Driving assistance devices

Abstract

To execute driving support suitable for characteristics of a driver.SOLUTION: A driving support device 1 performs deceleration control of a vehicle. The driving support device 1 includes: a sensitivity setting section 13 for setting actuation sensitivity of the deceleration control; a deceleration execution section 11 for executing the deceleration control based on the actuation sensitivity; and a brake operation detection section 12 for detecting a brake operation by a driver. The sensitivity setting section 13 changes the actuation sensitivity based on the number of times of control execution of the deceleration control and the number of times of driver's operation being the number of times of operation of the brake operation detected by the brake operation detection section 12.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to a driving assistance device that controls deceleration of a vehicle. [Background technology]

[0002] There are driving assistance devices that perform deceleration control of a vehicle to assist the driver of the vehicle. Such driving assistance devices are required to provide driving assistance according to the characteristics of the driver. For example, Patent Document 1 describes a driving assistance device that performs deceleration control when traveling on a curved road based on the driving operation of the driver on a straight road before the curve. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2017-056880 Summary of the Invention [Problem to be solved by the invention]

[0004] For example, the driving assistance device described in Patent Document 1 may not be able to provide driving assistance according to the characteristics of the driver simply by performing deceleration control based on the driving operation before the curved road. For this reason, the present disclosure describes a driving assistance device that can provide driving assistance that is more suited to the characteristics of the driver. [Means for solving the problem]

[0005] One aspect of the present disclosure is a driving assistance device that performs deceleration control of a vehicle, and includes a sensitivity setting unit that sets the operating sensitivity of the deceleration control, a deceleration execution unit that executes the deceleration control based on the operating sensitivity, and a brake operation detection unit that detects brake operations by the driver of the vehicle, and the sensitivity setting unit changes the operating sensitivity based on the control execution count, which is the number of times the deceleration control is executed by the deceleration execution unit, and the driver operation count, which is the number of brake operations detected by the brake operation detection unit.

[0006] In the above-mentioned driving assistance device, the sensitivity setting unit calculates the number of brake overrides, which is the number of brake overrides performed by the driver while the deceleration control is being executed, based on the execution state of the deceleration control in the deceleration execution unit and the detection result of the brake operation detection unit, and may further change the operating sensitivity based on the number of brake overrides. [Effects of the Invention]

[0007] According to one aspect of the present disclosure, driving assistance that is more suited to the characteristics of the driver can be performed. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a block diagram showing an example of a driving assistance device according to the first embodiment. [Figure 2] FIG. 2 is a flowchart showing the flow of the process for changing the actuation sensitivity. [Figure 3] FIG. 3 is a block diagram illustrating an example of a driving assistance device according to the second embodiment. [Figure 4] FIG. 4 is a flowchart showing the flow of the process for changing the actuation sensitivity. [Figure 5] FIG. 5 is a block diagram illustrating an example of a driving assistance device according to the third embodiment. [Figure 6] FIG. 6 is a flowchart showing the flow of the process for changing the actuation sensitivity. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, exemplary embodiments will be described with reference to the drawings. In each drawing, the same or corresponding elements are denoted by the same reference numerals, and redundant description will be omitted.

[0010] (First embodiment) First, a first embodiment of a driving assistance device will be described. A driving assistance device 1 according to the first embodiment shown in FIG. 1 is mounted on a vehicle (hereinafter also referred to as "host vehicle") and assists the driver of the host vehicle in driving the vehicle. The driving assistance device 1 controls deceleration of the host vehicle as an assistance for the driving operation. The host vehicle on which the driving assistance device 1 is mounted is a vehicle capable of controlling deceleration at least based on instructions from the driving assistance device 1. This host vehicle may be, for example, an autonomous vehicle that can travel autonomously. The driving assistance device 1 includes an external sensor 2, an internal sensor 3, a deceleration mechanism 5, and an assistance ECU (Electronic Control Unit) 10.

