JP2003063430A - Driving operation assist device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving operation assist device for a vehicle for appropriately assisting the operation by a driver in response to the traveling environment in future. SOLUTION: A laser radar 10, a front camera 20, a rear side camera 21 and a car speed sensor 30 detect the vehicle condition and the traveling environment in the periphery of a vehicle. A controller 20 estimates the future condition of the vehicle and the traveling environment in the periphery of the vehicle on the basis of the detected vehicle condition and the detected traveling environment, and estimates the driving operation quantity and the steering reaction to be required in future. A steering reaction control device 60 controls a servo motor 61 to obtain the necessary steering reaction to assist the operation by the driver.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle drive assist device for assisting a driver's operation.

[0002]

2. Description of the Related Art A vehicle driving assist device for assisting a driver's operation is disclosed in Japanese Patent Application Laid-Open No. 10-218886. This vehicle driving assistance device detects a situation (obstacle) around the vehicle, obtains a potential degree of danger at that time, and controls steering assist torque to perform a steering operation to reach an inappropriate situation. Suppress.

[0003]

However, in the above-described vehicle driving operation assisting device, the operation assisting device for vehicle is urged to prohibit the operation in an unsuitable situation, and the driver's operation is positively assisted to make the operation more appropriate. It could not be guided in any direction.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle driving operation assisting device capable of appropriately assisting a driver's operation in accordance with a future traveling environment.

[0005]

The present invention will be described with reference to FIGS. 1 and 2 showing an embodiment. (1) The invention described in claim 1 is a situation recognition means 10, 20, for detecting a vehicle state and a traveling environment around the vehicle.
21, 30 and a future situation predicting means 50 for predicting the future of the vehicle or the traveling environment around the vehicle from the detection statuses of the situation recognizing means 10, 20, 21, 30 and a necessary operation for estimating a driving operation amount required in the future. The amount estimation means 50 and the operation amount control means 60, 80, 90 for controlling the operation of the vehicle equipment so as to prompt the necessary driving operation are provided, and the above-mentioned object is achieved by assisting the operation of the driver. . (2) The invention according to claim 2 is the vehicle operation assisting device according to claim 1, wherein the situation recognition means 10, 20, 2 are provided.
1 and 30, the vehicle speed, the inter-vehicle distance to the preceding vehicle, and the relative speed are detected. (3) The invention of claim 3 is, in the vehicle driving assist system according to claim 1, as the future situation predicting means 20,
It is characterized by predicting the future relative positional relationship between the preceding vehicle and the own vehicle. (4) The invention according to claim 4 is characterized in that, in the vehicle driving operation assisting device according to claim 1, the steering amount of the steering wheel is adjusted as the operation amount control means 60. (5) The invention of claim 5 is characterized in that, in the vehicle driving operation assisting device of claim 1, the operation amount control means 80 adjusts a reaction force of an accelerator pedal. (6) The invention of claim 6 is characterized in that, in the vehicle driving assist system according to claim 1, the operation amount control means 90 adjusts the reaction force of the brake pedal.

Incidentally, in the section of means for solving the above-mentioned problems for explaining the constitution of the present invention, the drawings of the embodiments are used for the purpose of explaining the present invention in an easy-to-understand manner. It is not limited to this form.

[0007]

