JP2006159940A - 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 for a vehicle, informing situation changes and urging driving operation in response to a risk after the situation changes, when the situation around a vehicle changes. <P>SOLUTION: The driving operation auxiliary device for the vehicle calculates risk potential around a vehicle, and controls acceleration pedal reaction according to the risk potential. When the changes of the situation around the vehicle is detected, the acceleration pedal reaction is changed at a burst by predetermined amount, thereby informing a driver of changes of the situation. Then, the acceleration pedal reaction is gradually changed, thereby urging the driver to carry out driving operation corresponding to the risk after the situation changes. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

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

  The conventional driving assistance device for a vehicle changes the detection status of the control system discontinuously by changing the reaction force generated in the accelerator pedal in a pulse shape when the situation around the vehicle changes discontinuously. This is recognized by the driver (for example, see Patent Document 1).

Prior art documents related to the present invention include the following.
JP 2003-246226 A

  The conventional apparatus as described above can make the driver recognize that the situation around the vehicle has changed discontinuously by temporarily changing the operation reaction force. However, it is difficult to prompt driving operation corresponding to the risk around the host vehicle after the situation change by simply increasing or decreasing the operation reaction force when the situation changes discontinuously.

The vehicle driving operation assistance device according to the present invention calculates the risk potential of the host vehicle based on the obstacle situation around the host vehicle, and controls the driving reaction force generated in the vehicle operating device according to the risk potential. In the operation assistance device, when the situation around the host vehicle changes, the operation reaction force is adjusted to inform the driver that the situation change has occurred, and then the driving corresponding to the risk potential after the situation change Encourage operation and then inform the driver of the risk potential after the situation changes.
The vehicle driving operation assistance device according to the present invention includes an obstacle detection means for detecting an obstacle existing around the own vehicle, and a risk potential calculation for calculating a risk potential of the own vehicle based on a detection result by the obstacle detection means. Means, an accelerator pedal reaction force calculating means for calculating an operation reaction force generated by the accelerator pedal based on the risk potential calculated by the risk potential calculation means, and an operation reaction force calculated by the accelerator pedal reaction force calculating means. An accelerator pedal reaction force generating means for generating the accelerator pedal, a situation change detecting means for detecting that the situation around the host vehicle has changed discontinuously, and a correction reaction for calculating a correction reaction force for correcting the operation reaction force. When a situation change is detected by the force calculation means and the situation change detection means, it is calculated by the accelerator pedal reaction force calculation means. Provided from the current operation reaction force before changing conditions that, during the change to the future operation reaction force after status change, the accelerator pedal reaction force correcting means for correcting the operation reaction force by adding the correction reaction force.
The vehicle according to the present invention calculates the risk potential of the host vehicle based on the obstacle situation around the host vehicle, controls the reaction force generated in the accelerator pedal according to the risk potential, and changes the situation around the host vehicle. In this case, by adjusting the operation reaction force, the driver is informed that a situation change has occurred, and then the driving operation corresponding to the risk potential after the situation change is promoted, and then the risk potential after the situation change is determined. A vehicle driving operation assisting device for informing the driver is provided.
The vehicle according to the present invention includes an obstacle detection unit that detects an obstacle existing around the host vehicle, a risk potential calculation unit that calculates a risk potential of the host vehicle based on a detection result by the obstacle detection unit, and a risk potential Based on the risk potential calculated by the calculation means, an accelerator pedal reaction force calculation means for calculating an operation reaction force generated by the accelerator pedal, and an operation reaction force calculated by the accelerator pedal reaction force calculation means is generated by the accelerator pedal. Accelerator pedal reaction force generation means, situation change detection means for detecting that the situation around the host vehicle has changed discontinuously, correction reaction force calculation means for calculating a correction reaction force for correcting the operation reaction force, When the situation change is detected by the situation change detection means, the state before the situation change calculated by the accelerator pedal reaction force calculation means is obtained. Accelerator pedal reaction force correction means for correcting an operation reaction force by applying a correction reaction force during a change from a current operation reaction force to a future operation reaction force after a change in situation. Have
The method for assisting driving operation of a vehicle according to the present invention calculates a risk potential of the host vehicle based on an obstacle situation around the host vehicle, controls an operation reaction force generated in an accelerator pedal according to the risk potential, and When the situation changes, adjust the reaction force to inform the driver that the situation change has occurred, and then prompt the driver to handle the risk potential after the situation change. Inform the driver of the later risk potential.
The vehicle driving operation assistance method according to the present invention detects obstacles around the host vehicle, calculates the risk potential of the host vehicle based on the detection result of the obstacle, and is generated in the accelerator pedal based on the risk potential. When the operating reaction force is generated on the accelerator pedal and the situation around the vehicle is detected to change discontinuously, the current operating reaction force before the situation change The operation reaction force is corrected by applying a correction reaction force during the change to the future operation reaction force.

According to the present invention, when the situation around the host vehicle changes, the operation reaction force is adjusted to inform the driver that the situation change has occurred, and then the driving operation corresponding to the risk potential after the situation change And then informs the driver of the risk potential after the situation change, so that appropriate information transmission and driving operation guidance can be performed when the situation change occurs.
According to the present invention, when a situation change around the host vehicle is detected, the operation reaction force is corrected by applying the correction reaction force while changing from the current accelerator pedal operation reaction force to the future operation reaction force. Therefore, appropriate information transmission and driving operation guidance can be performed when a situation change occurs.

<< 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. Recognize the running state of an object. The controller 50 calculates the risk potential of the host vehicle for each obstacle based on the obstacle status, and performs the following control based on the calculated risk potential.

  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.

  Further, when the situation around the host vehicle changes, the information is notified to the driver by the accelerator pedal reaction force. The case where the situation around the host vehicle has changed includes, for example, the case where the laser radar 10 starts detecting the target obstacle for reaction force control, the case where the target obstacle is no longer detected, the case where the target obstacle is replaced, etc. It is. When the situation around the host vehicle changes in this way, the driver's driving operation is made so that the driver can be notified of the situation change and can smoothly shift to the driving operation according to the risk around the host vehicle after the situation change. Prompt.

  Therefore, when the situation around the host vehicle changes, the controller 50 determines what the situation change is. Then, the reaction force control amount based on the risk potential is corrected according to a change in the situation, and the corrected reaction force control amount is output to the accelerator pedal reaction force control device 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.

  Note that the normal accelerator pedal reaction force characteristic when the accelerator pedal reaction force control is not performed is set, for example, such that the accelerator pedal reaction force increases linearly as the operation amount of the accelerator pedal 62 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 62, for example.

  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 situation change detection unit 54, a reaction force correction value calculation unit 55, and an accelerator pedal reaction force correction depending on the software form of the CPU. Part 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 D and the relative speed Vr with the preceding vehicle are calculated, and the own vehicle speed V1 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 situation change detection unit 54 determines whether or not the situation around the host vehicle has changed based on the obstacle situation recognized by the obstacle recognition unit 51, and what kind of situation change if the situation has changed. To detect. The reaction force correction value calculation unit 55 calculates a correction value for correcting the accelerator pedal reaction force control command value according to the situation change detected by the situation change determination unit 54. The accelerator pedal reaction force correction unit 56 corrects the reaction force control command value calculated by the accelerator pedal reaction force calculation unit 53 by using the correction value calculated by the reaction force correction value calculation unit 55, and the reaction force command 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 50 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 presence direction, and the traveling vehicle speed V1 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 obstacles and lane markers are arranged around the host vehicle and how they move relative to the traveling of the host vehicle.

In step S300, a risk potential RP for an obstacle, specifically, a preceding vehicle is calculated. The risk potential RP for the preceding vehicle is calculated as follows.
First, a margin time TTC (Time To Contact) for the recognized preceding vehicle is calculated. The allowance time TTC is a physical quantity indicating the current degree of proximity of the host vehicle to the preceding vehicle, and when the current traveling state continues, that is, the host vehicle speed V1, the preceding vehicle speed V2, and the relative vehicle speed Vr (= V2-V1) are constant. In this case, the value indicates how many seconds later the inter-vehicle distance D becomes zero and the host vehicle and the preceding vehicle come into contact with each other. The margin time TTC for the preceding vehicle is obtained by the following (Equation 1).
TTC = −D / Vr (Formula 1)

  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.

Next, an inter-vehicle time THW between the host vehicle and the preceding vehicle is calculated. 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 2).
THW = D / V1 (Formula 2)

  The inter-vehicle time THW is obtained by dividing the inter-vehicle distance D by the own vehicle speed V1, and represents 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 V2 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 2).

Next, the risk potential RP around the host vehicle is calculated using the margin time TTC and the inter-vehicle time THW. The risk potential RP around the host vehicle can be calculated by the following (Formula 3).
RP = a / THW + b / TTC (Formula 3)
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).

  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 obstacle situation read in step S100 and recognized in step S200, it is detected whether or not the situation around the host vehicle has changed and what kind of situation change has occurred. This process will be described with reference to the flowchart of FIG.

