JP2007182196A - Vehicular driving auxiliary device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular driving auxiliary device capable of controlling reaction force of an acceleration pedal so as to cause a driver to easily perform acceleration pedal operation suitable for fuel economy. <P>SOLUTION: In the vehicular driving auxiliary device for increasing reaction force of the acceleration pedal relative to an acceleration pedal angle at a constant variation ratio, the acceleration pedal operation of the driver is guided to the acceleration pedal angle in which fuel consumption of the vehicle is improved more than the predetermined fuel consumption reference by setting crest 1 constituted from a reaction force variation point of a reaction force value larger than the basic reaction force increased at a constant variation ratio or setting a valley 2 constituted from a reaction force variation point of a reaction force value smaller than the basic reaction force increased at a constant variation ratio. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle driving assistance device capable of controlling a reaction force against depression of an accelerator pedal.

2. Description of the Related Art Conventionally, a technique is known in which a pedal depression reaction force is increased during automatic traveling to provide a footrest function, and acceleration control is performed when the pedal is depressed against the reaction force (see, for example, Patent Document 1). ). This technique is to hold the accelerator pedal at a predetermined depression holding position by reaction force during automatic traveling without operation by a vehicle occupant.
JP 2000-54860 A

  By the way, although it is known that an appropriate accelerator pedal operation by the driver contributes to an improvement in the fuel efficiency of the vehicle, the driver has no way of knowing how to operate the accelerator pedal to improve the fuel efficiency.

  In this regard, in the above-described prior art, it is presumed that the driver can recognize the accelerator pedal position where the fuel efficiency is improved if the predetermined depression holding position is set as the accelerator pedal position where the fuel efficiency is improved. However, in the above-described conventional technique in which the reaction force is applied to the accelerator pedal at a predetermined depression holding position during automatic traveling, the predetermined accelerator pedal position is not used when the driver operates the accelerator pedal instead of automatic traveling. When trying to maintain the driver, the driver had to adjust the pedaling force himself.

  Therefore, an object of the present invention is to provide a vehicle driving assistance device capable of controlling an accelerator pedal reaction force so that a driver can easily operate an accelerator pedal with good fuel efficiency.

  In order to solve the above-mentioned problem, as a first invention, a vehicle driving assistance device having an accelerator pedal and a reaction force control means for increasing a reaction force of the accelerator pedal at a substantially constant rate of change with respect to an accelerator pedal operation amount. A reaction force change point having a value different from the reaction force increased at the substantially constant change rate is within a fuel consumption improvement operation amount range in which an accelerator pedal operation amount at which the fuel consumption of the vehicle is better than a predetermined fuel consumption standard is determined. A vehicle driving assistance device comprising: setting means for setting, wherein the reaction force control means changes a reaction force in the fuel consumption improvement operation amount range according to a reaction force change point set by the setting means. provide.

  In order to solve the above-mentioned problem, as a second invention, a vehicular driving comprising an accelerator pedal and a reaction force control means for increasing the reaction force of the accelerator pedal at a substantially constant rate of change with respect to the accelerator pedal operation amount. A change in reaction force that is larger than the reaction force increased at the substantially constant change rate within the range of the fuel consumption lowering operation amount range in which the accelerator pedal operation amount in which the fuel consumption of the vehicle becomes worse than a predetermined fuel consumption standard is determined. Vehicle driving assistance, characterized by comprising setting means for setting a point, wherein the reaction force control means changes the reaction force in the fuel consumption reduction operation amount range in accordance with the reaction force change point set by the setting means. Providing equipment.

  According to a third aspect of the present invention, in the vehicle driving assistance device according to the first or second aspect of the invention, the reaction force control means has a substantially constant time change rate of the vehicle speed and a time change rate of the accelerator pedal operation amount. In a fixed case, the reaction force change according to the reaction force change point is started.

  According to a fourth aspect of the present invention, in the vehicle driving assistance device according to any one of the first to third aspects, the vehicle includes a storage unit that stores map information, and the reaction force control unit includes: On the other hand, when the vehicle is present at a point where acceleration is required, the start of reaction force change according to the reaction force change point is prohibited.

  According to a fifth aspect of the present invention, in the vehicular driving assistance apparatus according to any one of the first to third aspects, the reaction force control means exceeds an accelerator pedal operation amount corresponding to the reaction force change point. When the operation amount is detected, the reaction force change according to the reaction force change point is terminated.

