JP6221874B2 - Automatic driving support device, automatic driving support method and program - Google Patents

Description

  The present invention relates to an automatic driving support device, an automatic driving support method, and a program that support automatic driving.

Conventionally, various techniques for assisting automatic driving have been proposed.
For example, the travel control plan generation device described in Patent Literature 1 includes a learning unit that is connected to the priority input unit and learns the driving preference of the driver during manual driving and obtains each priority. For example, the travel time priority is learned by acquiring the travel time when the driver has manually operated in the past and obtaining the ratio to the market average travel time. Further, the fuel efficiency priority is learned by obtaining the fuel efficiency when the driver has manually operated in the past and obtaining the ratio to the market average fuel efficiency.

  The other vehicle priority is learned by obtaining the interrupt permission frequency when the driver has manually operated in the past and obtaining the ratio to the market average interrupt permission frequency. The safety priority is learned by determining the ratio of the driver's shortest allowable collision prediction time (TTC) to the market average TTC. Then, the travel control plan generation ECU determines the driver based on the travel time priority, fuel efficiency priority, other vehicle priority, and safety priority learned by the learning unit, the destination input by the driver, and the break plan. A travel control plan close to the driving preference is generated.

JP 2008-180591 A

  However, in the travel control plan generation device described in Patent Document 1 described above, in a situation where the driver is not accustomed to automatic driving, the driver feels a fear of the vehicle behavior and performs a brake operation to cancel the automatic driving. End up. If the driver's driving operation, that is, the driving preference is learned at this stage and the automatic driving control is performed, the driver may become unsatisfied with the automatic driving control when the driver has become accustomed to the automatic driving. .

  Accordingly, the present invention has been made to solve the above-described problems, and an automatic driving support device and an automatic driving support capable of reflecting the driver's familiarity with automatic driving in the driving control of the automatic driving. Methods and programs are provided.

  In order to achieve the above object, the automatic driving assistance device (2) according to the present invention gradually increases the automatic driving upper limit speed, which is the upper limit speed during the automatic driving of the host vehicle (1), at a predetermined number of automatic driving times by automatic driving. And a reference pattern setting means (41) for setting a reference target speed pattern that reaches the vehicle, and an operation for acquiring the driving operation status of the driver when the host vehicle is switched from the automatic driving to the manual driving by the driving operation of the driver. A state acquisition means (78, 79), a familiarity information acquisition means (41) for acquiring familiarity information of the driver with respect to the automatic driving, a state of the driving operation of the driver acquired via the operation state acquisition means, and the Reference pattern correction means (41) for correcting the reference target speed pattern based on the familiar information acquired through the familiar information acquisition means; And said that there were pictures.

  Further, the automatic driving support method according to the present invention includes a control unit, a storage unit that stores an automatic driving upper limit speed that is an upper limit speed during automatic driving of the host vehicle, and an operation state acquisition that acquires a driving operation state of the driver. An automatic driving support method executed by an automatic driving support device comprising: means; and habituation information acquisition means for acquiring habituation information for the automatic driving of the driver, wherein the automatic driving is executed by the control unit A reference pattern setting step for setting a reference target speed pattern that reaches the upper limit step by step with a predetermined number of automatic driving by automatic driving, and when the host vehicle is switched from the automatic driving to the manual driving by the driving operation. An operation state acquisition step of acquiring the state of the driving operation of the driver via the operation state acquisition means, and the familiarity information via the familiarity information acquisition means Based on the familiarity information acquisition step of acquiring the driving information of the driver acquired in the operation state acquisition step and the familiarity information acquired in the familiarity information acquisition step, the reference pattern setting step sets the And a reference pattern correction step for correcting the reference target speed pattern.

  In addition, the program according to the present invention includes a storage unit that stores an automatic driving upper limit speed that is an upper limit speed during automatic driving of the host vehicle, an operation state acquiring unit that acquires a driving operation state of the driver, and the driver A reference pattern setting for setting a reference target speed pattern that reaches the automatic driving upper limit speed step by step with a predetermined number of automatic driving times in the automatic driving upper limit speed in a computer provided with familiar information for automatic driving. An operation state acquisition step of acquiring a state of the driving operation of the driver via the operation state acquisition means when the host vehicle is switched from the automatic driving to a manual driving by a driving operation of the driver; A habituation information acquisition step of acquiring the habituation information through an information acquisition means, and the driver acquired in the operation state acquisition step A program for executing a reference pattern correction step for correcting the reference target speed pattern set in the reference pattern setting step based on the state of rolling operation and the familiar information acquired in the familiar information acquisition step. is there.

  In the automatic driving support device, the automatic driving support method, and the program having the above-described configuration, a reference target speed pattern that reaches stepwise at a predetermined number of times of automatic driving by automatic driving is set as the automatic driving upper limit speed of the host vehicle. Then, the reference target speed pattern is corrected based on the state of the driving operation of the driver when the automatic driving is switched to the manual driving by the driving operation of the driver and the familiarity information with respect to the automatic driving of the driver.

  As a result, the driving control of the automatic driving according to the reference target speed pattern corrected based on the state of the driving operation of the driver when the driving operation is switched from the automatic driving to the manual driving by the driver and the familiarity information with respect to the automatic driving of the driver. It can be performed. Therefore, the driver's familiarity with automatic driving is reflected in the driving control of automatic driving, and the traveling speed during the automatic driving of the host vehicle can be made to reach the automatic driving upper limit speed in a stepwise manner.

It is a block diagram which shows an example of the structure regarding this invention in the own vehicle. It is a figure which shows an example of the convergence speed data file stored in convergence speed DB. It is a flowchart which shows the "reference target speed pattern correction process" performed in a navigation apparatus. It is a flowchart which shows the "reference target speed pattern correction process" performed in a navigation apparatus. It is explanatory drawing which shows an example which correct | amended the reference | standard target speed pattern. It is explanatory drawing which shows an example in which brake operation was performed in multiple times with the target speed slower than the automatic driving upper limit speed. It is explanatory drawing which shows another example which set the traveling speed to the low target speed from the first time of automatic driving | operation.

  Hereinafter, an automatic driving support device, an automatic driving support method, and a program according to the present invention will be described in detail with reference to the drawings based on an embodiment in which a navigation device is embodied.

[Schematic configuration of own vehicle]
A schematic configuration of the host vehicle 1 according to the present embodiment will be described with reference to FIG. As shown in FIG. 1, the host vehicle 1 according to the present embodiment basically includes a navigation device 2 installed on the host vehicle 1 and a vehicle control ECU (Electronic Control Unit) 3.

  Here, the navigation device 2 is provided on the center console or panel surface of the interior of the host vehicle 1, and displays a map around the vehicle and a search route to the destination, and voice guidance regarding route guidance. Is provided. Then, the current position of the host vehicle 1 is specified by the GPS 31 or the like, and when the destination is set, a search for a plurality of routes to the destination and guidance according to the set guide route are displayed on the liquid crystal display 15 or This is performed using the speaker 16. The detailed configuration of the navigation device 2 will be described later.

  The vehicle control ECU 3 is an electronic control unit that controls the entire host vehicle 1. The vehicle control ECU 3 is connected to a navigation control unit 13 (to be described later) included in the navigation device 2. Further, the vehicle control ECU 3 includes an in-vehicle display (in-vehicle LCD) 5 for displaying a speedometer, a human interface (HMI) 6, a front photographing camera 76A, a rear photographing camera 76B, a millimeter wave radar 77, an accelerator sensor 78, A brake switch 79 and a vehicle speed sensor 51 for detecting the vehicle speed are connected.

