JP4063283B2 - VEHICLE DRIVE OPERATION ASSISTANCE DEVICE AND VEHICLE WITH VEHICLE DRIVE OPERATION ASSISTANCE DEVICE - Google Patents

Description

  The present invention relates to a driving operation assisting device for a vehicle that assists a driver's operation.

  A conventional vehicle driving operation assisting device changes an operation reaction force of an accelerator pedal based on an inter-vehicle distance between a preceding vehicle and the host vehicle (see, for example, Patent Document 1). This device alerts the driver by increasing the reaction force of the accelerator pedal as the inter-vehicle distance decreases.

Prior art documents related to the present invention include the following.
Japanese Patent Laid-Open No. 10-166889 Japanese Patent Laid-Open No. 10-166890 JP 2000-54860 A

  In the conventional apparatus as described above, since the accelerator pedal reaction force is changed based on the inter-vehicle distance, when the reaction force control target is switched by changing the lane, a large reaction force against the driver's intention. There was a problem that occurred. However, if the reaction force is uniquely suppressed when changing lanes, accurate information transmission cannot be performed. In such a vehicular driving operation assisting device, it is desired to perform control to transmit necessary information without causing trouble when the driver tries to change lanes.

The vehicle driving operation assistance device according to the present invention includes an obstacle detection unit that detects an obstacle situation around the host vehicle, and a risk potential calculation that calculates a risk potential around the host vehicle based on a detection result by the obstacle detection unit. And an operation reaction force calculation means for calculating an operation reaction force generated by the vehicle operating device based on the risk potential calculated by the risk potential calculation means, and an operation reaction force calculated by the operation reaction force calculation means Based on the estimation results of the operation reaction force generating means generated in the operating device, the lane change intention estimating means for estimating the driver's lane change intention, and the lane change intention estimating means, the future driving situation of the host vehicle is predicted. The operating reaction force generated by the vehicle operating device is corrected according to the driving situation prediction means and the future driving situation predicted by the driving situation prediction means. A correction unit that, a driving operation state detecting means for detecting an operation state of the driving operation equipment by the driver, the running condition predicting means, when it is estimated that there is intended lane change by the lane change intention estimation means, the risk potential The risk potential for obstacles existing in front of the current vehicle calculated by the calculation means is compared with the risk potential for obstacles existing after the lane change, and detected by the risk potential comparison result and the driving operation state detection means The future driving situation is predicted based on the operating state of the driving operation device to be corrected, and when the correction means is estimated by the lane change intention estimation means that the lane change intention is present, the comparison result of the risk potential and the driving operation device The operation reaction force is corrected based on the operation state.
The vehicle driving operation assistance method according to the present invention calculates a risk potential around the host vehicle based on an obstacle situation around the host vehicle, and calculates an operation reaction force generated by the vehicle operating device based on the risk potential. , Generate an operation reaction force in the vehicle operating device, estimate the driver's intention to change lane, predict the future driving situation of the vehicle based on the estimation result of the lane changing intention, and according to the future driving situation, If the operational reaction force generated by the vehicle operating device is corrected , the operating state of the driving device by the driver is detected, and it is estimated that there is an intention to change lanes, the risk potential for obstacles existing ahead of the current vehicle And the risk potential for obstacles that exist after the lane change, and predict the future driving situation based on the comparison result of the risk potential and the operating state of the driving equipment , When it is estimated that there is intended lane change, to correct the operation reaction force based on the operation state of the comparison result and the driving operation equipment risk potential.
The vehicle according to the present invention includes an obstacle detection unit that detects an obstacle situation around the host vehicle, a risk potential calculation unit that calculates a risk potential around the host vehicle based on a detection result by the obstacle detection unit, a risk potential Based on the risk potential calculated by the calculation means, an operation reaction force calculation means for calculating an operation reaction force to be generated by the vehicle operating device, and an operation reaction force calculated by the operation reaction force calculation means are generated by the vehicle operation device. An operation reaction force generating means, a lane change intention estimating means for estimating a driver's lane change intention, and a driving situation prediction means for predicting a future driving situation of the host vehicle based on an estimation result of the lane change intention estimating means; , depending on the future running condition predicted by the running condition predicting means, and correcting means for correcting the operation reaction force generated in the vehicle operating device, luck Driving state detection means for detecting the operating state of the driving operation equipment by the person, and the travel state prediction means is calculated by the risk potential calculation means when the lane change intention estimation means estimates that there is a lane change intention The driver's operation device detected by the comparison result of the risk potential and the driving operation state detection means by comparing the risk potential for the obstacle existing in front of the current vehicle with the risk potential for the obstacle existing after the lane change. The future driving situation is predicted based on the operation state of the vehicle, and the correction means is based on the risk potential comparison result and the operation state of the driving operation equipment when the lane change intention estimation means estimates that the lane change intention is present. A vehicle driving operation assisting device that corrects the operation reaction force .

  According to the present invention, the future driving situation of the host vehicle is predicted based on the estimation result of the driver's lane change intention, and the operation reaction force generated in the vehicle operating device is corrected according to the predicted future driving situation. Therefore, when it is estimated that the driver intends to change the lane, it is possible to perform appropriate reaction force control in accordance with the future driving situation in advance.

<< First Embodiment >>
A vehicle operation assistance device according to a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a system diagram showing a configuration of a vehicle driving assistance device 1 according to the first embodiment of the present invention, and FIG. 2 is a configuration diagram of a vehicle on which the vehicle driving assistance device 1 is mounted. .

First, the configuration of the vehicle driving assistance device 1 will be described.
The laser radar 10 is attached to a front grill part or a bumper part of the vehicle, and scans the front area of the host vehicle by irradiating infrared light pulses in the horizontal direction. The laser radar 10 measures the reflected wave of the infrared light pulse reflected by a plurality of reflectors in front (usually the rear end of the preceding vehicle), and determines the inter-vehicle distance to the preceding vehicle from the arrival time of the reflected wave. Detect relative speed. The detected inter-vehicle distance and relative speed are output to the controller 60. The forward area scanned by the laser radar 10 is about ± 6 deg with respect to the front of the host vehicle, and a forward object existing in this range is detected.

  The front camera 20 is a small CCD camera, a CMOS camera or the like attached to the upper part of the front window, and detects the state of the road ahead as an image. The image signal from the front camera 20 is subjected to image processing by the image processing device 30 and output to the controller 60. The detection area by the front camera 20 is about ± 30 deg in the horizontal direction with respect to the center line in the front-rear direction of the vehicle, and the front road scenery included in this area is captured as an image.

  The vehicle speed sensor 40 detects the vehicle speed of the host vehicle by measuring the number of wheel rotations and the number of rotations on the output side of the transmission, and outputs the detected host vehicle speed to the controller 60.

  The driving intention estimation device 100 is composed of, for example, a microcomputer, sets a plurality of virtual drivers having driving intentions, and compares the actual driver driving operation with the virtual driver driving operation, thereby comparing the actual driver (driving). Person's driving intention. The estimation result of the driving intention estimation device 100 is output to the controller 60.