According to the present invention, the following effects can be obtained. (1) According to the invention of claim 1, to recognize the driving environment around the vehicle, predict the future driving environment, estimate the required driving operation amount in the future, and prompt the driver to perform the driving operation. Since it is configured to control the operation of the vehicle device, it is possible to assist so as to guide the operation of the driver with a more appropriate operation amount according to the current and future predicted situations. (2) According to the invention of claim 2, as the traveling environment around the vehicle, the traveling vehicle speed of the own vehicle, the inter-vehicle distance to the preceding vehicle, and the relative speed are recognized, and the necessary driving operation amount is estimated to inform the driver. Since the operation of the vehicle equipment is controlled to prompt the driving operation, it is possible to assist the driver to operate the vehicle with a more appropriate operation amount according to the degree of approach to the preceding vehicle. . (3) According to the invention of claim 3, as the traveling environment around the vehicle, the traveling speed of the host vehicle, the inter-vehicle distance to the preceding vehicle, and the relative speed are recognized to predict the degree of approach to the preceding vehicle in the future. ,
The amount of driving operation required in the future is estimated and the operation of the vehicle equipment is controlled to prompt the driver to perform the driving operation. Therefore, it is more appropriate according to the degree of approach to the preceding vehicle predicted in the future. It is possible to assist the driver in operating the vehicle, which is an operation amount. (4) According to the invention of claim 4, the driving environment around the vehicle is recognized, the future driving environment is predicted, the steering wheel operation amount required in the present and future is estimated, and the driver is instructed to operate the steering wheel. Since the steering reaction force is controlled to prompt the driver, it is possible to assist the driver in leading the steering wheel to a more appropriate steering wheel operation amount according to the current and future predicted situations. . (5) According to the invention of claim 5, the driving environment around the vehicle is recognized, the future driving environment is predicted, the accelerator pedal operation amount required at present and in the future is estimated, and the driver operates the accelerator. The accelerator pedal reaction force is controlled in order to encourage the driver to assist the driver in leading the accelerator pedal operation to a more appropriate accelerator operation amount according to the current and future predicted situations. It will be possible. (6) According to the invention of claim 6, the traveling environment around the vehicle is recognized, the future traveling environment is predicted, the brake pedal operation amount required at present and in the future is estimated, and the driver performs the brake operation. The brake pedal reaction force is controlled so as to encourage the driver to assist the driver in leading the brake pedal operation to a more appropriate brake operation amount according to the current and future predicted situations. It will be possible.

[0008]

BEST MODE FOR CARRYING OUT THE INVENTION << First Embodiment >> FIG. 1 is a system diagram showing the configuration of a vehicle driving assist system 1 according to a first embodiment of the present invention, and FIG. It is a block diagram of the vehicle carrying the driving assistance device 1 for driving.

First, the structure will be described. The laser radar 10, which is a situation recognizing means, is attached to a front grill part or a bumper part of a vehicle, propagates infrared light pulses while scanning in a horizontal direction, and transmits a plurality of reflectors (usually in front of a vehicle). The reflected wave reflected at the rear end) is measured, the inter-vehicle distances to a plurality of preceding vehicles and their existing directions are detected from the arrival time of the reflected wave, and the detected inter-vehicle distances and directions are output to the controller 50. The front area scanned by the laser radar 10 is ± 6 deg with respect to the front of the vehicle.
A front object existing within this range is detected.

The front camera 20, which is a situation recognition means, is a small CCD camera or a CMOS camera attached to the upper part of the front window, detects the situation of the front road as an image, and outputs it to the controller 50. The detection area by this front camera 20 is ±
It is about 30 deg, and the forward road scenery included in this area is captured.

The rear side camera 21, which is a situation recognizing means, is two small CCD cameras or CMOS cameras mounted near the left and right ends of the upper part of the rear window, and is on the road behind the vehicle, especially on the adjacent lane. The situation is detected as an image and is output to the controller 50 which is the future situation predicting means and the necessary operation amount estimating means. The vehicle speed sensor 30, which is a situation recognizing means, detects the traveling vehicle speed of the own vehicle from the number of rotations of wheels and outputs the detected vehicle speed to the controller 50.

The controller 50 receives the vehicle speed from the vehicle speed sensor 30, the inter-vehicle distance input from the laser radar 10, the image input from the front camera 20 and the rear side camera 21,
Calculates the inter-vehicle distance to the other vehicle traveling in front of the own vehicle, the presence / absence of another vehicle approaching the adjacent lane from behind, the degree of approach, the left / right position and angle of the own vehicle with respect to the lane identification line (white line), Estimate the driving situation of your vehicle. Furthermore, it estimates how the driving situation will change in the future and performs control.

The content of the control is to estimate a desired traveling locus of the own vehicle from the current and future traveling conditions, calculate a steering angle required to realize the locus, and further realize the steering angle. The steering reaction force characteristic is calculated and output to the steering reaction force control device 60 which is the operation amount control means.

The steering reaction force control device 60 is incorporated in the steering system of the vehicle and controls the torque generated by the servomotor 61 for controlling the reaction force. The servo motor 61 can control the generated torque according to the command value of the steering reaction force control device 60 to arbitrarily control the steering reaction force generated when the driver operates the steering wheel.