  First, in step S501, it is determined whether or not a preceding vehicle ahead of the host vehicle is currently detected. When the preceding vehicle has not been detected, the process proceeds to step S502, and it is determined whether or not the preceding vehicle has not been detected in the previous cycle. If a positive determination is made in step S502, the process proceeds to step S503. In step S503, it is determined that the preceding vehicle has not been detected in either the previous cycle or the current cycle (lost → lost), and a flag Flg = 0 indicating a change in situation is set. On the other hand, if a negative determination is made in step S502, the process proceeds to step S502. In step S502, it is determined that the preceding vehicle is no longer detected in the current cycle (detection → lost), and the flag Flg = 1 is set.

  If it is determined in step S501 that a preceding vehicle has been detected, the process proceeds to step S505, and it is determined whether or not a preceding vehicle has not been detected in the previous cycle. If a positive determination is made in step S505, the process proceeds to step S506, where it is determined that the preceding vehicle has started to be detected in the current cycle (lost → detection), and the flag Flg = 2 is set.

  If a negative determination is made in step S505 and a preceding vehicle is detected in both the previous cycle and the current cycle, the process proceeds to step S507. In step S507, it is determined whether or not the preceding vehicle has been switched between the previous cycle and the current cycle. The replacement of the preceding vehicle can be determined based on the inter-vehicle distance D between the host vehicle and the preceding vehicle, for example. If it is determined that the preceding vehicle has been replaced, the process proceeds to step S508.

  In step S508, the reaction force control command value FA calculated in step S400 of the current cycle is compared with the reaction force control command value calculated in the previous cycle. When the reaction force control command value FA increases compared to the previous value, the process proceeds to step S509 and the flag Flg = 3 is set. On the other hand, if the reaction force control command value FA is lower than the previous value, the process proceeds to step S510 and the flag Flg = 4 is set.

  If a negative determination is made in step S507 and there is no replacement of the preceding vehicle, the process proceeds to step S511. In step S511, it is determined whether the relative speed Vr with respect to the same preceding vehicle has changed. When the relative speed Vr changes from a negative value to a positive value, that is, when the host vehicle changes from a state in which the host vehicle is approaching the preceding vehicle, the process proceeds to step S512. In step S512, the flag Flg = 5 is set. If a negative determination is made in step S511, the process proceeds to step S513, and the flag Flg = 0 is set.

As described above, after detecting a change of state in step S500, the process proceeds to step S600.
In step S600, a reaction force correction amount ΔF for correcting the reaction force control command value FA is calculated in accordance with the situation change detected in step S500. This process will be described with reference to the flowchart of FIG.

  First, in step S610, a current reaction force value F0 representing the accelerator pedal reaction force control amount before the situation change and a future reaction force value F1 representing the accelerator pedal reaction force control amount after the situation change are calculated. This processing will be described with reference to the flowchart of FIG.

  In step S611, it is determined whether or not the flag Flg = 0 set in step S500. If Flg = 0 and no preceding vehicle is detected in either the previous cycle or the current cycle, the process proceeds to step S612, where the current reaction force value F0 = 0 is set. And it progresses to step S613 and sets the future reaction force value F1 = 0.

  If a negative determination is made in step S611, the process proceeds to step S614 to determine whether or not the flag Flg = 1. If the determination in step S614 is affirmative and no preceding vehicle is detected in the current cycle, the process proceeds to step S615. In step S615, the reaction force control command value correction value FAhosei calculated in the previous cycle is set as the current reaction force value F0. In the subsequent step S616, the future reaction force value F1 = 0 is set.

  If a negative determination is made in step S614, the process proceeds to step S617 to determine whether or not the flag Flg = 2. If an affirmative determination is made in step S617 and the preceding vehicle starts to be detected in the current cycle, the process proceeds to step S618. In step S618, the current reaction force value F0 = 0 is set, and in step S619, the reaction force control command value FA calculated in step S400 is set as the future reaction force value F1.

  If a negative determination is made in step S617 and a preceding vehicle is detected in both the previous cycle and the current cycle, the process proceeds to step S620. In step S620, the correction value FAhosei of the reaction force control command value calculated in the previous cycle is set as the current reaction force value F0, and the reaction force control command value calculated in step S400 as the future reaction force value F1 in step S621. Set FA.

  Thus, after calculating the present reaction force value F0 and the future reaction force value F1 in step S610, the process proceeds to step S620. In step S620, reaction force changes Fu and Fd for prompting the driver to drive the vehicle according to the surrounding situation after the situation change are calculated. The reaction force changes Fu and Fd are changes in the reaction force required to prompt the driver to depress the accelerator pedal 62 or loosen it, and are called reaction force absolute values. The reaction force absolute values Fu and Fd are calculated based on the current reaction force value F0 calculated in step S610.

  FIG. 9 shows the relationship between the current reaction force value F0 and the reaction force absolute values Fu and Fd. Fu is a value when the accelerator pedal reaction force is increased after the situation changes, and gradually increases as the current reaction force value F0 increases. Fd is a value when the accelerator pedal reaction force is reduced after the situation changes, and gradually decreases as the current reaction force value F0 increases (Fd <0).

  In the subsequent step S630, a reaction force correction amount ΔF is calculated. This processing will be described with reference to the flowchart of FIG. In step S631, it is determined whether or not the flag Flg = 0. If an affirmative determination is made in step S631, the process proceeds to step S649, and the value set in the previous cycle is set in the mode Mode representing the content of the reaction force correction at the time of the situation change. That is, when there is no change in the situation, the reaction force correction mode is maintained.

  If a negative determination is made in step S631, the process proceeds to step S632 to determine whether or not the flag Flg = 1. If an affirmative determination is made in step S632 and no preceding vehicle is detected in the current cycle, the process proceeds to step S633. In step S633, is the value obtained by subtracting the future reaction force value F1 from the current reaction force value F0 (F0-F1) equal to or greater than the value obtained by subtracting the reaction force absolute value Fd from the predetermined value Fc (Fc-Fd)? Determine whether or not. The predetermined value Fc is a reaction force applied to the accelerator pedal 62 to notify the driver that the situation has changed, and an appropriate value is set in advance.

When F0−F1 ≧ Fc−Fd, the process proceeds to step S634, and the reaction force correction amount ΔF is calculated from the following (Expression 4).
ΔF = F0−F1−Fc (Formula 4)
Furthermore, since the reaction force correction direction when the situation changes is a decreasing direction, the mode Mode = 1 is set.
If F0−F1 <Fc−Fd, the process proceeds to step S635, and the reaction force absolute value Fd is set as the reaction force correction amount ΔF. However, ΔF = −Fd so that ΔF ≧ 0. Furthermore, since the reaction force correction direction when the situation changes is a decreasing direction, the mode Mode = 1 is set.

  If a negative determination is made in step S632, the process proceeds to step S636 to determine whether or not the flag Flg = 2. If the determination in step S636 is affirmative and the preceding vehicle starts to be detected in the current cycle, the process proceeds to step S637. In step S637, is the value (F1-F0) obtained by subtracting the current reaction force value F0 from the future reaction force value F1 equal to or greater than the value (Fc + Fu) obtained by adding the reaction force absolute value Fu to the predetermined value Fc? Determine whether or not.

When F1−F0 ≧ Fc + Fu, the process proceeds to step S638, and the reaction force correction amount ΔF is calculated from the following (Expression 5).
ΔF = F1−F0−Fc (Formula 5)
Furthermore, since the reaction force correction direction at the time of the situation change is an increasing direction, mode Mode = 3 is set.
If F1-F0 <Fc + Fu, the process proceeds to step S639, where the reaction force absolute value Fu is set as the reaction force correction amount ΔF (ΔF = Fu). Furthermore, since the reaction force correction direction at the time of the situation change is an increasing direction, mode Mode = 3 is set.

  If a negative determination is made in step S636, the process proceeds to step S640 to determine whether or not the flag Flg = 3. If the determination in step S640 is affirmative and the reaction force control command value FA increases due to a change in the situation, the process proceeds to step S641. In step S641, is the value obtained by subtracting the current reaction force value F0 from the future reaction force value F1 (F1-F0) equal to or greater than the value (Fc + Fu) obtained by adding the reaction force absolute value Fu to the predetermined value Fc? Determine whether or not.

When F1−F0 ≧ Fc + Fu, the process proceeds to step S642, and the reaction force correction amount ΔF is calculated from the following (Expression 6).
ΔF = F1−F0−Fc (Expression 6)
Furthermore, since the reaction force correction direction at the time of the situation change is an increasing direction, mode Mode = 3 is set.
If F1-F0 <Fc + Fu, the process proceeds to step S643, where the reaction force absolute value Fu is set as the reaction force correction amount ΔF (ΔF = Fu). Furthermore, since the reaction force correction direction at the time of the situation change is an increasing direction, mode Mode = 3 is set.