[0011] The external sensor 2 is an on-board sensor that detects the external environment of the vehicle. The external sensor 2 may include, for example, at least one of a camera, a millimeter-wave radar, a LIDAR (Light Detection and Ranging), etc. The internal sensor 3 is an on-board sensor that detects the traveling state of the vehicle. The internal sensor 3 includes, for example, a vehicle speed sensor that detects the speed of the vehicle, an acceleration sensor that detects the acceleration of the vehicle, etc.

[0012] The operation detection sensor 4 is an in-vehicle sensor that detects various driving operations performed by the driver. In this embodiment, the operation detection sensor 4 includes a brake sensor that detects the amount of brake pedal operation performed by the driver. The speed reduction mechanism 5 is a mechanism (element) that achieves deceleration of the vehicle. The speed reduction mechanism 5 includes, for example, at least one of a brake actuator and a drive source (engine, electric motor, etc.).

[0013] The assistance ECU 10 is an electronic control unit having a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), etc. The assistance ECU 10 performs various functions by, for example, loading a program stored in the ROM into the RAM and executing the program loaded into the RAM with the CPU. The assistance ECU 10 may be composed of multiple electronic units. Functionally, the assistance ECU 10 includes a deceleration execution unit 11, a brake operation detection unit 12, and a sensitivity setting unit 13.

[0014] The deceleration execution unit 11 executes deceleration control to decelerate the host vehicle as driving assistance for the host vehicle. As the deceleration control, the deceleration execution unit 11 can execute well-known deceleration control based on detection information from the external sensor 2 and the internal sensor 3, etc. The deceleration execution unit 11 executes the deceleration control by issuing instructions to the deceleration mechanism 5. For example, the deceleration execution unit 11 decelerates the host vehicle by reducing the output of the drive source and / or activating the brakes, etc.

[0015] The deceleration execution unit 11 starts executing deceleration control based on the set actuation sensitivity. The differential sensitivity is the actuation timing at which the execution of deceleration control starts. In other words, when a situation requires deceleration control, the deceleration execution unit 11 starts executing deceleration control at an actuation timing based on the set actuation sensitivity. The actuation sensitivity is set (changed) by the sensitivity setting unit 13.

[0016] The brake operation detection unit 12 detects a brake operation by the driver of the vehicle. Here, the brake operation detection unit 12 can detect a brake operation by the driver based on detection information from the operation detection sensor 4.

[0017] The sensitivity setting unit 13 sets (changes) the actuation sensitivity of the deceleration control executed by the deceleration execution unit 11. In this embodiment, the actuation sensitivity is set to three levels for the actuation timing of the deceleration control: "fast," "medium," and "slow." Note that the actuation sensitivity setting here is just an example, and actuation timing may be set to levels other than three.

[0018] More specifically, the sensitivity setting unit 13 calculates (counts) the number of control executions (Y) and the number of driver operations (X). The number of control executions (Y) is the number of times deceleration control is executed by the deceleration execution unit 11. The number of driver operations (X) is the number of times the driver has operated the brakes, detected by the brake operation detection unit 12.

[0019] Here, the sensitivity setting unit 13 counts the number of control executions (Y) and the number of driver operations (X) when the driving scene of the host vehicle is a predetermined assistance activation scene. The sensitivity setting unit 13 does not count the number of control executions (Y) and the number of driver operations (X) when the driving scene of the host vehicle is not an assistance activation scene. The assistance activation scene is a predetermined scene that is a target for deceleration control. In other words, the assistance activation scene is a scene where there is a possibility of deceleration control being executed by the deceleration execution unit 11. Examples of assistance activation scenes include a case where the inter-vehicle time between the host vehicle and a preceding vehicle is equal to or less than a predetermined threshold, a case where the host vehicle is traveling on a curved road, or a case where the host vehicle is traveling within a predetermined distance in front of a traffic light. The sensitivity setting unit 13 can determine whether or not the driving scene is an assistance activation scene based on detection information from the external sensor 2 and the internal sensor 3, etc.

