or deceleration has reached a threshold value (Patent Document 1). Another known vehicle uses a buzzer sound to signal the start of braking operation when it reaches the braking start point, reduces the buzzer sound as the vehicle speed decreases, and uses the volume of the buzzer sound to report the speed difference relative to the decelerating target (Patent Document 2).

[0003] Prior technology literature

[0004] [Patent Documents]

[0005] Patent Document 1: Japanese Patent Application Publication No. 2005-053401

[0006] Patent Document 2: Japanese Patent Application Publication No. 2007-133486 Summary of the Invention

[0007] The problem that the invention aims to solve

[0008] Acceleration and deceleration when merging into other lanes or changing lanes can sometimes be difficult for drivers, and there has been insufficient research on how to convey guidance in an easy-to-understand way.

[0009] The present invention was made in consideration of such circumstances, and one of its objectives is to provide a driving support device, driving support method, and storage medium that can convey guidance content to the driver in a more understandable manner.

[0010] Solution for solving the problem

[0011] The driving support device, driving support method, and storage medium of the present invention adopt the following structure.

[0012] (1): A driving support device according to one aspect of the present invention includes: an acquisition unit that acquires information related to a target position when the mobile body merges or changes lanes from a first lane toward a second lane, the target position being determined as the relative position of other mobile bodies in the second lane; and a notification control unit that, when the mobile body needs to accelerate in order to align itself with the target position in the direction of travel of the mobile body, causes a speaker to output a sound composed of an acceleration guidance basic tone and an acceleration guidance additional tone with a frequency higher than that of the acceleration guidance basic tone.

[0013] (2): In the above (1) scheme, the notification control unit causes the speaker to output a sound that is a combination of the acceleration guidance basic tone and the acceleration guidance additional tone which is an integer multiple of the frequency of the acceleration guidance basic tone.

[0014] (3): In the above scheme (1), the acceleration guidance additional sound sometimes includes multiple sounds with different frequencies.

[0015] (4): In the above (2) scheme, the driving support device includes a calculation unit that calculates the degree to which the moving body needs to accelerate in order to align itself in the direction of travel relative to the target position. The greater the degree to which the moving body needs to accelerate, the more the notification control unit increases the number of multiple sounds with different frequencies.

[0016] (5): In the above (1) scheme, the driving support device includes a calculation unit that calculates the degree to which the moving body needs to accelerate in order to align itself in the direction of travel relative to the target position. The greater the degree to which the moving body needs to accelerate, the more the notification control unit increases the volume of the acceleration guidance additional sound.

[0017] (6): In the above (1) scheme, the driving support device includes a calculation unit that calculates the degree to which the moving body needs to accelerate in order to align itself in the direction of travel relative to the target position. The greater the degree to which the moving body needs to accelerate, the more the notification control unit increases the frequency of the acceleration guidance tone.

[0018] (7): In the above (1) scheme, when the mobile body needs to decelerate in order to align itself in the direction of travel of the mobile body relative to the target position, the notification control unit causes the speaker to output a sound that is a combination of a deceleration guidance basic tone and a deceleration guidance additional tone with a frequency lower than that of the deceleration guidance basic tone.

[0019] (8): In the above (7) scheme, when the mobile body needs to accelerate in order to align itself in the direction of travel relative to the target position, the notification control unit causes the speaker to output sound at unequal intervals, and when the mobile body needs to decelerate in order to align itself in the direction of travel relative to the target position, the speaker causes the speaker to output sound at equal intervals.

[0020] (9): Another aspect of the driving support device of the present invention includes: an acquisition unit that acquires information related to a target position when the mobile body merges or changes lanes from a first lane toward a second lane, the target position being determined as the relative position of other mobile bodies in the second lane; and a notification control unit that, when the mobile body needs to decelerate in order to align itself in the direction of travel of the mobile body relative to the target position, causes a speaker to output a sound composed of a deceleration guidance basic tone and a deceleration guidance additional tone with a frequency lower than that of the deceleration guidance basic tone.

[0021] (10): In the above scheme (9), the notification control unit causes the speaker to output a sound that is a combination of the deceleration guide basic tone and the deceleration guide additional tone with a frequency different from the frequency of the deceleration guide basic tone by 1 / n times.

[0022] (11): In the above scheme (9), the deceleration guidance additional sound sometimes includes multiple sounds with different frequencies.

[0023] (12): In the above (11) scheme, the driving support device includes a calculation unit that calculates the degree to which the moving body needs to decelerate in order to align itself in the direction of travel relative to the target position. The greater the degree to which the moving body needs to decelerate, the more the notification control unit increases the number of deceleration guidance additional sounds with different frequencies.

[0024] (13): In the above (9) scheme, the driving support device includes a calculation unit that calculates the degree to which the moving body needs to decelerate in order to align itself in the direction of travel relative to the target position. The greater the degree to which the moving body needs to decelerate, the more the notification control unit increases the volume of the deceleration guidance additional sound.

[0025] (14): In the above (9) scheme, the driving support device includes a calculation unit that calculates the degree to which the moving body needs to decelerate in order to align itself in the direction of travel relative to the target position. The greater the degree to which the moving body needs to decelerate, the further the frequency of the deceleration guidance additional tone is from the frequency of the deceleration guidance basic tone.

[0026] (15): In the above (9) scheme, the driving support device includes a calculation unit that calculates the degree to which the moving body needs to accelerate in order to align itself in the direction of travel relative to the target position. The greater the degree to which the moving body needs to decelerate, the more the notification control unit lowers the frequency of the deceleration guidance tone.

[0027] (16): Another aspect of the driving support method of the present invention causes a computer mounted on the mobile body to perform the following processing: when the mobile body merges or changes lanes from a first lane to a second lane, information related to a target position is obtained, which is determined to be the relative position of other mobile bodies in the second lane; when the mobile body needs to accelerate in order to align itself in the direction of travel of the mobile body relative to the target position, the speaker outputs a sound composed of an acceleration guidance basic tone and an acceleration guidance additional tone with a frequency higher than that of the acceleration guidance basic tone.

[0028] (17): In another aspect of the present invention, the storage medium stores a program, wherein the program causes a computer mounted on the mobile body to perform the following processing: when the mobile body merges or changes lanes from a first lane toward a second lane, it obtains information related to a target position, which is determined as the relative position of the mobile body with respect to other mobile bodies in the second lane; when the mobile body needs to accelerate in order to align itself with the target position in its direction of travel, it causes a speaker to output a sound composed of an acceleration guidance basic tone and an acceleration guidance additional tone with a frequency higher than that of the acceleration guidance basic tone.

[0029] (18): Another aspect of the driving support method of the present invention causes a computer mounted on the mobile body to perform the following processing: when the mobile body merges or changes lanes from a first lane to a second lane, information related to a target position is obtained, which is determined to be the relative position of other mobile bodies in the second lane; when the mobile body needs to decelerate in order to align itself with the target position in the direction of travel of the mobile body, the speaker outputs a sound composed of a deceleration guidance basic tone and a deceleration guidance additional tone with a frequency lower than that of the deceleration guidance basic tone.

[0030] (19): In another aspect of the present invention, the storage medium stores a program, wherein the program causes a computer mounted on the mobile body to perform the following processing: when the mobile body merges or changes lanes from the first lane toward the second lane, it obtains information related to a target position, which is determined as the relative position of the mobile body with respect to other mobile bodies in the second lane; when the mobile body needs to decelerate in order to align itself with the target position in the direction of travel of the mobile body, it causes a speaker to output a sound composed of a deceleration guidance basic tone and a deceleration guidance supplementary tone with a frequency lower than that of the deceleration guidance basic tone.

[0031] Invention Effects

[0032] According to the above schemes (1) to (19), the guidance content can be conveyed to the driver in a more understandable way. Attached Figure Description

[0033] Figure 1 This is a top view of vehicle M equipped with driving support device 100.

[0034] Figure 2 It is a graph showing the relationship between the speed Ve of vehicle M and the driving force of vehicle M.

[0035] Figure 3 It is a diagram representing several scenarios related to convergence.

[0036] Figure 4 This is a diagram representing several scenarios from another perspective related to convergence.

[0037] Figure 5 This is a structural diagram of vehicle M centered on driver support device 100.

[0038] Figure 6 This is a block diagram illustrating the functions of each part of the driving support device 100, centered on the structure of the guidance parameter calculation unit 130.

[0039] Figure 7 This is a diagram that conceptually represents how the redundancy parameter S is set.

[0040] Figure 8 This is a diagram that conceptually represents the calculations performed by the convergence guidance control unit 144.

[0041] Figure 9 This diagram conceptually represents the use of response-specified control for scenarios 1 to 8 described above.

[0042] Figure 10 This is a diagram illustrating the structure of the notification control unit 180 that causes the speaker 60 to output a notification tone.

[0043] Figure 11 This is a diagram used to illustrate option control 2.

[0044] Figure 12 This is a diagram used to illustrate option control 3.

[0045] Figure 13 This is a diagram used to illustrate option control 4.

[0046] Figure 14 This is a diagram used to illustrate option control 5.

[0047] Figure 15 This is a diagram used to illustrate option control 6.

[0048] Figure 16 This is a diagram illustrating an example of the overall control process performed by the notification control unit 180.

[0049] Figure 17 This is a diagram representing the start range GR of the guide based on the notification tone.