  According to a sixth aspect of the present invention, in the vehicular driving assistance device according to the fifth aspect of the present invention, the reaction force control means is configured to change the reaction force change point before ending the reaction force change according to the reaction force change point. The rate of change of the reaction force value with respect to the accelerator pedal operation amount is temporarily varied.

  According to a seventh aspect of the present invention, in the vehicle driving assistance device according to the first aspect, the reaction force value at the reaction force change point is greater than the reaction force increased at the substantially constant rate of change. It is characterized by.

  According to an eighth aspect of the present invention, in the vehicular driving assistance device according to the first aspect, a reaction force value at the reaction force change point is smaller than a reaction force increased at the substantially constant change rate. It is characterized by.

  According to a ninth aspect of the present invention, in the vehicle driving assistance device according to the first aspect of the present invention, when the accelerator pedal operation amount is in the fuel consumption improvement operation amount range, the vehicle stops the engine and the motor that are driving sources. It is a hybrid vehicle.

  According to a tenth aspect of the invention, in the vehicle driving assistance device according to the second aspect of the invention, the vehicle is a hybrid vehicle having an engine and a motor as drive sources.

  According to the present invention, the accelerator pedal reaction force can be controlled so that the driver can easily operate the accelerator pedal with good fuel efficiency.

  The best mode for carrying out the present invention will be described below with reference to the drawings. FIG. 10 is a block diagram of a system in which an embodiment of the vehicle driving assistance device of the present invention is applied to a hybrid vehicle using an engine and a motor as drive sources.

  The accelerator position sensor 11 detects a pedal angle (synonymous with a depression amount, a pedal stroke, a pedal position, and the like) that is an operation amount of the accelerator pedal 16. Based on a signal output from the accelerator position sensor 11 according to the detected value, an ECU (Electronic Control Unit) 10 calculates an accelerator pedal operation amount.

  The pedal reaction force generator 15 includes a motor that applies a reaction force to the accelerator pedal 16 via a speed reducer, and is a mechanism that generates a reaction force on the accelerator pedal 16 based on a control signal from the ECU 10. The ECU 10 controls the motor of the pedal reaction force generator 15 so as to generate a reaction force corresponding to the accelerator pedal operation amount detected by the accelerator position sensor 11. It should be noted that the present invention does not specify the mechanism for generating the reaction force on the accelerator pedal 16 in detail, but can be applied to a pedal reaction force generation mechanism having any configuration and characteristics. Detailed description of the pedal reaction force generation mechanism that is apparent will be omitted.

  The vehicle speed sensor 12 detects the speed of the vehicle. Based on a signal output from the vehicle speed sensor 12 according to the detected value, the ECU 10 calculates the vehicle speed.

  The navigation device 13 has a GPS device and a map DB (database). The GPS device is a device that specifies the position of the vehicle by two-dimensional or three-dimensional coordinate data based on information received from a GPS satellite by a GPS receiver. On the other hand, map DB is a database which memorize | stores highly accurate map information. The high-precision map information includes detailed information such as corner radius, curvature, cant, road surface gradient, road lane number and lane width, intersections that need to be decelerated, temporary stop points, altitude, and the like. High-accuracy map information includes information such as intersections including three-way intersections, railroad crossings, toll road toll gates, ETC (Electronic Toll Collection) lanes, corners, merging points, and ascending slopes as points requiring acceleration. It is included with the coordinate data for that point. You may include the exit and rising point of these points as points where acceleration is required. Further, a point where acceleration is required may be reflected in the map information via communication such as inter-vehicle communication, road-to-vehicle communication, or a management center. Further, not only coordinate data, but also detailed numerical information regarding acceleration request points such as curve radius, curvature, cant, road gradient, road lane number and lane width, right / left turn lane, altitude, etc. .

  The navigation device 13 extracts map information corresponding to the current location of the vehicle from the map DB based on the vehicle position detected by the GPS device. The navigation device 13 transmits information necessary for the ECU 10 such as the extracted map information and vehicle position information to the ECU 10.