  The vehicle control ECU 3 includes a CPU 71 as an arithmetic device and a control device, an internal storage device such as a RAM 72 used as a working memory when the CPU 71 performs various arithmetic processes, and a ROM 73 in which a control program and the like are recorded. Yes. Then, the CPU 71 creates an operation plan based on the route data of the guide route received from the navigation control unit 13 of the navigation device 2, the gradient information of each link on the route, the link length, and the like.

  The human interface 6 is provided with an automatic operation start button 61 for instructing the start of automatic operation. The driver can instruct the vehicle control ECU 3 to start automatic driving by pressing and turning on the automatic driving start button 61 on a toll road such as a national highway, an urban highway, and a general toll road. Here, the automatic operation start button 61 is switched between ON and OFF every time the user presses it. When the automatic operation start button 61 is turned on, the automatic operation control is started. On the other hand, when the automatic operation start button 61 is turned off during the execution of the automatic operation control, the automatic operation control is ended and the operation is switched to the manual operation depending on the operation of the driver. .

  When an instruction to start automatic driving is input, the CPU 71 switches from automatic driving to a toll road exit (rampway), toll gate (interchange), etc. on the guidance route based on the driving plan. Set the interruption timing to switch to manual operation by. For example, the CPU 71 sets the interruption timing at a position 300 m before the exit of the toll road. Then, the CPU 71 drives and controls an unillustrated engine device, brake device, electric power steering, and the like, and starts automatic operation until the interruption timing on the guide route.

  The front shooting camera 76A is attached in the vicinity of the rear mirror of the host vehicle 1, and is configured by a CCD camera or the like to capture the front of the host vehicle and outputs an image signal to the vehicle control ECU 3. The rear photographing camera 76B is attached to the rear end portion of the host vehicle 1, and is configured by a CCD camera or the like to photograph the rear of the host vehicle and outputs an image signal to the vehicle control ECU 3. The CPU 71 performs image processing on the image signal input from the front shooting camera 76 </ b> A, and recognizes an image of a white line (for example, a roadside band, a lane boundary line, etc.) indicating the boundary of the traveling lane by edge detection or the like.

  Then, the CPU 71 drives and controls an unillustrated engine device, brake device, electric power steering and the like so that the host vehicle 1 travels along the white line. Further, the CPU 71 outputs white line image recognition data to the navigation device 2. Further, the CPU 71 performs image processing on the image signals input from the front shooting camera 76 </ b> A and the rear shooting camera 76 </ b> B, detects the relative position of the other vehicle around the host vehicle 1 with respect to the host vehicle 1, and navigation. Output to device 2. Further, the CPU 71 performs image processing on image signals input from the front shooting camera 76 </ b> A and the rear shooting camera 76 </ b> B, detects a space around the host vehicle 1, and outputs the detected space to the navigation device 2.

  The millimeter wave radar 77 is attached to the center position of the front end of the host vehicle 1 and the center position of the rear end of the host vehicle 1, and the distance to other vehicles existing around the front of the host vehicle and the rear of the host vehicle and The relative speed with respect to the vehicle 1 is detected, and the distance to the detected other vehicle and the relative speed data of the other vehicle existing in the vicinity with respect to the own vehicle 1 are output to the vehicle control ECU 3. The CPU 71 is based on the distance from the millimeter wave radar 77 to the other vehicle in the vicinity and the relative speed data of the other vehicle in the vicinity with respect to the own vehicle 1. The relative position and relative speed of the vehicle 1 with respect to the host vehicle 1 are detected and output to the navigation device 2.

  The accelerator sensor 78 is attached to an accelerator pedal (not shown), detects the amount of depression of the driver's accelerator pedal (hereinafter referred to as “actual accelerator opening”), and outputs it to the vehicle control ECU 3. In the state of manual operation depending on the driver's operation, the CPU 71 controls the driving output of the host vehicle 1 by controlling driving of an engine device (not shown) corresponding to the actual accelerator opening input from the accelerator sensor 78. Further, when the depression amount of the accelerator pedal is input via the accelerator sensor 78 during execution of the automatic driving control, the CPU 71 ends the automatic driving control and switches to manual driving depending on the operation of the driver.

  The brake switch 79 is attached to a brake pedal (not shown), detects whether or not the driver has depressed the brake pedal, and outputs it to the vehicle control ECU 3. The brake switch 79 outputs an ON signal to the vehicle control ECU 3 when the driver does not depress the brake pedal, and outputs an OFF signal to the vehicle control ECU 3 when the driver depresses the brake pedal. Further, when an OFF signal is input from the brake switch 79 during execution of the automatic driving control, the CPU 71 ends the automatic driving control and switches to manual driving depending on the operation of the driver.

[Schematic configuration of navigation device]
Next, a schematic configuration of the navigation device 2 will be described. As shown in FIG. 1, the navigation apparatus 2 according to the present embodiment includes a current location detection processing unit 11 that detects the current position of the host vehicle, a data recording unit 12 that records various data, and input information. The navigation control unit 13 for performing various arithmetic processes, the operation unit 14 for receiving operations from the operator, the liquid crystal display (LCD) 15 for displaying information such as a map to the operator, and route guidance A communication device 17 that communicates with a speaker 16 that outputs voice guidance related to, etc., a road traffic information center (not shown), a map information distribution center (not shown), and the like via a mobile phone network, and the liquid crystal display 15 It is comprised from the touchscreen 18 with which the surface was mounted | worn.

Instead of the touch panel 18, a remote controller, joystick, mouse, touch pad, etc. may be provided.
A vehicle speed sensor 51 is connected to the navigation control unit 13. In addition, the navigation control unit 13 is electrically connected to the vehicle control ECU 3 so as to be able to acquire a relative positional relationship, a relative speed, and the like of another vehicle existing around the host vehicle 1 with respect to the host vehicle 1.

  Hereinafter, each component constituting the navigation device 2 will be described. The current position detection processing unit 11 includes a GPS 31 and the like, and includes the current position of the own vehicle 1 (hereinafter referred to as “own vehicle position”), the own vehicle direction, The travel distance, elevation angle, etc. can be detected. For example, it is possible to detect the turning speed of the three axes by the gyro sensor, and to detect the azimuth (horizontal direction) and the traveling direction of the elevation angle.

  Further, the communication device 17 can receive the latest traffic information and weather information distributed from a probe center, a road traffic information center, and the like (not shown) at predetermined time intervals (for example, every five minutes). It is configured. The “traffic information” is, for example, detailed information related to traffic information such as travel time of each link, road traffic information regarding road traffic congestion, traffic regulation information due to road construction, building construction, and the like. In the case of road traffic information, the detailed information is the actual length of the traffic jam, the time when traffic congestion is expected to be resolved, and in the case of traffic regulation information, the duration of road construction, construction work, etc. The type of traffic regulation such as lane regulation, the time zone of traffic regulation, etc. The communication device 17 is configured to be capable of two-way communication with a communication device mounted on a surrounding vehicle of the host vehicle 1.

  The data recording unit 12 includes an external storage device and a hard disk (not shown) as a recording medium, a map information database (map information DB) 25, a convergence speed database (convergence speed DB) 27 stored in the hard disk, A driver (not shown) for reading a predetermined program and the like and writing predetermined data to the hard disk is provided.

  The map information DB 25 stores navigation map information 26 used for travel guidance and route search of the navigation device 2. In addition, the convergence speed DB 27 includes the presence / absence of the accelerator pedal operation, the presence / absence of the brake pedal operation, the count value of the number of times of automatic driving by the automatic operation, and the cancellation of the automatic operation by the accelerator pedal operation. The total number of times of automatic driving, the total number of times of automatic driving cancellation by brake pedal operation, that is, the count value of the number of braking times, the convergence speed data file 81 (see FIG. 2) described later, and until automatic driving reaches the number of special treatment The initial target speed to be stored is stored. The initial value of the initial target speed is an automatic operation upper limit speed that is an upper limit speed of automatic operation.