[0020] The sensitivity setting unit 13 changes the actuation sensitivity based on the number of control executions (Y) and the number of driver operations (X) counted in the case of an assistance actuation scene. More specifically, the sensitivity setting unit 13 calculates the total number (X+Y) of the number of control executions (Y) and the number of driver operations (X). When the ratio of the number of control executions (Y) to the calculated total number (X+Y) is equal to or less than a predetermined first threshold (K1), the sensitivity setting unit 13 changes the actuation sensitivity so that deceleration control by the deceleration execution unit 11 is more likely to be executed. Here, the sensitivity setting unit 13 changes the actuation sensitivity so that deceleration control is more likely to be executed when the following formula (1) is satisfied. Y / (X+Y)≦K1 (1)

[0021] Specifically, for example, there may be a case where the ratio of the number of control executions (Y) to the total number (X+Y) of the number of control executions (Y) and the number of driver operations (X) is low. This case is considered to be a case where the timing of the deceleration control by the deceleration execution unit 11 is late, and therefore the driver is likely to perform a brake operation before the deceleration control by the deceleration execution unit 11 is performed. For this reason, the sensitivity setting unit 13 changes the operation sensitivity so that the deceleration control is more easily performed. Here, the sensitivity setting unit 13 increases the operation sensitivity of the deceleration control (advances the operation timing) so that the deceleration control is more easily performed. This allows the deceleration execution unit 11 to start performing the deceleration control at a timing that is more suited to the characteristics of the driver.

[0022] Next, the flow of the process of changing the actuation sensitivity performed in the driving assistance device 1 will be described. Note that when the process shown in FIG. 2 reaches an end, the process is restarted from the start after a predetermined time. As shown in FIG. 2, the driving assistance device 1 determines whether the function of deceleration control by the deceleration execution unit 11 is in the ON state (executable state) (S101). For example, the execution of deceleration control by the deceleration execution unit 11 may be set to the OFF state (unexecutable state) by an operation by the driver, etc. If the function of deceleration control is in the OFF state (S101: NO), the driving assistance device 1 restarts the process from the start after a predetermined time.

[0023] If the deceleration control function is ON (S101: YES), the sensitivity setting unit 13 determines whether the driving scene of the host vehicle is a predetermined assistance activation scene (S102). If the driving scene is not an assistance activation scene (S102: NO), the driving assistance device 1 restarts the process from the start after a predetermined time. If the driving scene is an assistance activation scene (S102: YES), the sensitivity setting unit 13 performs a process of counting the number of driver operations (X) and the number of control executions (Y) (S103).

[0024] Next, the sensitivity setting unit 13 determines whether the number of driver operations (X) and the number of control executions (Y) satisfy the above formula (1) "Y / (X+Y)≦K1" (S104). If this formula is not satisfied (S104: NO), the driving assistance device 1 restarts the process from the start after a predetermined time. On the other hand, if this formula is satisfied (S104: YES), the sensitivity setting unit 13 determines whether the operation sensitivity is "medium" or "slow" (S105).

[0025] If the actuation sensitivity is not "medium" or "slow" (S105: NO), that is, if the actuation sensitivity is set to "fast", the sensitivity setting unit 13 does not change the actuation sensitivity. Then, the driving assistance device 1 restarts the process from the start after a predetermined time.

[0026] On the other hand, if the actuation sensitivity is "medium" or "slow" (S105: YES), the sensitivity setting unit 13 increases the actuation sensitivity by one level (advances the actuation timing by one level) (S106). After that, the driving assistance device 1 restarts the process from the start after a predetermined time. If the actuation sensitivity is changed, the deceleration execution unit 11 executes deceleration control based on the changed actuation sensitivity.

[0027] As described above, the driving assistance device 1 changes the operation sensitivity based on the ratio of the number of control executions (Y) to the total number (X+Y) of the number of control executions (Y) and the number of driver operations (X). By performing deceleration control based on this operation sensitivity, the driving assistance device 1 can provide driving assistance that is more suited to the characteristics of the driver.