Next, the operation will be described. The general operation is as follows. The controller 50 recognizes the relative position and moving direction of other vehicles existing in front of and behind the own vehicle, the traveling speed of the own vehicle, and the traveling status such as the relative position of the own vehicle with respect to the lane identification line (white line). In addition, it estimates how the driving situation will change in the future, finds the trajectory of the own vehicle that is optimal in that situation, finds the optimal steering angle for traveling along that trajectory, and The command value is output to the reaction force control device 60. Steering reaction force device 6
0 controls the servo motor 61 by receiving the command value to change the steering reaction force characteristic, and controls so that the actual steering angle of the driver is promoted to the optimum steering angle.

FIG. 5 shows how to determine the steering reaction force characteristic command value while performing such steering reaction force control.
The processing content of the controller 50 will be described with reference to the flowchart of FIG. The contents of this processing are fixed intervals (eg 50
It is continuously performed every msec).

-Processing flow of the controller 50 (FIG. 5)
First, the running state is read in step S110. Here, the inter-vehicle distance and the relative angle to the vehicle traveling in front detected by the laser radar 10, the relative position of the white line with respect to the own vehicle by the front camera 20 (displacement and relative angle in the left-right direction), the adjacent lane by the rear side camera 21. The relative position of the traveling vehicle existing in the rear, the traveling vehicle speed of the own vehicle by the vehicle speed sensor 30 and the like are read.

Then, in step S120, the present vehicle surrounding situation is recognized from the read running state data. Here, based on the relative position of the other vehicle and the moving direction / speed thereof detected and stored before the previous processing cycle and the current traveling state data obtained in step S110,
A current hazard map that describes how other vehicles that are obstacles to your vehicle's running are arranged around your vehicle by recognizing the current relative position of each other vehicle and its moving direction / speed. Ask for.

This hazard map is a two-dimensional map which describes the distribution of the possibility of collision with the vehicle position as the origin. When a certain other vehicle exists, the collision possibility by the other vehicle is such that the existence position of the other vehicle is maximized, and the collision possibility decreases concentrically as the distance from the other vehicle increases. For example, it is set to be inversely proportional to the distance from the center of another vehicle or the square of the distance. Further, the shape of the concentric circles due to the possibility of collision is not uniform in all directions, and is set so as to be widened according to the magnitude of the relative moving speed in the relative moving direction of the other vehicle at that time. That is, the shape is a concentric circle extended in the traveling direction of the other vehicle. Further, when there are a plurality of other vehicles, the value of the collision possibility due to them is added up and calculated.

The possibility of collision is defined not only by the other vehicle but also by the running lane shape obtained by the relative position information of the white line recognized by the front camera 20. The possibility of collision due to this white line is set so that the lane area in which the vehicle is traveling is low and the adjacent lane or road shoulder has a high value. The possibility of collision due to the white line and the possibility of collision due to another vehicle described above are added with different weights to define a hazard map that describes the final distribution of the possibility of collision. Here, the weight of the possibility of collision with another vehicle is set smaller than the weight of the possibility of collision with the white line.

FIG. 6 shows an example of the hazard map at the present time (time t = 0). The darker (blacker) the density value on the road, the higher the possibility of collision. In this example, 3
One other vehicle approaching in front of the same lane (slower than your own vehicle) while driving in the center lane of the lane road, one vehicle slower than your own vehicle in the left adjacent lane, one other vehicle in the right adjacent lane Each of the other vehicles that are faster than the own vehicle is shown in Fig. From this current situation alone, it can be seen that there is still room for the distance to the vehicle ahead of the host vehicle, but there is not room for changing lanes in the left and right adjacent lanes.

Current situation around the vehicle (hazard map)
After recognizing, the future prediction of the recognized hazard map is performed in step S130. This predicts the condition of the hazard map at the time when a certain prediction time has elapsed, based on the current relative position and moving direction / speed of the other vehicle. Further, the predicted time is calculated for a plurality of values from a relatively small value to a predetermined time, and how the hazard map changes with time is obtained. As the predicted time, for example, a change up to 5 seconds ahead may be obtained for each control processing cycle.

An example of the hazard map at a certain time t = T is shown in FIG. At this point, the margin with the vehicle ahead of the own vehicle becomes smaller, and there is still no margin with the right adjacent lane, but the margin in the left adjacent lane becomes large,
You can see that you can change lanes.