[0050] Figure 18 This is a flowchart illustrating an example of the control process performed by the driving support device 100.

[0051] Figure 19 This is a diagram that conceptually represents the change in inclination α.

[0052] Figure 20 This is a diagram representing an example of driver characteristic information 210.

[0053] Figure 21 This diagram schematically illustrates the functions of the convergence guidance control unit 144 and the redundancy parameter setting unit 142 in the third embodiment.

[0054] Explanation of reference numerals in the attached figures:

[0055] 10 cameras

[0056] 20 radars

[0057] 30 Accelerator pedal

[0058] 32 Throttle opening sensor

[0059] 34 Vehicle speed sensors

[0060] 50 in-vehicle cameras

[0061] 60 speakers

[0062] 70 Display devices

[0063] 100 Driving Support Devices

[0064] 110 Obtained by the Department

[0065] 120 Target Location Determination Department

[0066] 130 Guiding Parameter Calculation Unit

[0067] 170 Driver Judgment Department

[0068] 180 Notify the Control Department. Detailed Implementation

[0069] Hereinafter, embodiments of the driving support device, driving support method, and procedure of the present invention will be described with reference to the accompanying drawings. The driving support device is a device that supports the driving of a mobile body. A mobile body includes three-wheeled or four-wheeled vehicles, two-wheeled vehicles, micro-mobile bodies, etc., and can include all mobile bodies that are for a person (driver) to ride on and are capable of moving on a road surface with lanes. In the following description, the mobile body is defined as a four-wheeled vehicle, and the vehicle equipped with the driving support device is referred to as vehicle M.

[0070] [Overview]

[0071] Figure 1 This is a top view of a vehicle M equipped with a driver assistance device 100. The vehicle M can be any of the following: a motor vehicle powered by an internal combustion engine such as a diesel engine or gasoline engine; an electric motor powered by an electric motor; or a hybrid motor vehicle that combines an internal combustion engine and an electric motor. The vehicle M is equipped with, for example, a camera 10, multiple radars 20, and the driver assistance device 100.

[0072] Camera 10 is positioned, for example, at the front of vehicle M, and is capable of taking pictures of the front of vehicle M. Figure 1 The shooting range of the camera 10 shown is conceptual. Compared to radar 20, camera 10 is capable of capturing images of other vehicles traveling at a greater distance ahead. Radar 20 is positioned, for example, at the four corners of vehicle M, and is capable of monitoring the front and rear sides of vehicle M. Radar 20 is, for example, a millimeter-wave radar, but is not limited to this.

[0073] The vehicle M in this embodiment is a vehicle driven by an occupant and has a simpler array of monitoring sensors (camera 10 and radar 20) compared to so-called autonomous vehicles (autonomous vehicles of level 3 or above). Therefore, there may be blind spots DA on the side of the vehicle M that are not detected by the monitoring sensor array. However, the vehicle M can also have a monitoring sensor array capable of monitoring the surroundings of the vehicle M in a 360-degree manner, just like an autonomous vehicle of level 3 or above.

[0074] The driving assistance device 100 is a device that supports smooth merging into main lanes or changing lanes into adjacent lanes. The driving assistance device 100 supports driving by outputting a notification tone from the speaker 60 (described later). Details regarding the driving assistance device 100 are described later.

[0075] The vehicle M is equipped with driving controls such as an accelerator pedal, brake pedal, and steering wheel, as well as a power output device and steering system that accelerate, decelerate, and steer according to the amount of input from the driving controls. However, illustrations and detailed explanations regarding these are omitted. It should be noted that in the following description, the throttle opening, which is the amount of input from the accelerator pedal, is sometimes referred to as Qap.

[0076] Here, refer to Figures 2 to 4 To illustrate the difficulty of driving during merging / lane changes. The term "merging" will be used below to encompass both "merging onto a main lane" and "lane change".

[0077] Figure 2 This is a graph showing the relationship between the speed Ve of vehicle M and the driving force of vehicle M (≈ throttle opening Qap). For example... Figure 2 As shown, the higher the speed Ve, the more exponentially the driving resistance Rd increases. The region where the driving force of vehicle M relative to speed Ve is higher than the driving resistance Rd becomes the acceleration region where vehicle M accelerates. The region where the driving force of vehicle M relative to speed Ve is lower than the driving resistance Rd becomes the deceleration region where vehicle M decelerates.

[0078] Figure 3 This diagram illustrates several scenarios (Scenarios 1-4) related to merging. Scenarios 1-4 are distinguished based on the different speed relationships between vehicle M and other vehicles. Hereinafter, among the other vehicles traveling in the lane (second lane) leading to vehicle M's merging destination, those traveling directly in front of the target position Pmt are referred to as "forward vehicle Mf," and those traveling directly behind the target position Pmt are referred to as "rear vehicle Mb." Furthermore, hereafter, the speed of forward vehicle Mf is referred to as "speed Vof," and the speed of rear vehicle Mb is referred to as "speed Vob." The target position Pmt refers to "the position between two vehicles moving in the second lane with no other traffic participants in between." Additionally, the position error of vehicle M in the direction of travel relative to the target position Pmt (vehicle M is in the first lane, so there is also a lateral position error) is defined as "relative position error Epm." The target position Pmt is, for example, set at the center between forward vehicle Mf and rear vehicle Mb in the direction of travel of vehicle M, or at a position slightly ahead of the aforementioned center position. exist Figure 3 In the chart on the right, hollow star marks represent "driving force at the start of the convergence", while shaded star marks represent "driving force at the convergence".

[0079] Scenario 1 is when the speed Ve is approximately the same as the speed Vof of the vehicle in front Mf and the speed Vob of the vehicle behind Mb (relative speed approximately zero), and vehicle M is located slightly ahead of the target position Pmt. In this case, the driver needs to slightly release the accelerator pedal to decelerate, and then press the accelerator pedal again to return to the original throttle opening.

[0080] Scenario 2 is when the speed Ve is slightly faster than the speed Vof of the vehicle in front Mf and the speed Vob of the vehicle behind Mb, and vehicle M is positioned slightly ahead of the target position Pmt. In this case, the driver needs to return the accelerator pedal to an appropriate value to decelerate before pressing the accelerator pedal again to a suitable accelerator opening lower than the original accelerator opening.

[0081] Scenario 3 is when the speed Ve is too fast compared to the speed Vof of the vehicle in front Mf and the speed Vob of the vehicle behind Mb, and vehicle M is positioned slightly ahead of the target position Pmt. In this situation, the driver needs to significantly release the accelerator pedal to slow down in order to suppress the excessive speed, and then press the accelerator pedal again, setting it to an appropriate accelerator opening lower than the original accelerator opening.

[0082] Situation 4 is when the speed Ve is too slow compared to the speed Vof of the vehicle in front Mf and the speed Vob of the vehicle behind Mb, and vehicle M is positioned slightly ahead of the target position Pmt. In this case, the driver needs to accelerate by pressing the accelerator pedal heavily and then gradually release it to a suitable throttle opening higher than the original.

[0083] As described above, even if vehicle M has the same relative position to other vehicles, the timing sequence of throttle opening required varies significantly depending on the relative speed. The driver needs to align vehicle M's position with the appropriate relative position to the other vehicles during merging, and ensure that the relative speed with respect to the other vehicles is approximately zero. That is, the driver must adjust two factors simultaneously (position and speed). Therefore, merging can be a particularly challenging maneuver for beginners or less experienced drivers.

[0084] Figure 4 These are diagrams representing several scenarios (Scenarios 5-8) from another perspective related to convergence. Scenarios 5-8 are distinguished by focusing on the different positional relationships between vehicle M and other vehicles.

[0085] Scenario 5 is similar to Scenario 1, where the speed Ve is approximately the same as the speed Vof of the vehicle in front Mf and the speed Vob of the vehicle behind Mb (relative speed is approximately zero), and vehicle M is positioned slightly ahead of the target position Pmt. In this situation, the driver needs to slightly release the accelerator pedal to decelerate before pressing the accelerator pedal again to return to the original throttle opening.

[0086] Scenario 6 is when the speed Ve is approximately the same as the speed Vof of the vehicle in front Mf and the speed Vob of the vehicle behind Mb (relative speed is approximately zero), and vehicle M is located significantly ahead of the target position Pmt. In this case, the driver needs to significantly release the accelerator pedal to decelerate, and after allowing the vehicle in front Mf to move forward, press the accelerator pedal again to return to the original throttle opening.

[0087] Scenario 7 is when the speed Ve is approximately the same as the speed Vof of the vehicle in front Mf and the speed Vob of the vehicle behind Mb (relative speed is approximately zero), and vehicle M is located significantly behind the target position Pmt. In this case, the driver needs to press the accelerator pedal to accelerate and then gradually release the accelerator pedal to return to the original throttle opening.

[0088] Situation 8 is when the speed Ve is too fast compared to the speed Vof of the vehicle in front Mf and the speed Vob of the vehicle behind Mb, and vehicle M is located significantly behind the target position Pmt. In this case, although the vehicle's position is behind the target position Pmt, in order to suppress the excessive speed, the driver needs to release the accelerator pedal while comparing the vehicle's position with the target position Pmt, and set the accelerator opening to a higher degree than before.