  Here, the navigation map information 26 is composed of various information necessary for route guidance and map display. For example, new road information for specifying each new road, map display data for displaying a map, Search for intersection data related to intersections, node data related to node points, link data related to roads (links), search data for searching routes, facility data related to POI (Point of Interest) such as stores that are a type of facility, and points. Search data and the like.

  In addition, as node data, actual road junctions (including intersections, T-junctions, etc.), node coordinates (positions) set for each road according to the radius of curvature, etc. Elevation, node attribute indicating whether the node is a node corresponding to an intersection, etc., a connection link number list that is a list of link IDs that are identification numbers of links connected to the node, and a node of a node adjacent to the node via a link Data related to an adjacent node number list that is a list of numbers is recorded.

  Further, as link data, a link ID for specifying a link for each link constituting the road, a link length indicating the length of the link, a coordinate position (for example, latitude and longitude) of the start point and end point of the link, Presence / absence of median strip, link gradient, road width to which link belongs, number of lanes, legal speed, presence / absence of lane change prohibition line, coordinate position of both end points of lane change prohibition line (for example, latitude and longitude) Data representing railroad crossings, etc. for curves, curvature radii, intersections, T-junctions, curve entrances and exits, etc., for road types, in addition to general roads such as national roads, prefectural roads, narrow streets, etc. Data representing toll roads such as national roads, city expressways, general toll roads, and toll bridges are recorded.

  Furthermore, regarding toll roads, data relating to the toll road entrance and exit attachment roads (rampways), toll gates (interchanges), charges for each travel section, and the like are recorded. A toll road such as a national highway, a city highway, a car road, and a general toll road is referred to as a toll road. One-digit or two-digit national roads excluding toll roads, three-digit or more national roads, major local roads, prefectural roads, municipal roads, etc. are called general roads.

  In addition, as search data, data used for searching and displaying a route to a set destination is recorded, and costs for passing through a node (hereinafter referred to as node cost) and roads are configured. Cost data used for calculating a search cost including a link cost (hereinafter referred to as a link cost), route display data for displaying a guide route selected by the route search on a map of the liquid crystal display 15, and the like. It is configured. This link cost is data indicating the average travel time required to pass through the link, and is, for example, “3 (min)”.

The facility data includes hotel, amusement park, palace, hospital, gas station, parking lot, station, airport, ferry landing, interchange (IC), junction (JCT), service area, parking area (PA). POI names and addresses, telephone numbers, coordinate positions on the map (for example, latitude and longitude of the center position, entrance, exit, etc.), facility icons and landmarks that display the location of the facility on the map, etc. Are stored together with the facility ID that identifies the POI. In addition, a registered facility ID for specifying a registered facility such as a convenience store or a gas station registered by the user is also stored.
The contents of the map information DB 25 are updated by downloading update information distributed from the map information distribution center (not shown) via the communication device 17.

  As shown in FIG. 1, the navigation control unit 13 constituting the navigation device 2 is a working device that controls the entire navigation device 2, the CPU 41 as the control device, and the CPU 41 performs various arithmetic processes. In addition to being used as a memory, it has a RAM 42 for storing route data when a route is searched, an internal storage device such as a ROM 43 for storing control programs, a timer 45 for measuring time, etc. Yes.

  In addition, the ROM 43 corrects a reference target speed pattern that is set so as to reach an automatic driving upper limit speed that is an upper limit speed during automatic driving of the host vehicle 1 to be described later in a stepwise manner with a predetermined number of times of automatic driving by automatic driving. A program such as “reference target speed pattern correction process” (see FIGS. 3 and 4) is stored.

  The operation unit 14 is operated when correcting the current position at the start of travel, inputting a departure point as a guidance start point and a destination as a guidance end point, or when searching for information about facilities, etc. Consists of keys and multiple operation switches. The navigation control unit 13 performs control to execute various corresponding operations based on switch signals output by pressing the switches.

  Also, the liquid crystal display 15 includes map information currently traveling, map information around the destination, operation guidance, operation menu, key guidance, guidance route from the current location to the destination, guidance information along the guidance route, traffic Information, news, weather forecast, time, mail, TV program, etc. are displayed.

  Further, the speaker 16 outputs voice guidance or the like for guiding traveling along the guidance route based on an instruction from the navigation control unit 13. Here, the voice guidance to be guided includes, for example, “200m ahead, turn right at XX intersection”.

  The touch panel 18 is a transparent panel-like touch switch mounted on the display screen of the liquid crystal display 15. Various instruction commands can be input by pressing buttons or a map displayed on the screen of the liquid crystal display 15. It is possible to do the same. Note that the touch panel 18 may be configured by an optical sensor liquid crystal method or the like that directly presses the screen of the liquid crystal display 15.

Next, an example of the convergence speed data file 81 stored in the convergence speed DB 27 will be described with reference to FIG.
As shown in FIG. 2, the convergence speed data file 81 includes a plurality of speed parameter tables 81A, 81B, 81C,... That store a ratio for setting a target speed at the time of automatic driving for each number of times of automatic driving by automatic driving. It is composed of

  Each of the speed parameter tables 81A, 81B, 81C,... Travels along the curve of each radius of curvature at the number of automatic travels N1, N2, N3,. The ratio of the target speed to the automatic operation upper limit speed is stored separately for each convergence speed F1, F2, F3,. For example, in the speed parameter table 81A for the number of times N1 of automatic driving, the target speed for driving automatically on a curve having a radius of curvature of 200 m (R200) is 70% of the upper limit speed of automatic driving when the convergence speed is F1, In the case of the convergence speed F2, it is 60% of the automatic operation upper limit speed.

  Here, the convergence speeds F1, F2, F3,... Are canceled when the automatic operation is canceled by operating the brake pedal in the automatic operation from the first time to less than the specific number of times, for example, up to the fourth time as described later. Set according to the number of times. Here, convergence speed F1> convergence speed F2> convergence speed F3>..., And convergence speed F1 corresponds to the case where the number of times of release by brake pedal operation is one, and the number of times of release by brake pedal operation increases. Are sequentially associated with a convergence speed F2, a convergence speed F3,.

  Further, the ratio of the target speed to the automatic operation upper limit speed when traveling on the curve of each radius of curvature corresponding to each convergence speed F1, F2, F3,... Is the number of automatic traveling times N1, N2, N3,. As it increases, it reaches 100% at each different number of runs. The number of times of automatic driving in which the ratio of the target speed to the automatic operation upper limit speed when driving the curve of each curvature radius corresponding to each convergence speed F1, F2, F3,. It is set to increase in the order of F2, F3,.

[Reference target speed pattern correction processing]
Next, in the host vehicle 1 configured as described above, the process is executed by the CPU 41 of the navigation device 2, and the automatic driving upper limit speed, which is the upper limit speed during the automatic driving of the host vehicle 1, is determined by automatic driving. A “reference target speed pattern correction process” for correcting a reference target speed pattern set so as to be reached stepwise by a predetermined number of automatic runnings will be described with reference to FIGS.

  3 and 4 is a process executed every predetermined time, for example, every 0.1 second after the guide route is determined and transmitted to the vehicle control ECU 3. is there. In addition, for example, when the automatic operation start button 61 is pressed and turned on on a toll road, the vehicle control ECU 3 starts an automatic operation control and then outputs an automatic operation start signal indicating that automatic operation has started. Output to the navigation device 2.

  Further, the vehicle control ECU 3 indicates that the automatic operation is terminated and the operation is switched to the manual operation when the automatic operation is canceled by depressing the accelerator pedal or the brake pedal or the automatic operation start button 61 is pressed. The automatic driving cancellation signal, whether or not the accelerator pedal and the brake pedal are depressed, and the automatic driving canceling cause such as pressing of the automatic driving start button 61 are output to the navigation device 2.

