JP2005162018A - Driving operation auxiliary device for vehicle and vehicle equipped with the device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving operation auxiliary device whose maneuverability is not impaired even though a driver re-steps an accelerator pedal when the driver carries out reaction control for the accelerator pedal according to the risk potential around his/her own vehicle. <P>SOLUTION: The driving operation auxiliary device for a vehicle calculates the risk potential of the surroundings of the vehicle according to an obstacle condition around the vehicle and calculates a reaction control command value of the accelerator pedal according to the risk potential. When the accelerator pedal is apart, the reaction control command value is corrected to be O. When the accelerator pedal is stepped, the reaction control command value corrected to be O is gradually made to return to the value appropriate for the risk potential. <P>COPYRIGHT: (C)2005,JPO&NCIPI

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

  In the conventional device as described above, the accelerator pedal reaction force increases according to the inter-vehicle distance to the preceding vehicle. For example, the driver depresses the accelerator pedal while the inter-vehicle distance is short and the accelerator pedal reaction force is increasing. When it was corrected, there was a problem that it was difficult to operate the accelerator pedal. In particular, when the accelerator pedal is once released from a state where it has been released, the operability of the accelerator pedal is deteriorated, and therefore an improvement is desired.

  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. Means, an accelerator pedal reaction force calculating means for calculating an operation reaction force of the accelerator pedal based on the risk potential calculated by the risk potential calculation means, an operation reaction force generating means for generating an operation reaction force on the accelerator pedal, Based on the determination results of the pedal-off determination means for determining that the accelerator pedal has been completely released, the pedal-on determination means for determining that the accelerator pedal has been depressed, and the pedal-off determination means and the pedal-on determination means, By the stepping determination means for determining the correction and the pedal-off determination means When it is determined that the accelerator pedal is completely released, the operation reaction force calculated by the accelerator pedal reaction force calculating means is decreased, and when it is determined that the accelerator pedal is depressed again by the re-determination determining means, it is decreased. Accelerator pedal reaction force correcting means for gradually changing the operation reaction force to the operation reaction force calculated by the accelerator pedal reaction force calculating means.

  When it is determined that the accelerator pedal is completely released, the accelerator pedal reaction force is reduced. Therefore, when the accelerator pedal is released and then stepped on again while the operation reaction force is increasing, There is no treading. Also, if it is determined that the accelerator pedal is depressed again, the reduced accelerator pedal reaction force is gradually changed to a value corresponding to the risk potential around the host vehicle. It is possible to improve the pedal operability when stepping on again while telling.

<< 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 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 front vehicle), and determines the distance between the plurality of front vehicles from the arrival time of the reflected wave. Detect the distance and its direction. The detected inter-vehicle distance and presence direction are output to the controller 50. In the present embodiment, the presence direction of the front object can be expressed as a relative angle with respect to the host vehicle. 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 within this range is detected.

  The vehicle speed sensor 20 detects the vehicle speed of the host vehicle by measuring the number of rotations of the wheels and the number of rotations on the output side of the transmission, and outputs the detected host vehicle speed to the controller 50.

  The controller 50 includes a CPU and CPU peripheral components such as a ROM and a RAM, and controls the vehicle driving operation assisting device 1 as a whole. The controller 50 determines the obstacle situation around the own vehicle, for example, the relative distance and relative speed between the own vehicle and each obstacle, from the own vehicle speed inputted from the vehicle speed sensor 20 and the distance information inputted from the laser radar 10. Judgment is made on the running state of the object. The controller 50 calculates the risk potential of the host vehicle for each obstacle based on the obstacle situation. Furthermore, the controller 50 performs the following control based on the risk potential for the obstacle.

  The vehicle driving assistance device 1 according to the first embodiment of the present invention controls the reaction force generated when the accelerator pedal 62 is operated, thereby notifying the driver of the surrounding environment and adding the own vehicle. It assists the deceleration operation and assists the driver's driving operation appropriately. Therefore, the controller 50 calculates the reaction force control amount of the accelerator pedal 62 based on the risk potential for the obstacle ahead of the host vehicle from the obstacle situation.

  However, if the reaction force control amount is determined only in accordance with the risk potential, the operability when the driver re-depresses the accelerator pedal 62 may be impaired. For example, when the accelerator pedal 62 is stepped on again with the reaction force increased in accordance with the risk potential, the driver feels that the pedal reaction force is heavy and difficult to operate. End up. In particular, when the accelerator pedal 62 is once released from a state where it has been released, the feeling of stepping on the plate becomes noticeable, and the operability of the accelerator pedal 62 decreases.