[0089] As mentioned above, even if vehicle M has the same relative speed to other vehicles, the timing sequence of throttle opening required varies significantly depending on their relative positions. In this case, the driver must align vehicle M's position with the appropriate relative position to other vehicles during merging, ensuring that the relative speed is approximately zero. There are also situations, such as scenario 8, where even if vehicle M is behind the target position Pmt, the accelerator pedal must be released, contrary to the feeling of position control. From this perspective, merging can be a particularly difficult maneuver for novice or less experienced drivers.

[0090] [structure]

[0091] Figure 5 This is a structural diagram of vehicle M centered on driver support device 100. It is possible that, in addition to the aforementioned structure, vehicle M may also include accelerator pedal 30, accelerator opening sensor 32, vehicle speed sensor 34, GNSS receiver 40, in-vehicle camera 50, speaker 60, and display device 70.

[0092] Throttle opening sensor 32 detects the amount of throttle pedal operation 30 and outputs the detection result as throttle opening Qap to the power output device and driving support device 100. Vehicle speed sensor 34 detects the speed Ve of vehicle M and outputs it to the instrument panel and driving support device 100.

[0093] The GNSS receiver 40 detects the position of the vehicle M based on radio waves arriving from GNSS satellites (such as GPS satellites). The GNSS receiver 40 outputs the positioning results to the driving support device 100.

[0094] An in-vehicle camera 50 is installed inside the vehicle M and takes pictures of the driver.

[0095] The speaker 60 is installed in the interior of vehicle M and outputs notification tones, etc., as described later.

[0096] The display device 70 is a display section or head-up display (HUD) installed in the instrument and displays a specified image.

[0097] The driving support device 100 includes, for example, an acquisition unit 110, a target position determination unit 120, a guidance parameter calculation unit 130, a driver determination unit 170, a notification control unit 180, and a storage unit 200. Components other than the storage unit 200 are implemented by executing programs (software) using hardware processors such as CPUs (Central Processing Units). Some or all of these components can also be implemented using hardware (including circuitry) such as LSIs (Large Scale Integration), ASICs (Application Specific Integrated Circuits), FPGAs (Field-Programmable Gate Arrays), or GPUs (Graphics Processing Units), or through the coordinated use of software and hardware. The program can be pre-saved in storage devices such as HDDs or flash memory (storage devices with non-transitory storage media), or stored in removable storage media such as DVDs or CD-ROMs (non-transitory storage media), and installed in the storage device by mounting the storage media to a drive device.

[0098] The storage unit 200 includes HDD, flash memory, ROM, RAM (Random Access Memory), etc. The storage unit 200 stores map information 202, redundancy parameter information 204, driving resistance information (driving resistance gauge) 206, driver information 208, and driver characteristic information 210, among other things.

[0099] When vehicle M merges from the first lane into the second lane or changes lanes, the acquisition unit 110 acquires information related to the target location. It should be noted that the acquisition unit 110 recognizes the situation when it receives input from a user requesting guidance for merging (e.g., an audio input such as "Please begin merging guidance" into the vehicle's microphone). Details regarding the "information related to the target location" will be described later.

[0100] When multiple workshop locations exist that could be considered as target locations, the target location determination unit 120 selects a target location based on a predetermined reference. This predetermined reference refers to any reference related to the distance from the vehicle M, workshop space, or other information; however, since this predetermined reference does not exist in the core part of the present invention, a detailed description is omitted. As an example, the target location closest to the vehicle M is selected.

[0101] The guidance parameter calculation unit 130 calculates the degree of acceleration and deceleration required by vehicle M in order to align it with the target position in the direction of travel (the length direction of the road). In the following explanation, the required acceleration and deceleration are calculated from a single value (the guidance parameter Flead), with acceleration represented by a positive value and deceleration by a negative value. Details will be provided later.

[0102] The driver identification unit 170 identifies the occupant (driver) sitting in the driver's seat based on images captured by the in-vehicle camera 50.

[0103] The notification control unit 180 causes the speaker 60 to output sound (hereinafter referred to as notification tone) based on the guide parameter Flead. The specific form of the notification tone will be described later.

[0104] Figure 6 This is a block diagram illustrating the functions of each part of the driving support device 100, centered on the structure of the guidance parameter calculation unit 130. The guidance parameter calculation unit 130 includes, for example, a target position speed calculation unit 132, a target driving force calculation unit 134, a driver-required driving force calculation unit 136, a feedforward driving force calculation unit 138, a relative position deviation calculation unit 140, a redundancy parameter setting unit 142, and a convergence guidance control unit 144.

[0105] The acquisition unit 110 acquires the aforementioned information related to the target position. This information includes, for example, the relative position Pof of the preceding vehicle Mf relative to vehicle M, the relative position Pob of the following vehicle Mb relative to vehicle M, the speed Vof of the preceding vehicle Mf, and the speed Vob of the following vehicle Mb. The relative position Pof of the preceding vehicle Mf can be the position of a representative point such as the center of gravity of the preceding vehicle Mf, or the position of its rear end. Similarly, the relative position Pob of the following vehicle Mb can be the position of a representative point such as the center of gravity of the following vehicle Mb, or the position of its rear end. The relative positions Pof and Pob are represented by a relative coordinate system, for example, based on vehicle M. The acquisition unit 110 determines the area containing the vehicle by analyzing, for example, images captured by camera 10, and performs sensor fusion processing by taking into account the detection results of radar 20, thereby acquiring the aforementioned information. Additionally, the acquisition unit 110 acquires the speed Ve of vehicle M from vehicle speed sensor 34. The acquisition unit 110 outputs this information to the target position speed calculation unit 132. The speed Ve of vehicle M is also output to the convergence guidance control unit 144. It should be noted that, based on the various information obtained by the acquisition unit 110, the target position determination unit 120 selects a target position based on a predetermined reference when there are multiple workshop positions that can become the target position.

[0106] Furthermore, the acquisition unit 110 derives driving path information RI based on the images captured by the camera 10, and outputs the derived driving path information RI to the redundancy parameter setting unit 142. The driving path information RI represents the shape of the lane in which the vehicle M travels, and includes information on merging distances that can be identified. It should be noted that the acquisition unit 110 may also derive the driving path information RI based on the detection results of the GNSS receiver 40 and map information 202, instead of the detection results of the camera 10 (or in addition). The map information 202 includes information such as the lane type (main lane, merging lane, overtaking lane, boarding lane, etc.) and the distance between lanes (length of merging lanes, etc.).

[0107] [Calculation of guiding parameters]

[0108] The target position speed calculation unit 132 calculates the target position Pmt based on the relative positions Pof and Pob. For example, the target position speed calculation unit 132 calculates the center position between the relative positions Pof and Pob in the vehicle's direction of travel as the target position Pmt. Alternatively, the target position speed calculation unit 132 may calculate a position a predetermined amount (or a predetermined proportion) forward of the center position between the relative positions Pof and Pob in the vehicle's direction of travel as the target position Pmt. The target position Pmt is calculated using a relative coordinate system, for example, with the vehicle M as a reference. The target position speed calculation unit 132 outputs the calculated target position Pmt to the relative position deviation calculation unit 140.

[0109] Furthermore, the target position velocity calculation unit 132 calculates the target merging velocity Vmt based on the velocities Vof and Vob. This target merging velocity Vmt is the target velocity used for merging. For example, the target position velocity calculation unit 132 calculates the velocity Vof, which is the same as the velocity of the preceding vehicle Mf, as the target merging velocity Vmt. Alternatively, the target position velocity calculation unit 132 may calculate the midpoint between the velocities Vof and Vob as the target merging velocity Vmt if the velocity Vob of the following vehicle Mb is greater than the velocity Vof of the preceding vehicle Mf. The target position velocity calculation unit 132 outputs the calculated target merging velocity Vmt to the target driving force calculation unit 134.

[0110] The target driving force calculation unit 134 calculates the target merging driving force Fdt of vehicle M based on the target merging speed Vmt and the driving resistance information 206. That is, the target driving force calculation unit 134 calculates the merging driving force required to achieve the target merging speed Vmt as the target merging driving force Fdt by referring to the driving resistance information 206. The driving resistance information 206 represents... Figure 2 The information shows the correspondence between speed Ve and the driving force (throttle opening Qap) required to achieve that speed Ve. The target driving force calculation unit 134 outputs the calculated target convergence driving force Fdt to the feedforward driving force calculation unit 138.

[0111] The throttle opening Qap is input to the driver's required driving force calculation unit 136. Based on the input throttle opening Qap and, for example, a pre-registered mathematical formula for transformation, the driver's required driving force Fdrv corresponding to the input throttle opening Qap is calculated. The driver's required driving force calculation unit 136 outputs the calculated driver's required driving force Fdrv to the feedforward driving force calculation unit 138.

[0112] The feedforward driving force calculation unit 138 calculates the feedforward driving force Fff based on the driver's requested driving force Fdrv and the driving force Fdt when merging with the target. The feedforward driving force calculation unit 138 calculates the feedforward driving force Fff based on, for example, a model that smoothly connects the driver's requested driving force Fdrv and the driving force Fdt when merging with the target (by using a ramp).

[0113] The feedforward driving force Fff calculated by the feedforward driving force calculation unit 138 is added to the guide feedback driving force Ffb calculated by the convergence guide control unit 144. Thus, the required driving force Frq is calculated.