  As shown in FIG. 3, first, in step (hereinafter abbreviated as “S”) 11, the CPU 41 of the navigation device 2 determines whether or not an automatic driving start signal indicating that automatic driving has started is input from the vehicle control ECU 3. That is, the automatic operation start button 61 is turned on, and determination processing for determining whether or not automatic operation is in progress is executed. If the automatic operation start button 61 is not turned on and it is determined that automatic operation is not being performed (S11: NO), the CPU 41 ends the process.

  On the other hand, when the automatic operation start button 61 is turned on and it is determined that automatic operation is being performed (S11: YES), the CPU 41 proceeds to the process of S12. In S12, the CPU 41 reads out the familiarity flag from the convergence speed DB 27, and executes a determination process for determining whether the familiarity flag is set to ON, that is, whether the driver has become accustomed to automatic driving. If it is determined that the familiarity flag is set to ON (S12: YES), the CPU 41 determines that the driver has become accustomed to automatic driving and ends the process. Incidentally, the familiarity flag is set to OFF and stored in the convergence speed DB 27 until the first automatic operation is started, and is set to ON by the processing of S16 or S28 described later.

  On the other hand, when it is determined that the familiarity flag is set to OFF (S12: NO), the CPU 41 proceeds to the process of S13. In S13, the CPU 41 reads the count value of the number of times of automatic driving by automatic driving from the convergence speed DB 27, adds “1” to the count value, and stores it again in the convergence speed DB 27. Note that the initial value of the count value of the number of times of automatic driving by automatic driving stored in the convergence speed DB 27 is “0”.

  In S <b> 14, the CPU 41 reads “initial target speed” from the convergence speed DB 27. Then, the CPU 41 reads the count value of the number of times of automatic driving from the convergence speed DB 27, and if the count value is less than a specific number, for example, less than “5” times, that is, “4” times or less, vehicle control is performed. The ECU 3 is requested to set the target speed during automatic operation to the “initial target speed”. The initial value of “initial target speed” is set to the automatic operation upper limit speed.

  Further, the CPU 41 reads the count value of the number of times of automatic travel from the convergence speed DB 27, and when the count value is equal to or greater than a specific number of times, for example, “5” times or more, the CPU 41 corresponds to the number of times of automatic travel from the convergence speed data file 81. The speed pattern table to be selected is selected, and “initial target speed” is set as “convergence speed”, and each ratio corresponding to this “convergence speed” is read out. For example, as shown in FIG. 2, when the initial target speed is “F3”, the CPU 41 reads each ratio corresponding to “convergence speed F3” from the speed pattern table corresponding to the number of automatic travels. Then, the CPU 41 requests the vehicle control ECU 3 to set the target speed at the time of automatic driving in a curve or the like to a speed obtained by multiplying each ratio by the automatic driving upper limit speed.

  Thus, the CPU 71 of the vehicle control ECU 3 sets the target speed at the time of automatic driving of the host vehicle 1, that is, the traveling speed to the “initial target speed” when the number of automatic driving times of the automatic driving is less than the specific number of times. The engine device, the brake device, the electric power steering, and the like (not shown) are driven and controlled, and automatic traveling is started until the interruption timing on the guide route. Further, the CPU 71 sets the target speed at the time of automatic driving on a curve or the like to a speed obtained by multiplying each ratio by the automatic driving upper limit speed when the number of times of automatic driving of the automatic driving is equal to or greater than a specific number of times. The vehicle, the brake device, the electric power steering, etc. are driven and controlled, and the automatic running is started until the interruption timing on the guide route.

  Subsequently, in S15, the CPU 41 determines whether or not the number of times of automatic traveling is equal to or greater than a specific number and each ratio read from the speed pattern table in S14 is 100%, that is, whether the automatic driving upper limit speed has been reached. A determination process for determining whether or not is executed. When it is determined that the number of times of automatic driving is equal to or greater than the specific number of times and each ratio is 100% (S15: YES), the CPU 41 determines that the driver has become accustomed to automatic driving, and performs the process of S16. Transition. In S16, the CPU 41 reads the familiarity flag from the convergence speed DB 27, sets it to ON, and stores it again in the convergence speed DB 27, and then ends the process.

  On the other hand, if it is determined that the number of times of automatic driving is less than the specific number of times or that each ratio is not 100% (S15: NO), the CPU 41 determines that the driver is not used to automatic driving and proceeds to the processing of S17. Transition. In S <b> 17, the CPU 41 executes a determination process for determining whether or not automatic driving has been canceled in accordance with the driver's operation. That is, the CPU 41 determines whether or not an automatic driving release signal, whether or not each of the accelerator pedal and the brake pedal is depressed, and the cause of canceling automatic driving such as pressing of the automatic driving start button 61 are input from the vehicle control ECU 3. Execute the judgment process.

  When it is determined that the automatic driving has not been canceled by the driver's operation, that is, the automatic driving cancellation signal has not been input from the vehicle control ECU 3 (S17: NO), the CPU 41 proceeds to the process of S18. Transition. In S <b> 18, the CPU 41 acquires the vehicle position based on the detection result of the current location detection processing unit 11. Subsequently, based on the navigation map information 26, the CPU 41 determines the coordinate position of the interruption timing where the own vehicle position is set to the position 300 m before the exit of the toll road, that is, the manual operation depending on the driver's operation from the automatic driving. The determination process which determines whether it reached | attained the switching start point to driving | running | working is performed.

  And when it determines with the own vehicle position not having reached the coordinate position of an interruption timing (S18: NO), CPU41 performs the process after S17 again. On the other hand, when it is determined that the vehicle position has reached the coordinate position at the interruption timing (S18: YES), the CPU 41 ends the process.

  On the other hand, when it is determined in S17 that the automatic driving has been canceled by the driver's operation, that is, the automatic driving cancellation signal is input from the vehicle control ECU 3 (S17: YES), the CPU 41, together with the automatic driving cancellation signal After the inputted automatic driving cancellation cause is stored in the RAM 42, the process proceeds to S19.

  As shown in FIG. 4, in S <b> 19, the CPU 41 reads the cause for canceling the automatic driving from the RAM 42, and executes a determination process for determining whether or not the accelerator pedal is depressed. If it is determined that the accelerator pedal has been depressed (S19: YES), the CPU 41 proceeds to the process of S20.

  In S20, the CPU 41 reduces the number of times of automatic driving until the target speed during automatic driving, that is, the driving speed reaches the automatic driving upper limit speed. Specifically, the CPU 41 reads the “initial target speed” from the convergence speed DB 27 and the convergence speed that is one step faster than the “initial target speed” from the speed parameter table corresponding to the number of automatic runs in the convergence speed data file 81. Then, a convergence speed that is one step faster is substituted into the “initial target speed” and stored again in the convergence speed DB 27. Thereafter, the CPU 41 ends the process.

  As a result, in S14, the CPU 41 reads each ratio corresponding to the convergence speed that is one step higher than the original convergence speed from the speed pattern table corresponding to the number of times of automatic travel, so that the target speed at the time of automatic driving is further reduced automatically. The automatic operation upper limit speed can be reached by the number of travels. That is, the CPU 41 accelerates the target speed at the time of automatic driving for each driving of the automatic driving according to the speed parameter tables 81A, 81B, 81C,. It is possible to correct the “reference target speed pattern” that reaches 1 to a “first target speed pattern” that reaches the automatic operation upper limit speed step by step with a smaller number of automatic travels than the reference target speed pattern.

  On the other hand, when it is determined in S19 that the accelerator pedal is not depressed (S19: NO), the CPU 41 proceeds to the process of S21. In S21, the CPU 41 reads out the cause of canceling the automatic driving from the RAM 42, and executes a determination process for determining whether or not the brake pedal has been depressed. If it is determined that the brake pedal has not been depressed (S21: NO), the CPU 41 determines that the cause of the automatic driving cancellation is due to the pressing of the automatic driving start button 61 or the like, and ends the process. .