  If a negative determination is made in step S640, the process proceeds to step S644, and it is determined whether or not the flag Flg = 4. If an affirmative determination is made in step S644 and the reaction force control command value FA decreases due to a change in the situation, the process proceeds to step S645. In step S645, whether or not the value (F0−F1) obtained by subtracting the future reaction force value F1 from the current reaction force value F0 is equal to or greater than the value (Fc−Fd) obtained by subtracting the reaction force absolute value Fd from the predetermined value Fc. Determine whether.

When F0−F1 ≧ Fc−Fd, the process proceeds to step S646, and the reaction force correction amount ΔF is calculated from the following (Expression 7).
ΔF = F0−F1−Fc (Expression 7)
Furthermore, since the reaction force correction direction when the situation changes is a decreasing direction, the mode Mode = 1 is set.
If F0−F1 <Fc−Fd, the process proceeds to step S647, and the reaction force correction amount ΔF = −Fd is set using the reaction force absolute value Fd. Furthermore, since the reaction force correction direction when the situation changes is a decreasing direction, the mode Mode = 1 is set.

If the determination in step S644 is negative and the flag Flg = 5 that starts to leave the preceding vehicle, the process proceeds to step S648, where the reaction force correction amount ΔF = −Fd is set. Furthermore, since the reaction force correction direction when the situation changes is a decreasing direction, the mode Mode = 1 is set.
Thus, when the reaction force correction amount ΔF is calculated in step S600, the process proceeds to step S700.

  In step S700, the reaction force control command value FA calculated in step S400 is corrected using the reaction force correction amount ΔF calculated in step S600. This processing will be described with reference to the flowchart of FIG.

  In step S701, it is determined whether or not the mode is Mode = 0 and the reaction force correction at the time of the situation change is finished. If an affirmative determination is made in step S701, the process proceeds to step S702, where the reaction force correction adjustment amount ΔFhosei is set to 0, and the reaction force control command value FA set in step S400 is set to the reaction force command correction value FAhosei. Here, the reaction force correction adjustment amount ΔFhosei is a value representing how much the accelerator pedal reaction force is changed in the reaction force correction when the situation changes. That is, the value represents how much the reaction force command correction value FAhosei has increased or decreased from the current reaction force value F0 before the change of the situation to the present time.

  If a negative determination is made in step S701, the process proceeds to step S703 to determine whether or not the mode Mode = 1. If an affirmative determination is made in step S703, the process proceeds to step S704 to determine whether or not the previous value Mode_z of the mode Mode was 1. If an affirmative determination is made in step S704 and the reaction force correction direction is the decreasing direction in both the previous cycle and the current cycle, the process proceeds to step S705. In step S705, it is determined whether or not the absolute value | ΔFhosei−dFd1 | of the value obtained by subtracting the change speed dFd1 from the reaction force correction adjustment amount ΔFhosei is larger than the reaction force correction amount ΔF. The change speed dFd1 is a rate of decrease in the pedal reaction force for encouraging the driver to perform a driving operation in accordance with the risk potential RP after the situation change when the accelerator pedal reaction force is reduced in accordance with the situation change. An appropriate value is set in advance.

If an affirmative determination is made in step S705, the process proceeds to step S706, where a reaction force correction adjustment amount ΔFhosei and a reaction force command correction value FAhosei are calculated from the following (Equation 8).
ΔFhosei = ΔFhosei-dFd1
FAhosei = FAhosei-dFd1 (Formula 8)

  When a negative determination is made in step S705, the process proceeds to step S707 to determine whether or not a value (FAhosei−dFd2) obtained by subtracting the change speed dFd2 from the reaction force command correction value FAhosei is larger than the reaction force control command value FA. . The change speed dFd2 is a change speed for allowing the driver to recognize the risk potential RP after the change in the situation when the accelerator pedal reaction force is lowered in accordance with the change in the situation. deep.

If FAhosei−dFd2> FA, the process proceeds to step S708, and the reaction force command correction value FAhosei is calculated from the following (Equation 9).
FAhosei = FAhosei−dFd2 (Equation 9)

  When reducing the accelerator pedal reaction force when the situation changes, the accelerator pedal reaction force is first reduced at the change speed dFd1 to prompt the user to perform the accelerator pedal operation corresponding to the risk potential RP after the situation change. It decreases at the speed dFd2 and smoothly connects to the reaction force control command value FA corresponding to the risk potential RP after the situation changes. If the reduction speed when reducing the accelerator pedal reaction force is too fast, the driver will step on the accelerator pedal 62, so the change speed dFd2 for notifying the risk potential RP is set to be sufficiently slower than the change speed dFd1. (DFd1 >> dFd2).

  If a negative determination is made in step S707, the process proceeds to step S709, and it is determined whether or not a value (FAhosei + dFu2) obtained by adding the change speed dFu2 to the reaction force command correction value FAhosei is smaller than the reaction force control command value FA. The change speed dFu2 is decreased when the reaction force command correction value FAhosei becomes smaller than the future reaction force value F1 after the change of the situation by decreasing the reaction force correction amount ΔF in order to prompt the driving operation when the situation changes. This is the increasing speed for smoothly connecting the reaction force command correction value FAhosei to the reaction force control command value FA. By gradually increasing the accelerator pedal reaction force at the change speed dFu2, the driver is made aware of the risk potential RP after the situation change.

  Note that the speed of change may be set differently when the operation reaction force is decreased to reach the future reaction force value F1 and when the operation reaction force is increased to reach the future reaction force value F1. preferable. Specifically, the decrease rate dFd2 is set to be slower than the increase rate dFu2. This prevents the driver from depressing the accelerator pedal 62 too much when connecting the operation reaction force to the future reaction force value F1.

When FAhosei + dFu2 <FA, the process proceeds to step S710, and a reaction force command correction value FAhosei is calculated from the following (Equation 10).
FAhosei = FAhosei + dFu2 (Equation 10)

  When a negative determination is made in step S709, the process proceeds to step S711, the reaction force control command value FA is set as the reaction force command correction value FAhosei, and the mode Mode = 0 indicating that the reaction force correction according to the situation change is completed. Set to.

If a negative determination is made in step S704 and the mode becomes Mode = 1 from the current cycle, the process proceeds to step S712, where the reaction force correction adjustment amount ΔFhosei = 0 is set, and the reaction force command correction value FAhosei is expressed by the following (formula 11). ).
FAhosei = FAhosei-Fc (Formula 11)
As described above, when the accelerator pedal reaction force starts to be reduced in accordance with the change in the situation, the predetermined value Fc is reduced at a stroke.

  When a negative determination is made in step S703 and the mode Mode = 3, the process proceeds to step S713 to determine whether or not the previous value Mode_z of the mode Mode was 3. If an affirmative determination is made in step S713 and the reaction force correction direction is the increasing direction in both the previous cycle and the current cycle, the process proceeds to step S714. In step S714, it is determined whether or not a value (ΔFhosei + dFu1) obtained by adding the change speed dFu1 to the reaction force correction adjustment amount ΔFhosei is smaller than the reaction force correction amount ΔF. The change speed dFu1 is an increase speed of the pedal reaction force for prompting the driver to drive the vehicle according to the risk potential RP after the change of the situation when the accelerator pedal reaction force is increased according to the change of the situation. An appropriate value is set in advance.

When ΔFhosei + dFu1 <ΔF, the process proceeds to step S715, and the reaction force correction adjustment amount ΔFhosei and the reaction force command correction value FAhosei are calculated from the following (Equation 12).
ΔFhosei = ΔFhosei + dFu1
FAhosei = FAhosei + dFu1 (Formula 12)

If a negative determination is made in step S714, the process proceeds to step S716, and it is determined whether or not a value (FAhosei-dFd2) obtained by subtracting the change speed dFd2 from the reaction force command correction value FAhosei is larger than the reaction force control command value FA. If FAhosei−dFd2> FA, the process proceeds to step S717, and the reaction force command correction value FAhosei is calculated from the following (formula 13).
FAhosei = FAhosei-dFd2 (Formula 13)

  When the reaction force command correction value FAhosei becomes larger than the future reaction force value F1 after the change of the situation by increasing the reaction force correction amount ΔF, the reaction force command correction value FAhosei is slowly decreased at the change speed dFd2. By doing so, it is possible to connect smoothly to the future reaction force value F1.

If a negative determination is made in step S716, the process proceeds to step S718, and it is determined whether or not a value (FAhosei + dFu2) obtained by adding the change speed dFu2 to the reaction force command correction value FAhosei is smaller than the reaction force control command value FA. If FAhosei + dFu2 <FA, the process proceeds to step S719, and the reaction force command correction value FAhosei is calculated from the following (Equation 14).
FAhosei = FAhosei + dFu2 (Formula 14)

  When increasing the accelerator pedal reaction force when the situation changes, the accelerator pedal reaction force is first increased at the change speed dFu1 to prompt the user to operate the accelerator pedal corresponding to the risk potential RP after the situation change. It increases at the speed dFu2 and smoothly connects to the reaction force control command value FA corresponding to the risk potential RP after the situation changes. When increasing the accelerator pedal reaction force, the change speed dFu2 for informing the risk potential RP should be faster than the change speed dFu1 in order to inform the driver as soon as possible that the risk potential RP is increasing. Set (dFu1 <dFu2).