  The operation of the engine 20 which is an internal combustion engine is controlled by an ECU (Electronic Control Unit) 10. The ECU 10 calculates the total torque based on sensor signals from the accelerator position sensor 11 and a shift position sensor (not shown). The ECU 10 calculates an engine output request value such as an engine request speed and an engine request torque in accordance with a desired driving force distribution ratio with respect to the calculated total torque, and the engine 20 and the power split mechanism 22 as necessary. And controls the inverter 26 and the like.

  The power split mechanism 22 can transmit the output of the engine 20 to the differential 32 to rotate the wheels, and can transmit the output of the engine 20 to the generator 24 to generate power. The power split mechanism 22 distributes the output of the engine 20 to the differential 32 and the generator 24 at a desired driving force distribution ratio. That is, the power split mechanism 22 performs “engine running” using only the engine 20 as a drive source according to the distribution ratio, or “motor running” using only the motor 30 described later via the generator 24 as a drive source. Or “engine + motor running” using the engine 20 and the motor 30 as drive sources.

  The generator 24 generates power using the output of the engine 20 and the kinetic energy of the differential 32. With this power generation, the generator 24 charges the battery 28 via the inverter 26 or supplies power for driving the motor 30.

  The motor 30 is driven by a three-phase bridge circuit or the like in the inverter 26 and rotates wheels as a drive source different from the engine 20. Further, when the regenerative brake is activated, the motor 30 converts kinetic energy into electric energy and charges the battery 28 via the inverter 26.

  The ECU 10 includes a ROM for storing control programs and control data such as hybrid control for controlling the engine 20, the motor 30 and the like, an accelerator pedal reaction force control to be described in detail later, and a RAM for temporarily storing control program processing data. The circuit is composed of a plurality of circuit elements such as a CPU for processing a control program and an input / output interface for exchanging information with the outside. The ECU 10 is not limited to one control unit, and may be a plurality of control units so that control is shared.

  Now, an operation flow of accelerator pedal reaction force control according to the present embodiment for facilitating an accelerator pedal operation with good fuel efficiency will be described with reference to the drawings.

[First embodiment]
In a hybrid vehicle, it is known that coasting (coasting) is good for traveling with good fuel efficiency. Inertia traveling in a hybrid vehicle refers to traveling with both the engine and the motor that are driving sources stopped. By stopping the engine, the fuel supplied to drive the engine is suppressed, and by stopping the motor, the power supply from the generator 24 and the battery 28 is suppressed, and as a result, the fuel supplied to the engine Will also be suppressed. In order to make the hybrid vehicle coast, it is necessary to set the pedal angle θ [%] of the accelerator pedal 16 within a certain minute range (X1 <θ <Y1). Therefore, the driver is required to perform a delicate accelerator operation. .

  FIG. 1 is a diagram for explaining a driving pattern with good fuel efficiency in a hybrid vehicle. FIG. 1 shows a situation where the vehicle decelerates and returns to the stopped state after the vehicle has shifted from the stopped state to the traveling state. In such a situation, it is not a driving mode in which the vehicle travels with the accelerator pedal 16 depressed from the starting point to the deceleration point and stops when the vehicle reaches the deceleration point, but the accelerator pedal 16 is depressed at the starting point. It is known that traveling in a traveling mode in which inertial traveling is performed after acceleration and the vehicle is stopped by using a brake when reaching a deceleration point contributes to improvement in fuel consumption of the hybrid vehicle. That is, in FIG. 1, the t0-t1 section is a section where the accelerator pedal 16 is depressed to accelerate, the t1-t2 section is a coasting section, and the t2-t3 section is a section where the brake is applied to decelerate. Is shown.

  In order to allow inertial running in the t1-t2 section, the pedal angle θ of the accelerator pedal 16 must be maintained at a value greater than 0% and less than 10% (X1 = 0, Y1 = 10), depending on vehicle specifications. . When the pedal angle exceeds 10%, fuel consumption due to acceleration increases, whereas when the pedal angle reaches 0%, fuel consumption increases due to the regenerative operation of the motor 30 (the regenerative operation itself also causes a reduction in fuel consumption). . In other words, in order to improve the fuel efficiency of the hybrid vehicle from the predetermined fuel efficiency standard, the driver maintains the driving state where neither acceleration nor regeneration is performed by operating the accelerator pedal 16 to a pedal angle greater than 0% and less than 10%. It is necessary to drive the vehicle by inertia. It is difficult for the driver to perform such a delicate operation of the accelerator pedal 16.