  The controller 60 includes a CPU and CPU peripheral components such as a ROM and a RAM. The controller 60 constitutes a risk potential calculation unit 61, an accelerator pedal reaction force command value calculation unit 62, a risk potential comparison unit 63, and an accelerator pedal reaction force command value correction unit 64, for example, depending on the software form of the CPU.

  The risk potential calculation unit 61 uses the own vehicle speed, the inter-vehicle distance, the relative vehicle speed relative to the preceding vehicle input from the laser radar 10 and the vehicle speed sensor 40, and the image information around the vehicle input from the image processing device 30. Calculate risk potential RP for surrounding obstacles. The accelerator pedal reaction force command value calculation unit 62 calculates a command value FA of the accelerator pedal reaction force generated by the accelerator pedal 82 based on the risk potential RP calculated by the risk potential calculation unit 61.

  The risk potential comparison unit 63 compares the risk potential RP for a plurality of obstacles around the host vehicle calculated by the risk potential calculation unit 61. Specifically, for example, as shown in FIG. 3, when the own vehicle changes lanes to the left adjacent lane, the risk potential RPo of the preceding vehicle (own lane preceding vehicle) A existing in the lane before the lane change, and the lane The risk potential RPnext of the preceding vehicle (adjacent lane preceding vehicle) B existing in the changed lane is compared.

  The accelerator pedal reaction force command value correction unit 64 is an accelerator pedal reaction force command value calculation unit 62 based on the comparison result of the risk potential comparison unit 63, the estimation result of the driving intention estimation device 100, and the driver's accelerator pedal operation. The calculated accelerator pedal reaction force command value FA is corrected. The accelerator pedal reaction force command value FAc corrected by the accelerator pedal reaction force command value correction unit 64 is output to the accelerator pedal reaction force control device 70.

  The accelerator pedal reaction force control device 70 controls the accelerator pedal operation reaction force according to a command value from the controller 60. As shown in FIG. 4, a servo motor 80 and an accelerator pedal stroke sensor 81 are connected to the accelerator pedal 82 via a link mechanism. The servo motor 80 controls the torque and the rotation angle in accordance with a command from the accelerator pedal reaction force control device 70, and arbitrarily controls the operation reaction force generated when the driver operates the accelerator pedal 82. The accelerator pedal stroke sensor 81 detects the stroke amount (operation amount) S of the accelerator pedal 82 converted into the rotation angle of the servo motor 80 via the link mechanism.

  Note that the normal accelerator pedal reaction force characteristic when the accelerator pedal reaction force control is not performed is set so that, for example, the accelerator pedal reaction force increases linearly as the operation amount S increases. The normal accelerator pedal reaction force characteristic can be realized by the spring force of a torsion spring (not shown) provided at the center of rotation of the accelerator pedal 82, for example.

Next, the operation of the vehicular driving assist device 1 according to the first embodiment will be described. First, the outline will be described.
The controller 60 controls the operation reaction force generated by the accelerator pedal 82 based on the risk potential RP around the host vehicle, and transmits the risk potential RP to the driver. When the host vehicle changes the lane and the front obstacle to be subjected to reaction force control changes, the operation reaction force generated on the accelerator pedal 82 also changes, which may give the driver a sense of incongruity.

  Therefore, when the risk potential RP before and after the lane change, that is, the risk potential RPo for the preceding vehicle A in front of the own lane and the risk potential RPnext for the vehicle B on the adjacent lane are compared, It is conceivable to perform correction so that the accelerator pedal reaction force changes gradually. In this case, an uncomfortable feeling can be reduced by suppressing an increase in the accelerator pedal reaction force at the time of lane change. However, it is difficult to promptly transmit the risk information for the preceding vehicle after the lane change, that is, the vehicle on the adjacent lane, to the driver.

  In the first embodiment, by using the driver's driving intention estimated by the driving intention estimation device 100, specifically, the lane change intention, driving when the reaction force control target is switched by the lane change. Promptly communicate information while reducing discomfort given to the person. Furthermore, considering the possibility that the driving intention estimation device 100 erroneously estimates the driving intention, whether to switch the reaction force control target from the driving intention estimation result and the driver's accelerator pedal operation according to the situation. Try to determine whether or not.

  Below, operation | movement of the driving operation assistance apparatus 1 for vehicles by 1st Embodiment is demonstrated in detail using FIG. FIG. 5 is a flowchart showing the processing procedure of the driving operation assistance control program in the controller 60. This processing content is continuously performed at regular intervals (for example, 50 msec).

  In step S101, an environmental state quantity representing the traveling environment around the host vehicle detected by the laser radar 10, the front camera 20, and the vehicle speed sensor 40 is read. Specifically, the inter-vehicle distance D, the preceding vehicle speed V2, the own vehicle speed V1, and the lateral position x of the own vehicle in the lane between the own vehicle and the preceding vehicle (the own lane preceding vehicle A or the adjacent lane preceding vehicle B) are read.

  In step S102, the driving intention estimation result by the driving intention estimation apparatus 100 is read. Here, the driving intention estimation process executed by the driving intention estimation apparatus 100 will be described with reference to the flowchart of FIG. The processing content of the processing shown in FIG. 6 is continuously performed at regular intervals (for example, 50 msec).

  In step S1021, data relating to the vehicle surrounding state, the vehicle state, and the driving operation amount of the host vehicle is read. Specifically, the current lateral position x of the host vehicle, the yaw angle ψ, and the steering angle θrd of the host vehicle are read. As shown in FIG. 7, the lateral position x in the lane is a lateral distance from the lane center line of the own lane to the own vehicle center point O, and the yaw angle ψ is the rotation angle of the own vehicle with respect to the straight direction of the own lane. It is.

  In step S1022, the degree of approximation regarding the driving operation amount of the plurality of virtual drivers and the actual driver is calculated, and the driving intention likelihood is calculated. First, driving operation amounts Oid of a plurality of virtual drivers are calculated. Here, three virtual drivers with driving intentions of lane keeping (LK), right lane change (LCR), and left lane change (LCL) are set. Then, a driving operation amount Oid necessary for each virtual driver to fulfill its driving intention is calculated. Here, the steering angle θid of the steering operation performed by the virtual driver is calculated as the driving operation amount Oid. Hereinafter, a method for calculating the driving operation amount Oid of the virtual driver will be described.

(1) When the driving intention of the virtual driver is lane keeping In order to calculate the steering angle θid of the virtual driver, first, the front reference point LK (i) when the driving intention of the virtual driver is lane keeping is set, and the front The lateral position p_lk of the reference point LK (i) is calculated. The number of the forward reference points LK (i) is arbitrary, but here, a case where two forward reference points LK1 and LK2 are set on the front-rear direction center line of the host vehicle will be described as an example. As shown in FIG. 7, the distance px (i) from the vehicle center point O to the forward reference points LK1, LK2 is set to px (1) = 10 m, px (2) = 30 m, for example (px = {10 m , 30m}). The distance px (i) can be set according to the vehicle speed, for example.