  When a negative determination is made in step S718, the process proceeds to step S720, in which the reaction force control command value FA is set as the reaction force command correction value FAhosei, and the mode Mode = 0 indicating that the reaction force correction according to the situation change has ended. Set to.

If the determination in step S713 is negative and mode Mode = 3 from the current cycle, the process proceeds to step S721, where the reaction force correction adjustment amount ΔFhosei = 0 is set, and the reaction force command correction value FAhosei is expressed by the following (Equation 15). Calculate from
FAhosei = FAhosei + Fc (Formula 15)
As described above, when the accelerator pedal reaction force is started to increase in accordance with a change in the situation, the predetermined value Fc is increased or decreased at a stroke.

  In step S722, the mode Mode is set as the previous value Mode_z. Thus, after calculating the accelerator pedal reaction force command correction value FAhosei in step S700, the process proceeds to step S800.

  In step S800, the reaction force command correction value FAhosei calculated in step S700 is output to the accelerator pedal reaction force control device 60. The accelerator pedal reaction force control command value 60 controls the servo motor 61 according to the command value from the controller 50 and controls the reaction force generated in the accelerator pedal 62. Thus, the current process is terminated.

Below, the effect | action of the driving assistance device 1 for vehicles by 1st Embodiment is demonstrated.
FIGS. 12A and 12B show an example of the time change of the accelerator pedal reaction force when the mode Mode = 1 and the state where the preceding vehicle is detected is changed to the state where it is not detected. 12 (a) and 12 (b), the vertical axis indicates the value obtained by adding the reaction force command correction value FAhosei to the reaction force based on the normal reaction force characteristic corresponding to the accelerator pedal operation amount, that is, the accelerator pedal 62 actually. It shows the reaction force that occurs.

  FIG. 12A shows a case where the reaction force correction amount ΔF = F0−F1−Fc. When the preceding vehicle is no longer detected at time t1, the accelerator pedal reaction force is reduced by a predetermined value Fc from the current reaction force value F0 before the situation change, and the driver is notified that the situation has changed. Thereafter, the accelerator pedal reaction force gradually decreases at the change speed dFd1 and reaches the future reaction force value F1 after the situation change. Thereby, the accelerator pedal operation according to the risk potential RP after the situation change is urged. Immediately before reaching the reaction force value F1 in the future, if necessary, the rate of change dFd2 for notifying the risk potential RP decreases more slowly, and the accelerator pedal reaction force is finely adjusted.

  FIG. 12B shows a case where the reaction force correction amount ΔF = −Fd. When the preceding vehicle is no longer detected at time t1, the accelerator pedal reaction force is reduced by a predetermined value Fc from the current reaction force value F0 before the situation change, and the driver is notified that the situation has changed. Thereafter, the accelerator pedal reaction force gradually decreases at the change speed dFd1 by the reaction force correction amount ΔF, and the accelerator pedal reaction force operation according to the risk potential RP after the situation change is prompted. Since F0−F1 <Fc−Fd, after the reaction force correction amount ΔF is decreased, it is gradually increased to the future reaction force value F1 at the change speed dFu2 to inform the driver of the risk potential RP after the situation change.

  FIGS. 13A and 13B show an example of the time change of the accelerator pedal reaction force when the mode is changed from the state where the preceding vehicle is not detected to the state where the preceding vehicle is detected in mode Mode = 3. FIG. 13A shows a case where the reaction force correction amount ΔF = F1−F0−Fc. When the preceding vehicle starts to be detected at time t2, the accelerator pedal reaction force is increased from the current reaction force value F0 before the situation change by a predetermined value Fc at a stretch to notify the driver that the situation has changed. Thereafter, the accelerator pedal reaction force gradually increases at the change speed dFu1, and prompts the accelerator pedal operation according to the risk potential RP after the situation changes. Immediately before reaching the reaction force value F1 in the future, if necessary, it rapidly increases at a change speed dFu2 for notifying the risk potential RP, and fine adjustment of the accelerator pedal reaction force is performed.

  FIG. 13B shows a case where the reaction force correction amount ΔF = Fu. When the preceding vehicle starts to be detected at time t2, the accelerator pedal reaction force is increased from the current reaction force value F0 before the situation change by a predetermined value Fc at a stretch to notify the driver that the situation has changed. Thereafter, the accelerator pedal reaction force gradually increases at the change speed dFu1 by the reaction force correction amount ΔF, and the accelerator pedal reaction force operation according to the risk potential RP after the situation change is prompted. Since F1−F0 <Fc + Fu, after the reaction force correction amount ΔF is increased, the reaction force is slowly decreased to the future reaction force value F1 at the change speed dFd2 to notify the driver of the risk potential RP after the situation change.

  FIGS. 14 (a) and 14 (b) show an example of the time change of the accelerator pedal reaction force when the risk potential RP increases due to the change of the preceding vehicle in the mode Mode = 3, and FIGS. 14 (c) and 14 (d). An example of the time change of the accelerator pedal reaction force when the risk potential RP is reduced by the replacement of the preceding vehicle in the mode Mode = 1.

  FIG. 14A shows a case where the reaction force correction amount ΔF = F1−F0−Fc. When the preceding vehicle is switched at time t3, the accelerator pedal reaction force is increased at a time by a predetermined value Fc to notify the driver that the situation has changed. Thereafter, the accelerator pedal reaction force gradually increases at the change speed dFu1, and prompts the accelerator pedal operation according to the risk potential RP after the situation changes. Immediately before reaching the reaction force value F1 in the future, if necessary, it rapidly increases at a change speed dFu2 for notifying the risk potential RP, and fine adjustment of the accelerator pedal reaction force is performed.

  FIG. 14B shows a case where the reaction force correction amount ΔF = Fu. When the preceding vehicle is switched at time t3, the accelerator pedal reaction force is increased at a time by a predetermined value Fc to inform the driver that the situation has changed. Thereafter, the accelerator pedal reaction force gradually increases at the change speed dFu1 by the reaction force correction amount ΔF, and the accelerator pedal reaction force operation according to the risk potential RP after the situation change is prompted. Since F1−F0 <Fc + Fu, after the reaction force correction amount ΔF is increased, the reaction force is slowly decreased to the future reaction force value F1 at the change speed dFd2 to notify the driver of the risk potential RP after the situation change.

  FIG. 14C shows a case where the reaction force correction amount ΔF = F0−F1−Fc. When the preceding vehicle is switched at time t4, the accelerator pedal reaction force is reduced by a predetermined value Fc at a stroke, and the driver is notified that the situation has changed. Thereafter, the accelerator pedal reaction force gradually decreases at the change speed dFd1, and prompts the accelerator pedal operation according to the risk potential RP after the situation change. Immediately before reaching the reaction force value F1 in the future, if necessary, the rate of change dFd2 for notifying the risk potential RP decreases more slowly, and the accelerator pedal reaction force is finely adjusted.

  FIG. 14D shows a case where the reaction force correction amount ΔF = −Fd. When the preceding vehicle is no longer detected at time t4, the accelerator pedal reaction force is reduced by a predetermined value Fc at a stretch to notify the driver that the situation has changed. Thereafter, the accelerator pedal reaction force gradually decreases at the change speed dFd1 by the reaction force correction amount ΔF, and the accelerator pedal reaction force operation according to the risk potential RP after the situation change is prompted. Since F0−F1 <Fc−Fd, after the reaction force correction amount ΔF is decreased, it is gradually increased to the future reaction force value F1 at the change speed dFu2 to inform the driver of the risk potential RP after the situation change.

  FIG. 15 shows an example of the time change of the accelerator pedal reaction force when the mode Mode = 1 and the relative speed Vr with respect to the same preceding vehicle changes from the approaching direction to the leaving direction. In this case, the reaction force correction amount ΔF = −Fd. When the relative speed Vr changes in the disengagement direction at time t5, the accelerator pedal reaction force is reduced by a predetermined value Fc at a stretch to notify the driver that the situation has changed. Thereafter, the accelerator pedal reaction force gradually decreases at the change speed dFd1, and prompts the accelerator pedal operation according to the risk potential RP after the situation change. After the reaction force correction amount ΔF is reduced, the reaction force is gradually increased to the future reaction force value F1 at the change speed dFu2 to inform the driver of the risk potential RP after the change of the situation.