  Therefore, in the first embodiment, the accelerator pedal reaction force control is executed according to the reaction force characteristics as shown in FIG. FIG. 2 is a diagram illustrating an example of a reaction force characteristic that is induced to coasting in a hybrid vehicle. In general, the reaction force characteristic of an accelerator pedal has a characteristic that the reaction force increases at a constant average rate of change with respect to the pedal angle in the effective range of the pedal angle (a range excluding so-called “play”). However, as shown in FIG. 2, the reaction force characteristic used in the first embodiment has an average rate of change in a predetermined pedal angle range different from other ranges.

  In FIG. 2A, the average rate of change from point a to point b and the average rate of change from point b to point c are different from the average rate of change in other pedal angle ranges, and the average rate of change from point a to point b. Is larger than the average rate of change in the other pedal angle ranges, and the average rate of change from the points b to c is smaller than the average rate of change in the other pedal angle ranges and is a negative value. That is, the reaction force characteristic shown in FIG. 2 (a) is composed of reaction force points defined by the pedal angle on the horizontal axis and the reaction force on the vertical axis, and is based on the basic reaction force increased at a constant rate of change. A mountain 1 composed of reaction force change points having a large reaction force value is generated in a predetermined pedal angle range.

  On the other hand, in FIG. 2B, the average rate of change from the point d to the point e and the average rate of change from the point e to the point f are different from the average rate of change in other pedal angle ranges. The rate of change is smaller than the average rate of change in the other pedal angle ranges and is a negative value, and the average rate of change from point e to point f is greater than the average rate of change in the other pedal angle ranges. That is, the reaction force characteristic shown in FIG. 2B is composed of reaction force points defined by the pedal angle on the horizontal axis and the reaction force on the vertical axis, and is based on the basic reaction force increased at a constant rate of change. A valley 2 composed of reaction force change points having a small reaction force value is generated in a predetermined pedal angle range.

  Then, in order to guide the driver's pedal operation to a pedal angle greater than 0% and less than 10% to cause the vehicle to coast, the mountain 1 in FIG. 2A or the valley 2 in FIG. 2B is coasted. Therefore, the upper limit value Y1 (= 10%) of the pedal angle range is set. For example, points a and b in FIG. 2A and points d and e in FIG. 2B are set to pedal angles less than the upper limit value Y1. Therefore, when the accelerator pedal reaction force control is executed in accordance with the reaction force characteristic shown in FIG. 2A, when the accelerator pedal 16 is stepped lightly, it can be caught and the foot can be stopped in front of the upper limit value Y1. It becomes possible to carry out inertial running with a foot on the reaction mountain 1. Alternatively, when the accelerator pedal reaction force control is executed in accordance with the reaction force characteristics shown in FIG. 2B, when the accelerator pedal 16 is stepped lightly, the foot is guided to the valley 2 where the operation of the accelerator pedal 16 becomes light, and before the upper limit Y1 It is possible to stop the foot and to allow inertial running.

FIG. 7 is an operation flow of accelerator pedal reaction force control in the first embodiment. The ECU 10 determines whether or not the change amount of the pedal angle with respect to a predetermined time is small based on the signal from the accelerator position sensor 11 (that is, whether or not the pedal angular velocity is near zero) (step 10) and the vehicle speed sensor. Based on the signal from 12, it is determined whether or not the amount of change of the vehicle speed with respect to a predetermined time is small (that is, whether or not the acceleration of the vehicle is near zero) (step 12). That is, when the AND condition of [Equation 1] and [Equation 2] described below is satisfied, the routine proceeds to step 14 where the ECU 10 performs reaction force characteristics shown in FIG. 2 (a) or FIG. 2 (b). The coasting induction pedal reaction force control for controlling the reaction force against the pedal angle is started (step 14). On the other hand, if either [Equation 1] or [Equation 2] is not satisfied, the ECU 10 does not stop or start the coasting guidance pedal reaction force control (step 16).
[Equation 1]
-Α <(dθ / dt) <α
[Equation 2]
−β <(dV / dt) <β
Α and β are predetermined positive numbers near zero.