The lateral distance lat_pos (px (i)) from the center line of the lane in which the host vehicle currently travels to the forward reference point LK (i) is the distance px (y) between the yaw angle ψ of the host vehicle and the forward point LK (i). Depending on i), for example, it can be calculated based on the image signal from the front camera. The lateral position p_lk (px (i)) of the forward reference point LK (i) in the case of lane keeping can be expressed by the following (Equation 1).
p_lk (px (i)) = lat_pos (px (i)) i = {1, ..., n} (Formula 1)
Here, n = 2.

Using the lateral position p_lk (px (i)) of the forward reference point LK (i), the steering angle θid_lk of the virtual driver in the case of lane keeping can be calculated from the following (Equation 2).
θid_lk = Σ {a (i) × p_lk (px (i))} (Formula 2)
Here, a (i) is a weighting coefficient for weighting the lateral position p_lk (px (i)) at the forward reference point LK (i), and an appropriate value is set in advance.

(2) When the driving intention of the virtual driver is the right lane change In order to calculate the steering angle θid of the virtual driver, the forward reference point LCR (i) when the driving intention of the virtual driver is the right lane change is set. FIG. 7 shows an example in which two front reference points LCR1 and LCR2 are set in front of the host vehicle.

The lateral position p_lcr (px (i)) of the forward reference point LCR (i) in the case of changing the right lane is the left and right of the forward reference point LK (i) in the case of maintaining the lane, as expressed by the following (Equation 3). It can be calculated by adding the offset amount lc_offset_lcr to the direction distance lat_pos (px (i)).
p_lcr (px (i)) = lat_pos (px (i)) + lc_offset_lcr i = {1, ..., n} (Formula 3)
Here, n = 2. The offset amount lc_offset_lcr is set in advance to an appropriate value, for example, lc_offset_lcr = -1.75, in order to set the lateral position p_lcr (px (i)) of the forward reference point LCR (i) in the case of changing the right lane.

Using the lateral position p_lcr (px (i)) in the lane of the forward reference point LCR (i), the steering angle θid_lcr in the case of changing the right lane can be calculated from the following (Equation 4).
θid_lcr = Σ {a (i) × p_lcr (px (i))} (Formula 4)
Here, a (i) is a weighting coefficient for weighting the lateral position p_lcr (px (i)) in the lane at the forward reference point LCR (i), and an appropriate value is set in advance.

(3) When the driving intention of the virtual driver is the left lane change In order to calculate the steering angle θid of the virtual driver, the forward reference point LCL (i) when the driving intention of the virtual driver is the left lane change is set. FIG. 7 shows an example in which two front reference points LCL1 and LCL2 are set in front of the host vehicle.

The lateral position p_lcl (px (i)) of the forward reference point LCL (i) in the case of the left lane change is expressed by the left and right of the forward reference point LK (i) in the case of lane keeping, as expressed by the following (Equation 5). It can be calculated by adding the offset amount lc_offset_lcl to the direction distance lat_pos (px (i)).
p_lcl (px (i)) = lat_pos (px (i)) + lc_offset_lcl i = {1, ..., n} (Formula 5)
Here, n = 2. The offset amount lc_offset_lcl is set in advance to an appropriate value, for example, lc_offset_lcl = 1.75, in order to set the lateral position p_lcl (px (i)) of the forward reference point LCL (i) when changing the left lane.

Using the lateral position p_lcl (px (i)) in the lane of the forward reference point LCL (i), the steering angle θid_lcl of the virtual driver in the case of changing the left lane can be calculated from the following (Equation 6).
θid_lcl = Σ {a (i) × p_lcl (px (i))} (Expression 6)
Here, a (i) is a weighting coefficient for weighting the lateral position p_lcl (px (i)) in the lane at the forward reference point LCL (i), and an appropriate value is set in advance.

  Next, the driving operation amount approximation degree Pid of the virtual driver is calculated using the driving operation amount Oid of the virtual driver for each driving intention and the actual driving operation amount Ord of the driver detected in step S1021. Here, the degree of approximation Pid_lk, Pid_lcr, and Pid_lcl when the driving intention is lane keeping, right lane change, and left lane change are collectively expressed as Pid. Similarly, the steering angles θid_lk, θid_lcr, θid_lcl of the virtual driver when the driving intention is lane keeping, right lane change, and left lane change are collectively expressed as θid.

The virtual driver driving operation amount approximation degree Pid is a normalized (normalized) value of the steering angle θid of the virtual driver with respect to a normal distribution in which the steering angle θrd of the actual driver is an average value and the predetermined value ρrd is a standard deviation. The log probability can be calculated from the following (Equation 7).
Pid = log {Probn ((θid−θrd) / ρrd)} (Expression 7)
Here, Probn is a probability density conversion function for calculating the probability that a given sample is observed from a population represented by a normal distribution.

As described above, the approximate degree Pid_lk in the case of maintaining the lane, the approximate degree Pid_lcr in the case of changing the right lane, and the approximate degree Pid_lcl in the case of changing the left lane are calculated using (Equation 7). Here, as shown in (Equation 8), the maximum values of the approximate degree Pid_lcr in the case of the right lane change and the approximate degree Pic_lcl in the case of the left lane change are set as the approximate degree Pid_lc in the case of the lane change.
Pid_lc = max {Pid_lcr, Pid_lcl} (Formula 8)
Note that the approximate degree Pid_lk in the case of lane maintenance represents the likelihood that the actual driver will maintain the lane (lane maintenance likelihood Pr (LK)), and the approximate degree Pid_lc in the case of lane change will be the actual driver's lane This represents the likelihood of changing (lane change likelihood Pr (LC)). After calculating the actual driving intention likelihood of the driver in this way, the process proceeds to step S1023.

In step S1023, the lane change intention score Sc is calculated from the following (Equation 9) using the lane keeping likelihood Pr (LK) and the lane change likelihood Pr (LC) calculated in step S1022.

  The lane change intention score Sc calculated by (Equation 9) continuously changes between 0 and 1, and the larger the lane change certainty (probability) is relatively higher than the lane maintenance certainty. Take. For example, when the certainty of lane change and lane maintenance is 50:50, the score Sc = 0.5, and when the certainty of lane change is 100%, the score Sc = 1.

  In subsequent step S1024, an actual driver's driving intention is estimated using the lane change intention score Sc calculated in step S1023. Specifically, the lane change intention score Sc is compared with the lane change intention estimation threshold T. The lane change intention estimation threshold T is set in consideration of the balance between the frequency of erroneously estimating a lane change while maintaining the lane and the frequency of correctly estimating the lane change intention. Generally, the lane change intention estimation threshold value T is set to about 0.5. If Sc> T, it is estimated that the driving intention is a lane change. On the other hand, if Sc ≦ T, it is estimated that the driving intention is lane keeping.

In step S1025, the actual driver's driving intention estimation result estimated in step S1024 is output to the controller 60.
After the driving intention estimation result estimated by the driving intention estimation apparatus 100 is read in step S102, the process proceeds to step S103.

  In step S103, the risk potential RP around the host vehicle is calculated based on the travel environment read in step S101. Here, in order to calculate the risk potential RP around the host vehicle, a margin time TTC and an inter-vehicle time THW for the preceding vehicle are calculated.

