JP2004009932A - Driving operation assisting device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving operation assisting device for vehicles which can have a driver recognize an alarm of proximity to a preceding vehicle even if operation on an accelerator pedal is not continuous. <P>SOLUTION: This driving operation assisting device 100 for vehicles has driving-state detecting means 101 and 102 for detecting the driving state of its own vehicle and a preceding vehicle existing in front of its own vehicle, an accelerator pedal operation amount detecting means 104 for detecting an operation amount of the accelerator pedal, an accelerator pedal reaction force generating means 106 for generating an operation reaction force on the accelerator pedal 103 based on the driving states of its own vehicle and the preceding vehicle detected by the driving-state detecting means 101 and 102 and the accelerator pedal operation amount detected by the accelerator pedal operation amount detecting means 104, and a control means for controlling the accelerator pedal reaction force generating means 106 so that the accelerator pedal reaction force is increased after a predetermined time has elapsed since the accelerator pedal 103 is stepped on if the accelerator pedal operation amount is a predetermined amount or less and its own vehicle and the preceding vehicle is approaching. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a driving assist system for a vehicle that assists a driver's operation.
[0002]
[Prior art]
2. Description of the Related Art A vehicular driving operation assisting device that assists a driver's operation is disclosed in Japanese Patent Application Laid-Open No. H10-166890. This vehicle driving assist system changes the operation reaction force of the accelerator pedal based on the inter-vehicle distance between the preceding vehicle and the host vehicle. For example, when the detected inter-vehicle distance becomes smaller than a predetermined value, the driver is alerted by setting the accelerator pedal reaction force to be heavy.
[0003]
[Problems to be solved by the invention]
However, the vehicle driving assist system as described above increases the accelerator pedal reaction force in a state where the driver has released his / her foot from the accelerator pedal, or in a state where the foot is in contact with the accelerator pedal but the depression amount is zero. However, if the driver performs the accelerator pedal operation again, the pedal operation is discontinuous, so the driver does not notice that the accelerator pedal reaction force is increasing, and recognizes that the alarm has been generated. There is a problem that it may be difficult to do so.
[0004]
SUMMARY OF THE INVENTION It is an object of the present invention to provide a driving assist system for a vehicle that can make a driver recognize an approach warning to a preceding vehicle even when an accelerator pedal operation is discontinuous.
[0005]
[Means for Solving the Problems]
A driving operation assisting device for a vehicle according to the present invention includes: a traveling state detecting unit that detects a traveling state of a host vehicle and a preceding vehicle that is ahead of the host vehicle; and an accelerator pedal operation amount detection unit that detects an operation amount of an accelerator pedal. Means for generating an operation reaction force on the accelerator pedal based on the means, the traveling state of the host vehicle and the preceding vehicle detected by the traveling state detection means, and the accelerator pedal operation amount detected by the accelerator pedal operation amount detection means. When the host vehicle and the preceding vehicle approach each other with the accelerator pedal reaction force generating means and the accelerator pedal operation amount being equal to or less than a predetermined amount, the accelerator pedal operation reaction is performed after a predetermined time has elapsed after the accelerator pedal is depressed again. Control means for controlling the accelerator pedal reaction force generating means so as to increase the force.
[0006]
【The invention's effect】
When the host vehicle and the preceding vehicle approach each other, the accelerator pedal operation reaction force increases after the accelerator pedal is depressed again, so that the driver can reliably recognize a change in the accelerator pedal reaction force. .
[0007]
BEST MODE FOR CARRYING OUT THE INVENTION
<< 1st Embodiment >>
A vehicle driving assist system 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 assist system 100 according to a first embodiment of the present invention.