[0114] The relative position deviation calculation unit 140 calculates the relative position deviation Ept based on the target position Pmt. The relative position deviation Ept is calculated using a relative coordinate system with, for example, vehicle M as the reference. In this case, the relative position deviation Ept is calculated by multiplying the target position Pmt by "-1". That is, the relative position deviation calculation unit 140 calculates the relative position deviation Ept based on, for example, equation (1). The relative position deviation calculation unit 140 outputs the calculated relative position deviation Ept to the convergence guidance control unit 144.

[0115] Ept(k)=-Pmt(k)…(1)

[0116] The redundancy parameter setting unit 142 sets a redundancy parameter S (0 < S) ​​for each merging scenario based on the driving path information RI and the redundancy parameter information 204. The redundancy parameter information 204 is information indicating the correspondence between the distance that can be used for merging and the redundancy parameter S. The redundancy parameter setting unit 142 outputs the set redundancy parameter S to the merging guidance control unit 144. The larger the redundancy parameter S, the greater the allowable degree of acceleration and deceleration during merging.

[0117] Figure 7 This is a diagram conceptually representing the method for setting the redundancy parameter S. In the diagram, L1 is the first lane, and L2 is the second lane. Based on the driving route information RI, the redundancy parameter setting unit 142 can set a larger redundancy parameter S for longer merging distances, and a smaller redundancy parameter S for shorter merging distances. The smaller the redundancy parameter S, the smaller the allowable degree of acceleration and deceleration during merging. The smaller the redundancy parameter S, the more efficient the switching function σ (described later) becomes. Figure 8 The steeper the inclination of the vehicle, the more necessary it is to simultaneously reduce the residual deviation between the target merging speed and the speed of vehicle M, while quickly aligning the position of vehicle M with the target merging position.

[0118] return Figure 6The convergence guidance control unit 144 calculates the guidance feedback driving force Ffb based on the target convergence speed Vmt, relative position deviation Ept, speed Ve, and redundancy parameter S.

[0119] Figure 8 This is a diagram that conceptually represents the calculations performed by the convergence guidance control unit 144. The convergence guidance control unit 144 first calculates the target speed deviation Evt based on the target convergence speed Vmt and the speed Ve. The target speed deviation Evt is calculated based on, for example, equation (2).

[0120] Evt(k)=Ve(k)-Vmt(k)…(2)

[0121] Furthermore, the convergence guidance control unit 144 calculates the guidance feedback driving force Ffb for simultaneously converging both the relative position deviation Ept and the target velocity deviation Evt to zero. In this embodiment, the convergence guidance control unit 144 calculates the guidance feedback driving force Ffb for simultaneously converging both the relative position deviation Ept and the target velocity deviation Evt to zero based on response-assignment control (e.g., sliding mode control, inversion control, etc.). That is, the convergence guidance control unit 144 calculates the guidance feedback driving force Ffb that makes both the relative position deviation Ept and the target velocity deviation Evt simultaneously approach (for example, approach with exponential decay) the straight line L of the switching function σ = Evt + S × Ept = zero.

[0122] Specifically, the guiding feedback driving force Ffb is calculated based on the following equations (3) to (6). S is the merging guidance parameter, Ept is the target position deviation, Evt is the target velocity deviation, Ve is the velocity, Vmt is the target merging velocity, Pmt is the target relative merging position, k is the control time (control loop), Ffb is the guiding feedback driving force, Ffb_rch is the arrival side input, Ffb_adp is the adaptation side input, and Krch and Kadp are the feedback gains, respectively.

[0123] σ(k)=Ept(k)+S(k)·Evt(k)…(3)

[0124] Ffb_rch(k)=Krch·σ(k)…(4)

[0125] Ffb_adp(k)=Ffb_adp(k-1)+Kadp·σ(k) (During bootstrapping execution)

[0126] Or = -Krch·σ(k) (when not being executed by the bootstrap operator)...(5)

[0127] Ffb(k)=Ffb_rch(k)+Ffb_adp(k)…(6)

[0128] Based on the calculations described above, the convergence guidance control unit 144 calculates time-series driving force data that can converge to the target convergence position and velocity.

[0129] Figure 9 This diagram conceptually represents the use of response-specified control relative to scenarios 1-8 described above. By using response-specified control, the ideal acceleration and deceleration behavior of vehicle M can be represented in any merging scenario. It should be noted that the calculation of the driving force during merging is not limited to response-specified control; it can also be achieved through other control methods such as cascade control.

[0130] Furthermore, the guide parameter Flead is calculated by subtracting the target merging drive force Fdt from the required drive force Frq. That is, the guide parameter Flead is calculated as the difference relative to the drive force at the target merging speed. When the vehicle M maintains the target speed, the guide parameter Flead becomes zero. The calculated guide parameter Flead is output to the notification control unit 180.

[0131] The driver identification unit 170 inputs an image captured by the in-vehicle camera 50. Based on the detection results from the in-vehicle camera 50 and driver information 208, the driver identification unit 170 identifies the driver of the vehicle M. Driver information 208, for example, is information that establishes a correspondence between an image or image feature quantity and a driver ID. Alternatively, the driver identification unit 170 may input an image into a learned model generated by machine learning to obtain the driver ID. The driver ID is then output to the notification control unit 180. It should be noted that the adjustment function for the tone parameter Psound of the driver identification unit 170 and each driver ID described later can be omitted.

[0132] [Notification Control]

[0133] The notification control unit 180 calculates the tone parameter Psound based on the guide parameter Flead. When the guide parameter Flead is positive, the notification control unit 180 calculates the tone parameter Psound in a manner that the larger the guide parameter Flead, the larger the tone parameter Psound. Conversely, when the guide parameter Flead is negative, the notification control unit 180 calculates the tone parameter Psound in a manner that the larger the absolute value of the guide parameter Flead, the more negative and absolute the tone parameter Psound becomes. As described later, the tone parameter Psound can also be adjusted according to the characteristics of each driver. Either the guide parameter Flead or the tone parameter Psound represents an example of "the degree to which the vehicle needs to accelerate" and "the degree to which the vehicle needs to decelerate."

[0134] The notification control unit 180 outputs a notification tone corresponding to the tone parameter Psound to the speaker 60. Here, when the tone parameter Psound is positive (in cases requiring acceleration), the notification control unit 180 causes the speaker 60 to output an acceleration guide tone; when the tone parameter Psound is negative (in cases requiring deceleration), the speaker 60 outputs a deceleration guide tone; and when the tone parameter Psound is near zero (in cases where neither acceleration nor deceleration is needed), the speaker 60 outputs a neutral guide tone. The acceleration guide tone is a higher-pitched sound (high-frequency sound) than the neutral guide tone, and the deceleration guide tone is a lower-pitched sound (low-frequency sound) than the neutral guide tone. The output of the neutral guide tone can also be omitted; in this case, the acceleration guide tone is also a higher-pitched sound than the deceleration guide tone.

[0135] Here, using a high-priced multi-way speaker can reproduce a wide range of sound frequencies, thus enabling the driver to be guided using a sufficiently high and low pitch (L&H) tone that is easily recognizable to humans. However, in-vehicle products are often constrained by cost, making it difficult to equip a high-priced multi-way speaker system solely for the purpose of the driver assistance device 100. Therefore, using a less expensive speaker results in concerns that the pitch difference of the notification tone will be reduced, thus diminishing the guidance effect.

[0136] (Structure of notification sounds)

[0137] Therefore, when the tone parameter Psound is positive, the notification control unit 180 in this embodiment causes the speaker 60 to output a sound composed of a basic acceleration guide tone and one or more additional acceleration guide tones with a frequency higher than the basic acceleration guide tone. Conversely, when the tone parameter Psound is negative, the notification control unit 180 causes the speaker 60 to output a sound composed of a basic deceleration guide tone and one or more additional deceleration guide tones with a frequency lower than the basic deceleration guide tone.

[0138] Figure 10 This diagram illustrates the structure of the notification tone output by the speaker 60 from the notification control unit 180. In the diagram, SN is the neutral notification tone, SAb is the accelerated guide tone, SA1 and SA2 are accelerated guide supplementary tones, SDb is the decelerated guide tone, and SD1 and SD2 are decelerated guide supplementary tones. Two decelerated guide supplementary tones and two accelerated guide supplementary tones are shown in the diagram, but this is only one example.

[0139] More specifically, when the tone parameter Psound is positive, the notification control unit 180 causes the speaker 60 to output a sound synthesized from the acceleration guide fundamental tone SAb and an acceleration guide supplementary tone SAn (where n is a natural number) that is an integer multiple of the frequency of the acceleration guide fundamental tone SAb. The acceleration guide supplementary tone n sometimes includes multiple integer multiples of different frequencies. Alternatively, sometimes only the acceleration guide fundamental tone SAb may be output. Hereinafter, the notification tone that includes the acceleration guide fundamental tone SAb and sometimes includes more than one acceleration guide supplementary tone SAn will be referred to as the acceleration guide notification tone SA.

[0140] Additionally, when the tone parameter Psound is negative, the notification control unit 180 causes the speaker 60 to output a sound synthesized from the deceleration guide fundamental tone SDb and a deceleration guide supplementary tone SDm (m is a natural number) with a frequency different from the frequency of the deceleration guide fundamental tone SDb (i.e., not the fundamental tone of the deceleration guide fundamental tone SDb). The deceleration guide supplementary tone SDm sometimes includes multiple sounds with different frequencies. Alternatively, sometimes only the deceleration guide fundamental tone SDb may be output. Hereinafter, the notification tone that includes the deceleration guide fundamental tone SDb and sometimes more than one deceleration guide supplementary tone SDm will be referred to as the deceleration guide notification tone SD.