  That is, according to the operation flow of FIG. 7, when starting or accelerating, the change of the reaction force is considered to be rather troublesome for the driver, so when it can be considered that the vehicle is traveling at a constant speed (ie, [Equation 1] When the AND condition of [Equation 2] is satisfied, coasting induction pedal reaction force control for controlling the reaction force against the pedal angle according to the reaction force characteristic shown in FIG. 2A or 2B is executed. I have to. When the displacement of the vehicle speed is small and the operation of the accelerator pedal 16 is not steep, it can be considered that the driver has no intention of acceleration and wants to drive at a constant speed.

[Second Embodiment]
In the first embodiment described above, the accelerator pedal reaction force control for guiding the driver's pedal operation to the pedal angle at which the fuel efficiency is improved with respect to the predetermined fuel efficiency standard has been described. In the second embodiment, accelerator pedal reaction force control for assisting the driver in pedal operation so as to make it difficult to step into the pedal angle range where the fuel efficiency becomes worse than a predetermined fuel efficiency standard will be described. The second embodiment can be applied not only to a hybrid vehicle but also to a gasoline vehicle using only an engine as a drive source.

  In the second embodiment, in order to make it difficult for the accelerator pedal 16 to be depressed to the pedal angle range where the fuel consumption is deteriorated, a wall feeling due to reaction force is generated at the pedal angle at which the fuel consumption starts to deteriorate. When the driver's pedal operation reaches the pedal angle that generated the wall feeling, the driver feels that it is difficult to step on the pedal. When the driver depresses the accelerator pedal 16 regardless of the wall feeling, priority is given to the driver's intention to depress the accelerator pedal 16, and the reaction force that generated the wall feeling is controlled to disappear. In other words, it should not interfere with the driver's intentional stepping operation.

  Therefore, in the second embodiment, the accelerator pedal reaction force control is executed according to the reaction force characteristics as shown in FIG. FIG. 3 is a diagram for explaining a reaction force characteristic that suppresses the stepping into the pedal angle range in which the fuel efficiency is deteriorated. Similarly to the reaction force characteristic of the first embodiment shown in FIG. 2, the reaction force characteristic used in the second embodiment has an average rate of change different from the other ranges in a predetermined pedal angle range. As shown in FIG. 3A, the average rate of change from the point g to the point l is different from the average rate of change in other pedal angle ranges. That is, the reaction force characteristic shown in FIG. 3A is composed of reaction force points defined by the pedal angle on the horizontal axis and the reaction force on the vertical axis, and is based on the basic reaction force increased at a constant rate of change. A wall 3 composed of reaction force change points having a large reaction force value is generated in a predetermined pedal angle range.

  Here, if the lower limit value of the pedal angle range in which the fuel efficiency of the vehicle becomes worse is 80%, for example, the points g and h in FIG. 3A are set to pedal angles in the vicinity of the lower limit value 80%. . If the g point and the h point are set to a pedal angle of less than 80%, the driver can surely feel a wall of reaction force before the fuel consumption of the vehicle deteriorates. If the g point and the h point are set to a pedal angle of 80% or more, the driver can feel a wall of reaction force after the fuel efficiency of the vehicle starts to deteriorate a little. Further, the reaction force characteristic shown in FIG. 3 (a) is the reaction of the wall feeling in order to inform the driver sensibly that the reaction force that generated the wall feeling disappears when the driver steps over the wall feeling. Immediately before the pedal angle at which force generation is terminated, a trough 4 (click feeling) is provided in which the average rate of change in the wall 3 is temporarily changed. When the generation of the reaction force for the wall feeling is completed, as shown in FIG. 3B, the reaction force for generating the wall feeling disappears, and the reaction force characteristic of the accelerator pedal is equal to the pedal angle within the effective range of the pedal angle. On the other hand, it is changed to a characteristic in which the reaction force increases at a constant average rate of change.

  FIG. 8 is an operation flow of accelerator pedal reaction force control in the second embodiment. The ECU 10 detects the current actual vehicle speed based on the signal from the vehicle speed sensor 12 (step 20). Based on the actual vehicle speed detected in step 20, a pedal angle range in which the fuel efficiency of the vehicle is deteriorated is determined according to a map or the like, and a pedal reaction force characteristic that generates a wall feeling as shown in FIG. (Step 22). Then, the ECU 10 determines whether or not the driver has stepped over the wall 3 based on a signal from the accelerator position sensor 11 (step 24). For example, if the pedal reaction force characteristic determined in step 22 is a characteristic that terminates the reaction force that generates a wall feeling at a pedal angle of 90%, does the pedal angle exceed 90% based on the signal from the accelerator position sensor 11? By judging whether or not, it is possible to judge whether the driver has stepped over the wall.