[0008]
As shown in FIG. 1, a vehicle driving assist system 100 includes an inter-vehicle distance detecting unit 101 for detecting an inter-vehicle distance between a host vehicle and a preceding vehicle existing in front of the host vehicle, and a vehicle speed detecting unit for detecting a host vehicle speed. 102, an accelerator pedal operation amount detection unit 104 for detecting an operation amount of an accelerator pedal 103, a control unit (control unit) 105 for controlling the entire vehicle driving assist system 100, and a reaction force generated on the accelerator pedal 103. It comprises an accelerator pedal reaction force generating means 106 and the like.
[0009]
The inter-vehicle distance detecting means 101 is composed of, for example, a laser radar. The laser radar 101 is attached to a front grill portion or a bumper portion of the vehicle, and scans an infrared light pulse in a horizontal direction. The laser radar 101 measures the reflected wave of the infrared light pulse reflected by a plurality of reflectors ahead (usually, the rear end of the preceding vehicle), and calculates the distance between the plurality of preceding vehicles based on the arrival time of the reflected wave. Detect the distance and its existing direction. The detected inter-vehicle distance and existence direction are output to the control unit 105. The forward area scanned by the laser radar 101 is about ± 6 deg with respect to the front of the own vehicle, and a forward object existing within this range is detected. The vehicle speed detection means 102 is, for example, a vehicle speed sensor, detects the traveling vehicle speed of the own vehicle from the number of rotations of the wheels, and outputs a detection signal to the control unit 105.
[0010]
The accelerator pedal 103 is connected to a servo motor (not shown) via a link mechanism. The accelerator pedal operation amount detecting means 104 detects the amount of depression of the accelerator pedal 103 converted into the rotation angle of the servo motor via a link mechanism by an accelerator pedal sensor incorporated in the servo motor, for example. The accelerator pedal operation amount detected by the accelerator pedal operation amount detection unit 104 is output to the control unit 105. The accelerator pedal reaction force generating means 106 outputs a command signal corresponding to a signal from the control unit 105 to a servomotor connected to the accelerator pedal 103, and controls a torque generated by the servomotor. Thus, the pedaling force generated when the driver operates the accelerator pedal 103 can be arbitrarily controlled.
[0011]
The control unit 105 outputs a signal to the accelerator pedal reaction force generating means 106 based on the inter-vehicle distance signal input from the laser radar 101 to control the accelerator pedal reaction force. The control unit 105 changes the operation reaction force of the accelerator pedal 103 to give a warning to the driver when the own vehicle and the preceding vehicle are approaching. The determination of the approaching state can use, for example, the inter-vehicle time (the inter-vehicle distance L / the own vehicle speed V) between the own vehicle and the preceding vehicle, the inter-vehicle distance L, the own vehicle speed, and the like. Alternatively, a margin time TTC obtained by dividing the inter-vehicle distance L by the relative speed between the host vehicle and the preceding vehicle may be used. That is, the approaching state may be any value as long as it is expressed as a risk degree for the own vehicle caused by the running state of the own vehicle and the preceding vehicle.
[0012]
When operating an audio device or the like while traveling, the driver may unconsciously loosen the accelerator pedal 103 to prevent approaching the preceding vehicle. As described above, when the foot is separated from the accelerator pedal 103, or when the foot is in contact with the accelerator pedal 103 but approaches the preceding vehicle with the depressed amount being zero, even if the accelerator pedal reaction force is increased, the driver does not There is a possibility that the reaction force increase cannot be sufficiently recognized. In other words, even if the reaction force is increased when the accelerator pedal operation is not performed continuously, the driver may not notice that the reaction state is in an alarm state in which the reaction force has increased with respect to the normal reaction force characteristics.