[0141] The notification control unit 180 generates a signal by synthesizing a sine wave of each frequency in either the acceleration guide notification tone SA or the deceleration guide notification tone SD, and outputs the signal to the speaker 60, thereby causing the speaker 60 to output a sound with that frequency.

[0142] The acceleration guidance tone SA, comprising the fundamental acceleration guidance tone SAb and the additional acceleration guidance tone SAn (an integer overtone), sounds higher than the actual sound, thus attracting the driver's attention more effectively. It is also easier to distinguish the deceleration guidance tone SD and the neutral guidance tone SN. On the other hand, the deceleration guidance tone SD, comprising the fundamental deceleration guidance tone SDb and the additional deceleration guidance tone SDm (not the fundamental tone SDb), has the following characteristics: it provides the driver with a sense of reassurance and intimacy, attracting the driver's attention with a different meaning than the acceleration guidance tone SA. Therefore, it is easier to distinguish the acceleration guidance tone SA and the neutral guidance tone SN. As a result, even without using expensive multi-channel speakers, the pitch difference of the notification tones can be perceived significantly, allowing the driver to intuitively distinguish between acceleration and deceleration guidance.

[0143] Alternatively, the notification control unit 180 may control one or more combinations of the options described below based on the above.

[0144] (Option Control 1)

[0145] The notification control unit 180 can also, when the pitch parameter Psound is positive, shift the acceleration guide fundamental tone SAb to the higher frequency side (high-frequency side) as the pitch parameter Psound increases. Conversely, when the pitch parameter Psound is negative, the notification control unit 180 can also shift the deceleration guide fundamental tone SDb to the lower frequency side (low-frequency side) as the absolute value of the pitch parameter Psound increases. However, in this case, sometimes the acceleration guide supplementary tone SAn may be too high in frequency and the deceleration guide supplementary tone SDm may be too low in frequency, making them difficult to detect.

[0146] (Option Control 2)

[0147] The notification control unit 180 can also increase the number of integer multiples of the accelerated guiding additional tone SAn when the tone parameter Psound is positive. Figure 11 This diagram illustrates option control 2. For example, when the tone parameter Psound is positive and small (within the range from near zero to the first threshold), the notification control unit 180 synthesizes only the acceleration guidance supplementary tone SA1 and the acceleration guidance basic tone SAb. When the tone parameter Psound is positive and of a moderate value (above the first threshold and below the second threshold, which is larger than the first threshold), it synthesizes the acceleration guidance supplementary tone SA1 and SA2 with the acceleration guidance basic tone SAb. When the tone parameter Psound is positive and large (above the second threshold), it synthesizes the acceleration guidance supplementary tone SA1, SA2, and SA3 with the acceleration guidance basic tone SAb, causing the speaker 60 to output the signal. In this way, while suppressing the acceleration guidance supplementary tone SAn from being too high-frequency, the sounding pattern of the acceleration guidance notification tone SA changes according to the increase of the tone parameter Psound, making the driver aware that the necessity of acceleration has increased.

[0148] (Option Control 3)

[0149] The notification control unit 180 can also increase the number of deceleration guide additional tones SDm with different frequencies when the pitch parameter Psound is negative, as the absolute value of the pitch parameter Psound is larger. Figure 12This diagram illustrates option control 3. For example, when the tone parameter Psound is negative and has a small absolute value (within the range from near zero to the third negative threshold), the notification control unit 180 prevents the deceleration guidance basic tone SDb from being synthesized into the deceleration guidance supplementary tone SDm. When the tone parameter Psound is negative and has a moderate absolute value (below the third threshold but above the second threshold, which is smaller than the third threshold), the deceleration guidance supplementary tone SD1 is synthesized with the deceleration guidance basic tone SDb. When the tone parameter Psound is negative and has a large absolute value (below the third threshold), the deceleration guidance supplementary tones SD1, SD2, and SD3 are synthesized with the deceleration guidance basic tone SDb, causing the speaker 60 to output the signal. In this way, while suppressing the deceleration guidance supplementary tone SDm from being too low-frequency, the sounding pattern of the deceleration guidance notification tone SD changes according to the decrease in the tone parameter Psound, making the driver aware that the necessity of deceleration has increased.

[0150] (Option Control 4)

[0151] The notification control unit 180 can also increase the volume of the deceleration guide additional sound SDm when the tone parameter Psound is negative, and the larger the absolute value of the tone parameter Psound is. Figure 13 This diagram illustrates option control 4. For example, when the tone parameter Psound is negative and has a small absolute value (within the range from near zero to the third threshold), the notification control unit 180 combines the low-level deceleration guidance supplementary tones SD1 to SD3 with the deceleration guidance basic tone SDb. When the tone parameter Psound is negative and has a moderate absolute value (below the third threshold but above the second threshold, which is smaller than the third threshold), the unit combines the medium-level deceleration guidance supplementary tones SD1 to SD3 with the deceleration guidance basic tone SDb. When the tone parameter Psound is negative and has a large absolute value (below the third threshold), the unit combines the high-level deceleration guidance supplementary tones SD1 to SD3 with the deceleration guidance basic tone SDb, causing the speaker 60 to output the signal. In this way, while suppressing the deceleration guidance supplementary tone SDm from being too low-frequency, the sounding pattern of the deceleration guidance notification tone SD changes according to the decrease in the tone parameter Psound, making the driver aware that the necessity of deceleration has increased. In addition, the notification control unit 180 can also increase the volume of the acceleration guidance additional sound SAn when the tone parameter Psound is positive, and the larger the tone parameter Psound is.

[0152] (Option Control 5)

[0153] The notification control unit 180 can also, when the pitch parameter Psound is negative, the larger the absolute value of the pitch parameter Psound, the further the frequency of the deceleration guide additional tone SDm is from the frequency of the deceleration guide basic tone SDb. Figure 14 This is a diagram used to explain option control 5. For example, when the tone parameter Psound is negative and has a small absolute value (in the range from near zero to the third threshold), the notification control unit 180 combines the deceleration guide additional tone SD1, whose frequency is close to the deceleration guide fundamental tone SDb, with the deceleration guide fundamental tone SDb. When the tone parameter Psound is negative and has a moderate absolute value (below the third threshold and above the second threshold, which is smaller than the third threshold), the deceleration guide additional tone SD1, whose frequency difference from the deceleration guide fundamental tone SDb is greater than the above, with the deceleration guide fundamental tone SDb. When the tone parameter Psound is negative and has a large absolute value (below the third threshold), the deceleration guide additional tone SD1, whose frequency difference from the deceleration guide fundamental tone SDb is greater than the above, with the deceleration guide fundamental tone SDb, and the speaker 60 outputs the signal. In this way, while suppressing the excessively low frequency of the deceleration guidance tone SDm, the sounding pattern of the deceleration guidance notification tone SD is changed according to the reduction of the tone parameter Psound, thereby making the driver aware of the increased necessity of deceleration.

[0154] (Option control 6)

[0155] The notification control unit 180 can also differentiate the interval between notification tones depending on whether the pitch parameter Psound is positive or negative. Furthermore, the notification control unit 180 can also differentiate the interval between notification tones based on the absolute value of the pitch parameter Psound. Figure 15 This diagram illustrates option control 6. For example, the notification control unit 180 can make the interval between notification tones unequal when the tone parameter Psound is positive, and make the interval between notification tones equal when the tone parameter Psound is negative. Alternatively, the larger the absolute value of the tone parameter Psound, the more gradually the notification control unit 180 reduces the interval between notification tones. In this way, when the tone parameter Psound is positive, a "dong dong dong dong" notification tone is output, and when the tone parameter Psound is negative, a "dong dong" notification tone is output. As a result, it is easy for the driver to distinguish whether the notification tone is positive or negative.

[0156] (An example of overall control)

[0157] By appropriately combining the options described above, controls can be achieved as follows. Figure 16This diagram illustrates an example of the overall control performed by the notification control unit 180. For example, when the tone parameter Psound is near zero, the notification control unit 180 minimizes the volume of the notification tone and reduces the number of acceleration and deceleration guidance tones. At this time, the notification control unit 180 causes the display device 70 to display an image IM-N indicating that acceleration or deceleration is not required.

[0158] As the pitch parameter Psound is positive and increases, the notification control unit 180 increases the volume of the notification sound, adds an acceleration guidance tone, and speeds up the beat of the notification sound. At this time, the notification control unit 180 causes the display device 70 to display an image IM-A urging acceleration. The notification control unit 180 may also keep the volume of the notification sound constant when the pitch parameter Psound increases to a certain value, and specifically increase the acceleration guidance tone for increases in the pitch parameter Psound above this value.

[0159] As the pitch parameter Psound becomes negative and its absolute value increases, the notification control unit 180 increases the volume of the notification tone, adds a deceleration guidance tone, and speeds up the tempo of the notification tone. At this time, the notification control unit 180 causes the display device 70 to display an image IM-D urging deceleration. Alternatively, the notification control unit 180 may keep the volume of the notification tone constant when the absolute value of the pitch parameter Psound increases to a certain value, and increase the deceleration guidance tone for increases in the absolute value of the pitch parameter Psound beyond this value.

[0160] [Starting timing, etc.]