  On the other hand, if it is determined that the brake pedal has been depressed (S21: YES), the CPU 41 proceeds to the process of S22. In S <b> 22, the CPU 41 reads out the total number of automatic driving cancellations by the brake pedal operation from the convergence speed DB 27, that is, the count value of the brake frequency, adds “1”, and stores it again in the convergence speed DB 27. Further, the CPU 41 stores the target speed for automatic driving set in S14 in the convergence speed DB 27 in association with the count value of the number of brakes.

  Subsequently, in S23, the CPU 41 reads the count value of the number of times of automatic driving by automatic driving from the convergence speed DB 27, and executes a determination process for determining whether the number is less than a specific number, for example, less than “5” times. . When it is determined that the count value of the number of automatic travels is a specific number of times or more, for example, “5” times or more (S23: NO), the CPU 41 proceeds to a process of S25 described later.

  On the other hand, when it is determined that the count value of the number of automatic travels is less than a specific number, for example, less than “5” times, that is, “4” times or less (S23: YES), the CPU 41 proceeds to the process of S24. To do. In S24, the CPU 41 reads the “initial target speed” from the convergence speed DB 27, decelerates from the “initial target speed” by a constant speed, for example, decelerates by 5 (km / hour), and stores it again in the convergence speed DB 27. To do. Thereby, the target speed at the time of the automatic operation set in the next S14 can be reduced by a constant speed.

  Thereafter, in S25, the CPU 41 reads out the count values of “brake count” and “automatic travel count” from the convergence speed DB 27, the count value of “brake count” is less than the specific count, and “automatic travel count”. A determination process for determining whether or not the count value is equal to or greater than a specific number of times is executed. When it is determined that the count value of “brake count” is less than the specific count and the count value of “automatic travel count” is equal to or greater than the specific count (S25: YES), the CPU 41 performs the process of S26. Migrate to

  In S26, the CPU 41 increases the number of times of automatic driving until the target speed during automatic driving, that is, the driving speed reaches the automatic driving upper limit speed. Specifically, the CPU 41 reads the “initial target speed” from the convergence speed DB 27 and the convergence speed one step slower than the “initial target speed” from the speed parameter table 81 A of the convergence speed data file 81, and A convergence speed that is one step slower is substituted for “speed” and stored again in the convergence speed DB 27. Thereafter, the CPU 41 ends the process.

  As a result, in S14, the CPU 41 reads each ratio corresponding to the convergence speed one step slower than the original convergence speed from the speed pattern table corresponding to the number of times of automatic travel, so that the target speed at the time of automatic driving is further increased. The automatic operation upper limit speed can be reached by the number of travels. That is, the CPU 41 accelerates the target speed at the time of automatic driving for each driving of the automatic driving according to the speed parameter tables 81A, 81B, 81C,. It is possible to correct the “reference target speed pattern” that reaches the “second target speed pattern” that reaches the automatic operation upper limit speed in a stepwise manner with a greater number of times of automatic driving than the reference target speed pattern.

Here, an example of the reference target speed pattern, the first target speed pattern, and the second target speed pattern will be described with reference to FIG. A driver unfamiliar with automatic driving depresses the brake pedal and cancels automatic driving during the first to third automatic driving. Further, the specific number is five times.
As shown in FIG. 5, the driver depresses the brake pedal during the first to third automatic driving to cancel the automatic driving, so the target speed during the first automatic driving is “initial target speed”. The upper limit speed is set (S14), and the “initial target speed” is set to a constant speed, for example, F1 (km / hour) decelerated by 5 (km / hour) (S24).

  The target speed for the second automatic operation is set to F1 (km / hour), which is the “initial target speed” (S14), and the “initial target speed” is set to a constant speed from F1 (km / hour), for example, It is set to F2 (km / hour) decelerated by 5 (km / hour) (S24). The target speed at the time of the third automatic operation is set to “initial target speed” F2 (km / hour) (S14), and the “initial target speed” is set to a constant speed from F2 (km / hour), for example, It is set to F3 (km / hour) decelerated by 5 (km / hour) (S24).

  The target speed for the fourth automatic driving is set to “initial target speed” F3 (km / hour) (S14), and the accelerator pedal and the brake pedal are not depressed during the fourth automatic driving. The “initial target speed” remains at F3 (km / hour) (S21: NO). For this reason, the target speed at the time of each automatic operation after the “5” th specific number of times corresponds to the initial target speed F3 of each speed parameter table 81A, 81B, 81C,. The target speed according to the reference target speed pattern 82 obtained by multiplying each ratio belonging to the “convergence speed F3” by the automatic operation upper limit speed is obtained.

  Therefore, if the brake pedal is depressed during the first to third automatic driving and the automatic driving is released, the target speed during automatic driving, that is, the driving speed, is the number of times that the automatic driving is “NA”. The automatic operation upper limit speed is reached. As a result, the driver can get used to automatic driving with the number of times of automatic driving “NA” times.

  On the other hand, as shown in FIG. 5, when the driver depresses the accelerator pedal and cancels the automatic driving during the sixth automatic driving, the CPU 41 sets the initial target speed F3 (km / hour) and the speed parameter table 81B. The convergence speed F2 that is one step faster than the convergence speed F3 is read out, and the convergence speed F2 that is one step faster than the “initial target speed” is substituted and stored again in the convergence speed DB 27 (S20).

  For this reason, the target speed for each automatic operation after the “7th” time is “convergence speed F2 corresponding to the initial target speed F2 of each speed parameter table 81C, 81D, 81E,. The target speed in accordance with the first target speed pattern 83 obtained by multiplying each ratio belonging to "" to the automatic operation upper limit speed. That is, when the accelerator pedal is depressed and the automatic driving is released during the sixth automatic driving, the CPU 41 corrects the reference target speed pattern 82 to the first target speed pattern 83.

  Therefore, if the accelerator pedal is depressed and automatic driving is canceled during the sixth automatic driving, the target speed during automatic driving, that is, the driving speed, is automatically set to the number of automatic driving times “NA-α”. The upper speed limit is reached. Thereby, the driver can get used to the automatic driving by the number of automatic driving “NA−α” times “α” times less than “NA” times.

  On the other hand, as shown in FIG. 5, when the driver depresses the brake pedal and cancels the automatic driving during the sixth automatic driving, the CPU 41 sets the initial target speed F3 (km / hour) and the speed parameter table 81B. The convergence speed F4 that is one step slower than the convergence speed F3 is read out, and the convergence speed F4 that is one step faster than the “initial target speed” is substituted and stored again in the convergence speed DB 27 (S24).

  For this reason, the target speed for each automatic operation after the “7th” time is “convergence speed F4 corresponding to the initial target speed F4 of each speed parameter table 81C, 81D, 81E,. The target speed in accordance with the second target speed pattern 85 obtained by multiplying each ratio belonging to "" to the automatic operation upper limit speed. That is, in the sixth automatic operation, when the brake pedal is depressed and the automatic operation is released, the CPU 41 corrects the reference target speed pattern 82 to the second target speed pattern 85.

  Therefore, when the brake pedal is depressed during the sixth automatic operation and the automatic operation is canceled, the target speed during automatic operation, that is, the traveling speed, is the upper limit of the automatic operation when the number of automatic traveling is “NA + β”. Reach speed. Thereby, the driver can get used to the automatic driving by the number of automatic driving “NA + β” times “β” times more than “NA” times.

  As shown in FIG. 4, when it is determined in S25 that the “brake count” count value is equal to or greater than the specific count (S26: NO), the CPU 41 proceeds to the process of S27. In S27, the CPU 41 reads out the target speed stored in association with the count value of the number of brakes from the convergence speed DB 27, and at the substantially same target speed, for example, with an error target speed of about 1 to 5 (km / hour). A determination process for determining whether or not the brake pedal is depressed twice or more is executed.