[0013]
Therefore, in the present invention, the timing for changing the accelerator pedal reaction force is changed according to the amount of depression of the accelerator pedal 103. For example, when the operation amount AS of the accelerator pedal 103 is equal to or greater than a predetermined value AS0, when the inter-vehicle time L / V falls below the predetermined value T0, the accelerator pedal reaction force F is increased to give a warning to the driver. On the other hand, when the accelerator pedal operation amount AS is smaller than the predetermined value AS, a delay time is provided until the accelerator pedal reaction force F increases after the inter-vehicle time L / V falls below the predetermined value T0. For example, when the accelerator pedal 103 is depressed after the inter-vehicle time L / V falls below the predetermined value T0, the accelerator pedal reaction force F is increased after a lapse of a predetermined time T1 after the accelerator pedal 103 is depressed. Give a warning to the driver. Further, if the accelerator pedal operation amount AS remains smaller than the predetermined value AS0 after the inter-vehicle time L / V falls below the predetermined value T0, the driver sufficiently perceives the change even if the reaction force is increased. It is determined that the operation cannot be performed, and a warning by the buzzer 108 is given. The increase amount ΔF of the accelerator pedal reaction force F is set to a value larger than a discrimination threshold which is a boundary at which the driver can sensibly recognize a change in the reaction force. The measurement of the elapsed time from when the accelerator pedal 103 is depressed again is performed by a timer (not shown) provided in the control unit 105.
[0014]
Hereinafter, the operation of the vehicle driving assist system 100 according to the first embodiment will be described with reference to FIG. FIG. 2 is a flowchart illustrating a processing procedure of a driving operation assist control program executed by the control unit 105. This process is performed continuously at regular intervals, for example, every 50 msec.
[0015]
In step S10, it is determined whether an ignition switch (not shown) is on. If an affirmative determination is made in step S10, a flag FLAG = 0 indicating that the accelerator pedal reaction force characteristic is in the normal mode, that is, the accelerator pedal reaction force control is not being performed, is set in step S20. In the following step S30, it is determined whether or not the ignition switch has been turned off. If step S30 is affirmatively determined, the process ends, and if negatively determined, the process proceeds to step S40. In step S40, the inter-vehicle distance L between the host vehicle and the preceding vehicle detected by the laser radar 101 is read, and in step S50, the host vehicle speed V detected by the vehicle speed sensor 102 is read. In the next step S60, the accelerator pedal operation amount AS detected by the accelerator pedal operation amount detecting means 104 is read.
[0016]
In step S70, it is determined whether or not the accelerator pedal operation amount AS read in step S60 is smaller than a predetermined value AS0. If a negative determination is made in step S70 and the accelerator pedal operation amount AS is equal to or greater than the predetermined value AS0, the process proceeds to step S80. In step S80, the inter-vehicle time L / V is calculated from the inter-vehicle distance L read in step S40 and the own vehicle speed V read in step S50, and it is determined whether or not the inter-vehicle time L / V falls below a predetermined value T0. . If an affirmative determination is made in step S80, it is determined that the own vehicle is approaching the preceding vehicle, and that an inter-vehicle distance warning is required, and the flow proceeds to step S90 to determine whether FLAG = 0. If an affirmative determination is made in step S90, the process proceeds to step S100, where FLAG = 1 is set, which indicates that the mode is an alarm mode for performing accelerator pedal reaction force control. In step S110, the reaction force characteristic of the accelerator pedal 103 is switched to the warning mode to give a warning to the driver, and the accelerator pedal reaction force generation means 106 is controlled to control the accelerator pedal reaction force F according to the reaction force characteristic in the warning mode. Output command. In this case, for example, a value obtained by adding a constant reaction force increase amount ΔF to a normal reaction force characteristic can be used as the accelerator pedal reaction force characteristic in the alarm mode. If a negative determination is made in step S90, it is determined that the mode is the alarm mode, and the process returns to step S30.
[0017]
If a negative determination is made in step S80 and the inter-vehicle time L / V between the host vehicle and the preceding vehicle is sufficiently large, the process proceeds to step S120, and it is determined whether or not FLAG = 1. If the determination in step S120 is affirmative, the process proceeds to step S130, where FLAG = 0 is set. In the next step S140, the accelerator pedal reaction force characteristic is returned to the normal mode. If a negative determination is made in step S120, it is determined that the accelerator pedal reaction force characteristic is the normal mode, and the process returns to step S30.