Then, in step S140, the optimum route at each time point is calculated from the predicted change of the future hazard map. The optimal route here is the vehicle that is necessary to realize the route so that the possibility of collision of the own vehicle position (origin) in the hazard map at each time is minimized and steep steering is not performed. The lateral acceleration and the yaw angular velocity value and the variation are calculated so as to be within a predetermined range.
Further, in the first embodiment of the present invention, the steering reaction force characteristic is controlled, but since the accelerator and the brake pedal are not controlled, it is assumed that the traveling vehicle speed of the vehicle is constant as it is. Then, the optimum route obtained by only changing the steering angle is calculated. An example of the obtained optimum route is shown by dotted lines in FIGS.

In step S150, the optimum steering angle δ required at each time to realize the obtained optimum route is obtained.
* (T) and the steering reaction force characteristic at that time are obtained. First, the optimum steering angle δ * is calculated by inversely calculating the calculated optimum route and the steering characteristic of the vehicle. FIG. 8 shows a specific example of changes in the optimum steering angle δ *. Further, in order to guide the actual steering angle operated by the driver to this optimum steering angle δ *,
The steering reaction force characteristic will be changed. An example of steering reaction force characteristics is shown in FIG. This characteristic is that the steering reaction force FS is almost zero in the vicinity of the optimum steering angle δ *, and the inclinations K of the left and right sides are respectively K.
The reaction force characteristics have SL and KSR.

Here, the left and right inclinations KSL and KSR are set according to the inclination of the possibility of collision around the optimum route of the hazard map obtained in step S130. That is, when the value of the collision possibility changes abruptly when the vehicle deviates to the left or right from the optimum route, the magnitude of the inclination is set according to the degree of the sudden change. This allows the driver to perceive how well the optimal route has to be traced.

Finally, the optimum steering angle δ * and the steering reaction force characteristic obtained in step S160 are output to the steering reaction force control device 60, and the processing of this time is ended.

Through the above processing, the controller 5
With 0, the relative position and the moving direction of other vehicles existing in the front and rear sides of the own vehicle, the traveling speed of the own vehicle, and the traveling status such as the relative position with respect to the lane identification line (white line) of the own vehicle are recognized. Furthermore, by estimating how the driving situation will change in the future, the optimum trajectory of the own vehicle is obtained, and the optimum steering angle required for traveling along the trajectory is obtained. . Further, the steering reaction force device 60 receives the command value and controls the servo motor 61 to change the steering reaction force characteristic to control the actual steering angle of the driver to the optimum steering angle. From the perspective of the driver, the steering reaction force naturally leads to the optimum steering angle obtained from the current surroundings of the vehicle and future predictions. By steering itself to be smaller, one is encouraged to travel on a suitable path with lesser potential for future and future collisions.

<Second Embodiment> FIG. 2 is a system diagram showing the configuration of a vehicle driving operation assisting device 2 according to a second embodiment of the present invention. FIG. 4 is a vehicle driving operation assisting device. It is a block diagram of the vehicle carrying the apparatus 2.

First, the structure will be described. Laser radar 10
Is mounted on the front grill or bumper of the vehicle, propagates infrared light pulses while scanning in the horizontal direction, and is reflected by multiple reflectors in front (usually the rear end of the front vehicle). The waves are measured, the inter-vehicle distances to the front vehicles and their existing directions are detected from the arrival times of the reflected waves, and the detected inter-vehicle distances and directions are output to the controller 50. The front area scanned by the laser radar 10 is about ± 6 deg with respect to the front of the vehicle, and a front object existing within this range is detected.

The front camera 20 is a small CCD camera mounted on the upper part of the front window, or C
It is a MOS camera or the like, and detects the condition of the road ahead as an image and outputs it to the controller 50. The area detected by the front camera 20 is approximately ± 30 deg in the horizontal direction, and the front road scene included in this area is captured.
The vehicle speed sensor 30 detects the traveling vehicle speed of the own vehicle from the number of rotations of wheels and outputs the detected vehicle speed to the controller 50.

The controller 50 calculates the vehicle speed from the vehicle speed sensor 30, the inter-vehicle distance input from the laser radar 10, the image input from the front camera 20, and the inter-vehicle distance to the preceding vehicle traveling in front of the own vehicle. , Estimate the current driving situation of the vehicle. Furthermore, it estimates how the driving situation will change in the future and performs control.