[0028] (Second embodiment) Next, a second embodiment of the driving assistance device will be described. The following description will focus on the differences from the driving assistance device 1 according to the first embodiment. The driving assistance device 1A according to the second embodiment shown in FIG. 3 includes an assistance ECU 10A having a different functional configuration, instead of the assistance ECU 10 according to the first embodiment. Functionally, the assistance ECU 10A includes a deceleration execution unit 11, a brake operation detection unit 12, a scene determination unit 14, and a sensitivity setting unit 13A.

[0029] The scene determination unit 14 determines whether or not the scene is a brake override necessary scene in which brake override by the driver is required. A brake override necessary scene is a scene in which further brake operation (brake override) by the driver is required while deceleration control is being executed by the deceleration execution unit 11. A brake override necessary scene is a scene in which brake override by the driver is required, regardless of the actuation sensitivity.

[0030] The scene determination unit 14 can determine whether a scene requires brake override based on at least one of the traveling state of the host vehicle and the environment around the host vehicle. For example, a scene requiring brake override is a case where the host vehicle needs to be decelerated (stopped) at a rate greater than the deceleration control (deceleration) by the deceleration execution unit 11.

[0031] The sensitivity setting unit 13A calculates the number of brake overrides (W) in addition to the number of control executions (Y) and the number of driver operations (X) described in the first embodiment. The number of brake overrides (W) is the number of brake overrides in which the driver operates the brakes while deceleration control is being executed by the deceleration execution unit 11. The sensitivity setting unit 13A can calculate the number of brake overrides (W) based on the execution state of deceleration control in the deceleration execution unit 11 and the detection result of the brake operation detection unit 12.

[0032] Furthermore, the sensitivity setting unit 13A changes the actuation sensitivity based on the number of brake overrides (W) in addition to the number of control executions (Y) and the number of driver operations (X) described in the first embodiment. More specifically, the sensitivity setting unit 13A calculates the total number of braking operations (T), which is the total number of times the brakes of the host vehicle have been operated. The sensitivity setting unit 13A can calculate the total number of braking operations (T) based on the number of control executions (Y), the number of driver operations (X), and the number of brake overrides (W). Here, the sensitivity setting unit 13A calculates the total number of braking operations (T) by subtracting the number of brake overrides (W) from the sum (X+Y) of the number of control executions (Y) and the number of driver operations (X). That is, the total number of braking operations (T) is expressed by the following equation (2). T = (X + Y) - B (2)

[0033] Furthermore, the sensitivity setting unit 13A calculates the number of necessary scene brakes (a), which is the number of times that a brake override was performed during a scene requiring brake override. In other words, a brake override during a scene requiring brake override is a situation in which not only deceleration control by the deceleration execution unit 11 but also braking operation by the driver is required, and therefore the deceleration execution unit 11 and the driver cooperate to perform braking operation.

[0034] It should be noted that brake override may be performed in scenes other than those requiring brake override. In other words, this case occurs when the driving assistance device 1 determines that brake override is unnecessary, but the driver feels that deceleration by the deceleration control of the deceleration execution unit 11 alone is insufficient. This is the case when the driver performs further braking. The number of times brake override is performed in scenes other than those requiring brake override is defined as the number of unnecessary scene brakings (b). The total number (a+b) of the number of necessary scene brakings (a) and the number of unnecessary scene brakings (b) is the number of brake overrides (W).