  Therefore, the controller 50 corrects the reaction force control amount so as to improve the operability of the accelerator pedal 62 based on the operation state of the accelerator pedal 62 and the risk potential by the driver, and the corrected reaction force control amount is corrected to the accelerator pedal. It outputs to the reaction force control apparatus 60.

  The accelerator pedal reaction force control device 60 controls the torque generated by the servo motor 61 incorporated in the link mechanism of the accelerator pedal 62 according to the reaction force control amount output from the controller 50. The servo motor 61 controls the reaction force generated according to the command value from the accelerator pedal reaction force control device 60, and can arbitrarily control the pedaling force generated when the driver operates the accelerator pedal 62.

  The accelerator pedal stroke sensor 63 detects the operation amount of the accelerator pedal 62 converted into the rotation angle of the servo motor 61 via the link mechanism. The accelerator pedal stroke sensor 63 outputs the detected accelerator pedal operation amount to the controller 50.

  FIG. 3 is a block diagram showing the internal and peripheral configuration of the controller 50. The controller 50 includes, for example, an obstacle recognition unit 51, a risk potential calculation unit 52, an accelerator pedal reaction force calculation unit 53, a reaction force change amount calculation unit 54, a stepping determination unit 55, and an accelerator pedal reaction force depending on the software form of the CPU. The correction unit 56 is configured.

  The obstacle recognizing unit 51 inputs signals from the laser radar 10 and the vehicle speed sensor 20 and recognizes an obstacle state ahead of the host vehicle. Specifically, the inter-vehicle distance and relative speed with the preceding vehicle are calculated, and the own vehicle speed is further detected. The risk potential calculation unit 52 calculates the risk potential of the host vehicle with respect to the front obstacle based on the recognition result of the obstacle recognition unit 51. The accelerator pedal reaction force calculation unit 53 calculates a reaction force control command value for the accelerator pedal 62 based on the risk potential calculated by the risk potential calculation unit 52.

  The reaction force change amount calculation unit 54 calculates a reaction force change amount for correcting the accelerator pedal reaction force control command value when the driver depresses the accelerator pedal 62 based on the risk potential. The re-determination determination unit 55 determines whether or not the driver depresses the accelerator pedal 62 based on the accelerator pedal operation amount input from the accelerator pedal stroke sensor 63. The accelerator pedal reaction force correction unit 56 is calculated by the accelerator pedal reaction force calculation unit 53 based on the reaction force change amount input from the reaction force change amount calculation unit 54 and the determination result of the stepping determination unit 55. The accelerator pedal reaction force control command value is corrected, and a reaction force command value correction value is calculated.

  Below, operation | movement of the driving operation assistance apparatus 1 for vehicles by 1st Embodiment is demonstrated in detail. FIG. 4 shows a flowchart of the processing procedure of the driving operation assist control processing in the controller 50 of the first embodiment. This processing content is continuously performed at regular intervals, for example, every 10 msec.

  First, the travel state is read in step S100. Here, the traveling state is information regarding the traveling state of the host vehicle including the obstacle state ahead of the host vehicle. Therefore, the inter-vehicle distance D to the front obstacle detected by the laser radar 10 and the existing direction, and the traveling vehicle speed V detected by the vehicle speed sensor 20 are read.

  In step S200, the situation of the front obstacle is recognized based on the driving state data read and recognized in step S100. Here, the relative position of the obstacle with respect to the host vehicle detected before the previous processing cycle and stored in the memory of the controller 50, its moving direction / speed, and the current running state data obtained in step S100 Thus, the relative position of the current obstacle with respect to the host vehicle, the moving direction and the moving speed thereof are recognized. Then, it is recognized how the obstacle is arranged in front of the host vehicle and how it moves relative to the traveling of the host vehicle.

In step S300, the risk potential RP for the obstacle is calculated. The risk potential RP for the obstacle is calculated as follows.
First, an allowance time TTC (Time To Contact) for the recognized obstacle is calculated. The margin time TTC for the obstacle is obtained by the following (Equation 1).
TTC = D / Vr (Formula 1)
Here, D: distance between the host vehicle and the front obstacle, Vr: relative speed between the host vehicle and the front obstacle, respectively.

Further, the risk potential RP for the forward obstacle is calculated using the margin time TTC calculated from (Equation 1). The risk potential RP for the forward obstacle is obtained by the following (Equation 2).
RP = 1 / TTC (Formula 1)
As shown in (Expression 2), the risk potential RP is expressed as a function of the allowance time TTC using the reciprocal of the allowance time TTC, and the greater the risk potential RP, the greater the degree of approach to the obstacle. .