And when it is determined that the brake pedal is not depressed more than twice at an approximately the same target speed, for example, an error target speed of about 1 to 5 (km / hour) (S27: NO), the CPU 41 The process ends.
On the other hand, when it is determined that the brake pedal is depressed at the same target speed, for example, an error target speed of about 1 to 5 (km / hour) or more (S27: YES), the CPU 41 The process proceeds to S28.

In S <b> 28, the CPU 41 sets the substantially same target speed or the average speed of the substantially same target speed as the target speed for the next and subsequent automatic driving, that is, the automatic driving upper limit speed, in the vehicle control ECU 3. To request. Note that the CPU 41 sets a speed that is about 1 to 5 (km / hour) slower than the target speed to the vehicle control ECU 3 as a target speed at the time of the next automatic driving, that is, an automatic driving upper limit speed. You may make it request.
Subsequently, in S29, the CPU 41 reads the familiarity flag from the convergence speed DB 27, sets it to ON, stores it again in the convergence speed DB 27, and then ends the process.

  As a result, the CPU 71 of the vehicle control ECU 3 sets the substantially same target speed or the average speed of the substantially same target speed as the target speed at the time of the subsequent automatic driving, that is, the automatic driving upper limit speed. The illustrated engine device, brake device, electric power steering, etc. are driven and controlled, and automatic running is started until the interruption timing on the guide route.

Here, an example in which the brake pedal is depressed twice or more at substantially the same target speed, for example, at an error target speed of about 1 to 5 (km / hour) will be described with reference to FIG.
As shown in FIG. 6, the CPU 41 sets a target speed for each automatic operation according to a reference target speed pattern 82 (see FIG. 5) that reaches the automatic operation upper limit speed when the number of automatic travels is “NA” (S14). ). When the target speed is “FN (km / hour)” and the number of automatic travels is “NB1” times less than “NA” times, the brake pedal is depressed and the automatic operation is released. For this reason, the CPU 41 stores the target speed “FN (km / hour)” in the convergence speed DB 27 in association with the automatic travel count “NB1” (S22).

  The CPU 41 then corrects the reference target speed pattern 82 to the second target speed pattern 85 (see FIG. 5) after the number of times of automatic driving is “NB1”, and each automatic driving is performed according to the second target speed pattern 85. The target speed is set (S14). When the target speed is “FN (km / hour)” and the number of automatic travels is “NB2” times smaller than “NA + β” times, the brake pedal is depressed again to cancel the automatic operation. For this reason, the CPU 41 stores the target speed “FN (km / hour)” in the convergence speed DB 27 in association with the number of automatic travels “NB2” (S22).

  For this reason, since the same target speed “FN (km / hour)” is stored twice in the convergence speed DB 27 (S27: YES), the CPU 41 performs the automatic driving twice “NB1” and “NB2” times (S27: YES). The vehicle control ECU 3 is requested to set the target speed “FN (km / hour)” to the target speed (corrected automatic driving upper limit speed) at the time of automatic driving after the number of times of automatic driving is “NB2”. . As shown in FIG. 6, the CPU 41 makes a target speed “FN2 (km / hour) slower than the target speed“ FN (km / hour) ”by about 1 to 5 (km / hour) relative to the vehicle control ECU 3. ) "May be requested to be set to the target speed for the next and subsequent automatic driving.

  As a result, the CPU 71 of the vehicle control ECU 3 sets the target speed at the time of automatic driving after the number of times of automatic driving from “NB2” to “FN (km / hour)” or the upper limit speed “FN (km / hour)”. Is reset to an upper limit speed “FN2 (km / hour)” that is about 1 to 5 (km / hour) slower, and drive control of an engine device, a brake device, an electric power steering, etc. (not shown) is performed on the guide route. Starts automatic driving until the suspension timing. Therefore, the upper limit speed “FN2 (km / hour)” that the driver prefers to the upper limit speed “FN (km / hour)” or the upper limit speed “FN2” (1 km (hour / hour)) slower than the upper limit speed “FN (km / hour)”. km / hour) ”and the opportunity to use the driver's automatic driving can be increased.

  As described above in detail, in the host vehicle 1 according to the present embodiment, the CPU 41 of the navigation device 2 reads the count value of the number of brakes from the convergence speed DB 27 and determines that the number is less than the specific number. Then, the “initial target speed” is read from the convergence speed DB 27, decelerated from the “initial target speed” by a fixed speed, and stored again in the convergence speed DB 27.

  Thereby, the CPU 41 decelerates the target speed of the automatic driving by a constant speed when the driver unfamiliar with the automatic driving depresses the brake pedal and releases the automatic driving every time the automatic driving is less than the specific number of times. Is possible. Therefore, the CPU 41 can set the target speed at the specific number of times of automatic driving to a speed slower than the automatic driving upper limit speed, and can set the target speed at the time of automatic driving preferred by the driver.

  Further, when determining the target speed at the time of the automatic driving after the specific number of times, the CPU 41 first selects a speed pattern table corresponding to the number of times of automatic driving from the convergence speed data file 81 and sets the “initial target speed”. Are read as the “convergence speed”. Then, the CPU 41 sets the target speed at the time of automatic driving to a speed obtained by multiplying each ratio by the automatic driving upper limit speed, that is, a reference target obtained by multiplying each ratio belonging to the “convergence speed” by the automatic driving upper limit speed. Set the target speed according to the speed pattern.

  Thus, the CPU 41 can cause the target speed for automatic driving to reach the automatic driving upper limit speed in a stepwise manner according to the reference target speed pattern, and can gradually increase the driver's familiarity with the automatic driving upper limit speed. Therefore, it is possible to increase the opportunity to use the driver's automatic driving.

  Further, when the automatic operation after the specific number of times is canceled by depressing the accelerator pedal, the CPU 41 sets the “initial target speed” stored in the convergence speed DB 27 to a convergence speed that is one step faster than the “initial target speed”. Set. As a result, the CPU 41 can correct the “reference target speed pattern” to a “first target speed pattern” that reaches the automatic operation upper limit speed step by step with a smaller number of automatic travels than the reference target speed pattern. As a result, when the driver is accustomed to automatic driving, the driver can reach the target speed for automatic driving faster than the automatic driving upper limit speed by depressing the accelerator pedal to cancel the automatic driving. it can.

  In addition, when the automatic operation after the specific number of times is canceled by depressing the brake pedal, the CPU 41 sets the “initial target speed” stored in the convergence speed DB 27 to a convergence speed that is one step slower than the “initial target speed”. Set. As a result, the CPU 41 can correct the “reference target speed pattern” to a “second target speed pattern” that reaches the automatic operation upper limit speed in a stepwise manner with a greater number of automatic travels than the reference target speed pattern. As a result, when the driver is not accustomed to automatic driving, the driver may release the automatic driving by depressing the brake pedal, so that the target speed of the automatic driving reaches the lower limit of the automatic driving upper limit speed. This makes it possible for the driver to get used to automatic driving without fail.

  Further, the CPU 41 controls the vehicle control ECU 3 when the brake pedal is depressed twice or more at a target speed with an error of about 1 to 5 (km / hour) and the automatic driving is released at substantially the same target speed. With respect to the target speed at the next or subsequent automatic operation, the substantially same target speed, the average speed of the substantially same target speed, or a speed slower by about 1 to 5 (km / hour) than the target speed. Requests to set the speed, that is, the automatic driving upper limit speed. As a result, it is possible to reset the automatic driving upper limit speed to the automatic driving upper limit speed preferred by the driver, and it is possible to increase opportunities for using the driver's automatic driving.

