Driving assistance device, driving assistance method, and program

Abstract

To perform driving support adequate to acceleration and deceleration instructed by a driver when making a vehicle merge into a main lane.SOLUTION: A driving support device is equipped with: a profile generating part that generates a target operation amount profile which is time-series variation of target acceleration operation amounts, when a moving body merges into a main lane; and an output control part that makes an information output device output information, when actual acceleration operation amounts which are amounts of acceleration operation which is performed by a driver in the moving body to an acceleration operator deviate from a predetermined range including the target acceleration operation amounts. The profile generating part changes the target operation amount profile on the basis of a driving tendency of the driver.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a driving assistance device, a driving assistance method, and a program. [Background technology]

[0002] A conventional operation amount display device has been disclosed that estimates a time-series recommended accelerator opening based on acquired road conditions and vehicle driving conditions, calculates an allowable range for accelerator opening, and displays a graph that superimposes the accelerator opening obtained by driver operation, the recommended accelerator opening, and the allowable range for accelerator opening (Patent Document 1).If this operation amount display device detects that the accelerator opening due to the driver's actual operation has exceeded the allowable range, it highlights it on the graph and alerts the driver with an audible alarm or a warning light on the meter. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2008-265407 Summary of the Invention [Problem to be solved by the invention]

[0004] The conventional technology does not provide driving assistance when merging onto a main lane. Therefore, the conventional technology may not be able to provide appropriate driving assistance in response to the driver's acceleration / deceleration command when merging onto a main lane.

[0005] The present invention has been made in consideration of the above circumstances, and one of its objects is to provide appropriate driving assistance in response to the driver's instruction for acceleration or deceleration when merging onto a main lane. [Means for solving the problem]

[0006] A driving assistance device, a driving assistance method, and a program according to the present invention employ the following configuration. (1): A driving assistance device according to one embodiment of the present invention includes a profile generation unit that generates a target operation amount profile, which is a time-series change in a target acceleration operation amount, when a moving body merges onto a main lane, and an output control unit that causes an information output device to output information when an actual acceleration operation amount, which is an acceleration operation amount performed by a driver of the moving body on an acceleration operator, deviates from a predetermined range including the target acceleration operation amount, and the profile generation unit changes the target operation amount profile based on the driving tendencies of the driver.

[0007] (2): In the above aspect (1), the profile generation unit acquires information on the speed and acceleration of the moving body, and when an index value based on the acceleration is equal to or greater than a reference value set according to the speed, changes the target operation amount profile in a direction that increases the initial target acceleration operation amount in the target operation amount profile.

[0008] (3) In the above aspect (2), the profile generating unit calculates the index value by multiplying the velocity and the acceleration during the observation period.

[0009] (4): In any of the above aspects (1) to (3), the profile generation unit generates the target operation amount profile by response assignment control, assuming the future state of other moving bodies existing on the main line.

[0010] (5): A driving assistance method according to another aspect of the present invention includes a driving assistance device that generates a target operation amount profile, which is a time-series change in a target acceleration operation amount, when a moving body merges onto a main lane, and causes an information output device to output information when an actual acceleration operation amount, which is an acceleration operation amount applied to an acceleration operator by a driver of the moving body, deviates from a predetermined range including the target acceleration operation amount, and the generating step includes changing the target operation amount profile based on the driving tendency of the driver.

[0011] (6): Another aspect of the present invention provides a program that causes a processor of a driving assistance device to generate a target operation amount profile, which is a time-series change in a target acceleration operation amount, when a moving body merges into a line, and to cause an information output device to output information when an actual acceleration operation amount, which is an acceleration operation amount applied to an acceleration operator by a driver of the moving body, deviates from a predetermined range including the target acceleration operation amount, and the generating step includes changing the target operation amount profile based on the driving tendencies of the driver. [Effects of the Invention]

[0012] According to aspects (1) to (6), when merging onto a main lane, it is possible to provide driving assistance appropriate to the driver's acceleration / deceleration instruction amount. [Brief explanation of the drawings]