  In step S400, based on the risk potential RP calculated in step S300, a reaction force control command value FA for the operation reaction force generated by the accelerator pedal 62 is calculated. As the risk potential RP is larger, an operation reaction force is generated in the direction in which the accelerator pedal 62 is returned.

  FIG. 5 shows the relationship between the risk potential RP and the accelerator pedal reaction force control command value FA. As shown in FIG. 5, when the risk potential RP is smaller than the predetermined value RPmax, the accelerator pedal reaction force control command value FA is calculated so as to generate a larger accelerator pedal reaction force as the risk potential RP increases. When the risk potential RP is larger than the predetermined value RPmax, the accelerator pedal reaction force control command value FA is fixed to the maximum value FAmax so as to generate the maximum accelerator pedal reaction force.

  As described above, when the risk potential RP is smaller than the predetermined value RPmax, the accelerator pedal reaction force characteristic is changed, and the magnitude of the risk potential RP is notified to the driver as the accelerator pedal operation reaction force. On the other hand, when the risk potential RP is larger than the predetermined value RPmax, the accelerator pedal reaction force control command value FA is maximized to prompt the driver to release the accelerator pedal 62.

  In step S500, based on the risk potential RP calculated in step S300, a reaction force change amount ΔFA for correcting the accelerator pedal reaction force control command value FA when the pedal is depressed is calculated.

  FIG. 6 shows the relationship between the risk potential RP and the accelerator pedal reaction force change amount ΔFA. As shown in FIG. 6, when the risk potential RP is smaller than the predetermined value RPmax, the greater the risk potential RP, the larger the risk potential RP is to return to the reaction force control command value FA immediately after the accelerator pedal 62 is depressed again. An accelerator pedal reaction force change amount ΔFA is calculated. When the risk potential RP is larger than the predetermined value RPmax, the accelerator pedal reaction force change amount ΔFA is fixed to the maximum value ΔFAmax so that the maximum change amount returns to the reaction force control command value FA. When the risk potential RP is smaller than the predetermined value RPmin, the accelerator pedal reaction force change amount ΔFA is fixed to the minimum value ΔFAmin.

  In step S600, based on the accelerator pedal operation amount S, it is determined whether or not the driver has stepped on the accelerator pedal 62 again. The accelerator depressing determination process performed in step S600 will be described with reference to the flowchart of FIG.

  In step S601, the accelerator pedal operation amount A detected by the accelerator pedal stroke sensor 63 is read. In step S602, it is determined whether the pedal operation amount A read in step S601 is zero. If a positive determination is made in step S602, the process proceeds to step S603.

  In step S603, it is determined whether or not a counter Acnt indicating an elapsed time since the accelerator pedal operation amount A becomes zero is smaller than a predetermined time T0. Here, for example, when the processing cycle is 10 msec, the predetermined time T0 is set to 20 (= 200 msec), for example. If a positive determination is made in step S603, the process proceeds to step S604, and the counter Acnt is incremented and the process ends.

  If a negative determination is made in step S603 and the predetermined time T0 has elapsed since the accelerator pedal operation amount A became zero, it is determined that the accelerator pedal 62 has been completely released, and the process proceeds to step S605. In step S605, the accelerator ON flag fAccel is set to 0 and the process ends. If the determination in step S602 is negative, it is determined that the accelerator pedal 62 is being depressed, and the process proceeds to step S606 where the counter Acnt is cleared to zero. Thereafter, in step S607, the accelerator ON flag fAccel is set to 1 and the process is terminated.

  As described above, after the accelerator pedal 62 is depressed again in step S600, the process proceeds to step S700. In step S700, the accelerator pedal reaction force control command value FA calculated in step S400 is corrected based on the accelerator pedal reaction force change amount ΔFA calculated in step S500 and the accelerator ON flag fAccel set in step S600.

  Specifically, when it is determined that the accelerator pedal 62 is completely released, the accelerator pedal reaction force control command value FA is corrected to zero. If it is determined that the accelerator pedal 62 is depressed, the reaction force control command value corrected to 0 when the accelerator pedal 62 is released is used as the accelerator pedal reaction force control command value FA corresponding to the risk potential RP. Until the accelerator pedal reaction force change amount ΔFA.

Hereinafter, the accelerator pedal reaction force correction process performed in step S700 will be described with reference to FIG.
In step S701, it is determined whether or not the accelerator ON flag fAccel set in step S600 is zero. If a positive determination is made in step S701 and the accelerator pedal 62 is released, the process proceeds to step S702. In step S702, 0 is set to the reaction force command value correction value FAhosei.