[0018]
On the other hand, if the determination in step S70 is affirmative, and the accelerator pedal operation amount AS is smaller than the predetermined value AS0, the process proceeds to step S150. In step S150, the inter-vehicle time L / V is calculated from the inter-vehicle distance L and the own vehicle speed V, and it is determined whether or not the inter-vehicle time L / V falls below a predetermined value T0. If the determination in step S150 is affirmative, the process proceeds to step S155 to give a warning to the driver. On the other hand, if step S150 is negatively determined, the process returns to step S30. In step S155, the current accelerator pedal operation amount AS 'is read, and in step S160, it is determined whether the accelerator pedal 103 is depressed again and the accelerator pedal operation amount AS' is equal to or greater than a predetermined value AS0. If an affirmative determination is made in step S160, the process proceeds to step S170.
[0019]
In step S170, a timer (not shown) is reset. In step S180, the timer is started and the elapsed time T from when the accelerator pedal 103 is depressed again is measured. In step S190, it is determined whether the elapsed time T has become equal to or longer than a predetermined time T1. If an affirmative determination is made in step S190, the process proceeds to step S100 to set FLAG = 1, and in step 110, the accelerator pedal reaction force characteristic is switched to an alarm mode in order to perform accelerator pedal reaction force control. The accelerator pedal reaction force characteristic in the alarm mode will be described later.
[0020]
If a negative determination is made in step S160 and the accelerator pedal 103 is not sufficiently depressed, the process proceeds to step S200, and the timer is reset. In step S210, the buzzer 108 is operated to notify that the own vehicle is approaching the preceding vehicle. In step S220, the timer is started and the operation elapsed time T of the buzzer 108 is measured. In step S230, it is determined whether the operation elapsed time T has become equal to or longer than a predetermined value T2. If the determination in step S230 is affirmative, the process proceeds to step S240 to stop the operation of the buzzer 108, and then returns to step S30.
[0021]
In the control process described above, the predetermined times T0, T1, and T2 are set to appropriate values in advance. The predetermined times T1 and T2 may be set to appropriate values based on the following distance L, the own vehicle speed V, or the following time L / V. For example, as the inter-vehicle time L / V is smaller, the predetermined time T1 from when the accelerator pedal 103 is depressed again until an alarm is generated is shortened, and an alarm is issued promptly after the accelerator pedal 103 is depressed. Also, the alarm issuing time T2 by the buzzer may be set to be longer as the inter-vehicle time L / V is smaller.
[0022]
Next, the accelerator pedal reaction force characteristic in the alarm mode will be described with reference to FIGS. This corresponds to the processing in steps S70, S150 to S190, and steps S100 and 110 in FIG. FIGS. 3A to 3D each show an example of an accelerator pedal reaction force change pattern with respect to time t. The inter-vehicle time L / V with the preceding vehicle decreases while the accelerator pedal operation amount AS is zero. After that, when the accelerator pedal 103 is depressed again, the accelerator pedal reaction force F increases after a lapse of a predetermined time T1 from the re-operation of the accelerator pedal 103, and an inter-vehicle distance warning is issued. The reaction force characteristic in the normal mode is set such that, for example, the accelerator pedal reaction force F increases as the accelerator pedal operation amount AS increases.
[0023]
FIG. 3A shows a case where the inter-vehicle distance warning is performed by increasing the accelerator pedal reaction force F stepwise. As shown in FIG. 3A, when the accelerator pedal 103 is depressed at the time t = ta, the accelerator pedal reaction force F corresponding to the depression amount AS according to the reaction force characteristic of the normal mode until a predetermined time T1 elapses. appear. When the predetermined time T1 has elapsed and the time t = tb, the accelerator pedal reaction force F0 at that time increases stepwise by the reaction force increase amount ΔFa, and the accelerator pedal reaction force F becomes F = Fa. Therefore, the driver can recognize the approach state with the preceding vehicle by recognizing the change from the normal reaction force characteristic.