[0013] [Figure 1] 1 is a configuration diagram of a vehicle equipped with a driving assistance device according to an embodiment; [Figure 2] 10A and 10B are diagrams for explaining processing by a target parameter determination unit. [Figure 3] FIG. 10 is a diagram for explaining processing by a profile generating unit. [Figure 4] FIG. 10 is a diagram for explaining the processing of an output control unit. [Figure 5] FIG. 10 is a diagram illustrating the relationship between an index value and a reference value. [Figure 6] FIG. 10 is a diagram showing an example of a target accelerator opening profile that is set for a driver whose index value is equal to or greater than a reference value. [Figure 7] 4 is a flowchart showing an example of a flow of processing executed by the driving assistance device. DETAILED DESCRIPTION OF THE INVENTION

[0014] Hereinafter, with reference to the drawings, embodiments of a driving assistance device, a driving assistance method, and a program of the present invention will be described. The driving assistance device is mounted on a moving body. The moving body refers to a structure that can move autonomously using its own drive mechanism, such as a vehicle (which may be four-wheeled or two-wheeled), micromobility, or an autonomous walking robot. In the following explanation, it is assumed that the moving body is a vehicle that moves on the ground.

[0015] FIG. 1 is a configuration diagram of a vehicle M equipped with a driving assistance device 100 according to an embodiment. The vehicle M is equipped with, for example, a camera 10, a radar device 12, a LIDAR (Light Detection and Ranging) 14, an object recognition device 16, an HMI (Human Machine Interface) 30, vehicle sensors 40, a driving operator 80, the driving assistance device 100, a driving force output device 200, a braking device 210, and a steering device 220. These devices and equipment are connected to each other via multiplexed communication lines such as a CAN (Controller Area Network) communication line, serial communication lines, a wireless communication network, etc. Note that the configuration shown in FIG. 1 is merely an example, and some of the configuration may be omitted, or other configurations may be added.

[0016] The camera 10 is a digital camera that uses a solid-state imaging element such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is attached to any location on the vehicle M. When capturing an image of the front, the camera 10 is attached to the top of the front windshield, the back of the rearview mirror, or the like. The camera 10, for example, periodically and repeatedly captures images of the surroundings of the vehicle M. The camera 10 may be a stereo camera.

[0017] The radar device 12 emits radio waves such as millimeter waves around the vehicle M and detects radio waves reflected by an object (reflected waves) to detect at least the position (distance and direction) of the object. The radar device 12 is attached to any location on the vehicle M. The radar device 12 may detect the position and speed of an object using an FM-CW (Frequency Modulated Continuous Wave) method.

[0018] The LIDAR 14 irradiates the surroundings of the vehicle M with light (or electromagnetic waves with wavelengths similar to light) and measures the scattered light. The LIDAR 14 detects the distance to the target based on the time between light emission and light reception. The irradiated light is, for example, pulsed laser light. The LIDAR 14 may be attached to any location on the vehicle M.

[0019] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the camera 10, the radar device 12, and the LIDAR 14 to recognize the position, type, speed, etc. of the object. The object recognition device 16 outputs the recognition results to the driving assistance device 100. The object recognition device 16 may output the detection results from the camera 10, the radar device 12, and the LIDAR 14 directly to the driving assistance device 100. Furthermore, the object recognition device 16 may be omitted.

[0020] The HMI 30 presents various information to the occupants of the vehicle M and accepts input operations by the occupants. The HMI 30 includes various display devices, a speaker, a buzzer, a vibration generator (vibrator), a touch panel, switches, keys, and the like.

[0021] The vehicle sensor 40 includes a vehicle speed sensor that detects the speed of the vehicle M, an acceleration sensor that detects the acceleration, a yaw rate sensor that detects the angular velocity around a vertical axis, a direction sensor that detects the direction of the vehicle M, and the like.