If a negative determination is made in step S701 and the accelerator pedal 62 is depressed, the process proceeds to step S703. In step S703, the reaction force control command value FA calculated in step S400 is larger than the sum (FAhosei_z + ΔFA) of the previous value FAhosei_z of the reaction force command value correction value and the accelerator pedal reaction force change amount ΔFA calculated in step S500. It is determined whether or not. If an affirmative determination is made in step S703, the process proceeds to step S704, and a reaction force command value correction value FAhosei is calculated according to the following (formula 3).
FAhosei = FAhosei_z + ΔFA (Formula 3)

  If a negative determination is made in step S703, the process proceeds to step S705. In step S705, the reaction force control command value FA calculated in step S400 is set as it is in the reaction force command value correction value FAhosei.

  In step S706, the reaction force command value correction value FAhosei is set as the previous value FAhosei_z of the reaction force command value correction value, and the process ends.

Thus, after calculating the accelerator pedal reaction force command value correction value FAhosei in step S700, the process proceeds to step S800.
In step S800, the reaction force command value correction value FAhosei calculated in step S700 is output to the accelerator pedal operation reaction force control device 60. The accelerator pedal reaction force control device 60 controls the accelerator pedal reaction force according to a command value input from the controller 50. Thus, the current process is terminated.

Thus, in the first embodiment described above, the following operational effects can be achieved.
(1) The controller 50 calculates the risk potential RP around the host vehicle based on the obstacle situation around the host vehicle, and calculates the accelerator pedal reaction force control command value FA based on the risk potential RP. Further, the controller 50 determines whether the accelerator pedal 62 is depressed again. If it is determined that the accelerator pedal 62 is completely released, the accelerator pedal reaction force corresponding to the risk potential RP is reduced, and then the accelerator pedal 62 is depressed again. If it is determined that the acceleration pedal reaction has been performed, the reduced accelerator pedal reaction force is gradually changed to a value corresponding to the risk potential RP. Thereby, for example, even when the accelerator pedal 62 is depressed again in a state where the inter-vehicle distance to the preceding vehicle is short and the accelerator pedal reaction force is increasing, the driver does not feel a feeling of stepping on the board. As a result, it is possible to improve the pedal operability at the time of stepping again while transmitting the risk potential RP around the host vehicle to the driver as the accelerator pedal reaction force.
(2) Since the controller 50 determines that the accelerator pedal 62 is completely released when the accelerator pedal operation amount A detected by the accelerator pedal stroke sensor 63 is substantially zero, it does not use a special sensor or the like. It can be determined whether or not the accelerator pedal 62 is released.
(3) The controller 50 determines that the accelerator pedal 62 is completely released when the state where the accelerator pedal operation amount A is substantially zero elapses for a predetermined time T0 or more. As a result, when the accelerator pedal operation amount A instantaneously becomes zero, it can be determined that the accelerator pedal 62 is not released, and a more accurate determination can be made.
(4) The controller 50 determines that the accelerator pedal 62 is depressed when the accelerator pedal operation amount A detected by the accelerator pedal stroke sensor 63 exceeds a predetermined value, for example, exceeds zero. It is possible to determine whether or not the accelerator pedal 62 is depressed without using.
(5) The controller 50 determines that the accelerator pedal 62 is depressed when it is determined that the accelerator pedal 62 is depressed from the state where it is determined that the accelerator pedal 62 is completely released. It is possible to accurately determine the treading of 62.
(6) When it is determined that the accelerator pedal 62 has been depressed again, the controller 50 changes the reduced accelerator pedal reaction force to a value corresponding to the risk potential RP (a predetermined change amount) ΔFA. Change gradually. Thereby, for example, even when the accelerator pedal 62 is depressed again in a state where the inter-vehicle distance from the preceding vehicle is short and the accelerator pedal reaction force is increasing, the driver does not feel a feeling of stepping on the board. Furthermore, since the accelerator pedal reaction force does not increase rapidly after the accelerator pedal 62 is depressed again, the pedal operability can be improved.
(7) Since the controller 50 changes the reaction force change amount ΔFA according to the risk potential RP around the host vehicle, when the accelerator pedal 62 is stepped on again, the amount of change in which the accelerator pedal reaction force matches the situation around the host vehicle. Returning with ΔFA can reduce the driver's uncomfortable feeling.
(8) Since the reaction force variation ΔFA increases as the risk potential RP around the host vehicle increases, the operability is improved without giving the driver a feeling of stepping on the accelerator pedal, and the risk potential RP is reduced. When it is large, it is possible to prompt the driver to perform an appropriate driving operation earlier than when it is small.