Thus, in the first embodiment described above, the following operational effects can be achieved.
(1) The vehicle driving operation assisting device 1 calculates the risk potential RP of the host vehicle based on the obstacle situation around the host vehicle, and the operation generated in the accelerator pedal 62 that is a vehicle operating device based on the risk potential RP. Control the reaction force. When the situation around the host vehicle changes, the driver is notified that the situation has changed by adjusting the reaction force of the vehicle, and then prompts the driving operation corresponding to the risk potential RP after the situation changes. Then, the driver is informed of the risk potential RP after the situation changes. Thereby, when the surroundings of the own vehicle change, appropriate information transmission and guidance of driving operation can be performed.
(2) The amount of change in the operation reaction force for prompting the driving operation corresponding to the risk potential RP after the change in the situation changes according to the risk potential RP before the change in the situation. Specifically, as shown in FIG. 9, reaction force absolute values Fu and Fd for prompting a driving operation are calculated based on the current reaction force value F0. Accordingly, it is possible to determine how much the reaction force should be changed in order to guide the driving operation in consideration of the reaction force currently generated in the accelerator pedal 62.
(3) The amount of change in the operation reaction force for notifying the risk potential RP after the change in the situation changes according to the risk potential RP before and after the change in the situation. Here, the amount of change in the operation reaction force for notifying the risk potential RP after the change in the situation means that after the operation reaction force is gradually changed by reaction force absolute values Fu and Fd in order to promote driving operation, This is a reaction force for smoothly connecting to the reaction force value F1. By appropriately setting this reaction force value from the current reaction force value F0 and the future reaction force value F1, it is possible to smoothly connect to the future reaction force value F1 so that the driver knows the risk potential RP after the situation changes. Can be easily informed.
(4) The change speed of the operation reaction force for notifying the risk potential RP after the situation change is slower than the increase speed dFu2 when the operation reaction force is increased, but the decrease speed dFd2 when the operation reaction force is decreased. Is set as follows. Accordingly, it is possible to prevent the accelerator pedal 62 from being depressed too much by reducing the operation reaction force.
(5) When a situation change in which the situation around the host vehicle changes discontinuously is detected, the accelerator pedal reaction force correction unit 56 changes from the current reaction force value F0 to a future reaction force value F1 after the situation change. Meanwhile, the accelerator pedal operation reaction force is corrected by applying a correction reaction force. Here, including the predetermined value Fc and the reaction force correction amount ΔF, during the transition from the current reaction force value F0 to the future reaction force value F1, the occurrence of a situation change is notified, and the risk potential RP after the situation change is dealt with. The operation reaction force adjusted to prompt the driving operation and notify the risk potential RP after the change of the situation is called a corrected reaction force. As described above, by applying the correction reaction force, it is possible to appropriately transmit information and guide the driving operation.
(6) The situation change detection unit 54 detects that the sign of the relative speed Vr between the host vehicle and the obstacle has changed as a situation change. For example, it is detected that the sign of the relative speed Vr has changed from negative to positive and the vehicle has shifted from a state of approaching an obstacle to a state of leaving. Thereby, even if the preceding vehicle is the same, it can be easily communicated to the driver that the approaching state has changed. As a change in situation, it is also possible to detect that the sign of the relative speed Vr has changed from positive to negative and the vehicle has shifted from a state where it has left the obstacle to an approaching state.
(7) The situation change detection unit 54 detects the start of detection or the end of detection of an obstacle, specifically, an obstacle to be controlled by the accelerator pedal reaction force control, as a situation change. Accordingly, it is possible to reliably tell the driver that the accelerator pedal reaction force control starts or ends.
(8) The situation change detection unit 54 detects the replacement of the target obstacle as the situation change. Thus, when the preceding vehicle changes lanes or an adjacent vehicle has interrupted, the driver can be surely notified that the target obstacle for the accelerator pedal reaction force control is changed.
(9) The corrected reaction force is calculated based on either the current reaction force value F0 or the future reaction force value F1. Specifically, as shown in FIG. 9, reaction force absolute values Fu and Fd are calculated according to the current reaction force value F0. Accordingly, it is possible to calculate a corrected reaction force suitable for guiding the driving operation in consideration of the reaction force currently generated in the accelerator pedal 62. It is of course possible to calculate the reaction force absolute values Fu and Fd based on the future reaction force value F1. However, by using the current reaction force value F0, the reaction force absolute values Fu and Fd necessary for guiding the driving operation in consideration of the accelerator pedal reaction force currently generated in the accelerator pedal 62 are calculated. Can do.
(10) The correction reaction force is set so as to gradually change after changing the accelerator pedal reaction force stepwise as shown in FIGS. By changing the accelerator pedal reaction force in steps, the driver is informed that a situation change has occurred, and then, by gradually changing the accelerator pedal reaction force, a driving operation corresponding to the risk potential RP after the situation change is performed. Can be urged.
(11) Whether to increase or decrease the accelerator pedal reaction force stepwise is determined based on the current reaction force value F0 and the future reaction force value F1. For example, when the risk potential RP after the situation changes and the future reaction force F1 decreases with respect to the current reaction force F0, the risk around the host vehicle can be reduced by reducing the accelerator pedal reaction force stepwise. It is possible to intuitively inform the driver that the vehicle will drop.

<< Second Embodiment >>
Below, the driving operation assistance device for a vehicle according to the second embodiment of the present invention will be described. The basic configuration of the vehicle driving operation assistance device according to the second embodiment is the same as that of the first embodiment shown in FIGS. 1 and 2. Here, differences from the first embodiment will be mainly described.

  Generally, when the host vehicle speed V1 is high, the amount of depression of the accelerator pedal 62 is large, and when the host vehicle speed V1 is slow, the amount of depression is small. Therefore, in the second embodiment, the upper limit value and the lower limit value of the reaction force correction are set according to the vehicle speed V1 so that the driver does not step on the accelerator pedal 62 by performing the reaction force correction when the situation changes. To set. And it adjusts so that an accelerator pedal reaction force may change between the set upper limit and lower limit at the time of a situation change.

  Hereinafter, the reaction force correction amount calculation process will be described with reference to the flowchart of FIG. This process is executed in step S600 of the flowchart shown in FIG.

  First, in step S640, the current reaction force value F0 and the future reaction force value F1 are calculated as in the first embodiment described above. In step S645, reaction force absolute values Fu and Fd are calculated from the current reaction force value F0 according to the map of FIG.

  In step S650, reaction force upper limit Fmax and reaction force lower limit Fmin are calculated based on host vehicle speed V1. The reaction force upper limit value Fmax and the reaction force lower limit value Fmin are values that define an upper limit and a lower limit of reaction force correction performed when the situation changes, and are calculated based on the host vehicle speed V1 as shown in FIG. It is considered that the amount that the driver depresses the accelerator pedal 62 is smaller as the host vehicle speed V1 is slower. In addition, when the host vehicle speed V1 is slow, the inter-vehicle distance D with the preceding vehicle is often short, so that the reaction force upper limit value Fmax and the reaction force lower limit value are set so that the accelerator pedal 62 is not depressed too much by performing reaction force correction. Fmin is set so as to increase as the host vehicle speed V1 decreases. When the reaction force lower limit value Fmin is a negative value, the lower limit value of the accelerator pedal reaction force after reaction force correction is smaller than the accelerator pedal reaction force due to the normal reaction force characteristic.

In step S660, a reaction force correction amount ΔF is calculated. The processing here will be described with reference to the flowcharts of FIGS.
In step S661, it is determined whether or not the flag Flg = 0. If an affirmative determination is made in step S661, the process proceeds to step S662, where the reaction force correction amount ΔF = 0 is set and the mode Mode = 0 is set. If a negative determination is made in step S661, the process proceeds to step S663 to determine whether or not the flag Flg = 1. If an affirmative determination is made in step S663 and no preceding vehicle is detected in the current cycle, the process proceeds to step S664.

In step S664, it is determined whether (F0-F1) is equal to or greater than (Fc-Fd). When F0−F1 ≧ Fc−Fd, the process proceeds to step S665 to set the mode Mode = 1, and the reaction force correction amount ΔF is calculated from the following (Equation 16).
ΔF = F0−F1−Fc (Expression 16)

  If a negative determination is made in step S664, the process proceeds to step S666, and it is determined whether (F0−Fc + Fd) is equal to or greater than the reaction force lower limit value Fmin. If an affirmative determination is made in step S666, the process proceeds to step S667 where the reaction force correction amount ΔF = −Fd and the mode Mode = 1 are set.

If a negative determination is made in step S666, the process proceeds to step S668, and it is determined whether (F0-F1) is equal to or greater than (-Fc-Fd). If an affirmative determination is made in step S668, the process proceeds to step S669, and a reaction force correction amount ΔF is calculated from the following (Expression 17).
ΔF = F0−F1 + Fc (Expression 17)
Furthermore, the mode Mode = 2 is set to indicate that the accelerator pedal reaction force is once increased and then decreased when the situation changes.

If a negative determination is made in step S668, the process proceeds to step S670 where the reaction force correction amount ΔF = −Fd is set and the mode Mode = 2 is set.
If a negative determination is made in step S663, the process proceeds to step S671 to determine whether or not the flag Flg = 2. If an affirmative determination is made in step S671 and the preceding vehicle starts to be detected in the current cycle, the process proceeds to step S672. In step S672, it is determined whether (F1-F0) is equal to or greater than (Fc + Fu). When F1−F0 ≧ Fc + Fu, the process proceeds to step S673 to set the mode Mode = 3 and calculate the reaction force correction amount ΔF from the following (Expression 18).
ΔF = F1-F0-Fc (Equation 18)

  If a negative determination is made in step S672, the process proceeds to step S674, and it is determined whether (F0 + Fc + Fu) is equal to or less than the reaction force upper limit value Fmax. If an affirmative determination is made in step S674, the process proceeds to step S675 where the reaction force correction amount ΔF = Fu is set and the mode Mode = 3 is set.