[0022] The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver, a guidance control unit, and a storage unit storing map information. The GNSS receiver identifies the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M may be identified or supplemented by an INS (Inertial Navigation System) that uses the output of the vehicle sensors 40. The guidance control unit, for example, determines a route from the position of the vehicle M identified by the GNSS receiver (or any input position) to a destination input by the occupant by referring to map information, and causes the HMI 30 to output guidance information so that the vehicle M travels along the route. The map information is, for example, information that represents road shapes using links indicating roads and nodes connected by the links. The map information may include road curvature, POI (Point of Interest) information, and the like. The navigation device 50 may transmit the current position and destination of the vehicle M to a navigation server via a communication device and acquire the route from the navigation server.

[0023] The driving operators 80 include, for example, an accelerator pedal 82, a brake pedal, a steering wheel, a shift lever, and other operators. The accelerator pedal 82 is one example of an acceleration operator. A sensor is attached to the driving operators 80 to detect the amount of operation or whether or not an operation is being performed, and the detection results are output to some or all of the driving force output device 200, the braking device 210, and the steering device 220.

[0024] Traveling drive force output device 200 outputs a traveling drive force (torque) to the driving wheels for the vehicle to travel. Traveling drive force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, etc., and an ECU (Electronic Control Unit) that controls these. The ECU controls the above components according to information input from driving assistance device 100 or information input from driving operator 80.

[0025] Braking device 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and an ECU. The ECU controls the electric motor according to information input from driving assistance device 100 or information input from driving operator 80, so that a brake torque corresponding to the braking operation is output to each wheel. Braking device 210 may include a backup mechanism that transmits hydraulic pressure generated by operation of a brake pedal included in driving operator 80 to the cylinder via a master cylinder. Note that braking device 210 is not limited to the configuration described above, and may also be an electronically controlled hydraulic brake device that controls an actuator according to information input from driving assistance device 100 to transmit hydraulic pressure from a master cylinder to the cylinder.

[0026] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor applies force to a rack and pinion mechanism to change the direction of the steered wheels. The steering ECU drives the electric motor to change the direction of the steered wheels in accordance with information input from the driving assistance device 100 or information input from the driving operator 80.

[0027] [Driving assistance devices] The driving assistance device 100 operates when the vehicle M merges onto a main lane. Note that the recognition unit 110 described below may operate at all times regardless of the situation in which the vehicle M is located. The situation in which the vehicle M merges onto a main lane may include, for example, a situation in which the vehicle merges onto a main lane from a branch lane (merging lane), or a situation in which the vehicle merges onto a main lane as the vehicle width narrows from an area where the vehicle width has widened, such as before or after a toll gate. The following description will be given taking as an example a situation in which the vehicle M merges onto a main lane from a branch lane. The situation in which the vehicle M merges onto a main lane is recognized based on, for example, the position of the vehicle M measured by the navigation device 50 and map information.

[0028] The driving assistance device 100 includes, for example, a recognition unit 110, a target parameter determination unit 120, a profile generation unit 130, and an output control unit 140. These functional units are realized by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Some or all of these components may be realized by hardware (including circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a GPU (Graphics Processing Unit), or may be realized by a combination of software and hardware. The program may be stored in advance in a storage device (a storage device having a non-transitory storage medium) such as an HDD or flash memory of the driving assistance device 100, or may be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the driving assistance device 100 by inserting the storage medium (non-transitory storage medium) into a drive device.

[0029] The recognition unit 110 recognizes the position, speed, acceleration, and other conditions of objects around the vehicle M based on information input from the camera 10, the radar device 12, and the LIDAR 14 via the object recognition device 16. The position of the object is recognized as a position on an absolute coordinate system with a representative point of the vehicle M (such as the center of gravity or the center of the drive shaft) as the origin, and is used for control. The position of the object may be represented by a representative point such as the center of gravity or a corner of the object, or may be represented by a represented area. The "state" of the object may include the acceleration, jerk, etc. of the object.