<< Second Embodiment >>
Below, the driving operation assistance device for a vehicle according to the second embodiment of the present invention will be described. The configuration of the vehicular driving assistance device according to the second embodiment is the same as that of the first embodiment shown in FIGS. However, the vehicular driving operation assisting device according to the second embodiment includes a pedaling force sensor that detects the pedaling force when the driver operates the accelerator pedal 62 instead of the accelerator pedal stroke sensor 63. The pedal force sensor is a strain gauge attached to the surface of the accelerator pedal 62, for example. Hereinafter, differences from the first embodiment will be mainly described.

  FIG. 9 is a block diagram showing the internal and peripheral configurations of the controller 50A in the second embodiment. The controller 50A includes, for example, an obstacle recognition unit 51, a risk potential calculation unit 52, an accelerator pedal reaction force calculation unit 53, a time constant calculation unit 57, a stepping determination unit 58, and an accelerator pedal reaction force correction unit depending on the software form of the CPU. 59 is configured. The processing in the obstacle recognition unit 51, the risk potential calculation unit 52, and the accelerator pedal reaction force calculation unit 53 is the same as that in the first embodiment described above.

  Based on the risk potential RP, the time constant calculating unit 57 calculates a time constant for correcting the accelerator pedal reaction force control command value when the driver depresses the accelerator pedal 62 again. The re-determination determining unit 58 determines whether or not the driver depresses the accelerator pedal 62 based on the pedaling force when the driver operates the accelerator pedal 62. The accelerator pedal reaction force correction unit 59 is calculated by the accelerator pedal reaction force calculation unit 53 based on the time constant input from the time constant calculation unit 57 and the determination result of the stepping determination unit 58. The control command value is corrected, and the reaction force command value correction value is calculated.

  Below, operation | movement of the driving operation assistance apparatus 1 for vehicles by 2nd Embodiment is demonstrated in detail. FIG. 10 shows a flowchart of the processing procedure of the driving operation assist control processing in the controller 50A of the second embodiment. This processing content is continuously performed at regular intervals, for example, every 10 msec.

  The processing in steps S100 to S400 is the same as that in the first embodiment described with reference to the flowchart in FIG.

In step S550, the time constant T of the temporary delay filter is calculated based on the risk potential RP calculated in step S300.
FIG. 11 shows the relationship between the risk potential RP and the time constant T of the temporary delay filter. As shown in FIG. 11, when the risk potential RP is smaller than the predetermined value RPmax, the larger the risk potential RP, the smaller the risk potential RP is to return to the reaction force control command value FA immediately after depressing the accelerator pedal 62. The time constant T of the temporary delay filter is calculated. When the risk potential RP is larger than the predetermined value RPmax, the time constant T of the temporary delay filter is fixed to the minimum value Tmin so as to return to the reaction force control command value FA in the minimum time. If the risk potential RP is smaller than the predetermined value RPmin, the time constant T of the temporary delay filter is fixed to the maximum value Tmax.

  In step S650, it is determined whether or not the driver has stepped on the accelerator pedal based on the pedaling force F when the driver operates the accelerator pedal 62. The accelerator depressing determination process performed in step S650 will be described with reference to the flowchart of FIG.

  In step S651, the pedaling force F detected by the pedaling force sensor when the driver operates the accelerator pedal 62 is read. In step S652, it is determined whether or not the pedal effort F read in step S651 is zero. If a positive determination is made in step S652, the process proceeds to step S653.

  In step S653, it is determined whether or not a counter Acnt that represents an elapsed time since the depression force F when the accelerator pedal 62 is operated becomes zero is smaller than a predetermined time T0. Here, the predetermined time T0 is set to 200 msec, for example (T0 = 4 when the processing period is 10 msec). If an affirmative determination is made in step S653, the process proceeds to step S654, the counter Acnt is incremented, and the process ends.

  If a negative determination is made in step S653 and the predetermined time T0 has elapsed since the pedaling force F became zero, it is determined that the accelerator pedal 62 has been completely released, and the process proceeds to step S655. In step S655, the accelerator ON flag fAccel is set to 0 and the process ends. If the determination in step S652 is negative, it is determined that the accelerator pedal 62 is being depressed, and the process proceeds to step S656 to clear the counter Acnt to zero. In the subsequent step S657, the accelerator ON flag fAccel is set to 1 and the process ends.