If a negative determination is made in step S674, the process proceeds to step S676, and it is determined whether (F1-F0) is equal to or greater than (-Fc + Fu). If a positive determination is made in step S676, the process proceeds to step S677, and a reaction force correction amount ΔF is calculated from the following (Equation 19).
ΔF = F1−F0 + Fc (Equation 19)
Further, mode Mode = 4 indicating that the accelerator pedal reaction force is once lowered and then increased when the situation changes.

  If a negative determination is made in step S676, the process proceeds to step S678, where the reaction force correction amount ΔF = Fu is set and the mode Mode = 4 is set.

  If a negative determination is made in step S671, the process proceeds to step S679 (see FIG. 19). In step S679, it is determined whether or not the flag Flg = 3. If an affirmative determination is made in step S679 and the reaction force control command value FA increases due to a situation change, the process proceeds to step S680. In step S680, it is determined whether (F1-F0) is equal to or greater than (Fc + Fu).

When F1−F0 ≧ Fc + Fu, the process proceeds to step S681 to set the mode Mode = 3, and the reaction force correction amount ΔF is calculated from the following (Equation 20).
ΔF = F1−F0−Fc (Equation 20)
If a negative determination is made in step S680, the process proceeds to step S682, in which it is determined whether (F0 + Fc + Fu) is equal to or less than the reaction force upper limit value Fmax. If an affirmative determination is made in step S682, the process proceeds to step S683 to set the reaction force correction amount ΔF = Fu and set the mode Mode = 3.

If a negative determination is made in step S682, the process proceeds to step S684, and it is determined whether (F1-F0) is equal to or greater than (-Fc + Fu). When an affirmative determination is made in step S684, the process proceeds to step S685, where mode Mode = 4 is set, and a reaction force correction amount ΔF is calculated from the following (Equation 21).
ΔF = F1−F0 + Fc (Expression 21)

If a negative determination is made in step S684, the process proceeds to step S686, where the reaction force correction amount ΔF = Fu is set, and the mode Mode = 4 is set.
If a negative determination is made in step S679, the process proceeds to step S687 to determine whether or not the flag Flg = 4. If the determination in step S687 is affirmative and the reaction force control command value FA decreases due to a change in the situation, the process proceeds to step S688. In step S688, it is determined whether (F0-F1) is equal to or greater than (Fc-Fd). If F0−F1 ≧ Fc−Fd, the process advances to step S689 to set the mode Mode = 1 and calculate the reaction force correction amount ΔF from the following (Equation 22).
ΔF = F0−F1−Fc (Expression 22)

  If a negative determination is made in step S688, the process proceeds to step S690, in which it is determined whether (F0−Fc + Fd) is equal to or greater than the reaction force lower limit value Fmin. If an affirmative determination is made in step S690, the process proceeds to step S691, where the reaction force correction amount ΔF = −Fd and the mode Mode = 1.

If a negative determination is made in step S690, the process proceeds to step S692, and it is determined whether (F0-F1) is equal to or greater than (-Fc-Fd). If an affirmative determination is made in step S692, the process proceeds to step S693, the mode Mode = 2 is set, and the reaction force correction amount ΔF is calculated from the following (Equation 23).
ΔF = F0−F1 + Fc (Equation 23)

  If a negative determination is made in step S692, the process proceeds to step S694 where the reaction force correction amount ΔF = −Fd is set and the mode Mode = 2 is set.

  If the determination in step S687 is negative and the flag Flg = 5 that starts to leave the preceding vehicle, the process proceeds to step S695. In step S695, it is determined whether (F0−Fc + Fd) is greater than or equal to the reaction force lower limit value Fmin. If an affirmative determination is made in step S695, the process proceeds to step S696, where the reaction force correction amount ΔF = −Fd and the mode Mode = 1 are set. If a negative determination is made in step S695, the process proceeds to step S697, where the reaction force correction amount ΔF = −Fd and the mode Mode = 2 is set.

  As described above, when the reaction force correction amount ΔF is calculated in step S600, the process proceeds to step S700, and accelerator pedal reaction force correction processing is performed. This processing will be described with reference to the flowcharts of FIGS.

  In step S731, it is determined whether or not the reaction force correction at the time of the situation change is completed in the mode Mode = 0. If an affirmative determination is made in step S731, the process proceeds to step S732, where the reaction force correction adjustment amount ΔFhosei = 0 is set, and the reaction force command correction value FAhosei = FA is set. If a negative determination is made in step S731, the process proceeds to step S733, and it is determined whether or not the mode Mode = 1 or Mode = 2. If an affirmative determination is made in step S733, the process proceeds to step S734 to determine whether or not the mode Mode = 1 and the previous value Mode_z ≠ 1.

If an affirmative determination is made in step S734 and the mode Mode becomes 1 in the current cycle, the process proceeds to step S735, and the reaction force correction adjustment amount ΔFhosei and the reaction force command correction value FAhosei are calculated from the following (Equation 24).
ΔFhosei = 0
FAhosei = FAhosei-Fc (Formula 24)
That is, when the mode Mode is shifted to 1, first, the accelerator pedal reaction force is decreased at a stroke by the predetermined value Fc.

If a negative determination is made in step S734, the process proceeds to step S736, and it is determined whether or not the mode Mode = 2 and the previous value Mode_z ≠ 2. If an affirmative determination is made in step S736 and the mode Mode = 2 in the current cycle, the process proceeds to step S737, and the reaction force correction adjustment amount ΔFhosei and the reaction force command correction value FAhosei are calculated from the following (Equation 25).
ΔFhosei = 0
FAhosei = FAhosei + Fc (Formula 25)
That is, when the mode is shifted to Mode = 2, first, the accelerator pedal reaction force is increased at a stretch by the predetermined value Fc.

If a negative determination is made in step S736, the process proceeds to step S738, and it is determined whether or not | ΔFhosei−dFd1 | is greater than the reaction force correction amount ΔF. If a positive determination is made in step S738, the process proceeds to step S739, where a reaction force correction adjustment amount ΔFhosei and a reaction force command correction value FAhosei are calculated from the following (Equation 26).
ΔFhosei = ΔFhosei-dFd1
FAhosei = FAhosei−dFd1 (Formula 26)

If a negative determination is made in step S738, the process proceeds to step S740 to determine whether (FAhosei-dFd2) is larger than the reaction force control command value FA. If FAhosei−dFd2> FA, the process proceeds to step S741, and a reaction force command correction value FAhosei is calculated from the following (Expression 27).
FAhosei = FAhosei-dFd2 (Formula 27)

If a negative determination is made in step S740, the process proceeds to step S742, and it is determined whether (FAhosei + dFu2) is smaller than the reaction force control command value FA. When FAhosei + dFu2 <FA, the process proceeds to step S743, and a reaction force command correction value FAhosei is calculated from the following (Equation 28).
FAhosei = FAhosei + dFu2 (Formula 28)
When a negative determination is made in step S742, the process proceeds to step S744, in which the reaction force control command value FA is set as the reaction force command correction value FAhosei, and the mode Mode = 0 indicating that the reaction force correction corresponding to the situation change has ended. Set to.

If the determination in step S733 is negative and the mode Mode = 3 or 4 proceeds, the process proceeds to step S745 (see FIG. 21). In step S745, it is determined whether or not the mode Mode = 3 and the previous value Mode_z ≠ 3. If an affirmative determination is made in step S745 and the mode Mode becomes 3 in the current cycle, the process proceeds to step S746, and the reaction force correction adjustment amount ΔFhosei and the reaction force command correction value FAhosei are calculated from the following (Equation 29).
ΔFhosei = 0
FAhosei = FAhosei + Fc (Formula 29)
That is, when shifting to mode Mode3, first, the accelerator pedal reaction force is increased at a stretch by a predetermined value Fc.

If a negative determination is made in step S745, the process proceeds to step S747 to determine whether or not the mode Mode = 4 and the previous value Mode_z ≠ 4. If the determination in step S747 is affirmative and mode Mode = 4 in the current cycle, the process proceeds to step S748, and the reaction force correction adjustment amount ΔFhosei and the reaction force command correction value FAhosei are calculated from the following (Equation 30).
ΔFhosei = 0
FAhosei = FAhosei-Fc (Equation 30)
That is, when the mode is changed to Mode = 4, first, the accelerator pedal reaction force is decreased at a stretch by a predetermined value Fc.