The content of the control is to estimate the desired running locus (vehicle speed pattern) of the own vehicle from the present and future running conditions, and calculate the operation amounts of the accelerator pedal and the brake pedal required to realize the desired locus. In addition, the accelerator pedal / brake pedal reaction force characteristic for realizing the operation amount is calculated, and the accelerator pedal reaction force control device 80,
Output to the brake pedal reaction force control device 90.

The accelerator pedal reaction force control device 80 is shown in FIG.
As shown in FIG. 7, the torque generated by the servo motor 81 incorporated in the link mechanism of the accelerator pedal 82 is controlled. The servo motor 81 can control the reaction force to be generated according to the command value of the accelerator pedal reaction force control device 80 to arbitrarily control the pedaling force generated when the driver operates the accelerator pedal 82.

The brake pedal reaction force control device 90 controls the brake assist force generated by the brake booster 91. The brake booster 91 can control the generated brake assist force according to the command value of the brake pedal reaction force control device 90 to arbitrarily control the pedaling force generated when the driver operates the brake pedal 92.

Next, the operation will be described. The general operation is as follows. The controller 50 recognizes the relative position of the preceding vehicle existing ahead of the vehicle traveling lane and the traveling situation such as the traveling vehicle speed of the own vehicle, and further estimates how the traveling situation will change in the future. Among them, the optimum traveling locus (vehicle speed pattern) of the own vehicle is obtained, the optimal accelerator and brake pedal operation amounts for traveling along the locus are obtained, and the accelerator pedal reaction force control device 80 and the brake pedal are obtained. The command value is output to the reaction force control device 90. The accelerator pedal reaction force control device 80 and the brake pedal reaction force control device 90 change the accelerator and brake pedal reaction force characteristics by controlling the servo motor 81 or the brake booster 91 by receiving the command values, respectively. The accelerator and brake pedal operation amounts are controlled so as to prompt the optimum values.

How to determine the reaction force characteristic command value during such reaction force control will be described with reference to the flowchart of FIG. The contents of this processing are fixed intervals (for example, 50 mse
It is continuously performed for each c).

-Processing flow of the controller 50 (Fig. 1
0) -First, the running state is read in step S210. Here, the inter-vehicle distance and the relative angle to the vehicle traveling in front detected by the laser radar 10, the relative position of the white line to the vehicle traveling by the front camera 20 (the displacement and the relative angle in the left-right direction), the traveling of the vehicle traveling by the vehicle speed sensor 30. Read vehicle speed etc. Further, among the forward traveling vehicles detected by the laser radar 10, based on the relative positional relationship of the white line and the relative positional relationship of the forward traveling vehicles,
Only those existing on the own lane are detected as the preceding vehicles to be controlled.

Then, in step S220, the current surrounding environment of the vehicle is recognized from the read running state data. Here, based on the relative position and the moving speed of the preceding vehicle that are detected and stored before the previous processing cycle and the current traveling state data obtained in step S210, the relative position and the moving of the current preceding vehicle. Recognize the speed and obtain the current hazard map that describes the possibility of collision with the preceding vehicle, which becomes an obstacle to the running of the vehicle.

This hazard map is a one-dimensional map in which the distribution of the possibility of collision is described according to the relative distance in the forward / backward traveling direction of the host vehicle with the position of the host vehicle as the origin. When there is a preceding vehicle, the collision possibility is such that the existence position of the preceding vehicle is the maximum and the collision possibility decreases concentrically as the distance from the maximum increases. For example, it is set to be inversely proportional to the distance from the center of the preceding vehicle or the square of the distance.

FIG. 11 shows an example of the hazard map at the present time (time t = 0). The density value on the road is dark (black)
The part shows a high possibility of collision. In this example,
One preceding vehicle approaching ahead of the same lane (later than the own vehicle) is shown. Looking only at this current situation, it can be seen that there is still room for the distance to the vehicle ahead of the own vehicle.

Current vehicle surroundings (hazard map)
After recognizing, the future prediction of the recognized hazard map is performed in step S230. This predicts the condition of the hazard map at the time when a certain prediction time has elapsed, based on the current relative position and moving direction / speed of the other vehicle. Further, the predicted time is calculated for a plurality of values from a relatively small value to a predetermined time, and how the hazard map changes with time is obtained. As the predicted time, for example, a change up to 5 seconds ahead may be obtained for each control processing cycle. FIG. 12 shows an example of a hazard map at a certain time t = T. At this point, it can be seen that the margin with the vehicle ahead of the own vehicle is small.