As described above, after the accelerator pedal 62 re-determination determination process is performed in step S650, the process proceeds to step S750.
In step S750, the accelerator pedal reaction force control command value FA calculated in step S400 is corrected based on the time constant T of the temporary delay filter calculated in step S550 and the accelerator ON flag fAccel set in step S650.

  Specifically, when it is determined that the accelerator pedal 62 is completely released, the accelerator pedal reaction force control command value FA is corrected to zero. If it is determined that the accelerator pedal 62 is being depressed, the reaction force control command value corrected to 0 when the accelerator pedal 62 is released is converted to a risk potential RP by a temporary delay filter with a time constant T. Return to the accelerator pedal reaction force control command value FA.

Hereinafter, the accelerator pedal reaction force correction process performed in step S750 will be described with reference to FIG.
In step S751, it is determined whether or not the accelerator ON flag fAccel set in step S650 is zero. If the determination in step S751 is affirmative and the accelerator pedal 62 is released, the process proceeds to step S752 where 0 is set to the reaction force command value correction value FAhosei. If a negative determination is made in step S751 and the accelerator pedal 62 is depressed, the process proceeds to step S753.

In step S753, it is determined whether or not the reaction force control command value FA calculated in step S400 is greater than the sum (FAhosei_z + ΔF0) of the previous value FAhosei_z of the reaction force command value correction value and a predetermined value ΔF0 set in advance. . If a positive determination is made in step S753, the process proceeds to step S754. In step S754, the reaction force command value correction value FAhosei is calculated using the temporary delay filter having the time constant T calculated in step S550 as shown in the following (formula 4).
FA_hosei = 1 / (Ts + 1) · FA (Formula 4)

If a negative determination is made in step S753, the process proceeds to step S755, and the reaction force control command value FA calculated in step S400 is set as it is in the reaction force command value correction value FAhosei.
In step S756, the reaction force command value correction value FAhosei is set as the previous value FAhosei_z of the reaction force command value correction value, and the process ends.

Thus, after calculating the accelerator pedal reaction force command value correction value FAhosei in step S750, the process proceeds to step S800.
In step S800, the reaction force command value correction value FAhosei calculated in step S750 is output to the accelerator pedal operation reaction force control device 60, and the current process ends.

Thus, in the second embodiment described above, the following operational effects can be obtained in addition to the effects of the first embodiment described above.
(1) Since the controller 50A determines that the accelerator pedal 62 is completely released when the pedal force F when the accelerator pedal is depressed is substantially zero, for example, the driver only puts his / her foot on the accelerator pedal 62 In such a state, since it is determined that the accelerator pedal 62 is not released, it can be more accurately determined whether or not the accelerator pedal 62 is released.
(2) The controller 50A determines that the accelerator pedal 62 is completely released when a state in which the pedal force F when the accelerator pedal 62 is depressed is substantially zero has elapsed for a predetermined time T0 or more. As a result, when the pedal effort F instantaneously becomes zero, it can be determined that the accelerator pedal 62 has not been released, and a more accurate determination can be made.
(3) Since the controller 50A determines that the accelerator pedal 62 is depressed when the pedaling force F exceeds a predetermined value, for example, exceeds zero, the controller 50A more accurately determines whether or not the accelerator pedal 62 is depressed. can do.
(4) When it is determined that the accelerator pedal 62 is depressed again, the controller 50A reduces the accelerator pedal reaction force that has decreased to a value corresponding to the risk potential RP and has a predetermined time constant T. Change gradually. Thereby, for example, even when the accelerator pedal 62 is depressed again in a state where the inter-vehicle distance from the preceding vehicle is short and the accelerator pedal reaction force is increasing, the driver does not feel a feeling of stepping on the board. Furthermore, since the accelerator pedal reaction force does not increase rapidly after the accelerator pedal 62 is depressed again, the pedal operability can be improved.
(5) Since the controller 50A changes the time constant T according to the risk potential RP around the host vehicle, when the accelerator pedal 62 is stepped on again, the accelerator pedal reaction force matches the situation around the host vehicle. It can be restored and the driver's uncomfortable feeling can be reduced.
(6) Since the time constant T decreases as the risk potential RP around the host vehicle increases, the operability is improved without giving the driver a feeling of stepping on the accelerator pedal, and the risk potential RP is large. Therefore, the driver can be promptly and appropriately driven as compared with the case where the driver is small.