In addition, this invention is not limited to the said Example, Of course, various improvement and deformation | transformation are possible within the range which does not deviate from the summary of this invention. In the embodiment of the present invention, the vehicle control ECU 3 does not depend on the driver's operation to control all the operations of the accelerator operation, the brake operation, and the steering wheel operation, which are the operations related to the behavior of the vehicle among the operations of the vehicle. It has been described as automatic operation. However, the automatic driving that does not depend on the driver's operation means that the vehicle control ECU 3 controls at least one of the accelerator operation, the brake operation, and the steering wheel operation, which is an operation related to the behavior of the vehicle among the vehicle operations. Good. On the other hand, manual driving depending on the driver's operation has been described as a driver performing an accelerator operation, a brake operation, and a steering wheel operation, which are operations related to the behavior of the vehicle, among the operations of the vehicle.
Further, for example, the following may be performed.

  (A) For example, as shown in FIG. 7, the “initial target speed” stored in the convergence speed DB 27 is a target speed that is slower than the automatic operation upper limit speed by a predetermined speed from the beginning, for example, 15 to 20 (km / hour) slower. You may make it set to F3 (km / hour). In S14, the CPU 41 selects from the convergence speed data file 81 the speed pattern table of the number of times of travel obtained by adding “4” to the number of times of automatic travel, and sets the “initial target speed” as the “convergence speed”. Each ratio corresponding to “speed” is read out. Then, the CPU 41 may request the vehicle control ECU 3 to set the target speed at the time of automatic driving in a curve or the like to a speed obtained by multiplying each ratio by the automatic driving upper limit speed.

  As a result, the CPU 41 can reach the automatic driving target speed stepwise from the first automatic driving according to the reference target speed pattern 82 to the automatic driving upper limit speed by the automatic driving number “NA-4” step by step. Familiarity with the automatic driving upper limit speed can be advanced step by step. Therefore, it is possible to increase the opportunity to use the driver's automatic driving.

  In addition, when the automatic operation is canceled by depressing the accelerator pedal in the second and subsequent automatic operations, the CPU 41 sets the “initial target speed” stored in the convergence speed DB 27 to 1 than the “initial target speed”. You may make it set to the convergence speed which is a step fast. As a result, the CPU 41 sets the “reference target speed pattern 82” in a stepwise manner to reach the automatic driving upper limit speed step by step with the number of times of automatic travel “NA-α-4” smaller than the reference target speed pattern 82. 83 "can be corrected. As a result, when the driver is accustomed to automatic driving quickly, the driver can reach the target speed of automatic driving faster than the automatic driving upper limit speed by depressing the accelerator pedal to cancel the automatic driving. it can.

  In addition, when the automatic operation is canceled by depressing the brake pedal in the second and subsequent automatic operations, the CPU 41 sets the “initial target speed” stored in the convergence speed DB 27 to 1 than the “initial target speed”. You may make it set to the slow convergence speed in steps. As a result, the CPU 41 sets the “reference target speed pattern 82” to the automatic operation upper limit speed in a stepwise manner by the “second target speed pattern 85” with the number of times of automatic travel “NA + β−4” greater than the reference target speed pattern 82. Can be corrected. As a result, when the driver is not accustomed to automatic driving, the driver may release the automatic driving by depressing the brake pedal, so that the target speed of the automatic driving reaches the lower limit of the automatic driving upper limit speed. This makes it possible for the driver to get used to automatic driving without fail.

  (B) Further, for example, the CPU 41 counts the number of times the driver has stepped on the accelerator pedal immediately after being decelerated during automatic driving, and determines that the driver has become accustomed to automatic driving based on the counted number. May be.

  Specifically, for example, after executing the process of S20, the CPU 41 counts the number of times the driver has stepped on the accelerator pedal immediately after being decelerated by automatic driving, and the count value becomes a predetermined number or more. A determination process for determining whether or not has been performed may be executed. Then, if it is determined that the count value of the number of times the driver has depressed the accelerator pedal immediately after the deceleration is performed in the automatic driving, the CPU 41 determines that the driver has become accustomed to the automatic driving, and in S16 You may make it transfer to a process.

  On the other hand, if the CPU 41 determines that the count value of the number of times the driver depresses the accelerator pedal immediately after deceleration in automatic driving is less than the predetermined number, the CPU 41 ends the “reference target speed pattern correction process”. May be. As a result, when the driver is accustomed to automatic driving quickly, the driver depresses the accelerator pedal immediately after the vehicle is decelerated in automatic driving to cancel the automatic driving, thereby setting the target speed for automatic driving to the upper limit of automatic driving. The speed can be reached at an earlier point in time.

  (C) Further, for example, the CPU 41 may execute the processing after S14 again after executing the processing of S20. Thereby, after correcting the “reference target speed pattern” to the “first target speed pattern”, the CPU 41 can continue the automatic operation again based on the “first target speed pattern”. As a result, the CPU 41 can make the traveling speed at the time of the automatic driving reach the automatic driving upper limit speed faster and can make the driver get used to the automatic driving earlier.

  Further, the CPU 41 may execute the processes after S14 again after executing the process of S26. Thereby, after correcting the “reference target speed pattern” to the “second target speed pattern”, the CPU 41 can continue the automatic operation again based on the “second target speed pattern”. As a result, the CPU 41 can make the traveling speed at the time of the automatic driving reach the automatic driving upper limit speed faster and can make the driver get used to the automatic driving earlier.

  Moreover, although the embodiment which actualized the automatic driving assistance device according to the present invention has been described above, the automatic driving assistance device can also have the following configuration, and in that case, the following effects can be obtained.

For example, the first configuration is as follows.
Familiar information determination means for determining whether or not the familiar information acquired via the familiar information acquisition means represents a state in which the familiar information is not familiar, and the reference pattern correction means includes the familiar information determination means. The reference target speed pattern is corrected when it is determined that the familiar information represents a state that the familiar information is not familiar.
According to the automatic driving support device having the above configuration, the reference target speed pattern is corrected when it is determined that the driver is not used to automatic driving. The pattern can be corrected.

The second configuration is as follows.
An operation state determination unit that determines whether or not the driving operation state of the driver acquired through the operation state acquisition unit is an acceleration operation state intended for acceleration or a deceleration operation state intended for deceleration; The reference pattern correction unit corrects the reference target speed pattern when it is determined that the driving operation state of the driver acquired through the operation state acquisition unit is the acceleration operation state or the deceleration operation state. It is characterized by doing.
According to the automatic driving support device having the above configuration, when it is determined that the driving operation state of the driver is the acceleration operation state or the deceleration operation state, the reference target speed pattern is corrected. The reference target speed pattern can be corrected in accordance with the familiarity with the traveling speed.

The third configuration is as follows.
The reference pattern correction means, when the driving operation state of the driver acquired by the operation state acquisition means is the acceleration operation state, the reference target speed pattern is less than the reference target speed pattern. When the state of the driving operation of the driver acquired by the operation state acquisition unit is the deceleration operation state, the first target speed pattern that reaches the automatic operation upper limit speed step by step is corrected. The reference target speed pattern is corrected so as to be a second target speed pattern that reaches the automatic operation upper limit speed in a stepwise manner by the number of times of automatic traveling more than the reference target speed pattern.
According to the automatic driving support apparatus having the above configuration, when the driving operation state of the driver is the acceleration operation state, the first driving operation reaches the automatic driving upper limit speed step by step with the number of automatic driving less than the reference target speed pattern. Correct the target speed pattern. As a result, when the driver is accustomed to automatic driving, the automatic driving upper limit speed can be reached earlier. On the other hand, when the driving operation state of the driver is the deceleration operation state, correction is performed so that the second target speed pattern that reaches the automatic driving upper limit speed step by step is performed with the number of times of automatic driving greater than the reference target speed pattern. As a result, when the driver's familiarity with the automatic operation is slow, the driver can reach the automatic operation upper limit speed later, and the driver can surely get used to the automatic operation.