[0024]
FIG. 3B shows a case in which the inter-vehicle distance warning is performed by increasing the accelerator pedal reaction force F stepwise. As shown in FIG. 3 (b), when the predetermined time T1 has elapsed, the accelerator pedal reaction force F0 at the time t = tb increases stepwise by a reaction force increase ΔFb larger than the discrimination threshold, and The pedal reaction force F = Fb. Thereafter, the reaction force increases stepwise by the reaction force increase amount ΔFc larger than the discrimination threshold, and the accelerator pedal reaction force F = Fc. As a result, the driver can recognize the approach state with the preceding vehicle by recognizing a change from the normal reaction force characteristic.
[0025]
FIG. 3C shows a case where an inter-vehicle distance alarm is issued by overshooting the accelerator pedal reaction force F. As shown in FIG. 3C, when the predetermined time T1 has elapsed, the accelerator pedal reaction force F0 at the time t = tb is increased by a reaction force increase ΔFd larger than the discrimination threshold, and the accelerator pedal reaction force is increased. After setting F = Fd, the accelerator pedal reaction force F = Fe is reduced by ΔFe smaller than the reaction force increase amount ΔFd. As a result, the driver can recognize the approach state with the preceding vehicle by recognizing a change from the normal reaction force characteristic. Further, since the accelerator pedal reaction force F is once increased to F = Fd and then the accelerator pedal reaction force F is decreased by ΔFe, the accelerator pedal reaction force F after giving a warning to the driver becomes F = Fe (Fd> Fe), and the subsequent driving operation can be performed smoothly.
[0026]
FIG. 3D shows a case in which the accelerator pedal reaction force F is reduced while the elapsed time T of the re-operation of the accelerator pedal 103 is measured, that is, immediately before the inter-vehicle distance warning is performed. As shown in FIG. 3D, until the time t = tx, the accelerator pedal reaction force F according to the reaction force characteristic of the normal mode is generated. After the depression amount of the accelerator pedal 103 becomes 0 at time t = tx, the inter-vehicle time L / V with the preceding vehicle decreases, and after a lapse of a predetermined time T1 since the accelerator pedal operation is restarted at time t = ta. The accelerator pedal reaction force F is increased stepwise. However, during the time t = ta to tb, the accelerator pedal reaction force F smaller than the normal reaction force characteristic is generated for the depression amount AS of the accelerator pedal 103. In other words, the accelerator pedal reaction force F0 is generated in the reaction force characteristic of the normal mode with respect to the depression amount AS, but immediately before the alarm is generated, the accelerator pedal reaction force F0 ′ (F0> F0 ′) for the same depression amount AS. Only occur. For example, by reversing the servo motor of the accelerator pedal reaction force generating means 106, it is possible to generate an accelerator pedal reaction force F smaller than a normal reaction force characteristic. After the lapse of the predetermined time T1, the accelerator pedal reaction force F = Ff, which is increased in a stepwise manner with respect to the accelerator pedal reaction force F'0 by the reaction force increase amount ΔFf larger than the discrimination threshold, is generated.
[0027]
The reaction force increase amount ΔFf and accelerator pedal reaction force Ff in this case are smaller than the reaction force increase amount ΔFa and accelerator pedal reaction force Fa in the case of FIG. 3A described above (ΔFf <ΔFa, Ff <Fa). . Since the accelerator pedal reaction force F immediately before the occurrence of the alarm is suppressed lower than usual, even if the reaction force increase amount ΔFf is smaller than the reaction force increase amount ΔFa, the driver can reduce the accelerator pedal reaction force F. The change can be recognized, and the approach state with the preceding vehicle can be recognized.