[0030] Furthermore, the recognition unit 110 recognizes, for example, the lane in which the vehicle M is traveling (driving lane). For example, the recognition unit 110 recognizes the driving lane by comparing the pattern of road dividing lines (for example, an arrangement of solid lines and dashed lines) obtained from the map information of the navigation device 50 with the pattern of road dividing lines around the vehicle M recognized from the image captured by the camera 10. Note that the recognition unit 110 may recognize the driving lane by recognizing road boundaries including not only road dividing lines but also road shoulders, curbs, medians, guardrails, etc. In this recognition, the position of the vehicle M obtained from the navigation device 50 and the processing results by the INS may be taken into consideration.

[0031] 2 is a diagram for explaining the processing of the target parameter determination unit 120. The target parameter determination unit 120 determines a target relative position Ptgt and a target relative speed Vmt. When merging or changing lanes from a first lane (branch lane) L1 to a second lane (one of the main lanes) L2, the target parameter determination unit 120 determines the target relative position Ptgt between two other vehicles (hereinafter referred to as a front reference vehicle mf and a rear reference vehicle mr) that exist in the second lane L2 with no other vehicle between them (hereinafter referred to as a target area). The pair of the front reference vehicle mf and the rear reference vehicle mr may be selectable from multiple candidates, not just one. The target parameter determination unit 120 may calculate a score based on, for example, the travel distance to the merging point, the required acceleration / deceleration, and the inter-vehicle distance between the front reference vehicle mf and the rear reference vehicle mr, and select a pair of the front reference vehicle mf and the rear reference vehicle mr based on a comprehensive evaluation, or may simply select a pair of the front reference vehicle mf and the rear reference vehicle mr whose target area is closest to the vehicle M, or may switch between these selection methods depending on the situation. The method of selecting a pair of the front reference vehicle mf and the rear reference vehicle mr is not a core part of the present invention, and further explanation will be omitted. In the example of Figure 2, it is assumed that m2 and m3 are selected as the front reference vehicle mf and the front reference vehicle mr, respectively, among other vehicles.

[0032] When a pair of the front reference vehicle mf and the rear reference vehicle mr is selected, the target parameter determination unit 120 determines the target relative position Ptgt based on, for example, the positions of the representative point Pof of the front reference vehicle mf and the representative point Por of the rear reference vehicle mr. The "representative point" can be defined arbitrarily, such as the center of gravity of the vehicle, the center of the drive shaft, the center of the front end, or the center of the rear end. The definition may differ depending on the vehicle, such as the representative point of the front reference vehicle mf being the center of the rear end, and the representative point of the rear reference vehicle mr being the center of the front end. In the example of FIG. 2, the representative point is assumed to be the center of gravity. Similarly, the representative point PM of the vehicle M is assumed to be the center of gravity. The target parameter determination unit 120 determines, for example, the intermediate position between the representative point Pof of the front reference vehicle mf and the representative point Por of the rear reference vehicle mr as the target relative position Ptgt. Alternatively, the target parameter determination unit 120 may determine a position forward of the above-mentioned intermediate position by a predetermined amount (or a predetermined ratio) as the target relative position Ptgt, or may determine a position shifted rearward by a predetermined amount from the representative point Pof of the front reference vehicle mf as the target relative position Ptgt. The target relative position Ptgt is not a position that is fixedly determined with respect to a point, but is a relative position that moves as the front reference vehicle mf and the rear reference vehicle mr move by repeatedly performing a determination process.