  If a wall overstep is not detected (step 24; No), the process returns to step 20, and the determination of the pedal reaction force characteristic according to the vehicle speed and the wall overstep determination are repeated. On the other hand, when the stepping over the wall is detected (step 24; Yes), as shown in FIG. 3B, the reaction force that generates the wall feeling disappears, and the reaction force characteristic of the accelerator pedal is the effective range of the pedal angle. Is changed to a characteristic in which the reaction force increases at a constant average rate of change with respect to the pedal angle. (Step 26).

  Step 28 and the subsequent steps are a group of steps for resuming the generation of the reaction force of the wall feeling that was ended in step 26. The scene where the driver steps against the reaction force of the wall 3 is considered to be a time when acceleration is required temporarily due to the influence of surrounding traffic conditions and topography. For example, there is a case where acceleration is necessary in a scene where the vehicle is overtaking or a vehicle is traveling uphill. It is effective to automatically resume reaction force generation of the wall feeling after finishing the temporary acceleration operation in such a scene so as to make it difficult to step on the pedal angle at which the fuel efficiency deteriorates again. Therefore, the ECU 10 considers that the driver has started running the vehicle at a constant speed when the above [Equation 1] and [Equation 2] are both established using time differentiation of the vehicle speed and the pedal angle. Resumes generation of reaction force for the wall feeling.

  However, the ECU 10 obtains a map acquired from the navigation device 13 in order to prevent the reaction force generation of the wall feeling from being resumed when acceleration is required, such as an ascending slope or a merging point, even during constant speed traveling. When the information is acquired and the feature information related to the point requiring acceleration such as the uphill slope or the junction point is updated (when the vehicle moves to a point where acceleration is not necessary), the reaction force control is resumed. Thereby, the reaction force generation of the wall feeling can be resumed at the timing when the vehicle returns to the constant speed after temporarily accelerating by overtaking or traveling uphill.

  In FIG. 8, the ECU 10 first determines whether or not the vehicle is traveling at a constant speed in order to resume the reaction force generation of the wall feeling (step 28). If the vehicle is not traveling at a constant speed (step 28; No), it is determined that the vehicle is still accelerating or decelerating. On the other hand, if the vehicle is traveling at a constant speed (step 28; Yes), based on the map information acquired from the navigation device 13, whether or not the vehicle is traveling at a point that requires acceleration (for example, an ascending slope or a merging point). (Step 30). If it is determined that the vehicle is traveling at a point where acceleration is required, the feature information is updated (step 32). If the feature information has not been updated, step 26 and subsequent steps are repeated. If it is determined in step 30 that the vehicle is not traveling at a point where acceleration is required, or if the feature information is updated in step 32, the process returns to step 20, and the reaction force generation of the wall feeling is resumed, and the vehicle speed is increased. The determination of the pedal reaction force characteristic and the determination of stepping over the wall are repeated.

[Third embodiment]
In the first embodiment described above, the accelerator pedal reaction force control for guiding the driver's pedal operation to the pedal angle with good fuel efficiency in the hybrid vehicle has been described. In the third embodiment, accelerator pedal reaction force control for guiding a driver's pedal operation to a pedal angle with good fuel efficiency in a gasoline vehicle will be described. In addition, the block diagram of the system which applied one Embodiment of the driving assistance device for vehicles of this invention to the gasoline vehicle diverts FIG. 10 regarding a hybrid vehicle, and the structure connected before it including the power split mechanism 22 is shown. Assume that it is omitted from FIG.

  FIG. 4 is a diagram showing a traveling pattern with good fuel consumption in a gasoline vehicle. As shown in FIG. 4, it is known that a gasoline vehicle should travel at a constant speed in order to travel with good fuel efficiency. In particular, it is preferable to drive at a constant speed at a vehicle speed in a high speed range (for example, 60 km / h or more). When the gasoline vehicle is driven at a constant speed, the travel resistance varies depending on the road surface condition, the wind speed, etc., so that the vehicle is driven at a constant speed, the pedal angle θ of the accelerator pedal 16 is set to a very small range A <θ <B. Since A and B need to be changed according to the vehicle speed, road torque, etc., the driver is required to perform a delicate accelerator operation. That is, since the running resistance is not uniform, the pedal angle range that is good for fuel consumption varies, and it is difficult for the driver to perform a delicate operation of the accelerator pedal 16 so as to be within this pedal angle range.