The margin time TTC is a physical quantity indicating the current degree of proximity of the host vehicle with respect to the preceding vehicle. The allowance time TTC is the number of seconds after which the inter-vehicle distance D becomes zero when the current traveling state continues, that is, when the host vehicle speed V1, the preceding vehicle speed V2, and the relative vehicle speed Vr (Vr = V2-V1) are constant. And a value indicating whether or not the preceding vehicle is in contact. The margin time TTC is obtained by the following (Equation 10).
TTC = −D / Vr (Equation 10)

  The smaller the margin time TTC value, the closer the contact with the preceding vehicle, and the greater the degree of approach to the preceding vehicle. For example, when approaching a preceding vehicle, it is known that most drivers start a deceleration action before the margin time TTC becomes 4 seconds or less.

The inter-vehicle time THW is an effect when it is assumed that the degree of influence on the margin time TTC due to a change in the vehicle speed of the assumed vehicle ahead, that is, the relative vehicle speed Vr changes when the host vehicle is following the preceding vehicle. It is a physical quantity indicating the degree. The inter-vehicle time THW is expressed by the following (formula 11).
THW = D / V1 (Formula 11)

  The inter-vehicle time THW is obtained by dividing the inter-vehicle distance D by the own vehicle speed V1, and indicates the time until the own vehicle reaches the current position of the preceding vehicle. The greater the inter-vehicle time THW, the smaller the predicted influence level with respect to the surrounding environmental changes. That is, when the inter-vehicle time THW is large, even if the vehicle speed of the preceding vehicle changes in the future, the degree of approach to the preceding vehicle is not greatly affected, and the margin time TTC does not change so much. When the own vehicle follows the preceding vehicle and the own vehicle speed V1 = the preceding vehicle speed V2, the inter-vehicle time THW can be calculated using the preceding vehicle speed V2 instead of the own vehicle speed V1 in (Equation 11).

Then, the risk potential RP for the preceding vehicle is calculated using the calculated margin time TTC and the inter-vehicle time THW. The risk potential RP for the preceding vehicle can be calculated using the following (Equation 12).
RP = a / THW + b / TTC (Formula 12)

  As shown in (Formula 12), the risk potential RP is a physical quantity that is continuously expressed from the margin time TTC and the inter-vehicle time THW. Here, a and b are constants for appropriately weighting the inter-vehicle time THW and the margin time TTC, and appropriate values are set in advance. The constants a and b are set to, for example, a = 1 and b = 8 (a <b).

  FIGS. 8A to 8C show the driving situation when the host vehicle changes lanes, the time series change of the lateral position x in the lane, and the time series change of the risk potential RP of the preceding vehicle. Here, as shown in FIG. 8A, the lateral position x in the lane is represented by a positive value on the left side and a negative value on the right side with the center line of the lane in which the host vehicle currently exists as 0.

  When the host vehicle changes lanes to the right lane as shown in FIG. 8 (a), the lateral position x in the lane becomes smaller as shown in FIG. 8 (b). When the host vehicle moves to the adjacent lane across the lane marker, the value in the adjacent lane after the lane change is detected as the lateral position x in the lane. Therefore, as shown in FIG. 8B, the absolute value of the lateral position x in the lane is large before and after the host vehicle crosses the lane marker, and the sign of the lateral position x in the lane is reversed at the time tb when the vehicle crosses the lane marker. At this time tb, it is determined that the lane change has actually been executed.

  As shown by a broken line in FIG. 8C, the controller 60 calculates the risk potential RPo for the preceding lane vehicle A until the time tb, and the risk potential RPnext for the adjacent lane vehicle B after the time tb. Is calculated. However, when the lane change intention is estimated by the driving intention estimation device 100, the control target is switched at the estimated time ta of the lane change intention. That is, as shown by a solid line in FIG. 8C, the risk potential RPo is calculated for the preceding lane A of the subject lane until the time ta, and the risk potential RPnext is calculated for the preceding lane B of the adjacent lane after the time ta. To do.

  In step 104, the operation amount S of the accelerator pedal 82 detected by the accelerator pedal stroke sensor 81 is read. In step S105, an accelerator pedal reaction force command value FA is calculated based on the risk potential RP calculated in step S103. First, the reaction force increase amount ΔF corresponding to the risk potential RP is calculated.

  FIG. 9 shows the relationship between the risk potential RP for the preceding vehicle and the reaction force increase amount ΔF. As shown in FIG. 9, when the risk potential RP is less than or equal to the minimum value RPmin, the reaction force increase amount ΔF is set to zero. This is to avoid annoying the driver by increasing the accelerator pedal reaction force FA when the risk potential RP around the host vehicle is very small. As the minimum value RPmin, an appropriate value is set in advance.

In the region where the risk potential RP exceeds the minimum value RPmin, the reaction force increase amount ΔF is set to increase exponentially according to the risk potential RP. The reaction force increase amount ΔF is expressed by the following (formula 13).
ΔF = k · RP ⁿ (Expression 13)
Here, the constants k and n are different depending on the vehicle type and the like, and are appropriately set in advance so that the risk potential RP can be effectively converted into the reaction force increase amount ΔF based on the results obtained by a drive simulator or a field test. Keep it.

  Further, the accelerator pedal reaction force command value FA is calculated by adding the reaction force increase amount ΔF calculated according to (Equation 13) to the normal reaction force characteristic corresponding to the accelerator pedal operation amount S.

  In step S106, it is determined whether or not pedal reaction force correction control (estimation delay control) at the time of lane change intention estimation is being executed, that is, whether or not the estimation delay control flag CCflag = 1. If the estimation delay control is not executed, the process proceeds to step S107. If the estimation delay control is being executed, the process proceeds to step S121.

  In step S107, it is determined whether or not the driving intention estimation result read in step S102 is a lane change intention. Even when the intention to change the lane is not estimated, if the host vehicle actually changes the lane, the determination in step S107 is affirmative.

  In step S108, the scene when the intention to change lanes is estimated is determined. Specifically, based on the difference between the risk potential RPo for the current lane preceding vehicle A that is the current control target and the risk potential RPnext for the adjacent lane leading vehicle B that is the future control target, and the driver's accelerator pedal operation Then, the traveling condition of the host vehicle and the reaction force correction method according to the traveling condition are determined. Therefore, as shown in FIG. 10, based on the difference between the risk potential RPo for the preceding vehicle A and the risk potential RPnext for the adjacent preceding vehicle B, and the accelerator pedal operation, the driving situation of the own vehicle is changed from the scene 1 to the scene. Classification into four.

(1) Scene 1
As shown in FIGS. 11A and 11B, the risk potential RPnext for the adjacent lane preceding vehicles B1 and B2 is smaller than the risk potential RPo for the own lane preceding vehicle A at the lane change intention estimation time ta, or RPnext and RPo. A scene 1 is a case where the difference between the two is considered to be equivalent within a predetermined range and the accelerator pedal 82 is operated in the return direction.

(2) Scene 2
As shown in FIGS. 13A and 13B, when the lane change intention estimation time point ta, the risk potential RPnext for the adjacent lane preceding vehicle B1, B2 is larger than the risk potential RPo for the own lane preceding vehicle A, and the accelerator pedal A case where 82 is operated in the return direction is referred to as a scene 2.