[0035] When the ratio of the number of control executions (Y) minus the number of required scene brakings (a) (Ya) to the total number of brakings (T) is equal to or less than a predetermined second threshold (K2), the sensitivity setting unit 13A changes the operating sensitivity so that deceleration control by the deceleration execution unit 11 is more likely to be executed. Here, the sensitivity setting unit 13A changes the operating sensitivity so that deceleration control is more likely to be executed when the following formula (3) is satisfied. (Ya) / T≦K2 (3)

[0036] Here, the sensitivity setting unit 13A increases the activation sensitivity of the deceleration control (advances the activation timing) so that the deceleration control can be easily executed. This change in the activation sensitivity increases the number of times (Y) the control is executed. This enables the driving assistance device 1A to suppress the driver from performing a brake override in scenes other than those requiring a brake override (number of braking in unnecessary scenes (b)).

[0037] Next, the flow of the process of changing the actuation sensitivity performed in the driving assistance device 1A will be described. Note that when the process shown in Fig. 4 reaches an end, the process is restarted from the start after a predetermined time. Here, the differences from the flowchart in Fig. 2 will be mainly described. The processes of S201, S202, S205, and S206 shown in Fig. 4 are the same as the processes of S101, S102, S105, and S106 in Fig. 2.

[0038] In S203, the sensitivity setting unit 13A calculates the number of driver operations (X), the number of control executions (Y), the total number of braking (T), and the number of required scene braking (a) (S203). Next, the sensitivity setting unit 13A determines whether the calculated number of control executions (Y), etc. satisfy the above formula (2) "(Ya) / T≦K2" (S204). If this formula is satisfied (S204: YES), the sensitivity setting unit 13A performs the process of S205.

[0039] As described above, the driving assistance device 1A calculates the number of brake overrides (W) and the number of required scene brakes (a), and uses these to change the actuation sensitivity. As a result, the driving assistance device 1A can perform deceleration control based on this actuation sensitivity, thereby providing driving assistance that is more suited to the characteristics of the driver.

[0040] (Third embodiment) Next, a third embodiment of the driving assistance device will be described. The following description will focus on the differences from the driving assistance device 1 according to the first embodiment. A driving assistance device 1B according to the third embodiment shown in FIG. 5 includes an assistance ECU 10B having a different functional configuration, instead of the assistance ECU 10 according to the first embodiment. Functionally, the assistance ECU 10B includes a deceleration execution unit 11, a brake operation detection unit 12, an accelerator operation detection unit 15, and a sensitivity setting unit 13B.

[0041] Accelerator operation detection unit 15 detects accelerator operation by the driver of the host vehicle. In this embodiment, operation detection sensor 4 further includes an accelerator sensor that detects the amount of accelerator pedal operation by the driver as an on-board sensor that detects various driving operations by the driver. Accelerator operation detection unit 15 can detect accelerator operation by the driver based on the detection information of operation detection sensor 4.

[0042] The sensitivity setting unit 13B calculates the number of accelerator overrides (Z) in addition to the number of control executions (Y) and the number of driver operations (X) described in the first embodiment. The number of accelerator overrides (Z) is the number of accelerator overrides performed by the driver while deceleration control is being executed by the deceleration execution unit 11. The sensitivity setting unit 13B can determine whether or not an accelerator override has occurred based on the execution state of deceleration control in the deceleration execution unit 11 and the detection result of the accelerator operation detection unit 15, and calculate the number of accelerator overrides (Z).

[0043] Furthermore, as described in the first embodiment, the sensitivity setting unit 13B changes the actuation sensitivity based on the control execution count (Y) and the driver operation count (X) so as to facilitate execution of deceleration control. Furthermore, if the frequency of accelerator overrides is high after changing the actuation sensitivity, the sensitivity setting unit 13B returns the actuation sensitivity to its pre-change state. More specifically, if the frequency of accelerator overrides (accelerator override count (Z)) relative to the control execution count (Y) increases beyond a predetermined third threshold (K3) before and after changing the actuation sensitivity so as to facilitate execution of deceleration control, the sensitivity setting unit 13B returns the actuation sensitivity to its pre-change state. Here, if the following equation (4) is satisfied, the sensitivity setting unit 13B returns the changed actuation sensitivity to its pre-change state. In other words, the sensitivity setting unit 13B lowers the actuation sensitivity by one level. If the following equation (4) is not satisfied, the sensitivity setting unit 13B maintains the changed actuation sensitivity. Z / Y>K3 (4)