  Therefore, in the third embodiment, accelerator pedal reaction force control is executed in accordance with the reaction force characteristics as shown in FIG. FIG. 5 is a diagram illustrating an example of a reaction force characteristic that is induced to travel at a constant speed in a gasoline vehicle. The reaction force characteristic of the accelerator pedal is the same as in FIG. 1 as is apparent from FIG. Therefore, when the accelerator pedal reaction force control is executed according to the reaction force characteristics shown in FIG. 5A, the accelerator pedal 16 can be caught lightly and the foot can be stopped before the upper limit value B. It becomes possible to run at a constant speed with the foot placed on the reaction force mountain 5. Alternatively, when the accelerator pedal reaction force control is executed according to the reaction force characteristic shown in FIG. 5B, when the accelerator pedal 16 is lightly depressed, the foot is guided to the valley 6 where the operation of the accelerator pedal 16 is lightened, and before the upper limit B. It is possible to stop the foot and to run at a constant speed.

  Note that the map information that can be acquired from the navigation device 13 may be used to correct the lower limit value A and the upper limit value B of the pedal angle range that is good for fuel efficiency in consideration of acceleration / deceleration due to the influence of the road environment. This makes it possible to travel accurately at a constant speed. FIG. 6 is a diagram for explaining correction of the limit value of the pedal angle range that is good in fuel efficiency. For example, in the case of an ascending slope, the mountain 7 is moved to the mountain 8 position by changing the upper limit value B of the pedal angle range, which is good for fuel efficiency, to the position B ′. This is because in order to travel at a constant speed on an ascending slope, it is necessary to increase the pedal angle by increasing the accelerator pedal 16 as compared with the case of traveling at a constant speed on a descending slope or no slope. Conversely, in the case of a downward slope, the position of the mountain 7 may be shifted in the direction in which the pedal angle becomes smaller. The position of the lower limit value A may be changed based on the same idea as the change of the upper limit value B described above.

  FIG. 9 is an operation flow of accelerator pedal reaction force control in the third embodiment. The operation flow for stopping or starting the accelerator pedal reaction force control in the third embodiment may be the same as in FIG. FIG. 9 shows an operation flow for correcting a pedal angle range that is good for fuel consumption. The ECU 10 detects the current actual vehicle speed based on the signal from the vehicle speed sensor 12 (step 40). Based on the actual vehicle speed detected in step 40, a pedal angle range in which the fuel efficiency of the vehicle is good is determined according to a map or the like, and a pedal reaction force characteristic as shown in FIG. 5 is determined (step 42). Then, in order to correct the pedal reaction force characteristic determined in step 42, the ECU 10 acquires map information from the navigation device 13 (step 44). Based on the acquired map information, the ECU 10 corrects the upper limit value B of the pedal angle range, which is good for fuel efficiency, when traveling on an ascending slope, and increases it when traveling on a descending slope. The upper limit value B of the pedal angle range that is good for fuel consumption is corrected to be smaller (step 46).

  Therefore, according to the above-described embodiment of the vehicle driving assistance device of the present invention, by controlling the reaction force of the accelerator pedal 16 so that the driver can easily operate the accelerator pedal with good fuel efficiency, a pedal angle with good fuel efficiency can be obtained. The driver can be easily recognized. It is also possible to make the driver easily recognize a pedal angle that is poor in fuel efficiency.

  Further, according to the above-described embodiment of the vehicle driving assistance device of the present invention, the driver can maintain an appropriate pedal angle that is good in fuel consumption by changing the reaction force, and the accelerator is exceeded beyond the maintained state. When the pedal is depressed, the driver can operate the accelerator pedal without feeling uncomfortable by ending the change of the reaction force.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  For example, in the first embodiment, as in the second embodiment, when the driver depresses the accelerator pedal 16 regardless of the mountain 1 or the valley 2, the driver's intention to depress the accelerator pedal 16 is given priority. Thus, the ECU 10 may be controlled so that the reaction force that generates the peaks 1 and the valleys 2 disappears.