[0028]
The generation patterns of the accelerator pedal reaction force F as the inter-vehicle distance warning shown in FIGS. 3A to 3D are examples, and are not limited thereto. However, the reaction force increments ΔFa, ΔFb, ΔFc, ΔFd, and ΔFf are set in advance to values larger than the discrimination threshold. In this case, the discrimination threshold is a boundary at which the driver can intuitively understand a change in the accelerator pedal reaction force F, and its size changes depending on the environment. FIG. 4 schematically shows a change in the discrimination threshold depending on the environment. In FIG. 4, the horizontal axis represents the accelerator pedal reaction force φ, and the vertical axis represents the magnitude of the sensory reaction force felt by the driver. The discrimination threshold in a static environment in which the driver has no load and the nerve is concentrated only on the accelerator pedal reaction force is Δφs. Further, a discrimination threshold in a dynamic environment such as a driving operation with various loads is defined as Δφd. As shown in FIG. 4, the discrimination threshold Δφd in the dynamic environment is larger than the discrimination threshold Δφs in the static environment. In the vehicle driving assist system according to the present invention, a warning is given while the driver actually performs the driving operation, so it is necessary to set the reaction force increase ΔF larger than the discrimination threshold Δφd in the dynamic environment. . It is preferable to set appropriate values for these values in advance based on the results of simulation or the like.
[0029]
As described above, in the first embodiment of the present invention, the following effects can be obtained.
(1) When the host vehicle approaches the preceding vehicle when the operation amount AS of the accelerator pedal 103 is less than the predetermined value, the accelerator pedal reaction force F increases after a predetermined time has elapsed after the accelerator pedal 103 is depressed again. Since the approach state is warned, it is possible to intuitively understand that the warning is due to an increase in the accelerator pedal reaction force F. Therefore, if the accelerator pedal reaction force F has already been increased when the operation of the accelerator pedal 103 is restarted, the change in the pedal reaction force may not be noticeable and the alarm may not be sufficiently recognized. The change in the pedal reaction force F occurring during the operation is easily noticeable, and can be recognized as an alarm even if the reaction force increase amount ΔF is not so large. In addition, since the reaction force F generated on the accelerator pedal 103 as an alarm can be relatively small, the subsequent driving operation can be performed smoothly.
(2) A predetermined time T1 from when the accelerator pedal 103 is depressed again until the accelerator pedal reaction force control is performed as a warning is determined based on the own vehicle speed V, the following distance L, or the own vehicle speed V and the following distance L. Therefore, appropriate accelerator pedal reaction force control can be performed according to the approaching state between the host vehicle and the preceding vehicle.
(3) The increase amount ΔF of the accelerator pedal reaction force F is set to a value equal to or greater than the discrimination threshold in the vehicle running condition. When a driving operation is performed, it is difficult to notice a change in the accelerator pedal reaction force F. However, since the reaction force increase amount ΔF is equal to or greater than the discrimination threshold, the driver can sufficiently change the accelerator pedal reaction force F. Can be recognized.
(4) Since the accelerator pedal reaction force F is set to be smaller than the normal reaction force immediately before increasing the accelerator pedal reaction force F as a warning, the difference between the accelerator pedal reaction force F before and after the warning is generated is set to be sufficiently large. be able to. As a result, a change in the accelerator pedal reaction force F can be easily recognized. Further, even if the reaction force increase amount ΔF is set relatively small, the driver can perceive a change in the accelerator pedal reaction force F as a warning.
(5) If the host vehicle and the preceding vehicle approach each other while the accelerator pedal 103 is not depressed, and then the accelerator pedal 103 is not depressed, a warning is issued by voice. The inter-vehicle distance warning can be recognized even when the user does not operate the 103.
[0030]
<< 2nd Embodiment >>
Hereinafter, a vehicle driving assist system according to a second embodiment of the present invention will be described with reference to the drawings. FIG. 5 is a system diagram showing a configuration of a vehicle driving assist system 100A according to the second embodiment. In FIG. 5, the same reference numerals are given to portions having the same functions as those of the first embodiment described with reference to FIG. Here, differences from the first embodiment will be mainly described.