[0044] The sensitivity setting unit 13B determines whether the frequency of accelerator overrides has increased beyond a predetermined third threshold (K3), for example, based on the number of accelerator overrides (Z) for a predetermined time period after the actuation sensitivity has been changed, or based on the number of accelerator overrides (Z) for a predetermined distance after the actuation sensitivity has been changed. The sensitivity setting unit 13B may also make the determination based on the number of accelerator overrides (Z) calculated based on a predetermined collection standard other than the predetermined time period or the predetermined distance.

[0045] Here, as the actuation sensitivity increases, it becomes easier for the deceleration control by the deceleration execution unit 11 to be executed. Therefore, if the frequency of accelerator overrides increases beyond the third threshold (K3) after the actuation sensitivity is changed, the actuation sensitivity is returned to the state before the change. This allows the driving assistance device 1B to suppress the occurrence of an operation (accelerator override) by the driver to cancel the execution of deceleration control by the deceleration execution unit 11.

[0046] Next, the flow of the process of changing the actuation sensitivity performed in the driving assistance device 1B will be described. The process shown in Fig. 6 is started after the actuation sensitivity is changed so that deceleration control is more easily executed (i.e., after the process of S106 in Fig. 2 is executed). After changing the actuation sensitivity, the sensitivity setting unit 13B counts the number of control executions (Y) and the number of accelerator overrides (Z) (S301). Here, the sensitivity setting unit 13B counts the number of control executions (Y) and the number of accelerator overrides (Z) for a predetermined collection reference period, such as a predetermined time period.

[0047] Next, the sensitivity setting unit 13B determines whether the counted number of accelerator overrides (Z) and the like satisfy the above-mentioned formula (4) "Z / Y>K3" (S302). If formula (4) is satisfied (S302: YES), the sensitivity setting unit 13B returns the changed actuation sensitivity to its pre-change state (S303). On the other hand, if formula (4) is not satisfied (S302: NO), the sensitivity setting unit 13B maintains the actuation sensitivity changed in the processing of S106 in FIG. 2.

[0048] As described above, the driving assistance device 1B restores the changed actuation sensitivity to its original value based on the frequency of accelerator overrides after the actuation sensitivity has been changed. This allows the driving assistance device 1B to provide driving assistance that is more suited to the characteristics of the driver.

[0049] The configuration for restoring the actuation sensitivity described in the third embodiment may be applied to the driving assistance devices according to the first and second embodiments described above, as well as the modified examples described below.

[0050] (First Modification) As a first modification, for example, the driving assistance device 1 according to the first embodiment described above may count the number of driver operations (X) and the number of control executions (Y) (processing of S103 in FIG. 2) when the vehicle is traveling on an ordinary road. The driving assistance device 1 can determine whether the vehicle is traveling on an ordinary road based on map information from a navigation system, vehicle position information, and the like. The driving assistance device 1 may then determine whether to change the actuation sensitivity (processing of S104 and subsequent steps in FIG. 2) based on the number of driver operations (X) and the number of control executions (Y).

[0051] For example, on high-speed roads, there are fewer situations where deceleration control is performed by the deceleration execution unit 11 than on general roads due to the absence of traffic lights and pedestrians. For this reason, the driving assistance device 1 performs a process of changing the actuation sensitivity using the number of driver operations (X) counted while driving on general roads, where deceleration control is performed more frequently than on high-speed roads. This allows the driving assistance device 1 to change the actuation sensitivity to better suit the characteristics of the driver.

[0052] The driving assistance device 1 may count the number of driver operations (X) while the vehicle is traveling on a highway and change the activation sensitivity. In this case, the driving assistance device 1 can set an activation sensitivity for a highway that is suitable for driving assistance while traveling on a highway. Changing the activation sensitivity based on the type of road may also be applied to the driving assistance devices according to the second embodiment and other modifications.