[0033] The target speed Vtgt is a speed that will be a target value for the speed VM of the vehicle M when the vehicle M reaches the target relative position Ptgt. The target parameter determination unit 120 determines, for example, the speed Vof of the front reference vehicle mf as the target speed Vtgt. Alternatively, the target parameter determination unit 120 may determine, as the target speed Vtgt, an intermediate value or a weighted sum of the speed Vof of the front reference vehicle mf and the speed Vor of the rear reference vehicle mr, or may select either the speed Vof of the front reference vehicle mf or the speed Vor of the rear reference vehicle mr and determine it as the target speed Vtgt. Note that the speed VM of the vehicle M may have an angle with respect to the direction in which the second lane L2 extends. In such a case, the speed VM of the vehicle M may be determined by projecting the measured speed of the vehicle M in the direction in which the second lane L2 extends, or the measured speed of the vehicle M may be determined as the speed VM of the vehicle M as is.

[0034] The profile generation unit 130 generates a time-series target acceleration profile assuming that the speed of the vehicle M will be adjusted until the vehicle M reaches the target relative position Ptgt, and generates a target acceleration target operation amount profile for realizing the target acceleration profile. Hereinafter, the accelerator opening, which is the operation amount of the accelerator pedal 82, is an example of the acceleration operation amount, so the target acceleration target operation amount profile will be referred to as a target accelerator opening profile.

[0035] The profile generation unit 130 repeatedly executes the following process under the assumption that the other vehicle maintains its current speed or continues to travel at a constant acceleration. Fig. 3 is a diagram for explaining the process of the profile generation unit 130. The profile generation unit 130 includes, for example, an FF (feedforward) driving force determination unit 131, a multiplier 132, a guidance controller 133, and a guidance parameter setting unit 134.

[0036] Once again, the recognition unit 110 outputs the position Pof of the front reference vehicle mf, the position Por of the rear reference vehicle mr, the speed Vof of the front reference vehicle mf, the speed Vor of the rear reference vehicle mr, and the speed VM of the vehicle M to the target parameter determination unit 120. Based on this information, the target parameter determination unit 120 determines the target relative position Ptgt and the target speed Vtgt as described above.

[0037] The FF driving force determination unit 131 determines the feedforward driving force Fdt required for traveling at the target speed Vtgt, taking into account running resistance. The FF driving force determination unit 131 determines the feedforward driving force Fdt by applying the target speed Vtgt input from the target parameter determination unit 152 to correspondence information, which is, for example, a table or map in which the required feedforward driving force Fdt is associated with the target speed Vtgt. The FF driving force determination unit 131 determines the feedforward driving force Fdt so that the feedforward driving force Fdt increases as the target speed Vtgt increases, and so that the rate of change of the feedforward driving force Fdt relative to the increase in the target speed Vtgt increases as the target speed Vtgt increases.

[0038] The multiplier 132 calculates the position deviation Ept by multiplying the target relative position Ptgt by a coefficient such as minus 1. If the target relative position Ptgt was originally determined based on the representative point PM of the vehicle M, the position deviation Ept is obtained by multiplying the target relative position Ptgt by a negative coefficient as described above.

[0039] The guidance controller 133 first calculates the speed deviation Evt by subtracting the target speed Vtgt from the speed VM of the vehicle M (Equation (1)). In the equation, k represents the control cycle. The processing of the profile generation unit 130 is repeatedly executed at a predetermined cycle, and k is a parameter indicating the order of the processing in the repeated execution. In the following description, the notation "(k)" will be omitted.

[0040] Evt(k)=VM(k)-Vtgt(k) …(1)

[0041] The guidance controller 133 calculates the induced feedback driving force Ffb by response assignment control (pole-assignment control, for example, sliding mode control or backstepping control) based on the position error Ept and the speed error Evt, and controls the speed of the vehicle M accordingly. The guidance controller 133 calculates the induced feedback driving force Ffb so that the position error Ept and the speed error Evt approach zero (for example, by exponential decay) while bringing a switching function σ, which is a linear combination of the position error Ept and the speed error Evt, closer to zero. The switching function σ is expressed by equation (2). In the equation, S is a guidance parameter that is set to a value exceeding zero and less than 1. The guidance parameter S has the property that the larger the value, the faster the position error Ept converges to zero (i.e., the vehicle M quickly reaches the vicinity of the target relative position Ptgt), but on the other hand, the larger the value, the faster the acceleration / deceleration required to bring the speed error Evt closer to zero immediately before reaching the target relative position Ptgt. When the guidance parameter S is large, the slope of the switching function σ on the illustrated phase plane (a plane whose axes are the position error Ept and the speed error Evt) becomes nearly vertical, which means that when the position error Ept and the speed error Evt approach zero, a somewhat large value for the speed error Evt is permissible. A method for setting the guidance parameter S based on the running environment of the vehicle M will be described later. The induced feedback driving force Ffb is added to the feedforward driving force Fdt, and the result is output as the control input Flead.