(3) Scene 3
As shown in FIGS. 15A and 15B, when the lane change intention estimation time point ta, the risk potential RPnext for the adjacent lane preceding vehicle B1, B2 is smaller than the risk potential RPo for the own lane preceding vehicle A, and the accelerator pedal A scene 3 is a case where 82 is operated or held in the step-down direction.

(4) Scene 4
As shown in FIGS. 17A and 17B, the risk potential RPnext for the adjacent lane preceding vehicles B1 and B2 is larger than the risk potential RPo for the own lane preceding vehicle A at the lane change intention estimation time ta, or RPnext and RPo. A scene 4 is defined as a case where the difference between the two is considered to be equivalent within a predetermined range and the accelerator pedal 82 is operated or held in the depression direction.

  Next, a reaction force correction method is determined according to the traveling situation scene of the host vehicle. As shown in FIG. 19, in the scenes 1 and 4, the accelerator pedal reaction force is changed slowly when the control object is switched from the own lane preceding vehicle A to the adjacent lane preceding vehicle B. That is, the control object is switched slowly. In scene 2 and scene 3, the accelerator pedal reaction force is changed quickly when the control object is switched. That is, the control target is quickly switched. The following describes how to correct the accelerator pedal reaction force command value FA in each scene. In the following, the corrected accelerator pedal reaction force command value FA is expressed as FAc.

(1) Scene 1
In the scene 1 as shown in FIGS. 11A and 11B, the accelerator pedal reaction force is changed slowly from the lane change intention estimation time ta at which the control object is switched. Thereby, especially when the risk potential RPnext for the adjacent lane preceding vehicles B1 and B2 is smaller than the risk potential RPo for the own lane preceding vehicle A, the distance between the own lane leading vehicle A and the own vehicle can be easily adjusted.

  Specifically, as shown in FIG. 12 (a), after the object to be controlled is switched at the lane change intention estimation time ta, the predetermined time (reaction force holding time) is the accelerator pedal reaction for the preceding vehicle A in the own lane. The force command value FAc is held. After the reaction force holding time has elapsed, the accelerator pedal reaction force command value FAc is calculated according to the risk potential RPnext for the adjacent lane preceding vehicles B1 and B2, and the accelerator pedal reaction force for the adjacent lane leading vehicles B1 and B2 is calculated. Start control. Since RPnext ≦ RPo, the accelerator pedal reaction force command value FAc quickly decreases.

  The reaction force holding time for holding the accelerator pedal reaction force is set so as to increase as the risk potential RPnext for the adjacent lane preceding vehicles B1 and B2 increases.

(2) Scene 2
In the scene 2 as shown in FIGS. 13A and 13B, the accelerator pedal reaction force is quickly changed from the lane change intention estimation time ta at which the control object is switched. Thus, for example, in a situation where an adjacent lane is interrupted at a junction of roads, information indicating that the risk for vehicles on the adjacent lane is high is transmitted to the driver at an early stage.

  Specifically, as shown in FIG. 14A, as soon as the control object is switched at the lane change intention estimation time ta, the accelerator pedal reaction force command value according to the risk potential RPnext for the adjacent lane preceding vehicles B1 and B2. FAc is calculated, and accelerator pedal reaction force control for adjacent lane leaders B1 and B2 is started.

(3) Scene 3
In the scene 3 as shown in FIGS. 15 (a) and 15 (b), the accelerator pedal reaction force is changed quickly from the lane change intention estimation time ta at which the controlled object is switched. Thus, for example, in a situation where an adjacent lane is interrupted at a junction of roads, risk information for a vehicle on the adjacent lane is transmitted to the driver at an early stage so that a smooth driving operation is realized.

  Specifically, as shown in FIG. 16A, as soon as the control object is switched at the lane change intention estimation time ta, the accelerator pedal reaction force command value according to the risk potential RPnext for the adjacent lane preceding vehicles B1 and B2. FAc is calculated, and accelerator pedal reaction force control for adjacent lane leaders B1 and B2 is started.

(4) Scene 4
In the scene 4 as shown in FIGS. 17A and 17B, the accelerator pedal reaction force is changed slowly from the lane change intention estimation time ta at which the control object is switched. Thereby, especially when the risk potential RPnext for the adjacent lane preceding vehicle B1, B2 is larger than the risk potential RPo for the own lane preceding vehicle A, a large change in the accelerator pedal reaction force is suppressed.

  Specifically, as shown in FIG. 18 (a), after the object to be controlled is switched at the lane change intention estimation time ta, the predetermined time (reaction force holding time) is the accelerator pedal reaction for the preceding vehicle A in the own lane. The force command value FAc is held. After the reaction force holding time has elapsed, the accelerator pedal reaction force command value FAc is calculated according to the risk potential RPnext for the adjacent lane preceding vehicles B1 and B2, and the accelerator pedal reaction force for the adjacent lane leading vehicles B1 and B2 is calculated. Start control. Since RPnext ≧ RPo, the accelerator pedal reaction force command value FAc increases rapidly.

The reaction force holding time for holding the accelerator pedal reaction force is set so as to increase as the risk potential RPnext for the adjacent lane preceding vehicles B1 and B2 increases.
In step S109, it is determined whether the driving situation scene determined in step S108 is scene 1 or scene 4 and the switching of the control target is delayed, that is, whether or not the accelerator pedal reaction force estimation delay control is performed. To do.

  If an affirmative determination is made in step S109, the process proceeds to step S110, and a flag CCflag = 1 indicating the start of delay control at the time of lane change intention estimation is set. In step S111, the accelerator pedal reaction force command value FA is corrected as described above according to the traveling situation scene of the host vehicle.

  On the other hand, if a negative determination is made in step S107 or S109 and the delay control at the time of lane change intention estimation is not performed, the process proceeds to step S112, and the accelerator pedal reaction force command value FA calculated in step S105 is directly used as a reaction force command for control. Set as value FAc.

If it is determined in step S106 that the delay control at the time of estimating the lane change is being executed, the process proceeds to step S121. In step S121, it is determined whether to cancel the currently executed estimation delay control. Specifically, when any one of the following situations (a) to (c) is detected, the estimation delay control is canceled.
(A) The amount of increase (increase rate) ΔRPv per hour of the risk potential for the preceding vehicle after the lane change exceeds a predetermined value ΔRPvo.
(B) When the accelerator pedal depression speed ACCv of the driver exceeds a predetermined value ACCvo.
(C) The risk potential RP for the preceding vehicle after the lane change exceeds a predetermined maximum value RPmax.

  The situation (a) corresponds to, for example, a case where the preceding vehicle after the lane change suddenly decelerates. The situation (b) corresponds to the case where the driver predicts the occurrence of a large pedal reaction force and depresses the accelerator pedal 82 vigorously. The accelerator pedal depression speed ACCv can be calculated from the stroke amount S detected by the accelerator pedal stroke sensor 81, for example. The situation (c) is to immediately convey the information when the risk potential RP is very large.