  In the first and second embodiments described above, it is determined that the accelerator pedal 62 is depressed when the accelerator pedal operation amount A or the depression force F when the accelerator pedal 62 is depressed exceeds zero. Here, it is of course possible to determine that the accelerator pedal 62 is depressed when the accelerator pedal operation amount A or the depression force F is equal to or greater than a predetermined value exceeding zero.

  In the first embodiment described above, the reaction force change amount ΔFA corresponding to the risk potential RP is set using the map shown in FIG. However, if the reaction force change amount ΔFA is set to increase as the risk potential RP increases, the reaction force change amount ΔFA can be calculated according to a map other than the map of FIG. Similarly, when calculating the time constant T according to the risk potential RP in the second embodiment, if the time constant T is set to be smaller as the risk potential RP is larger, the map shown in FIG. Is not limited.

  In the first embodiment described above, it is determined whether the accelerator pedal 62 is depressed again based on the accelerator pedal operation amount A. However, the present invention is not limited to this, and it is also possible to perform the stepping determination again based on the pedaling force F when the accelerator pedal 62 is operated, as in the second embodiment. Further, in the second actual embodiment, it is also possible to perform the stepping determination again based on the accelerator pedal operation amount A instead of the accelerator pedal depression force F.

  In the first and second embodiments described above, the risk potential RP around the host vehicle is calculated based on the margin time TTC between the host vehicle and the preceding vehicle. However, the risk potential RP can be calculated by adding the inter-vehicle time THW between the host vehicle and the preceding vehicle.

  In the first and second embodiments described above, when it is determined that the accelerator pedal 62 is completely released, the accelerator pedal reaction force control command value FA is corrected to 0. However, the present invention is not limited to this. For example, when the driver depresses the accelerator pedal 62, the current time is calculated based on the risk potential RP from a value lower than the reaction force control command value FA set when the accelerator pedal 62 is released. It is also possible to gradually change the accelerator pedal reaction force up to the reaction force control command value FA at. Even with this configuration, it is possible to obtain substantially the same effects as those of the first and second embodiments.

  In the first and second embodiments described above, the laser radar 10 and the vehicle speed sensor 20 are used as obstacle detection means, the risk potential calculation unit 52 as risk potential calculation means, and the accelerator as accelerator pedal reaction force calculation means. The pedal reaction force calculation unit 53 and accelerator pedal reaction force correction units 56 and 59 are used as accelerator pedal reaction force correction means. In addition, the accelerator pedal stroke sensor 63, the treading force sensor, and the re-depression determination units 55 and 58 are used as the pedal-off determination unit, the pedal-on determination unit, and the re-determination determination unit. However, the present invention is not limited to these, and as the obstacle detection means, for example, another type of millimeter wave radar can be used instead of the laser radar 10, or a CCD camera or a CMOS camera can be used.

1 is a system diagram of a vehicle driving assistance device according to a first embodiment of the present invention. The block diagram of the vehicle carrying the driving operation assistance apparatus for vehicles shown in FIG. FIG. 2 is a block diagram showing an internal and peripheral configuration of the controller according to the first embodiment. The flowchart which shows the process sequence of the driving operation assistance control program for vehicles by 1st Embodiment. The figure which shows the relationship between a risk potential and an accelerator pedal reaction force control command value. The figure which shows the relationship between a risk potential and the accelerator pedal reaction force variation | change_quantity. The flowchart explaining the accelerator pedal depressing determination process. The flowchart explaining an accelerator pedal reaction force correction process. The block diagram which shows the structure of the inside and periphery of the controller of 2nd Embodiment. The flowchart which shows the process sequence of the driving operation assistance control program for vehicles by 2nd Embodiment. The figure which shows the relationship between a risk potential and the time constant of a temporary delay filter. The flowchart explaining the accelerator pedal depressing determination process. The flowchart explaining an accelerator pedal reaction force correction process.

Explanation of symbols

10: Laser radar 20: Vehicle speed sensor 50: Controller 60: Accelerator pedal reaction force control device

Claims (16)