[0031]
As shown in FIG. 5, the vehicle driving assist system 100A includes a driving load detecting unit 107 that detects a driving load applied to the driver. The driving load detecting means 107 determines a driving load based on a driving operation by the driver, a driving environment, and the like. For example, a steering operation or a brake operation is detected, and when the operation amount or the operation speed is large, it is determined that the driving load is large. Further, when the vehicle speed V is high, or when traffic information is received by a VICS receiver or the like, it can be determined that the driving load is large.
[0032]
The control unit 105 changes the degree of the following distance warning according to the driving load detected by the driving load detection unit 107. That is, when the driving load is large, the driver may not easily notice the change in the accelerator pedal reaction force F. Therefore, the reaction force increase amount ΔF when increasing the accelerator pedal reaction force F is set to be large. When the driving load is small, an alarm buzzer is not issued so as not to bother the driver.
[0033]
Hereinafter, the operation of the vehicle driving assist system 100A according to the second embodiment will be described with reference to FIG. FIG. 6 is a flowchart illustrating a processing procedure of a driving operation assist control program executed by the control unit 105. This process is performed continuously at regular intervals, for example, every 50 msec. Steps that perform the same processing as in the flowchart of FIG. 2 are given the same step numbers. Here, only the differences from FIG. 2 will be described.
[0034]
In step S63, the operation load determined by the operation load detection means 107 is read. In the following step S66, an alarm pattern of an inter-vehicle distance alarm is set according to the driving load read in step S63, as described later. When an inter-vehicle distance alarm is issued in steps S110 and S210, the accelerator pedal reaction force F and the alarm buzzer 108 are controlled in accordance with the alarm pattern set in step S66.
[0035]
FIG. 7 shows an example of an alarm pattern set according to the operating load. Here, the operating loads are classified into three, small, large, and very large, and the increase ΔF of the accelerator pedal reaction force F and the presence or absence of an alarm buzzer at each operating load are shown. When the driving load is small, the driver easily notices a change in the accelerator pedal reaction force F, so that the reaction force increase amount ΔF is set small, and no alarm buzzer is generated. When the driving load is large, the driver is less likely to notice a change in the accelerator pedal reaction force F than when the driving load is small. Therefore, the reaction force increase amount ΔF is set large, and no alarm buzzer is generated. When the operation load is very large, the reaction force increase amount ΔF is set large and an alarm buzzer is generated. Regardless of whether the operating load is small, large, or very large, the reaction force increase amount ΔF may be set in advance based on the result of simulation or the like so as to be a value larger than the discrimination threshold. preferable.
[0036]
As described above, in the second embodiment of the present invention, the following effects can be obtained. The reaction force increase amount ΔF is determined according to the driving load state of the driver. When the driving load is high and it is difficult to notice a change in the accelerator pedal reaction force F, the reaction force increase amount ΔF is increased, so that a warning can be clearly recognized. On the other hand, when the driving load is low and the change in the accelerator pedal reaction force F is easily noticed, the reaction force increase amount ΔF is reduced, so that an appropriate warning can be given without giving the driver a sense of incongruity or annoyance. In addition, even when the reaction force increase amount ΔF is set to a small value, the driver can recognize the warning if the increase amount is equal to or larger than the discrimination threshold in the vehicle running condition.
[0037]
In the above-described embodiment, in steps S70 and S160 in the flowcharts of FIGS. 2 and 6, the depression amounts AS and AS 'are compared with the predetermined value AS0. The value of the predetermined value AS0 can be set to an appropriate value in advance, for example, the predetermined value AS0 = 0. The predetermined value AS0 in step S70 and the predetermined value AS0 in step S160 may be set to different values. In the second embodiment, the driving load state of the driver is classified into three, small, large, and very large. However, the present invention is not limited thereto, and the driving load state may be classified into two, small and large. Good.