If a negative determination is made in step S747, the process proceeds to step S749, and it is determined whether (ΔFhosei + dFu1) is smaller than the reaction force correction amount ΔF. If ΔFhosei + dFu1 <ΔF, the routine proceeds to step S750, where the reaction force correction adjustment amount ΔFhosei and the reaction force command correction value FAhosei are calculated from the following (Equation 31).
ΔFhosei = ΔFhosei + dFu1
FAhosei = FAhosei + dFu1 (Formula 31)

If a negative determination is made in step S749, the process proceeds to step S751, and it is determined whether (FAhosei-dFd2) is larger than the reaction force control command value FA. If FAhosei−dFd2> FA, the process proceeds to step S752, and the reaction force command correction value FAhosei is calculated from the following (Expression 32).
FAhosei = FAhosei−dFd2 (Formula 32)
If a negative determination is made in step S751, the process proceeds to step S753, and it is determined whether (FAhosei + dFu2) is smaller than the reaction force control command value FA. If FAhosei + dFu2 <FA, the process proceeds to step S754, and the reaction force command correction value FAhosei is calculated from the following (Equation 33).
FAhosei = FAhosei + dFu2 (Formula 33)

  When a negative determination is made in step S753, the process proceeds to step S755, in which the reaction force control command value FA is set as the reaction force command correction value FAhosei, and the mode Mode = 0 indicating that the reaction force correction according to the situation change is completed. Set to.

  In step S756, the mode Mode is set as the previous value Mode_z. Thus, after calculating the accelerator pedal reaction force command correction value FAhosei in step S700, the process proceeds to step S800, and the reaction force command correction value FAhosei is output to the accelerator pedal reaction force control device 60.

The operation of the vehicle driving assistance device according to the second embodiment will be described below.
FIGS. 22A to 22D show an example of the time change of the accelerator pedal reaction force when the mode Mode = 1 or 2 and the state where the preceding vehicle is detected is changed to the state where it is not detected. FIG. 22A shows a case where the mode is Mode = 1 and the reaction force correction amount ΔF = F0−F1−Fc. When the preceding vehicle is no longer detected at time t1, the accelerator pedal reaction force is gradually reduced by a predetermined value Fc from the current reaction force value F0 before the situation change, and then the accelerator pedal reaction force gradually decreases at the change speed dFd1. Immediately before reaching the reaction force value F1 in the future, if necessary, the rate of change dFd2 for notifying the risk potential RP decreases more slowly, and the accelerator pedal reaction force is finely adjusted.

  FIG. 22B shows a case where reaction mode correction amount ΔF = −Fd when mode Mode = 1 and F0−Fc + Fd ≧ Fmin. When the preceding vehicle is no longer detected at time t1, the accelerator pedal reaction force is reduced by a predetermined value Fc from the current reaction force value F0 before the situation change, and then the accelerator pedal reaction force changes by the reaction force correction amount ΔF. Decrease gradually with dFd1. Since F0−F1 <Fc−Fd, after the reaction force correction amount ΔF is decreased, it is gradually increased to the future reaction force value F1 at the change speed dFu2 to inform the driver of the risk potential RP after the situation change.

  FIG. 22C shows a case where the reaction mode correction amount ΔF = F0−F1 + Fc when the mode is Mode = 2 and F0−Fc + Fd <Fmin. When the preceding vehicle is no longer detected at time t1, the accelerator pedal reaction force increases from the current reaction force value F0 before the change of the situation by a predetermined value Fc at a stroke so as not to fall below the reaction force lower limit value Fmin. It gradually decreases and reaches the future reaction force value F1 after the situation change.

  FIG. 22D shows a case where the reaction mode correction amount ΔF = −Fd when mode Mode = 2 and F0−Fc + Fd <Fmin. When the preceding vehicle is no longer detected at time t1, the accelerator pedal reaction force increases from the current reaction force value F0 before the change of the situation by a predetermined value Fc at a stroke so as not to fall below the reaction force lower limit value Fmin. Decrease gradually. Since F0−F1 <−Fc−Fd, after the reaction force correction amount ΔF is decreased, the reaction force is gradually increased to the future reaction force value F1 at the change speed dFu2.

  FIGS. 23A to 23D show an example of the time change of the accelerator pedal reaction force when the mode changes from the state in which the preceding vehicle is not detected to the state in which the preceding vehicle is detected in the mode Mode = 3 or 4. FIG. FIG. 23A shows a case where the mode is Mode = 3 and the reaction force correction amount ΔF = F1-F0-Fc. When the preceding vehicle starts to be detected at time t2, the accelerator pedal reaction force gradually increases by a predetermined value Fc from the current reaction force value F0 before the situation change, and then gradually increases at the change speed dFu1. Immediately before reaching the reaction force value F1 in the future, if necessary, it rapidly increases at a change speed dFu2 for notifying the risk potential RP, and fine adjustment of the accelerator pedal reaction force is performed.

  FIG. 23B shows a case where reaction mode correction amount ΔF = Fu when mode Mode = 3 and F0 + Fc + Fu ≦ Fmax. When the preceding vehicle starts to be detected at time t2, the accelerator pedal reaction force is increased by a predetermined value Fc from the current reaction force value F0 before the situation change, and then the accelerator pedal reaction force is changed by the reaction force correction amount ΔF. Increase gradually with dFu1. Since F1−F0 <Fc + Fu, after the reaction force correction amount ΔF is increased, the reaction force is slowly decreased to the future reaction force value F1 at the change speed dFd2 to notify the driver of the risk potential RP after the situation change.

  FIG. 23C shows a case where the reaction mode correction amount ΔF = F1−F0 + Fc when mode Mode = 4 and F0 + Fc + Fu> Fmax. When the preceding vehicle starts to be detected at time t2, the accelerator pedal reaction force is reduced by a predetermined value Fc from the current reaction force value F0 before the change of the situation so as not to exceed the reaction force upper limit value Fmax, and then at the change speed dFu1. It gradually increases and reaches the future reaction force value F1 after the situation changes.

  FIG. 23D shows a case where the reaction mode correction amount ΔF = Fu when mode Mode = 4 and F0 + Fc + Fu> Fmax. When the preceding vehicle starts to be detected at time t2, the accelerator pedal reaction force is reduced by a predetermined value Fc from the current reaction force value F0 before the situation change so as not to exceed the reaction force upper limit value Fmax. It gradually increases at the change rate dFu1 by ΔF. Since F1−F0 <Fu−Fc, after the reaction force correction amount ΔF is increased, the reaction force is slowly decreased to the future reaction force value F1 at the change speed dFd2.

  FIGS. 24A to 24D show an example of the time change of the accelerator pedal reaction force when the risk potential RP increases due to the change of the preceding vehicle in the mode Mode = 3 or 4, and FIGS. (H) shows an example of the time change of the accelerator pedal reaction force when the mode Potential = 1 or 2 and the risk potential RP decreases due to the replacement of the preceding vehicle.

  FIG. 24A shows a case where the mode is Mode = 3 and the reaction force correction amount ΔF = F1−F0−Fc. When the preceding vehicle is switched at time t3, the accelerator pedal reaction force increases at a stretch by the predetermined value Fc, then gradually increases at the change speed dFu1, and reaches the future reaction force value F1 after the situation change.

  FIG. 24B shows a case where the mode is Mode = 3 and the reaction force correction amount ΔF = Fu. When the preceding vehicle is changed at time t3, the accelerator pedal reaction force is increased by a predetermined value Fc at a stretch, and then gradually increased at a change speed dFu1. Since F1−F0 <Fc + Fu, after the reaction force correction amount ΔF is increased, the reaction force is slowly decreased to the future reaction force value F1 at the change speed dFd2.

  FIG. 24C shows a case where reaction mode correction amount ΔF = F1−F0 + Fc when mode Mode = 4 and F0 + Fc + Fu> Fmax. When the preceding vehicle is switched at time t3, the accelerator pedal reaction force decreases by a predetermined value Fc at a stroke so as not to exceed the reaction force upper limit value Fmax, and then gradually increases at the change speed dFu1 to reach the future reaction force value F1. To do.

  FIG. 24D shows a case where the reaction mode correction amount ΔF = Fu when mode Mode = 4 and F0 + Fc + Fu> Fmax. When the preceding vehicle is switched at time t3, the accelerator pedal reaction force is reduced by a predetermined value Fc so as not to exceed the reaction force upper limit value Fmax, and then gradually increases at a change speed dFd1. Since F1-F0 <Fu-Fc, after the reaction force correction amount ΔF increases, the reaction force slowly decreases to the future reaction force value F1 at the change speed dFd2.

  FIG. 24E shows a case where the mode is Mode = 1 and the reaction force correction amount ΔF = F0−F1−Fc. When the preceding vehicle is switched at time t4, the accelerator pedal reaction force is reduced by a predetermined value Fc at a stretch, then gradually decreases at a change speed dFd1, and reaches a future reaction force value F1 after the situation change.

  FIG. 24F shows a case where the mode is Mode = 1 and the reaction force correction amount ΔF = −Fd. When the preceding vehicle is no longer detected at time t4, the accelerator pedal reaction force is reduced by a predetermined value Fc at a stretch, and then gradually decreased at the change speed dFd1 by the reaction force correction amount ΔF. Since F0−F1 <Fc−Fd, after the reaction force correction amount ΔF is decreased, the reaction force is gradually increased to the future reaction force value F1 at the change speed dFu2.