Obstacle detection means for detecting an obstacle situation around the host vehicle;
Risk potential calculating means for calculating a risk potential around the host vehicle based on a detection result by the obstacle detecting means;
An accelerator pedal reaction force calculating means for calculating an operation reaction force of an accelerator pedal based on the risk potential calculated by the risk potential calculating means;
Operation reaction force generating means for generating the operation reaction force on the accelerator pedal;
Pedal-off determining means for determining that the accelerator pedal has been completely released;
Pedal-on determining means for determining that the accelerator pedal has been depressed;
Re-determination determination means for determining re-depression of the accelerator pedal based on the determination results of the pedal-off determination means and the pedal-on determination means;
When the pedal-off determining means determines that the accelerator pedal is completely released, the operation reaction force calculated by the accelerator pedal reaction force calculating means is reduced, and the accelerator pedal is stepped on again by the pedal depression determining means. An accelerator pedal reaction force correcting means for gradually changing the reduced operation reaction force to the operation reaction force calculated by the accelerator pedal reaction force calculating means when it is determined that the operation reaction force has been reduced. Driving operation assist device for vehicles. The vehicle driving assistance device according to claim 1,
The pedal-off determining means includes pedal operation amount detection means for detecting an operation amount of the accelerator pedal, and the accelerator pedal is operated when the operation amount of the accelerator pedal detected by the pedal operation amount detection means is substantially zero. It is determined that the vehicle has been completely released. The vehicle driving operation assistance device according to claim 2,
The vehicle operation assisting device according to claim 1, wherein the pedal-off determining means determines that the accelerator pedal is completely released when a predetermined time or more has elapsed when the amount of operation of the accelerator pedal is substantially zero. The vehicle driving assistance device according to claim 1,
The pedal-off determining means includes pedal pedaling force detecting means for detecting a pedaling force when a driver operates the accelerator pedal, and when the pedaling force of the accelerator pedal detected by the pedal pressing force detecting means is substantially zero, It is determined that the accelerator pedal is completely released. The vehicle driving operation assistance device according to claim 4,
The vehicle operation assisting device according to claim 1, wherein the pedal-off determining means determines that the accelerator pedal is completely released when a predetermined time or more has elapsed when the pedal force of the accelerator pedal is substantially zero. The vehicle driving assistance device according to claim 1,
The pedal-on determination means includes pedal operation amount detection means for detecting an operation amount of the accelerator pedal, and the accelerator pedal when the operation amount of the accelerator pedal detected by the pedal operation amount detection means is a predetermined value or more. It is determined that the vehicle is stepped on. The vehicle driving assistance device according to claim 1,
The pedal-on determination means includes pedal depression force detection means for detecting depression force when a driver operates the accelerator pedal, and when the depression force of the accelerator pedal detected by the pedal depression force detection means is a predetermined value or more. It is determined that the accelerator pedal is depressed. In the driving assistance device for vehicles according to any one of claims 1 to 7,
When the pedal-on determination means determines that the accelerator pedal is depressed from the state where the pedal-off determination means determines that the accelerator pedal is completely released, the re-depression determination means It is determined that the vehicle has been stepped on again. In the driving assistance device for a vehicle according to any one of claims 1 to 8,
When the accelerator pedal reaction force correcting means determines that the accelerator pedal has been re-depressed by the re-determination determining means, the operation reaction force that has been reduced is calculated by the accelerator pedal reaction force calculating means. A vehicular driving operation assisting device that gradually changes by a predetermined change amount up to a reaction force. The driving operation assisting device for a vehicle according to claim 9,
The accelerator pedal reaction force correcting means changes the predetermined change amount based on the risk potential calculated by the risk potential calculating means. The vehicle driving operation assistance device according to claim 10,
The vehicular driving operation assisting device, wherein the accelerator pedal reaction force correcting means increases the predetermined change amount as the risk potential increases. In the driving assistance device for a vehicle according to any one of claims 1 to 8,
When the accelerator pedal reaction force correcting means determines that the accelerator pedal has been re-depressed by the re-determination determining means, the operation reaction force that has been reduced is calculated by the accelerator pedal reaction force calculating means. A vehicular driving operation assisting device that gradually changes to a reaction force by a temporary delay filter having a predetermined time constant. The vehicle driving assistance device according to claim 12,
The driving assistance device for a vehicle, wherein the accelerator pedal reaction force correcting means changes the predetermined time constant based on the risk potential calculated by the risk potential calculating means. The vehicle driving assistance device according to claim 13,
The accelerator pedal reaction force correcting means reduces the predetermined time constant as the risk potential increases.   A vehicle comprising the vehicular driving assist device according to any one of claims 1 to 14. Control is performed to calculate a risk potential around the host vehicle based on an obstacle situation around the host vehicle detected by the obstacle detection means, and to generate an operation reaction force calculated based on the risk potential on the accelerator pedal. In the vehicle driving operation assisting device,
When it is determined that the accelerator pedal is depressed again, the current operation calculated based on the risk potential from a value lower than the operation reaction force set when the accelerator pedal is released. The driving operation assisting device for a vehicle, wherein the operation reaction force generated by the accelerator pedal is gradually changed until the reaction force.

Images