[0038]
In the embodiment described above, the laser radar 101 and the vehicle speed sensor 102 are used as the traveling state detecting means, but the present invention is not limited to these. For example, instead of the laser radar 101, another type of radar, such as a millimeter-wave radar, may be used, or an image in front of the vehicle may be captured using a CCD camera or the like to perform image processing.
[Brief description of the drawings]
FIG. 1 is a system diagram of a vehicle driving assist system according to a first embodiment of the present invention.
FIG. 2 is a flowchart illustrating a processing procedure of a driving operation assist control program in the vehicle driving operation assist device according to the first embodiment;
3A is a diagram showing an example of an accelerator pedal reaction force generation pattern, FIG. 3B is a diagram showing another example of an accelerator pedal reaction force generation pattern, and FIG. 3C is still another example of an accelerator pedal reaction force generation pattern. (D) is a diagram showing another example of the accelerator pedal reaction force generation pattern.
FIG. 4 is a diagram showing a change in a discrimination threshold depending on an environment.
FIG. 5 is a system diagram of a vehicle driving assist system according to a second embodiment of the present invention.
FIG. 6 is a flowchart showing a processing procedure of a driving assist control program in the vehicle driving assist device according to the second embodiment;
FIG. 7 is a diagram showing an example of an alarm pattern set according to an operation load.
[Explanation of symbols]
101: inter-vehicle distance detecting means
102: vehicle speed detecting means
103: accelerator pedal
104: accelerator pedal operation amount detecting means
105: control unit
106: accelerator pedal reaction force generating means
107: Operating load detecting means
108: Buzzer

Claims (6)

Own-vehicle and running-state detecting means for detecting a running state of a preceding vehicle existing in front of the own vehicle;
Accelerator pedal operation amount detection means for detecting the operation amount of the accelerator pedal,
An operation reaction force is applied to the accelerator pedal based on a traveling state of the host vehicle and the preceding vehicle detected by the traveling state detection unit and an accelerator pedal operation amount detected by the accelerator pedal operation amount detection unit. Accelerator pedal reaction force generating means for generating,
When the host vehicle comes close to the preceding vehicle while the accelerator pedal operation amount is equal to or less than a predetermined amount, the accelerator pedal operation reaction force increases after a predetermined time has elapsed after the accelerator pedal is depressed again. And a control means for controlling the accelerator pedal reaction force generating means. The vehicle driving assist system according to claim 1,
The traveling state detecting means detects the own vehicle speed, and the following distance between the own vehicle and the preceding vehicle,
The control means determines the predetermined time until the accelerator pedal operation reaction force is increased based on the own vehicle speed, the inter-vehicle distance, and one of the own vehicle speed and the inter-vehicle distance. Driving assist device for vehicles. The vehicle driving assist system according to claim 1 or 2,
The driving operation assisting device for a vehicle, wherein the control means controls the accelerator pedal reaction force generating means so as to add a reaction force increase amount equal to or greater than a discrimination threshold in a vehicle running condition after the predetermined time has elapsed. The vehicle driving assist system according to claim 3,
Further comprising a driving load detecting means for detecting a driving load state of the driver,
The control means increases the reaction force increase amount as the operation load increases, and decreases the reaction force increase amount as the operation load decreases, based on the operation load state detected by the operation load detection means. Driving operation assisting device for a vehicle. 5. The vehicle driving assist system according to claim 1, wherein the control unit reduces the accelerator pedal operation reaction force until a predetermined time elapses after the accelerator pedal is depressed again. 6. A driving operation assisting device for a vehicle, wherein the accelerator pedal reaction force generating means is controlled to perform the operation. The vehicle driving assist system according to any one of claims 1 to 5,
Further comprising alarm generating means for generating an alarm by voice,
The control means, when the vehicle and the preceding vehicle approach each other in a state where the accelerator pedal operation amount is equal to or less than a predetermined amount, if the accelerator pedal operation amount detection means does not detect depression of the accelerator pedal A driving operation assisting device for a vehicle, wherein the alarm generating means is controlled to generate an alarm by voice.

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