[0053] (Second Modification) As a second modification, for example, the driving assistance device 1 according to the first embodiment may change the actuation sensitivity when the fluctuation in the ratio of the number of control executions (Y) converges to within a certain value. More specifically, after determining in the process of S104 in FIG. 2 that the above formula (1) "Y / (X+Y)≦K1" is satisfied (S104: YES), the driving assistance device 1 monitors the fluctuation in the ratio (Y / (X+Y)) of the number of control executions (Y). When the fluctuation in the ratio of the number of control executions (Y) converges to within a certain value, the driving assistance device 1 performs the processes from S105 onward in FIG. 2.

[0054] In this case, the driving assistance device 1 can change the actuation sensitivity when the driving state is one in which the fluctuation in the ratio of the number of control executions (Y) is stable. This timing for changing the actuation sensitivity may be applied to the driving assistance devices according to the second embodiment and other modifications. [Explanation of symbols]

[0055] 1, 1A, 1B... driving assistance device, 11... deceleration execution unit, 12... brake operation detection unit, 13, 13A, 13B... sensitivity setting unit, 14... scene determination unit, 15... accelerator operation detection unit.

Claims

1. A driving assistance device that performs deceleration control of a vehicle, a sensitivity setting unit that sets an operation sensitivity of the deceleration control; a deceleration execution unit that executes the deceleration control based on the actuation sensitivity; a brake operation detection unit that detects a brake operation by a driver of the vehicle; Equipped with the sensitivity setting unit counts a control execution count, which is the number of times the deceleration control is executed by the deceleration execution unit, and a driver operation count, which is the number of times the brake operation is detected by the brake operation detection unit, in a case where a predetermined assist operation scene is present, and changes the operation sensitivity based on the control execution count and the driver operation count; The driving assistance device, wherein the assistance operation scene is a scene in which the deceleration execution unit may execute the deceleration control.

2. 2. The driving assistance device according to claim 1, wherein the sensitivity setting unit changes the operation sensitivity so that the deceleration control by the deceleration execution unit is more likely to be executed when a ratio of the number of control executions to a total number of the number of control executions and the number of driver operations is equal to or less than a predetermined first threshold value.

3. The sensitivity setting unit calculating a number of brake overrides, which is the number of brake overrides in which the driver performs the brake operation during the execution of the deceleration control, based on the execution state of the deceleration control by the deceleration execution unit and the detection result of the brake operation detection unit; The driving assistance device according to claim 1 , further comprising: changing the actuation sensitivity based on the number of brake overrides.

4. a scene determination unit that determines whether or not a brake override necessary scene is occurring in which the brake operation by the driver is further necessary during the execution of the deceleration control by the deceleration execution unit, based on at least one of a running state of the vehicle and an environment around the vehicle; The sensitivity setting unit calculating a total number of braking operations, which is a total number of times the brakes of the vehicle have been operated, based on the number of control executions, the number of driver operations, and the number of brake overrides; Calculating a necessary scene brake count, which is the number of times the brake override was performed during the brake override necessary scene; A driving assistance device as described in claim 3, wherein when the ratio of the number of control executions minus the number of necessary scene brakes to the total number of brakes is equal to or less than a predetermined second threshold, the operating sensitivity is changed so that the deceleration control by the deceleration execution unit is more easily executed.

5. An accelerator operation detection unit that detects an accelerator operation by the driver is further provided, The sensitivity setting unit determining whether or not an accelerator override has occurred in which the driver has operated the accelerator while the deceleration control is being executed, based on an execution state of the deceleration control by the deceleration execution unit and a detection result from the accelerator operation detection unit; 5. The driving assistance device according to claim 1, wherein, when the frequency of occurrence of the accelerator override with respect to the number of control executions increases beyond a predetermined third threshold before and after changing the actuation sensitivity, the actuation sensitivity is returned to a state before the change.

Images