Then, in step S240, the optimum route at each time point is calculated from the predicted change in the future hazard map. The optimal route here is necessary to realize the route so that the possibility of collision of the own vehicle position (origin) in the hazard map at each point in time is minimized and sudden acceleration / deceleration is not performed. The value of the longitudinal acceleration and the amount of change of the vehicle are calculated so as to be within a predetermined range. Further, in the second embodiment of the present invention, the accelerator / brake pedal reaction force characteristic is controlled, but the control to the steering wheel is not performed, so it is assumed that the host vehicle is still maintaining the current lane of travel. Then, the optimum route obtained only by changing the vehicle speed is calculated.

In step S250, the optimum vehicle speed pattern V * (t) required at each time to realize the obtained optimum route and the optimum pedal operation amounts θA * and θB.
*, And the pedal reaction force characteristics at that time are obtained. First,
The optimum vehicle speed V * is obtained by calculating the vehicle speed required to realize it from the obtained optimum route.
FIG. 13 shows a specific example of changes in the optimum vehicle speed V *. FIG. 14 shows an example of the optimum accelerator operation amount θA * and the optimum brake operation amount θB * necessary to realize this vehicle speed pattern. In this example, first, times T1 to T at which slow deceleration is required are performed.
At 2, the optimum accelerator operation amount θA * is gradually reduced, then at time T2 to T3, the optimum brake operation amount θB * is appropriately controlled, and finally the vehicle speed of the preceding vehicle is adjusted to stably follow. The optimum accelerator operation amount θA * is adjusted from time T3 to time T4 so as to do so.

Further, in order to guide the actual pedal operation operated by the driver to the optimum accelerator operation amount θA * and the optimum brake operation amount θB *, the reaction force characteristics of the accelerator pedal and the brake pedal are changed.

An example of the accelerator pedal reaction force characteristic is shown in FIG. This characteristic makes a depression so that the accelerator pedal reaction force FA becomes smaller near the optimum accelerator operation amount θA *,
Before and after that, the reaction force characteristics have respective inclinations KAF and KAB. Here, the front and rear inclinations KAF and KAB have relative differences with reference to the inclination KAO of the reaction force characteristic in the normal accelerator pedal, and change in accordance with the inclination of collision possibility of the hazard map obtained in step S230. To set. That is, when the value of the collision possibility changes abruptly when it shifts to either the front or back, the magnitude of the inclination is set according to the degree of the sudden change. This allows the driver to perceive how well the optimal route has to be traced.

An example of the brake pedal reaction force characteristic is shown in FIG. This characteristic is that a depression is made so that the brake pedal reaction force FB becomes small near the optimum brake operation amount θB *.
Before and after that, the reaction force characteristics have respective inclinations KBF and KBB. Here, the front and rear inclinations KBF, KBB are set so as to change according to the inclination of the collision possibility of the hazard map obtained in step S230. That is, when the value of the collision possibility changes abruptly when the value shifts to either the front or back, the magnitude of the inclination is set according to the degree of the sudden change. This allows the driver to perceive how well the optimal route has to be traced.

Finally, the optimum accelerator operation amount θA * and the accelerator pedal reaction force characteristic obtained in step S260 are sent to the accelerator pedal reaction force controller 80, and the optimum brake operation amount θB * and the brake pedal reaction force characteristic are obtained to the brake pedal reaction force. Each is output to the force control device 90, and the processing of this time is ended.

Through the above processing, the controller 5
With 0, the relative position of the preceding vehicle existing in front of the own vehicle and its traveling speed, and the traveling situation such as the traveling vehicle speed of the own vehicle are recognized, and further it is estimated how the traveling situation will change in the future. Among them, an optimal vehicle trajectory (vehicle speed pattern) is determined, and an optimal pedal operation amount required for traveling along the trajectory is determined. Further, the accelerator pedal reaction force control device 80 and the brake pedal reaction force control device 9
0 controls the servo motor 81 and the brake booster 91 in response to the command value to change the pedal reaction force characteristic, and controls so that the actual pedal operation amount of the driver is promoted to the optimum pedal operation amount. From the perspective of the driver, the pedaling force will naturally lead to the optimal pedal operation required from the current surroundings of the vehicle and future predictions. By doing so, it is urged to drive with an appropriate vehicle speed pattern with a lower possibility of a current and future collision.