  When canceling the estimation delay control, the process proceeds to step S122, and the flag CCflag = 0 indicating cancellation of the estimation delay control is set. In step S123, the accelerator pedal reaction force command value FA calculated in step S105 is set as it is as a reaction force command value FAc for control.

  On the other hand, if the delay control at the time of estimation is continued, the process proceeds to step S111, the accelerator pedal reaction force command value FAc corresponding to the scene at the time when the delay control at the time of estimation is started is calculated, and the adjacent lane preceding vehicle B is targeted. Will shift to the reaction force control.

  In step S124, the control reaction force command value FAc calculated in step S111, S112 or S123 is output to the accelerator pedal reaction force control device 70. The accelerator pedal reaction force control device 70 controls the servo motor 80 in accordance with a command input from the controller 60. Thus, the current process is terminated.

Next, the operation of the vehicle driving assistance device 1 will be described.
In the scene 1, as shown in FIG. 12A, the accelerator pedal reaction force command value FAc for the preceding vehicle A is generated until the lane change intention estimation time ta. Since the control object is switched at a time ta earlier than the timing tb at which the host vehicle actually changes the lane, the accelerator pedal reaction force command value FAc suddenly decreases from the time ta as indicated by a solid line.

  By performing the estimation delay control corresponding to the scene 1 as described above, the accelerator pedal reaction force is maintained until the reaction force holding time corresponding to the risk potential RPnext for the adjacent lane preceding vehicle B1 or B2 elapses from the lane change time ta. The command value FAc is held. After the reaction force holding time has elapsed, the accelerator pedal reaction force command value FAc gradually decreases to a value corresponding to the risk potential RPnext for the adjacent lane preceding vehicles B1, B2.

  In the scene 2, as shown in FIG. 14 (a), the accelerator pedal reaction force command value FAc for the preceding vehicle A is generated until the lane change intention estimation time ta. The control object is switched at a time ta earlier than the timing tb at which the host vehicle actually executes the lane change, and the accelerator pedal reaction force command value FAc is a risk potential for the adjacent lane preceding vehicles B1 and B2 as indicated by a solid line from the time ta. It quickly increases to a value corresponding to RPnext.

  In the scene 3, as shown in FIG. 16 (a), the accelerator pedal reaction force command value FAc for the preceding vehicle A is generated until the lane change intention estimation time ta. The control object is switched at a time point tb earlier than the timing tb at which the host vehicle actually changes the lane, and the accelerator pedal reaction force command value FAc is a risk for the adjacent lane preceding vehicles B1 and B2, as indicated by a solid line from the time point ta. It decreases rapidly to a value corresponding to the potential RPnext.

  In the scene 4, as shown in FIG. 18 (a), the accelerator pedal reaction force command value FAc for the preceding vehicle A is generated until the lane change intention estimation time ta. Since the control object is switched at a time ta earlier than the timing tb at which the host vehicle actually changes the lane, the accelerator pedal reaction force command value FAc increases rapidly from the time ta as shown by a solid line.

  By performing the estimation delay control corresponding to the scene 4 as described above, the accelerator pedal reaction force until the reaction force holding time corresponding to the risk potential RPnext for the adjacent lane preceding vehicle B1 or B2 elapses from the lane change time ta. The command value FAc is held. After the reaction force holding time has elapsed, the accelerator pedal reaction force command value FAc gradually increases to a value corresponding to the risk potential RPnext for the adjacent lane preceding vehicles B1 and B2.

Thus, in the embodiment described above, the following operational effects can be achieved.
(1) The controller 60 calculates a risk potential RP around the host vehicle based on the obstacle situation around the host vehicle, and generates an operation reaction generated by the vehicle operating device, specifically the accelerator pedal 82, based on the risk potential RP. The force command value FA is calculated. The controller 60 predicts the future driving situation of the host vehicle based on the estimation result of the driving intention estimation device 100 that estimates the driver's lane change intention, and corrects the operation reaction force generated by the accelerator pedal 82. Thus, when it is estimated that the driver intends to change lanes, appropriate reaction force control can be performed in advance according to the future driving situation.
(2) The controller 60 corrects the reaction force command value FA calculated based on the risk potential RP. As a result, it is possible to transmit appropriate information in consideration of future driving conditions while transmitting the risk potential RP to the driver via the operation reaction force of the accelerator pedal 82.
(3) The controller 60 corrects the application timing at which the operation reaction force is generated in the accelerator pedal 82 according to the future traveling situation. Specifically, as shown in FIG. 8C, when the lane change intention is estimated, at the lane change intention estimation timing ta earlier than the timing tb at which the lane change is actually performed, on the adjacent lane after the lane change. The application of the operation reaction force corresponding to the risk potential RPnext to the vehicle existing in is started. Further, in the scene 1 as shown in FIGS. 11A and 11B and the scene 4 as shown in FIGS. 17A and 17B, the operation reaction force corresponding to the risk potential RPnext with respect to the adjacent vehicle B in the adjacent lane is The grant timing is delayed from the lane change intention estimation timing ta. As a result, the risk potential RPnext for the adjacent lane preceding vehicle B is quickly notified as in the scene 2 as shown in FIGS. 13 (a) and 13 (b) and the scene 3 as shown in FIGS. 15 (a) and 15 (b). If the desired driving situation is predicted, the timing for applying the operation reaction force is advanced. On the other hand, in scenes 1 and 4, the operation reaction force application timing is delayed to make it easier to adjust the inter-vehicle distance from the preceding vehicle A in the own lane and to suppress a sudden change in the accelerator pedal reaction force. Accordingly, it is possible to reliably convey necessary information to the driver while reducing the uncomfortable feeling given to the driver according to the predicted future driving situation.
(4) The controller 60 predicts a future driving situation of the host vehicle based on the driving operation amount of the driver and the estimation result of the driving intention estimation device 100. Specifically, when the intention to change lanes is estimated, as shown in FIG. 10, the future traveling state of the host vehicle is predicted based on the driving operation of the driver. As a result, when the driver intends to change lanes, it is possible to objectively determine the driving situation in the future.
(5) The operation amount S of the accelerator pedal 82 is used as the driving operation amount of the driver when the traveling state of the host vehicle is predicted. When the driver changes lanes, the driver performs an accelerator pedal operation according to the driving situation. Therefore, by predicting the future driving situation using the accelerator pedal operation amount S, it is possible to accurately determine what kind of driving situation will be in the future, and to perform appropriate operation reaction force control. It becomes possible.
(6) The controller 60 corrects the operation reaction force so as to correspond to a future driving situation based on the change in the risk potential RP before and after the intention to change the lane and the driving operation amount. Specifically, as shown in FIG. 19, the operation reaction force is determined from the relationship between the difference between the risk potential RPo of the preceding lane A and the risk potential RPnext of the adjacent lane B and the operation state of the accelerator pedal 82. Determine how to correct. As a result, it is possible to determine the future driving situation of the host vehicle by changing the lane and perform appropriate operation reaction force control.

-Modification-
Here, when performing the delay control at the time of estimating the lane change intention, the accelerator pedal reaction force is gradually changed using the temporary delay filter in the scene 1 or the scene 4. Specifically, the coefficient Ksh of the time constant Ts of the temporary delay filter is set based on the risk potential RPnext for the adjacent lane preceding vehicle B. The coefficient Ksh is set so as to increase as the risk potential RPnext increases.