[0042] σ(k)=Ept(k)+S(k)·Evt(k) …(2)

[0043] The guidance controller 133 calculates the guidance feedback driving force Ffb based on, for example, equations (3) to (6). In the equations, Ffb_rch is the reaching law input, Ffb_adp is the adaptive law input, Ffb_eq is the equivalent control input, M is the weight of the vehicle M, and Krch and Kadp are feedback gains. The equivalent control input Ffb_eq is a term that acts to constrain the switching function σ to zero after the switching function σ becomes zero (in other words, to constrain the position error Ept and the speed error Evt to a control line where the switching function σ is zero). By taking the equivalent control input Ffb_eq into account in the calculations, the feedback gain of the controller as a whole can be increased, resulting in faster merging.

[0044] Ffb_rch(k)=Krch·σ(k) …(3) Ffb_adp(k)=Ffb_adp(k-1)+Kadp·σ(k) …(4) Ffb_eq(k)=-M·Evt(k) / S(k) …(5) Ffb(k)=Ffb_rch(k)+Ffb_adp(k)+Ffb_eq(k) …(6)

[0045] The guidance parameter setting unit 134 acquires roadway information from the recognition unit 110. The roadway information includes the distance D from the position of the vehicle M to the disappearance position Re of the lane L1 (available distance for merging) (see FIG. 2). The guidance parameter setting unit 134 sets the guidance parameter S so that the longer the distance D, the smaller the guidance parameter S becomes, and the shorter the distance D, the larger the guidance parameter S becomes. This allows the position deviation Ept to be preferentially set to zero when the remaining distance to the merging point is short, thereby enabling rapid merging. On the other hand, when the distance D is sufficiently long, the guidance parameter S is set small, thereby performing merging control that prioritizes ride comfort by suppressing acceleration and deceleration. Note that in the case of a lane change rather than a merging, since the disappearance position Re of the first lane does not exist in principle, D is set to a sufficiently large value and the guidance parameter S is set to a sufficiently small value.

[0046] By calculating the control input Flead as described above, the position error Ept and the speed error Evt can be made to approach zero almost simultaneously. The profile generation unit 130 calculates the target accelerator opening AC# (an example of the target acceleration operation amount) by calculating a function using, for example, the control input Flead and the speed VM of the vehicle M as parameters (Equation (7)).

[0047] AC#=f(Flead,VM) …(7)

[0048] As described above, the profile generation unit 130 generates a target accelerator opening profile, which is a time-series target accelerator opening AC#, by repeatedly executing the above process under the assumption that the other vehicle maintains its current speed or continues to travel at a constant acceleration. Note that while Fig. 3 shows an example in which a guidance controller with a single phase plane specification is provided, the profile generation unit 130 may also be provided with a guidance controller with other specifications, such as a cascade specification.