[Brief description of drawings]

FIG. 1 is a system diagram of a first embodiment according to the present invention.

FIG. 2 is a system diagram of a second embodiment according to the present invention.

FIG. 3 is a configuration diagram of a first embodiment according to the present invention.

FIG. 4 is a configuration diagram of a second embodiment according to the present invention.

FIG. 5 is a flowchart showing the operation of the first embodiment.

FIG. 6 is an explanatory diagram showing an operation of the first embodiment.

FIG. 7 is an explanatory diagram showing an operation of the first embodiment.

FIG. 8 is an explanatory diagram showing an operation of the first embodiment.

FIG. 9 is an explanatory diagram showing the operation of the first embodiment.

FIG. 10 is a flowchart showing the operation of the second embodiment.

FIG. 11 is an explanatory diagram showing the operation of the second embodiment.

FIG. 12 is an explanatory diagram showing the operation of the second embodiment.

FIG. 13 is an explanatory diagram showing the operation of the second embodiment.

FIG. 14 is an explanatory diagram showing the operation of the second embodiment.

FIG. 15 is an explanatory diagram showing an operation of the second embodiment.

FIG. 16 is an explanatory diagram showing the operation of the second embodiment.

FIG. 17 is an explanatory diagram showing a part of the configuration of the second embodiment.

[Explanation of symbols]

10: Laser radar 20: Front camera 21: Rear side camera 30: Vehicle speed sensor 50: Controller 60: Steering reaction force control device 80: Accelerator pedal reaction force control device 90: Brake pedal reaction force control device

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) B60R 21/00 621 B60R 21/00 621C 5H180 624 624C 624D 624F 624G 627 627 B60T 7/12 B60T 7/12 C F02D 29/02 301 F02D 29/02 301D G08G 1/16 G08G 1/16 C // B62D 101: 00 B62D 101: 00 137: 00 137: 00 (72) Inventor Shunsuke Hijikata 2 Takaracho, Kanagawa-ku, Kanagawa Prefecture address Nissan automobile Co., Ltd. in the F-term (reference) 3D032 CC01 DA24 DA77 DA84 DA88 DD02 EB04 EB12 EC22 FF01 FF07 GG01 3D041 AA24 AC00 AC04 AC27 AD46 AD51 AE00 AE12 AE41 3D044 AA25 AC26 AC59 AD00 AD12 AD21 AE04 AE27 3D046 BB18 GG02 GG10 HH02 HH05 HH08 HH20 HH23 HH36 3G093 BA23 CB10 DB05 DB16 EA01 EB00 EB04 E C01 FA11 5H180 AA01 CC02 CC03 CC04 CC14 CC24 LL01 LL02 LL04 LL08 LL09

Claims (6)

[Claims] 1. A situation recognition means for detecting a vehicle state and a traveling environment around the vehicle, a future situation prediction means for predicting the future of the vehicle or the traveling environment around the vehicle from the detection situation of the situation recognition means, and a future situation necessary. A vehicle characterized by including a required operation amount estimating means for estimating a required driving operation amount and an operation amount control means for controlling the operation of vehicle equipment so as to prompt a necessary driving operation, and assisting the driver's operation. Driving assistance device. 2. The vehicle driving assistance device according to claim 1, wherein the situation recognizing means detects a vehicle speed, an inter-vehicle distance to a preceding vehicle, and a relative speed. apparatus. 3. The vehicle driving operation assisting device according to claim 1, wherein the future situation predicting means predicts a future relative positional relationship between the preceding vehicle and the own vehicle. Driving assistance device. 4. The vehicle driving operation assisting device according to any one of claims 1 to 3, wherein a steering reaction force of a steering wheel is adjusted as the operation amount control means. Auxiliary device. 5. The vehicle driving operation assisting device according to claim 1, wherein the operation amount control means adjusts a reaction force of an accelerator pedal. 6. A vehicle driving operation assisting device according to any one of claims 1 to 3 and 5, wherein the operation amount control means adjusts a reaction force of a brake pedal. A vehicle driving assistance device.