Then, the accelerator pedal reaction force command value FA calculated in step S105 in the flowchart of FIG. 5 is filtered. The control reaction force command value FAc corrected using the coefficient Ksh is expressed by the following (Equation 14).
FAc = K × 1 / (1+ (1 + Ksh) × Ts) × FA (Formula 14)
In (Expression 14), K is an appropriately set constant.

  In the scene 1, as shown in FIG. 12B, an accelerator pedal reaction force command value FAc for the preceding vehicle A is generated until the lane change intention estimation time ta. Since the control object is switched at a time ta earlier than the timing tb at which the host vehicle actually changes the lane, the accelerator pedal reaction force command value FAc suddenly decreases from the time ta as indicated by a solid line.

  Here, by performing the filter processing as described above, the accelerator pedal reaction force command value FAc gradually decreases from the lane change intention estimation time ta. Since the coefficient Ksh of the time constant Ts increases as the risk potential RPnext increases, as shown in FIG. 12B, the reaction force command value FAc for the adjacent lane preceding vehicle B2 is targeted for the adjacent lane preceding vehicle B1. As compared with the reaction force command value FAc that has been reduced, it decreases more gradually.

  In the scene 2, as shown in FIG. 14B, the accelerator pedal reaction force command value FAc increases rapidly from the lane change intention estimation time ta. In the scene 3, as shown in FIG. 16 (b), the accelerator pedal reaction force command value FAc quickly decreases from the lane change intention estimation time ta.

  In the scene 4, as shown in FIG. 18 (b), the accelerator pedal reaction force command value FAc for the preceding lane A is generated until the lane change intention estimation time ta. Since the control object is switched at a time ta earlier than the timing tb at which the host vehicle actually changes the lane, the accelerator pedal reaction force command value FAc increases rapidly from the time ta as shown by a solid line.

  Here, by performing the filter processing as described above, the accelerator pedal reaction force command value FAc gradually increases from the lane change intention estimation time ta. Since the coefficient Ksh of the time constant Ts increases as the risk potential RPnext increases, the reaction force command value FAc for the adjacent lane preceding vehicle B2 as shown in FIG. 18 (b) targets the adjacent lane preceding vehicle B1. It increases more gradually than the reaction force command value FAc.

  As described above, by correcting the reaction force command value FAc so as to moderately change in the scene 1 or the scene 4, it is possible to obtain the same effect as that of the above-described embodiment. Instead of changing the coefficient Ksh to be applied to the time constant Ts, the time constant Ts itself can be changed.

  In the above-described embodiment, when the intention to change lanes is estimated, the accelerator pedal reaction force command value correction unit 64 determines the accelerator pedal reaction force command value FA according to the future driving situation of the host vehicle. Was corrected. However, the present invention is not limited to this, and the risk potential RP calculated by the risk potential calculator 61 can be corrected. Since the accelerator pedal reaction force command value FA is calculated based on the risk potential RP, the operation reaction force finally generated in the accelerator pedal 82 can also be corrected by correcting the risk potential RP.

  Also in the case of correcting the risk potential RP, as shown in FIG. 19, when the intention to change the lane is estimated, the control target is switched promptly or slowly according to each scene. The controller 60 calculates the accelerator pedal reaction force command value FA based on the risk potential RP corrected according to the future driving situation.

  In the above-described embodiment, when a lane change intention is detected, the future driving situation of the host vehicle is determined based on the difference between the risk potential RP before and after the lane change intention estimation and the accelerator pedal operation amount S. As predicted, a driving operation amount can be used separately from the accelerator pedal operation amount S. For example, a sensor for detecting a steering operation by a driver can be provided, and a steering wheel steering angle can be used as a driving operation amount. Since the driver performs a steering operation in accordance with the traveling situation when changing the lane, it is possible to accurately determine the future traveling situation of the host vehicle by using the steering angle of the steering wheel.

  In the above-described embodiment, the risk potential RP is calculated using the margin time TTC and the inter-vehicle time THW between the host vehicle and the preceding vehicle. However, the present invention is not limited to this. For example, the reciprocal of the margin time TTC can be used as the risk potential.

  In the above-described embodiment, the driver's lane change intention of the driver who calculated the lane change intention score Sc in the driving intention estimation device 100 is estimated. However, the driving intention estimation method is not limited to this, and it is also possible to estimate the driving intention from, for example, the approximate degree of the driving operation amount of the virtual driver and the actual driver, or the series approximation degree. Alternatively, it is of course possible to estimate the lane change intention using the operation state of the blinker.

  In the embodiment described above, the laser radar 10, the vehicle speed sensor 40, and the front camera 20 function as obstacle detection means, the risk potential calculation unit 61 functions as risk potential calculation means, and an accelerator pedal reaction force command The value calculation unit 62 functions as an operation reaction force calculation unit, the accelerator pedal reaction force control device 70 functions as an operation reaction force generation unit, the driving intention estimation device 100 functions as a lane change intention estimation unit, and the controller 60 travels. It can function as situation prediction means, correction means, and risk potential correction means. Further, the accelerator pedal reaction force command value correction unit 64 can function as an operation reaction force correction unit, and the accelerator pedal stroke sensor 81 can function as a driving operation amount detection unit. However, the present invention is not limited to these, and another type of millimeter wave radar or the like can be used as the obstacle detection means instead of the laser radar 10. Also, as a reaction force generating means, a reaction force is generated in a vehicle operation device different from the accelerator pedal 82, for example, a steering reaction force control device that generates a steering reaction force in a steering device, or a joystick lever that outputs a vehicle drive command. It is also possible to use a device to be used. The above description is merely an example, and when interpreting the invention, there is no limitation or restriction on the correspondence between the items described in the above embodiment and the items described in the claims.

1 is a system diagram of a vehicle driving assistance device according to an embodiment of the present invention. The block diagram of the vehicle carrying the driving operation assistance apparatus for vehicles shown in FIG. The figure which shows an example of the driving | running | working condition around the own vehicle. The figure which shows the structure of an accelerator pedal and its periphery. The flowchart which shows the process sequence of the driving operation assistance control process in one embodiment. The flowchart which shows the process sequence of a driving intention estimation process. The figure explaining the calculation method of the driving operation amount of a virtual driver. The figure which shows (a) the driving | running | working condition at the time of the own vehicle changing a lane, (b) time series change of lateral position in a lane, and (c) time series change of risk potential. The figure which shows the relationship between risk potential and reaction force increase amount. The figure explaining the classification | category method of the driving | running | working condition scene of the own vehicle. (A) (b) The figure which shows the specific example of the scene 1 in case the own vehicle changes lanes. (A) (b) The figure which shows the change of the accelerator pedal reaction force command value in the scene 1. FIG. (A) (b) The figure which shows the specific example of the scene 2 in case the own vehicle changes lanes. (A) (b) The figure which shows the change of the accelerator pedal reaction force command value in the scene 2. FIG. (A) (b) The figure which shows the specific example of the scene 3 in case the own vehicle changes lanes. (A) (b) The figure which shows the change of the accelerator pedal reaction force command value in the scene 3. FIG. (A) (b) The figure which shows the specific example of the scene 4 in case the own vehicle changes lanes. (A) (b) The figure which shows the change of the accelerator pedal reaction force command value in the scene 4. FIG. The figure explaining the reaction force control method in each scene.