  Further, the vehicle driving assistance device of the present invention can be applied not only to a gasoline engine but also to a vehicle equipped with a diesel engine or other engines, regardless of the type of the internal combustion engine.

It is a figure for demonstrating the driving | running | working pattern with favorable fuel consumption in a hybrid vehicle. It is a figure which shows an example of the reaction force characteristic induced to coasting in a hybrid vehicle. It is a figure for demonstrating the reaction force characteristic which suppresses depression to the pedal angle range from which fuel consumption worsens. It is a figure which shows the driving | running | working pattern with favorable fuel consumption in a gasoline vehicle. It is a figure which shows an example of the reaction force characteristic induced | guided | derived to constant speed driving | running | working in a gasoline vehicle. It is a figure for demonstrating correction | amendment of the limit value of the pedal angle range favorable for a fuel consumption. It is an operation | movement flow of the accelerator pedal reaction force control in a 1st Example. It is an operation | movement flow of the accelerator pedal reaction force control in a 2nd Example. It is an operation | movement flow of the accelerator pedal reaction force control in a 3rd Example. 1 is a block diagram of a system in which an embodiment of a vehicle driving assistance device of the present invention is applied to a hybrid vehicle using an engine and a motor as drive sources.

Explanation of symbols

10 ECU
DESCRIPTION OF SYMBOLS 11 Acceleration position sensor 12 Vehicle speed sensor 13 Navigation apparatus 15 Pedal reaction force generation part 16 Accelerator pedal 20 Engine 30 Motor

Claims (10)

An accelerator pedal,
A driving assistance device for a vehicle having reaction force control means for increasing a reaction force of the accelerator pedal at a substantially constant rate of change with respect to an accelerator pedal operation amount,
Setting means for setting a reaction force change point having a value different from the reaction force increased at the substantially constant change rate in a fuel consumption improvement operation amount range in which an accelerator pedal operation amount at which the fuel consumption of the vehicle is better than a predetermined fuel consumption standard is determined. With
The vehicle driving assistance device according to claim 1, wherein the reaction force control means changes a reaction force in the fuel consumption improvement operation amount range according to a reaction force change point set by the setting means. An accelerator pedal,
A driving assistance device for a vehicle having reaction force control means for increasing a reaction force of the accelerator pedal at a substantially constant rate of change with respect to an accelerator pedal operation amount,
Setting means for setting a reaction force change point having a value larger than the reaction force increased at the substantially constant change rate in a fuel consumption lowering operation amount range in which an accelerator pedal operation amount at which the fuel consumption of the vehicle becomes worse than a predetermined fuel consumption standard is determined. With
The vehicle driving assistance device according to claim 1, wherein the reaction force control means changes a reaction force in the fuel consumption reduction operation amount range in accordance with a reaction force change point set by the setting means.   The reaction force control means starts the reaction force change according to the reaction force change point when the time change rate of the vehicle speed is substantially constant and the time change rate of the accelerator pedal operation amount is substantially constant. The vehicle driving assistance device according to 2. Comprising storage means for storing map information;
The said reaction force control means prohibits the start of the reaction force change according to the said reaction force change point, when a vehicle exists in the point where acceleration is requested | required based on the said map information. The driving assistance device for a vehicle according to any one of the above.   The reaction force control means terminates the reaction force change according to the reaction force change point when an accelerator pedal operation amount exceeding the accelerator pedal operation amount corresponding to the reaction force change point is detected. 4. The vehicle driving assistance device according to any one of 3 above.   The reaction force control means temporarily varies the rate of change of the reaction force value at the reaction force change point with respect to an accelerator pedal operation amount before ending the reaction force change according to the reaction force change point. The vehicle driving assistance device according to claim 5.   The vehicle driving assistance device according to claim 1, wherein a reaction force value at the reaction force change point is larger than a reaction force increased at the substantially constant change rate.   The vehicle driving assistance device according to claim 1, wherein a reaction force value at the reaction force change point is smaller than a reaction force increased at the substantially constant change rate.   The vehicle driving assistance device according to claim 1, wherein the vehicle is a hybrid vehicle in which an engine and a motor that are driving sources stop when an accelerator pedal operation amount is in the fuel consumption improvement operation amount range.   The vehicle driving assistance device according to claim 2, wherein the vehicle is a hybrid vehicle having an engine and a motor as drive sources.

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