The fourth configuration is as follows.
Deceleration operation determination means for determining whether or not the driver has performed the deceleration operation state a predetermined number of times or more each time the speed of the host vehicle reaches a predetermined target speed lower than the automatic driving upper limit speed, and the deceleration operation determination When it is determined that the driver has performed the deceleration operation state a predetermined number of times or more every time the predetermined target speed is reached via the means, the upper limit speed during automatic driving of the host vehicle is reset to the predetermined target speed. And a target speed resetting means for setting.
According to the automatic driving support apparatus having the above configuration, when it is determined that the driver has performed the deceleration operation state a predetermined number of times or more each time the predetermined target speed is reached, the upper limit speed during the automatic driving of the host vehicle is determined as the predetermined target speed. Reset to speed. Thereby, it becomes possible to reset the upper limit speed at the time of automatic driving to the upper limit speed preferred by the driver, and it is possible to increase the chances of using the driver's automatic driving.

The fifth configuration is as follows.
The vehicle is provided with a travel number counting means for counting the number of automatic travels by the automatic driving, the familiarity information includes the automatic travel number counted by the travel number counting means, and the familiarity information determining means is the travel number counting means. When the number of times of automatic traveling counted by the number is less than the first number of times of traveling that first reaches the automatic driving upper limit speed, it is determined that the habituation information represents a state in which the habituation information is not familiar.
According to the automatic driving support device having the above-described configuration, when the automatic driving number of automatic driving is less than the first driving number in which the driving speed during the automatic driving first reaches the automatic driving upper limit speed, the driver performs the automatic driving. Since it is determined that the driver is not used, it becomes possible to accurately determine the driver's familiarity with automatic driving.

Furthermore, the sixth configuration is as follows.
After the reference target speed pattern is corrected by the reference pattern correction means, control means for controlling the automatic operation to continue again based on the corrected reference target speed pattern is provided.
According to the automatic driving support apparatus having the above-described configuration, after correcting the reference target speed pattern, the automatic driving is continued again based on the corrected reference target speed pattern. It is possible to reach the automatic driving upper limit speed and to make the driver get used to the automatic driving more quickly.

DESCRIPTION OF SYMBOLS 1 Own vehicle 2 Navigation apparatus 3 Vehicle control ECU
11 Current location detection processing unit 25 Map information DB
26 Navigation map information 27 Convergence speed DB
41, 71 CPU
42, 72 RAM
43, 73 ROM
61 Automatic operation start button 78 Accelerator sensor 79 Brake switch 81 Convergence speed data file 82 Reference target speed pattern 83 First target speed pattern 85 Second target speed pattern

Claims (9)

A reference pattern setting means for setting a reference target speed pattern that reaches stepwise by a predetermined number of times of automatic driving by automatic driving to an automatic driving upper limit speed that is an upper limit speed during automatic driving of the host vehicle;
When the host vehicle is switched from the automatic driving to the manual driving by the driving operation of the driver, an operation state acquiring unit that acquires the driving operation state of the driver;
Habituation information acquisition means for acquiring habituation information for the automatic driving of the driver;
A reference pattern correction unit that corrects the reference target speed pattern based on the driving operation state of the driver acquired through the operation state acquisition unit and the habituation information acquired through the habituation information acquisition unit;
An automatic driving support device characterized by comprising: Familiar information determination means for determining whether or not the familiar information acquired through the familiar information acquisition means represents a state in which the familiar information is not familiar,
The reference pattern correction means corrects the reference target speed pattern when it is determined that the familiar information represents a state in which the familiar information is not familiar through the familiar information determination means. Item 2. The automatic driving assistance device according to item 1. An operation state determination unit that determines whether the driving operation state of the driver acquired via the operation state acquisition unit is an acceleration operation state intended for acceleration or a deceleration operation state intended for deceleration;
The reference pattern correction unit determines the reference target speed pattern when it is determined that the driving operation state of the driver acquired through the operation state acquisition unit is the acceleration operation state or the deceleration operation state. The automatic driving assistance device according to claim 1 or 2, wherein the automatic driving assistance device is corrected. The reference pattern correction means includes
When the state of the driving operation of the driver acquired by the operation state acquisition means is the acceleration operation state, the reference target speed pattern is set to the automatic operation upper limit speed with the number of automatic driving less than the reference target speed pattern. Correct to be the first target speed pattern that reaches in stages,
When the state of the driving operation of the driver acquired by the operation state acquisition means is the deceleration operation state, the reference target speed pattern is set to the automatic operation upper limit speed by the number of automatic traveling more than the reference target speed pattern. The automatic driving support device according to claim 3, wherein the correction is performed so that the second target speed pattern is reached in stages. Deceleration operation determination means for determining whether or not the driver has performed the deceleration operation state a predetermined number of times or more each time the speed of the host vehicle reaches a predetermined target speed lower than the automatic driving upper limit speed;
When it is determined that the driver has performed the deceleration operation state a predetermined number of times or more each time the predetermined target speed is reached via the deceleration operation determination means, the upper limit speed during automatic driving of the host vehicle is determined as the predetermined speed. Target speed resetting means for resetting to the target speed;
The automatic driving assistance device according to claim 3 or 4, further comprising: A travel number counting means for counting the number of automatic travels by the automatic driving,
The habituation information includes the automatic running count counted by the running count counting means,
The habituation information determination means represents a state in which the habituation information is not used when the automatic running count counted by the running count counting means is less than a first running count that first reaches the automatic driving upper limit speed. 6. The automatic driving support device according to claim 2, wherein the automatic driving support device is determined to be one.   And a control unit configured to control the automatic operation to continue again based on the corrected reference target speed pattern after correcting the reference target speed pattern by the reference pattern correction unit. The automatic driving assistance device according to any one of claims 1 to 6. A control unit; a storage unit that stores an automatic driving upper limit speed that is an upper limit speed during the automatic driving of the host vehicle; an operation state acquiring unit that acquires a driving operation state of the driver; An automatic driving support method executed by an automatic driving support device equipped with familiar information acquisition means for acquiring
Executed by the control unit;
A reference pattern setting step for setting a reference target speed pattern that reaches the automatic operation upper limit speed step by step with a predetermined number of automatic runs by automatic operation;
When the host vehicle is switched from the automatic driving to the manual driving by the driving operation of the driver, an operation state acquiring step of acquiring the driving operation state of the driver via the operation state acquiring unit;
A habituation information acquisition step of acquiring the habituation information via the habituation information acquisition means;
A reference pattern for correcting the reference target speed pattern set in the reference pattern setting step based on the driving operation state of the driver acquired in the operation state acquisition step and the familiarity information acquired in the familiarity information acquisition step. A correction process;
An automatic driving support method characterized by comprising: A storage unit that stores an automatic driving upper limit speed that is an upper limit speed during automatic driving of the host vehicle, an operation state acquisition unit that acquires a driving operation state of the driver, and a familiarity that acquires habituation information about the automatic driving of the driver A computer having information acquisition means;
A reference pattern setting step for setting a reference target speed pattern that reaches the automatic operation upper limit speed step by step with a predetermined number of automatic runs by automatic operation;
When the host vehicle is switched from the automatic driving to the manual driving by the driving operation of the driver, an operation state acquiring step of acquiring the driving operation state of the driver via the operation state acquiring unit;
A habituation information acquisition step of acquiring the habituation information via the habituation information acquisition means;
A reference pattern for correcting the reference target speed pattern set in the reference pattern setting step based on the driving operation state of the driver acquired in the operation state acquisition step and the familiarity information acquired in the familiarity information acquisition step. A correction process;
A program for running

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