[0049] The output control unit 140 causes the HMI 30 to output information when the actual accelerator opening AC (an example of an actual acceleration operation amount), which is the operation amount of the accelerator pedal 82, deviates from a predetermined range including the target accelerator opening AC#. FIG. 4 is a diagram for explaining the processing of the output control unit 140. In the diagram, R is an example of a predetermined range that varies over time. The predetermined range R is set, for example, to a range with an upper limit value obtained by adding α% to the target accelerator opening AC# and a lower limit value obtained by subtracting β% from the target accelerator opening AC#. α and β may be the same value or different values. Furthermore, the upper and lower limits may be calculated by multiplying the target accelerator opening AC# by a coefficient. When the actual accelerator opening AC is greater than the upper limit value of the predetermined range, the output control unit 140 causes the HMI 30 to output information instructing the vehicle to decelerate. When the actual accelerator opening AC is smaller than the lower limit value of the predetermined range, the output control unit 140 causes the HMI 30 to output information instructing the vehicle to accelerate. "Outputting information to HMI 30" means causing a phenomenon to occur on HMI 30 that the driver recognizes as meaning, such as voice, sound effects, or image display. This allows the driver to be guided to operate accelerator pedal 82 in accordance with the target accelerator opening profile.

[0050] Here, it is assumed that the process by which the driver moves the vehicle M to the side of the target relative position Ptgt will differ depending on the driver's driving tendencies. Some drivers may initially accelerate significantly and then try to adjust the speed as they approach the target relative position Ptgt, while other drivers may first think about matching the relative speed. Therefore, if the target accelerator opening profile is uniform regardless of the driver, it may cause discomfort to some types of drivers.

[0051] Therefore, the profile generation unit 130 alleviates the above problem by changing the target accelerator opening profile based on the driving tendency of the driver. For example, the profile generation unit 130 acquires information on the speed and acceleration of the vehicle M from the vehicle sensor 40, and when an index value based on acceleration is equal to or greater than a reference value set according to the speed, changes the target accelerator opening profile in a direction in which the initial target accelerator opening in the target accelerator opening profile increases. The index value based on acceleration is, for example, an index value (unit: m) calculated by multiplying the speed and acceleration in an observation period (for example, about a few tenths [sec] to several [sec]). 2 / sec 3 ) The reference value set according to the speed is, for example, a reference value that is set to monotonically increase as the speed increases. FIG. 5 is a diagram for explaining the relationship between the index value and the reference value. In the figure, Id is the index value and Rf is the reference value. Other types of index values ​​based on acceleration may also be used as the index value. Furthermore, "when the index value based on acceleration is equal to or greater than the reference value set according to the speed" may be interpreted as "when the number of times the index value has become equal to or greater than the reference value within a predetermined period is equal to or greater than a predetermined number of times." The predetermined period can be set arbitrarily, such as several tens of minutes, one hour, one week, one month, or from the time of the current appearance until that point.

[0052] FIG. 6 shows an example of a target accelerator opening profile set for a driver whose index value is equal to or greater than a reference value. Compared to the target accelerator opening profile shown in FIG. 4, the rate of increase in target accelerator opening AC# at the beginning of merging is greater, while the target accelerator opening AC# at the end of merging is smaller. This allows adaptation to the driving tendency of a driver who "first accelerates to adjust position and then adjusts speed later." The profile generation unit 130 may change such a target accelerator opening profile by modifying the target accelerator opening profile itself, which is time-series data, or by adjusting the derivation parameter S. For example, by increasing the derivation parameter S, the rate of increase in target accelerator opening AC# at the beginning of merging can be increased.

[0053] 7 is a flowchart showing an example of the flow of processing executed by the driving assistance device 100. The processing of this flowchart starts when the vehicle M merges onto a main lane.

[0054] First, the profile generating unit 130 calculates an index value or obtains an index value that has already been calculated and stored in a storage device (step S300).

[0055] Next, the profile generation unit 130 generates a target accelerator opening profile (step S302) and determines whether the index value calculated or acquired in step S300 exceeds a reference value (step S304). The contents of the determination process in step S304 are as described above. If the profile generation unit 130 determines that the index value does not exceed the reference value, it uses the normal target accelerator opening profile (generated in step S302) (step S306). On the other hand, if it determines that the index value exceeds the reference value, the profile generation unit 130 uses the modified target accelerator opening profile (step S308).