[0161] Figure 17 This is a diagram showing the guidance start range GR based on the notification tone. In this embodiment, the notification control unit 180 starts outputting a notification tone when the vehicle M enters the guidance start range GR. The guidance start range GR refers to the range between the front part (e.g., front end) of the vehicle Mf traveling directly in front of the target position Pmt and the rear part (e.g., rear end) of the vehicle Mb traveling directly behind the target position Pmt in the vehicle's direction of travel.

[0162] For example, the notification control department 180 in such cases Figure 17 As shown in (a), the vehicle M enters from behind relative to the starting guide range GR, and as shown in (a), the situation where vehicle M enters from behind, and the situation where vehicle M enters from behind relative to the starting guide range GR ... Figure 17As shown in (b), when vehicle M enters from the front relative to the guidance start range GR, the notification tone is output. This is because when vehicle M is located further forward than the front (e.g., the front end) of the preceding vehicle Mf, or when vehicle M is located further backward than the rear of the following vehicle Mb, the acquisition unit 110 detects that the preceding vehicle Mf and the following vehicle Mb overlap, and the recognition accuracy of the position and speed of these vehicles decreases.

[0163] On the other hand, the notification control department 180 in such cases Figure 17 If a driver, as shown in (c), inputs guidance to converge at the target position Pmt while positioned to the side, the notification tone is not output. In this case, the driver support device 100 responds by reporting to the driver that it is necessary to re-enter relative to the guidance start range GR, or to change the target position Pmt, etc. This is because, as described above, the vehicle M in this embodiment may have a blind spot area DA on the side. It should be noted that, even if the vehicle M has a group of monitoring sensors capable of detecting the surrounding 360 degrees, even from... Figure 17 The state shown in (c) also begins to notify the output of the tone.

[0164] When the vehicle M enters the guidance start range GR, the notification control unit 180 outputs a guidance start notification tone, different from the initial notification tone, from the speaker 60 before the initial guidance start tone is output. The guidance start notification tone can also be a sound-based announcement such as "Guidance Begins".

[0165] The notification control unit 180 determines the appropriate turning opportunity to enter the second lane L2. The turning determination unit 111 determines that the turning opportunity has arrived, for example, when the position error of vehicle M relative to the target position Pmt is within a specified range and the speed error of vehicle M relative to the target merging speed Vmt is within a specified range.

[0166] The notification control unit 180 outputs a turn signal tone, different from the notification tone, from the speaker 60 at the determined turn timing. The turn signal tone may also be a specific sound output from the speaker 60 (e.g., a "bang" sound), a sound-based announcement such as "We can meet" or "Please turn the steering wheel".

[0167] The notification control unit 180 determines whether it is permissible to enter the second lane L2. The entry permission determination unit 112 determines that entry into the second lane L2 is not permitted, for example, if the specified conditions are met, such as the distance between the vehicle in front Mf and the vehicle behind Mb being less than a specified distance.

[0168] If the notification control unit 180 determines that it is not allowed to enter the second lane L2 after starting the notification tone output, it outputs a different guidance stop notification tone from the speaker 60. The guidance stop notification tone may also be a specific sound output from the speaker 60 (such as a warning sound like "poof~"), a sound-based announcement such as "Please stop merging" or "Move behind the car behind you".

[0169] [Processing Flow]

[0170] Figure 18 This is a flowchart illustrating an example of the control process performed by the driver support device 100. Here, we assume that the driver makes an input to start the guidance and the vehicle M enters the guidance start range GR.

[0171] When the vehicle M enters the guidance start range GR, the notification control unit 180 outputs a guidance start notification tone before the notification tone is output (S101). Next, the notification control unit 180 calculates the guidance parameter Flead (S102). Then, based on the guidance parameter Flead, the notification control unit 180 determines the tone parameter Psound and outputs a notification tone corresponding to the determined tone parameter Psound (S103).

[0172] Next, the control unit 180 is notified to determine whether the rendezvous is possible (S104). If the rendezvous is not possible (S104), a guidance abort notification tone is output (S105). Then, the control unit 180 is notified to stop the output of the notification tone (S109) and the series of processes ends.

[0173] If it is determined in step S104 that merging is possible, the control unit 180 is notified to determine whether the alignment of vehicle M with respect to the target position Pmt is complete, i.e., whether it is the right time to turn into the second lane (S106). If the control unit 180 is not notified that the alignment of vehicle M with respect to the target position Pmt is complete, the process returns to S102. On the other hand, if the control unit 180 is notified that the alignment of vehicle M with respect to the target position Pmt is complete, the speaker 60 outputs a turn signal tone (S107).

[0174] Next, the notification control unit 180 determines whether the merging is complete (S108). If the notification control unit 180 does not determine that the merging is complete (e.g., the driver did not steer), the process returns to S102. On the other hand, if the notification control unit 180 determines that the merging is complete (S108), it stops the output of the notification tone (S109) and ends the series of processes.

[0175] [Adjustment of guidance parameters corresponding to driver characteristics]

[0176] The notification control unit 180 can also perform the following processing: The notification control unit 180 changes the pitch parameter Psound relative to the guide parameter Flead (hereinafter referred to as tilt α) according to the driver's characteristics. For example, even when hearing the same notification tone, the amount of pressure applied to the accelerator pedal 31 may vary greatly depending on the driver. Therefore, the notification control unit 180 changes (adjusts) the notification tone according to each driver's characteristic of pressing the accelerator pedal 31. That is, the notification control unit 180 changes the tilt α setting for each driver so that the driver presses the accelerator pedal 31 until the required amount of driving force is obtained.

[0177] Figure 19 This is a diagram conceptually representing the change in tilt angle α. The notification control unit 180 first determines the tone parameter Psound based on the current calculated value (e.g., the initial value) of the guidance parameter Flead, and then outputs a notification tone corresponding to the determined tone parameter Psound. As a result, the driver reacts to the notification tone by displacing the accelerator pedal 31.

[0178] Next, the driver-requested driving force calculation unit 136 calculates the driver-requested driving force Fdrv in response to the notification tone based on the most recent throttle opening Qap of the accelerator pedal 31, and outputs the calculated driver-requested driving force Fdrv to the notification control unit 180. Then, the notification control unit 180 compares the difference between the received driver-requested driving force Fdrv and the driving force Fdt at the target meeting point with the guidance parameter Flead, and determines whether there is a driving force deviation Ef (=Fdrv-Fdt-Flead), which is the difference in the guidance parameter Flead relative to the difference between the driver-requested driving force Fdrv and the driving force Fdt at the target meeting point.

[0179] When a driving force deviation Ef exists, the notification control unit 180 changes the tilt angle α to eliminate the deviation. For example, if the driver requests a driving force Fdrv that is smaller than the currently calculated value of the guide parameter Flead, the tilt angle α is changed so that even with the same guide parameter Flead input, the interval of the notification tone is shortened (i.e., a notification tone requesting higher driving force is given). The notification control unit 180 repeatedly performs the tilt angle α change processing (adjustment processing) at a predetermined cycle. Thus, a suitable tilt angle α is determined for each driver. The notification control unit 180 registers the tilt angle α determined for each driver in the driver characteristic information 210 for future use.

[0180] Figure 20This diagram illustrates an example of driver characteristic information 210. In driver characteristic information 210, the driver's identification ID is registered and associated with the tilt angle α calculated for each driver. When the driver characteristic information 210 contains a tilt angle α corresponding to the driver ID determined by the driver discrimination unit 170, the notification control unit 180 reads the tilt angle α from the driver characteristic information 210 and uses the read tilt angle α to calculate the tone parameter Psound. This allows the output of a notification tone corresponding to the pedaling characteristics of each driver.

[0181] The above-described change processing of the tilt angle α corresponding to the driver characteristics is performed, for example, based on the following equations (7) to (9). Psound is the pitch parameter, α is the tilt angle of the pitch parameter, Ef is the driving force deviation, and Ksnd is the pitch parameter adaptation gain (0 < ksnd).

[0182] Psound(k)=α(k)·Flead(k)…(7)

[0183] Ef(k)=Fdrv(k)-Fdt(k)-Flead(k)…(8)

[0184] α(k) = α(k-1) - Ksnd·Ef(k) (during bootstrapping)

[0185] Or = α(k-1) (when not being guided)...(9)

[0186] According to the first embodiment described above, it is possible to convey more easily understood guidance content to the driver.

[0187] In the first embodiment, the guidance parameter Flead can also be calculated using a simpler computational model. For example, the convergence guidance control unit 144 can also calculate the guidance feedback driving force Ffb based on a different model than the response-specified control (e.g., a simpler model).

[0188] <Second Implementation Method>

[0189] Next, the second embodiment will be described. In this embodiment, the difference from the first embodiment is that the pitch parameter Psound′ is determined based on the relative position deviation Ept instead of the guiding parameter Flead. The structure is the same as the first embodiment except as described below.

[0190] For example, the notification control unit 180 outputs notification tones with different pitches from the speaker 60 when the notification is too far back relative to the target position Pmt (i.e., when acceleration is needed) and too far forward relative to the target position Pmt (i.e., when deceleration is needed). That is, the notification control unit 180 uses the relative position deviation Ept instead of the guide parameter Flead.

[0191] According to the second embodiment described above, the same as the first embodiment, it is possible to convey more easily understood guidance content to the driver.