Explanation of symbols

10: Laser radar 20: Front camera 40: Vehicle speed sensor 60: Controller 70: Accelerator pedal reaction force control device 80: Servo motor 100: Driving intention estimation device

Claims (10)

Obstacle detection means for detecting an obstacle situation around the host vehicle;
Risk potential calculation means for calculating a risk potential around the host vehicle based on a detection result by the obstacle detection means;
Based on the risk potential calculated by the risk potential calculation means, an operation reaction force calculation means for calculating an operation reaction force to be generated in the vehicle operating device;
An operation reaction force generating means for causing the vehicle operating device to generate the operation reaction force calculated by the operation reaction force calculation means;
A lane change intention estimation means for estimating the driver's lane change intention;
Based on the estimation result of the lane change intention estimation unit, a traveling state prediction unit that predicts a future traveling state of the host vehicle;
Correction means for correcting the operation reaction force generated by the vehicle operating device according to the future driving situation predicted by the driving situation prediction unit ;
Driving operation state detection means for detecting the operation state of the driving operation equipment by the driver,
When the lane change intention estimation means estimates that the lane change intention is present, the travel situation prediction means calculates a risk potential for an obstacle existing ahead of the current host vehicle, which is calculated by the risk potential calculation means. Comparing the risk potential for obstacles existing after the lane change, and predicting the future driving situation based on the comparison result of the risk potential and the operation state of the driving operation device detected by the driving operation state detecting means And
When the lane change intention estimation unit estimates that the lane change intention is present, the correction unit corrects the operation reaction force based on a comparison result of the risk potential and an operation state of the driving operation device. A driving operation assisting device for a vehicle. The vehicle driving assistance device according to claim 1,
The vehicle driving operation assisting device according to claim 1, wherein the correction means is an operation reaction force correction means for correcting the operation reaction force calculated by the operation reaction force calculation means. The vehicle driving assistance device according to claim 1,
The vehicle driving operation assisting device according to claim 1, wherein the correcting means is a risk potential correcting means for correcting the risk potential calculated by the risk potential calculating means. In the driving assistance device for vehicles according to any one of claims 1 to 3,
When the lane change intention estimation unit estimates that the lane change intention is present, the correction unit applies the operation reaction force according to a risk potential for an obstacle existing after the lane change by the operation reaction force generation unit. The driving operation assisting device for a vehicle is corrected based on the comparison result of the risk potential and the operation state of the driving operation device. The vehicle driving operation assistance device according to claim 4,
The driving operation state detection means detects an operation state of an accelerator pedal as an operation state of the driving operation device,
(A) The accelerator pedal returns by the travel state prediction means when the risk potential for the obstacle existing after the lane change is smaller than or equal to the risk potential for the obstacle present ahead of the current host vehicle. Or (b) the risk potential for an obstacle existing after the lane change is greater than or equal to the risk potential for an obstacle existing in front of the current host vehicle. When it is determined that the accelerator pedal is operated or held in the depression direction, the correction means is after the lane change from the timing estimated by the lane change intention estimation means as the lane change intention. The operation reaction according to the risk potential for existing obstacles. Driving assist system for a vehicle, characterized in that delaying the grant start timing. In the driving assistance device for a vehicle according to claim 4 or 5,
The driving operation state detection means detects an operation state of an accelerator pedal as an operation state of the driving operation device,
(C) The risk potential for the obstacle existing after the lane change is greater than the risk potential for the obstacle present in front of the current host vehicle, and the accelerator pedal is operated in the return direction by the traveling state predicting means. Or (d) a risk potential for an obstacle existing after the lane change is smaller than a risk potential for an obstacle existing ahead of the current host vehicle, and the accelerator pedal is depressed The correction means is responsive to a risk potential for an obstacle present after the lane change at a timing estimated by the lane change intention estimation means as the lane change intention. cars, characterized in that to start the application of the operation reaction force Use driving assist system. In the driving assistance device for vehicles according to any one of claims 1 to 3,
The driving operation assisting device for a vehicle, wherein the driving operation state output means detects a steering wheel steering state as an operation state of the driving operation device. The vehicle driving assistance device according to claim 5,
The correction means is the time from the timing estimated by the lane change intention estimation means to be the intention to change lane to the start timing of applying the reaction force according to the risk potential for the obstacle present after the lane change, The driving operation assisting device for a vehicle is set longer as a risk potential with respect to an obstacle existing after the lane change increases . Based on the obstacle situation around the vehicle, the risk potential around the vehicle is calculated,
Based on the risk potential, calculate an operation reaction force to be generated in the vehicle operating device,
Generating the operation reaction force in the vehicle operating device;
Estimate the driver ’s intention to change lanes,
Predicting the future driving situation of the host vehicle based on the estimation result of the lane change intention;
According to the future driving situation, correct the operation reaction force generated in the vehicle operating device ,
Detecting the operating state of the driving operation equipment by the driver,
When it is estimated that there is an intention to change the lane, the risk potential for the obstacle existing in front of the current host vehicle is compared with the risk potential for the obstacle existing after the lane change, and the comparison result of the risk potential and the Predicting the future driving situation based on the operating state of the driving operation equipment,
When it is estimated that there is an intention to change the lane, the driving reaction assisting method for a vehicle, wherein the operation reaction force is corrected based on a comparison result of the risk potential and an operation state of the driving operation device . Obstacle detection means for detecting an obstacle situation around the host vehicle;
Risk potential calculation means for calculating a risk potential around the host vehicle based on a detection result by the obstacle detection means;
Based on the risk potential calculated by the risk potential calculation means, an operation reaction force calculation means for calculating an operation reaction force to be generated in the vehicle operating device;
An operation reaction force generating means for causing the vehicle operating device to generate the operation reaction force calculated by the operation reaction force calculation means;
A lane change intention estimation means for estimating the driver's lane change intention;
Based on the estimation result of the lane change intention estimation unit, a traveling state prediction unit that predicts a future traveling state of the host vehicle;
Correction means for correcting the operation reaction force generated by the vehicle operating device according to the future driving situation predicted by the driving situation prediction unit ;
Driving operation state detection means for detecting the operation state of the driving operation equipment by the driver,
When the lane change intention estimation means estimates that the lane change intention is present, the travel situation prediction means calculates a risk potential for an obstacle existing ahead of the current host vehicle, which is calculated by the risk potential calculation means. Comparing the risk potential with respect to obstacles existing after the lane change, and determining the future driving situation based on the comparison result of the risk potential and the operation state of the driving operation device detected by the driving operation state detecting means. Predict,
When the lane change intention estimation unit estimates that the lane change intention is present, the correction unit corrects the operation reaction force based on a comparison result of the risk potential and an operation state of the driving operation device . A vehicle comprising a driving assistance device.

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