[0056] Next, the output control unit 140 determines whether the actual accelerator opening AC has deviated from a predetermined range including the target accelerator opening AC# (step S310). If the actual accelerator opening AC has deviated from the predetermined range, the output control unit 140 causes the HMI 30 to output information instructing acceleration or deceleration (step S312).

[0057] Next, the driving assistance device 100 determines whether or not merging onto the main lane has been completed (step S314). If it is determined that merging onto the main lane has been completed, the process of this flowchart ends, and if it is determined that merging onto the main lane has not been completed, the process returns to step S302.

[0058] According to the embodiment described above, when vehicle M merges onto a main lane, a target accelerator opening profile is generated, which is a time-series change in target accelerator opening AC#. If accelerator opening AC, which is the amount of acceleration operation performed by the driver on accelerator pedal 82, deviates from a predetermined range including target accelerator opening AC#, information is output to HMI 30, and the target accelerator opening profile is changed based on the driver's driving tendencies. This makes it possible to provide appropriate driving assistance in response to the driver's acceleration / deceleration instructions when merging onto a main lane.

[0059] The above-described embodiment can be expressed as follows. a storage medium for storing computer-readable instructions; a processor connected to the storage medium; The processor executes the computer-readable instructions to: generating a target operation amount profile that is a time-series change in the target acceleration operation amount when the moving object merges into a main lane; and when an actual acceleration operation amount, which is an acceleration operation amount performed on an acceleration operator by a driver of the moving body, deviates from a predetermined range including the target acceleration operation amount, causing an information output device to output information; The generating step includes changing the target operation amount profile based on a driving tendency of the driver. Driving assistance device.

[0060] The above describes the form for carrying out the present invention using an embodiment, but the present invention is not limited to such an embodiment, and various modifications and substitutions can be made within the scope that does not deviate from the gist of the present invention. [Explanation of symbols]

[0061] 10 Camera 30 HMI 40 Vehicle Sensors 50 Navigation equipment 82 Accelerator pedal 100 Driving assistance device 110 Recognition part 120 Target parameter determination unit 130 Profile Generation Unit 140 Output control section

Claims

1. a profile generation unit that generates a target operation amount profile that is a time-series change in the target acceleration operation amount when the moving object merges into a main lane; an output control unit that causes an information output device to output information when an actual acceleration operation amount, which is an acceleration operation amount performed on an acceleration operator by a driver of the moving body, deviates from a predetermined range including the target acceleration operation amount; Equipped with The profile generation unit changes the target operation amount profile based on a driving tendency of the driver. Driving assistance device.

2. the profile generation unit acquires information on the speed and acceleration of the moving body, and when an index value based on the acceleration is equal to or greater than a reference value set according to the speed, changes the target operation amount profile in a direction in which the initial target acceleration operation amount in the target operation amount profile increases. The driving assistance device according to claim 1.

3. the profile generation unit calculates the index value by multiplying the velocity and the acceleration during an observation period. The driving assistance device according to claim 2.

4. the profile generation unit generates the target operation amount profile by response assignment control, assuming future states of other moving bodies existing on the main line. The driving assistance device according to any one of claims 1 to 3.

5. Driving assistance devices, generating a target operation amount profile that is a time-series change in the target acceleration operation amount when the moving object merges into a main lane; and when an actual acceleration operation amount, which is an acceleration operation amount performed on an acceleration operator by a driver of the moving body, deviates from a predetermined range including the target acceleration operation amount, causing an information output device to output information; The generating step includes changing the target operation amount profile based on a driving tendency of the driver. Driving assistance methods.

6. The processor of the driving assistance device generating a target operation amount profile that is a time-series change in the target acceleration operation amount when the moving object merges into a main lane; and causing an information output device to output information when an actual acceleration operation amount, which is an acceleration operation amount performed on an acceleration operator by a driver of the moving body, deviates from a predetermined range including the target acceleration operation amount; The generating step includes changing the target operation amount profile based on a driving tendency of the driver. program.

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