[0192] <Third Implementation Method>

[0193] Figure 21 This diagram schematically illustrates the functions of the convergence guidance control unit 144 and the redundancy parameter setting unit 142 according to the third embodiment. The convergence guidance control unit 144 includes a primary controller 144a and a secondary controller 144b. The primary controller 144a functions as a position control controller, and the secondary controller 144b functions as a speed control controller.

[0194] The primary controller 144a determines the correction amount Ufb of the target merging speed Vmt of vehicle M, so that the first switching function σp(k), which linearly combines the relative position deviation Ept(k) with the past value Ept(kn) of the relative position deviation, approaches zero, while also making the relative position deviation Ept(k) and the past value Ept(kn) of the relative position deviation approach zero. n is a natural number. Therefore, Ept(kn) means the value n cycles ago relative to control cycle k. The first switching function σp(k) is represented by equation (10). Sp(k) is the first guiding parameter and is set in the range -1 < Sp(k) < 0.

[0195] σp(k)=Ept(k)+Sp(k)·Ept(kn)…(10)

[0196] The primary controller 144a calculates the correction amount Ufb based on equations (11) to (13), for example. In the equations, Urch(k) is the approach law input for position control, Uadp(k) is the adaptive law input for position control, and Krch_p and Kadp_p are the feedback gains, respectively.

[0197] Urch(k)=Krch_p·σp(k)…(11)

[0198] Uadp(k)=Kadp_p·σp(k)+Uadp(k-1)…(12)

[0199] Ufb(k)=Urch(k)+Uadp(k)…(13)

[0200] The merging guidance control unit 144 uses the correction amount Ufb(k) to correct the temporary target merging speed Vmt# based on either or both of the speeds Vof of the preceding vehicle Mf and Vob of the following vehicle Mb, and determines the target merging speed Vmt. In the third embodiment, the target speed deviation Evt(k) is the difference between the corrected target merging speed Vmt and the speed Ve.

[0201] The secondary controller 144b calculates the guiding feedback driving force Ffb(k) to make the second switching function σv(k), which linearly combines the target speed deviation Evt(k) with the past value Evt(km) of the target speed deviation, approach zero, while simultaneously making both the target speed deviation Evt(k) and the past value Evt(km) of the target speed deviation approach zero. m is a natural number. Therefore, Evt(km) means the value m cycles ago relative to the control cycle k. The second switching function σv(k) is represented by equation (14). Sv(k) is the second guiding parameter and is set in the range -1 < Sv(k) < 0. Here, n and m can also be the same value, but by setting n > m, it is possible to adjust the convergence speed of speed control to be faster than the convergence speed of position control.

[0202] σv(k)=Evt(k)+Sv(k)·Evt(km)…(14)

[0203] The secondary controller 144b calculates the guiding feedback driving force Ffb based on equations (15) to (17), for example. In the equations, Frch(k) is the approach law input for speed control, Fadp(k) is the adaptive law input for speed control, and Krch_v and Kadp_v are the feedback gains, respectively.

[0204] Frch(k)=Krch_v·σv(k)…(15)

[0205] Fadp(k) = Kadp_v·σv(k) + Fadp(k-1) (During bootstrapping execution)

[0206] Or = -Fdrv(k) - Fff(k) - Ffb(k) (when not executing)...(16)

[0207] Ffb(k)=Frch(k)+Fadp(k)…(17)

[0208] The guiding feedback driving force Ffb plus the feedforward driving force Fff is output to the notification control unit 180 as the guiding parameter Flead. By calculating the guiding feedback driving force Ffb as described above, the relative position deviation Ept and the target speed deviation Evt can be made approximately simultaneously close to zero, just like in the first embodiment. However, compared to the first embodiment, the result is that the relative position deviation Ept approaches zero earlier, leaving some residual target speed deviation Evt at that point. Therefore, compared to the first embodiment, the vehicle M can be brought to the vicinity of the target position Pmt more quickly, but the acceleration and deceleration felt by the occupants are greater. In addition, since the third embodiment has the property of not oscillating even when the feedback gain is increased compared to the first embodiment, the vehicle M can also be brought to the vicinity of the target position Pmt more quickly than in the first embodiment.

[0209] The redundancy parameter setting unit 142 sets the first guidance parameter Sp(k) based at least on the driving environment of the vehicle M. For example, similar to the first embodiment, the redundancy parameter setting unit 142 obtains the driving route information RI from the acquisition unit 110 and sets the first guidance parameter Sp(k) such that the absolute value of the first guidance parameter Sp(k) is larger the longer the merging usable distance contained in the driving route information RI, and the absolute value of the first guidance parameter Sp(k) is smaller the shorter the merging usable distance. As a result, when the residual distance to merging is short, the relative position deviation Ept(k) can be preferentially made zero, and rapid merging can be achieved. On the other hand, when the merging usable distance is sufficiently long, the absolute value of the first guidance parameter Sp(k) is increased, thereby performing merging control that prioritizes ride comfort by suppressing acceleration and deceleration.

[0210] The redundancy parameter setting unit 142 can set the second guide parameter Sv(k) to a fixed value or to a variable value that varies according to the change of the first guide parameter Sp(k).

[0211] According to the third embodiment described above, smoother speed adjustment is possible, and alignment priority control is possible compared to the first embodiment.

[0212] In the third embodiment, the secondary controller 144b can also perform control using equivalent control inputs. The primary controller 144a is assumed to function the same as in the third embodiment. In a variation of the third embodiment, the secondary controller 144b calculates the guiding feedback driving force Ffb based, for example, on the aforementioned equations (15), (16), and (18). In equation (21), Frch(k) is the approach law input for speed control, Fadp(k) is the adaptive law input for speed control, and Feq(k) is the equivalent control input. The equivalent control input Feq(k) uses the temporary target merging speed Vmt#, as represented by equation (19). The equivalent control input Feq(k) is a term that, after the switching function σv(k) becomes zero, constrains the switching function σv(k) to zero (in other words, constrains the target speed deviation Evt(km) and the target speed deviation Evt(k) to the control line where the switching function σv(k) is zero). By incorporating the equivalent control input Feq(k) into the calculation, the feedback gain can be increased, resulting in faster convergence. In Equation (19), M is the vehicle weight M, and ΔT is the control cycle (e.g., tens to hundreds of ms).

[0213] Ffb(k)=Frch(k)+Fadp(k)+Feq(k)…(18)

[0214] Feq(k)=(M / ΔT)×{-Sv(k)×Ve(k)+Sv(k)×Ve(k-1)}+(Sv(k)+1)×Vmt#(k)-(Sv(k)+1)×Vmt#(k-1)}…(19)

[0215] The principle for determining the equivalent control input Feq(k) as described above is explained. In Feq(k), the target merging velocity Vmt(k+1) of the next control cycle is required in principle, but this cannot be calculated. Therefore, the target merging velocity Vmt used in calculating the target velocity deviation Evt(k) and the equivalent control input Feq(k) needs to be delayed by one control cycle. Furthermore, ideally, the target merging velocity Vmt used in calculating the equivalent control input Feq(k) should be the target merging velocity Vmt after the primary controller 144a has corrected the temporary target merging velocity Vmt# using the correction amount Ufb(k).

[0216] When the target merging velocity Vmt(k+1) of the future 1 control cycle is used to determine the equivalent control input Feq(k), based on equation (20), it becomes equation (21). When the target merging velocity Vmt(k+1) of the future 1 control cycle is moved to before the 1 control cycle in order to eliminate it from this equation, it becomes equation (22).

[0217] Evt(k)=Ve(k)-Vmt(k-1)…(20)

[0218] Feq(k)=(M / ΔT)×{-Sv(k)×Ve(k)+Sv(k)×Ve(k-1)}+Vmt(k+1)+(Sv(k)-1)×Vmt(k)-Sv(k)×Vmt(k-1)}…(21)

[0219] Feq(k)=(M / ΔT)×{-Sv(k)×Ve(k)+Sv(k)×Ve(k-1)}+Vmt(k)+(Sv(k)-1)×Vmt(k-1)-Sv(k)×Vmt(k-2)}…(22)

[0220] However, when using the equivalent control input Feq(k) obtained from equation (22) for merging control, the primary controller 144a and the secondary controller 144b resonate due to the delay of the merging speed target value Vmt and the effect of the change in the action force of the feedforward control based on the equivalent control input Feq(k), resulting in control divergence of position and speed.

[0221] Therefore, based on the premise that the control cycle delay of the target merging speed Vmt is eliminated when calculating the target speed deviation Evt(k), the predicted value Vmt#(k+1) of the aforementioned temporary merging target speed Vmt# is used as the future merging target speed, and the equivalent control input Feq(k) is determined by Equation (24).

[0222] Evt(k)=Ve(k)-Vmt(k)…(23)

[0223] Feq(k)=(M / ΔT)×{-Sv(k)×Ve(k)+Sv(k)×Ve(k-1)}+Vmt#(k+1)+(Sv(k)-1)×Vmt#(k-2)-Sv(k)×Vmt#(k-3)}…(24)

[0224] Here, the predicted value of the temporary merging target velocity Vmt#, Vmt#(k+1), is defined as ΔVmt#(k)=Vmt#(k)-Vmt#(k-1), which is represented by Vmt#(k)+ΔVmt#(k+1), and can be approximated as Vmt#(k)+ΔVmt#(k). Through this relationship, Vmt#(k+1)=2×Vmt#(k)-Vmt#(k-1), and when used to rearrange equation (24), the aforementioned equation (19) is obtained.

[0225] In this way, by using the temporary convergence target speed Vm# before correction by the primary controller 144a to determine the equivalent control input, speed adjustment and alignment can be performed more quickly while preventing control divergence.

[0226] The implementation methods described above can be performed as follows.

[0227] A driving assistance device comprising:

[0228] Storage device, which stores a program; and

[0229] A hardware processor, which is connected to the storage device,

[0230] The hardware processor executes the program stored in the storage device to perform the following processing:

[0231] When the mobile body merges or changes lanes from the first lane toward the second lane, information related to the target position is obtained, which is determined to be the relative position of the mobile body with respect to other mobile bodies in the second lane;

[0232] When the moving body needs to accelerate in order to align itself in the direction of travel relative to the target position, the speaker outputs a sound that is a combination of an acceleration guiding fundamental tone and an acceleration guiding additional tone with a frequency higher than that of the acceleration guiding fundamental tone.

[0233] The implementation methods described above can also be presented as follows.

[0234] A driving assistance device comprising:

[0235] Storage device, which stores a program; and

[0236] A hardware processor, which is connected to the storage device,

[0237] When the mobile body merges or changes lanes from the first lane toward the second lane, information related to the target position is obtained, which is determined to be the relative position of the mobile body with respect to other mobile bodies in the second lane;

[0238] When the moving body needs to decelerate in order to align itself in the direction of travel relative to the target position, the speaker outputs a sound that is a combination of a deceleration guiding fundamental tone and a deceleration guiding additional tone with a lower frequency than the deceleration guiding fundamental tone.

[0239] The above description illustrates specific embodiments of the present invention, but the present invention is not limited to such embodiments in any way, and various modifications and substitutions can be made without departing from the spirit of the present invention.

Claims

1. A driving support device, wherein, The driving support device includes: The acquisition unit acquires information related to a target position when the mobile body merges or changes lanes from the first lane toward the second lane. The target position is determined to be the relative position of the mobile body with respect to other mobile bodies in the second lane. The calculation unit calculates the degree of acceleration required for the mobile body to align itself in the direction of travel relative to the target position when the mobile body needs to accelerate. The degree of acceleration required is calculated by the guidance parameters. as well as The control unit is notified that it calculates the tone parameters based on the guidance parameters, adjusts the calculated tone parameters according to the characteristics of the driver of the mobile vehicle, and outputs a sound that is a combination of the acceleration guidance basic tone and an acceleration guidance additional tone with a higher frequency than the acceleration guidance basic tone, corresponding to the adjusted tone parameters.

2. The driving support device according to claim 1, wherein, The notification control unit causes the speaker to output a sound that is a combination of the acceleration guide fundamental tone and the acceleration guide additional tone, which is an integer multiple of the frequency of the acceleration guide fundamental tone.

3. The driving support device according to claim 1, wherein, The accelerated guiding additional sounds sometimes include multiple sounds with different frequencies.

4. The driving support device according to claim 3, wherein, The greater the acceleration required by the mobile body, the more the notification control unit increases the number of multiple sounds with different frequencies.

5. The driving support device according to claim 1, wherein, The greater the acceleration required for the mobile body, the more the notification control unit increases the volume of the acceleration guidance tone.

6. The driving support device according to claim 1, wherein, The greater the acceleration required for the mobile body, the higher the frequency of the acceleration guidance tone will be for the notification control unit.

7. The driving support device according to claim 1, wherein, When the mobile body needs to decelerate in order to align itself in the direction of travel relative to the target position, the notification control unit causes the speaker to output a sound that is a combination of a deceleration guidance basic tone and a deceleration guidance additional tone with a lower frequency than the deceleration guidance basic tone.

8. The driving support device according to claim 7, wherein, When the mobile body needs to accelerate in order to align itself with the target position in the direction of travel, the notification control unit causes the speaker to output sound at unequal intervals; when the mobile body needs to decelerate in order to align itself with the target position in the direction of travel, the speaker causes the speaker to output sound at equal intervals.

9. A driving support device, wherein, The driving support device includes: The acquisition unit acquires information related to a target position when the mobile body merges or changes lanes from the first lane toward the second lane. The target position is determined to be the relative position of the mobile body with respect to other mobile bodies in the second lane. as well as The calculation unit calculates the degree to which the moving body needs to decelerate in order to align itself in the direction of travel relative to the target position, when the moving body needs to decelerate in order to align itself in the direction of travel relative to the target position. The degree to which the moving body needs to decelerate is calculated by the guidance parameters. as well as The control unit is notified that it calculates the tone parameters based on the guidance parameters, adjusts the calculated tone parameters according to the characteristics of the driver of the mobile vehicle, and outputs a sound that is a combination of the deceleration guidance basic tone and the deceleration guidance additional tone with a lower frequency than the deceleration guidance basic tone, corresponding to the adjusted tone parameters.

10. The driving support device according to claim 9, wherein, The notification control unit causes the speaker to output a sound that is a combination of the deceleration guide fundamental tone and the deceleration guide additional tone, which has a frequency different from the frequency of the deceleration guide fundamental tone (1 / n times the frequency of the deceleration guide fundamental tone).

11. The driving support device according to claim 9, wherein, The deceleration guide additional sound sometimes includes multiple sounds with different frequencies.

12. The driving support device according to claim 11, wherein, The greater the degree of deceleration required for the mobile body, the more the notification control unit increases the number of deceleration guidance tones with different frequencies.

13. The driving support device according to claim 9, wherein, The greater the degree to which the mobile body needs to decelerate, the more the notification control unit increases the volume of the deceleration guidance tone.

14. The driving support device according to claim 9, wherein, The greater the degree of deceleration required for the mobile body, the further the frequency of the deceleration guidance tone is from the frequency of the deceleration guidance tone set by the notification control unit.

15. The driving support device according to claim 9, wherein, The greater the degree of deceleration required for the mobile body, the lower the frequency of the deceleration guidance tone will be for the notification control unit.

16. A driving support method, wherein, The driving support method causes the computer mounted on this mobile body to perform the following processing: When the mobile body merges or changes lanes from the first lane toward the second lane, information related to the target position is obtained, which is determined to be the relative position of the mobile body with respect to other mobile bodies in the second lane; If the moving body needs to accelerate in order to align itself in the direction of travel relative to the target position, the degree of acceleration required for the moving body to align itself in the direction of travel relative to the target position is calculated, and the degree of acceleration required is calculated by the guidance parameters. Based on the guidance parameters, the pitch parameters are calculated, and the calculated pitch parameters are adjusted according to the characteristics of the driver of the mobile vehicle, so that the speaker outputs a sound that is a combination of the acceleration guidance basic tone and the acceleration guidance additional tone with a higher frequency than the acceleration guidance basic tone, corresponding to the adjusted pitch parameters.

17. A storage medium storing a program, wherein, The program causes the computer mounted on this mobile device to perform the following processing: When the mobile body merges or changes lanes from the first lane toward the second lane, information related to the target position is obtained, which is determined to be the relative position of the mobile body with respect to other mobile bodies in the second lane; If the moving body needs to accelerate in order to align itself in the direction of travel relative to the target position, the degree of acceleration required for the moving body to align itself in the direction of travel relative to the target position is calculated, and the degree of acceleration required is calculated by the guidance parameters. Based on the guidance parameters, the pitch parameters are calculated, and the calculated pitch parameters are adjusted according to the characteristics of the driver of the mobile vehicle, so that the speaker outputs a sound that is a combination of the acceleration guidance basic tone and the acceleration guidance additional tone with a higher frequency than the acceleration guidance basic tone, corresponding to the adjusted pitch parameters.

18. A driving support method, wherein, The driving support method causes the computer mounted on this mobile body to perform the following processing: When the mobile body merges or changes lanes from the first lane toward the second lane, information related to the target position is obtained, which is determined to be the relative position of the mobile body with respect to other mobile bodies in the second lane; If the moving body needs to decelerate in order to align itself in the direction of travel relative to the target position, the degree of deceleration required for the moving body to align itself in the direction of travel relative to the target position is calculated, and the degree of deceleration required is calculated by the guidance parameters. Based on the guidance parameters, the pitch parameters are calculated, and the calculated pitch parameters are adjusted according to the characteristics of the driver of the mobile vehicle, so that the speaker outputs a sound that is a combination of the deceleration guidance basic tone and the deceleration guidance additional tone with a lower frequency than the deceleration guidance basic tone, corresponding to the adjusted pitch parameters.

19. A storage medium storing a program, wherein, The program causes the computer mounted on this mobile device to perform the following processing: When the mobile body merges or changes lanes from the first lane toward the second lane, information related to the target position is obtained, which is determined to be the relative position of the mobile body with respect to other mobile bodies in the second lane; If the moving body needs to decelerate in order to align itself in the direction of travel relative to the target position, the degree of deceleration required for the moving body to align itself in the direction of travel relative to the target position is calculated, and the degree of deceleration required is calculated by the guidance parameters. Based on the guidance parameters, the pitch parameters are calculated, and the calculated pitch parameters are adjusted according to the characteristics of the driver of the mobile vehicle, so that the speaker outputs a sound that is a combination of the deceleration guidance basic tone and the deceleration guidance additional tone with a lower frequency than the deceleration guidance basic tone, corresponding to the adjusted pitch parameters.

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