  FIG. 24G shows a case where the reaction mode correction amount ΔF = F0−F1 + Fc when the mode Mode = 2 and F0−Fc + Fd <Fmin. When the preceding vehicle is switched at time t4, the accelerator pedal reaction force increases by a predetermined value Fc at a stretch so that it does not fall below the reaction force lower limit value Fmin, then gradually decreases at the change speed dFd1, and the future reaction force after the situation changes The value F1 is reached.

  FIG. 24H shows a case where the reaction mode correction amount ΔF = −Fd when the mode Mode = 2 and F0−Fc + Fd <Fmin. When the preceding vehicle is no longer detected at time t4, the accelerator pedal reaction force increases by a predetermined value Fc at a stroke so as not to fall below the reaction force lower limit value Fmin, and then gradually decreases at the change speed dFd1 by the reaction force correction amount ΔF. . Since F0−F1 <−Fc−Fd, after the reaction force correction amount ΔF is decreased, the reaction force is gradually increased to the future reaction force value F1 at the change speed dFu2.

  FIGS. 25A and 25B show an example of the time change of the accelerator pedal reaction force when the mode Mode = 1 or 2 and the relative speed Vr with respect to the same preceding vehicle changes from the approaching direction to the leaving direction. FIG. 25A shows a case where the reaction mode correction amount ΔF = −Fd when mode Mode = 1 and F0−Fc + Fd ≧ Fmin. When the relative speed Vr changes in the disengagement direction at time t5, the accelerator pedal reaction force is reduced by a predetermined value Fc, and then gradually decreases at the change speed dFd1. After the reaction force correction amount ΔF is decreased, the reaction force is gradually increased to the future reaction force value F1 at the change speed dFu2.

  FIG. 25B shows a case where reaction mode correction amount ΔF = −Fd when mode Mode = 2 and F0−Fc + Fd <Fmin. When the relative speed Vr changes in the disengagement direction at time t5, the accelerator pedal reaction force increases at a stroke by a predetermined value Fc so as not to fall below the reaction force lower limit value Fmin, and then gradually decreases at the change speed dFd1. After the reaction force correction amount ΔF is decreased, the reaction force is gradually increased to the future reaction force value F1 at the change speed dFu2.

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) The reaction force correction value calculation unit 55 further calculates an upper limit value and a lower limit value for correcting the accelerator pedal reaction force when the situation changes. Specifically, an upper limit and a lower limit of the correction reaction force when the situation changes are set. Accordingly, it is possible to set an appropriate correction reaction force so that the accelerator pedal 62 is not too heavy or too light by correcting the accelerator pedal reaction force.
(2) The reaction force upper limit value Fmax and the reaction force lower limit value Fmin are calculated based on the host vehicle speed V1, as shown in FIG. In general, since the amount of depression of the accelerator pedal 62 varies depending on the host vehicle speed V1, by setting the upper limit and the lower limit of the correction reaction force based on the host vehicle speed V1, appropriate correction considering the current accelerator pedal depression amount The reaction force can be set.
(3) The correction reaction force is set so as to gradually change after changing the accelerator pedal reaction force stepwise as shown in FIGS. Whether to increase or decrease the accelerator pedal reaction force stepwise is determined based on the current reaction force value F0, the future reaction force value F1, the reaction force upper limit value Fmax, and the reaction force lower limit value Fmin. For example, when the risk potential RP after the change of the situation decreases and the future reaction force F1 decreases with respect to the current reaction force F0, the reaction force correction amount ΔF is decreased to reduce the reaction force correction amount ΔF to the reaction force lower limit Fmin. When it falls below, the accelerator pedal reaction force is increased stepwise and then gradually decreased. Thus, it is possible to notify the driver that a situation change has occurred, guide the driving operation, and adjust the accelerator pedal reaction force so as not to become too small.

<< Third Embodiment >>
Below, the driving operation assistance apparatus for vehicles by the 3rd Embodiment of this invention is demonstrated. The basic configuration of the vehicle driving assistance device according to the third embodiment is the same as that of the first embodiment shown in FIGS. Here, differences from the above-described second embodiment will be mainly described.

  In the third embodiment, when the accelerator pedal reaction force becomes larger after the situation change than before the situation change, the accelerator pedal reaction force is gradually increased so as to prompt the driving operation according to the risk potential RP after the situation change. After that, the accelerator pedal reaction force is increased at a stretch until the future reaction force value F1.

  The reaction force correction amount calculation process will be described below with reference to the flowcharts of FIGS. This process is executed in step S600 of the flowchart shown in FIG. In FIG. 26 and FIG. 27, the same number is attached | subjected to the step which performs the same process as the flowchart shown in FIG.18 and FIG.19. Here, processing different from those in FIGS. 18 and 19 will be described.

  If an affirmative determination is made in step S672, the process proceeds to step S673A to set the reaction force correction amount ΔF = Fu and set the mode Mode = 3. If the determination in step S676 is affirmative, the process advances to step S677 to set the reaction force correction amount ΔF = Fu and set the mode Mode = 4. If the determination in step S680 is affirmative (see FIG. 27), the process proceeds to step S681A to set the reaction force correction amount ΔF = Fu and set the mode Mode = 3. If an affirmative determination is made in step S684, the process proceeds to step S685A to set the reaction force correction amount ΔF = Fu and set the mode Mode = 4.

  In this way, when the accelerator pedal reaction force increases after the situation change as compared to before the situation change, the reaction force correction amount ΔF is uniformly set to the reaction force absolute value Fu.

  Next, the accelerator pedal reaction force correction process executed in step S700 will be described with reference to FIGS. In FIG. 28 and FIG. 29, the same number is attached | subjected to the step which performs the same process as the flowchart shown in FIG.20 and FIG.21. Here, processing different from those in FIGS. 20 and 21 will be described.

In step S751A shown in FIG. 29, it is determined whether (FAhosei-dFd2) is larger than the accelerator pedal reaction force control command value FA. If a positive determination is made in step S751A, the process proceeds to step S752A, and a reaction force command correction value FAhosei is calculated from the following (Equation 34).
FAhosei = FAhosei−dFd2 (Formula 34)
If a negative determination is made in step S751A, the process proceeds to step S753A, where the reaction force command correction value FAhosei = 0 is set and the mode Mode = 0 is set.

The operation of the vehicle driving assistance device according to the third embodiment will be described below.
In the mode Mode = 1 or 2, the action when the accelerator pedal reaction force is reduced after the situation change as compared to before the situation change is the same as in the second embodiment described above.

  FIGS. 30 (a) and 30 (b) show an example of the time change of the accelerator pedal reaction force when the mode changes from the state where the preceding vehicle is not detected to the state where the preceding vehicle is detected in mode Mode = 3 or 4. FIG. 30A shows the mode Mode = 3 and the reaction force correction amount ΔF = Fu. When the preceding vehicle starts to be detected at time t2, the accelerator pedal reaction force increases from the current reaction force value F0 before the situation change by a predetermined value Fc at a stretch, and then gradually increases at the change speed dFu1. After increasing by the reaction force correction amount ΔF, it increases at a stretch to the future reaction force value F1 after the situation change.

  FIG. 30B shows the reaction force correction amount ΔF = Fu when the mode Mode = 4 and F0 + Fc + Fu> Fmax. When the preceding vehicle starts to be detected at time t2, the accelerator pedal reaction force is reduced by a predetermined value Fc from the current reaction force value F0 before the change of the situation so as not to exceed the reaction force upper limit value Fmax, and then at the change speed dFu1. Increase gradually. After increasing by the reaction force correction amount ΔF, it increases at a stretch to the future reaction force value F1 after the situation change.

  FIGS. 31 (a) and 31 (b) show an example of the time change of the accelerator pedal reaction force when the risk potential RP increases in the mode Mode = 3 or 4 due to the replacement of the preceding vehicle. FIG. 31A shows the mode Mode = 3 and the reaction force correction amount ΔF = Fu. When the preceding vehicle is switched at time t3, the accelerator pedal reaction force increases by a predetermined value Fc at a stretch, and then gradually increases at the change speed dFu1. After increasing by the reaction force correction amount ΔF, it increases at a stretch to the future reaction force value F1 after the situation change.

  FIG. 31B shows the reaction force correction amount ΔF = Fu when the mode Mode = 4 and F0 + Fc + Fu> Fmax. When the preceding vehicle is changed at time t3, the accelerator pedal reaction force is reduced by a predetermined value Fc so as not to exceed the reaction force upper limit value Fmax, and then gradually increases at the change speed dFu1. After increasing by the reaction force correction amount ΔF, it increases at a stretch to the future reaction force value F1 after the situation change.

Thus, in the third embodiment described above, the following operational effects can be obtained in addition to the effects of the first and second embodiments described above.
(1) As shown in FIGS. 30 (a) (b) and 31 (a) (b), by increasing the accelerator pedal reaction force by a predetermined value Fc at a stretch, the driver is informed that a situation change has occurred. Then, by gradually increasing the reaction force correction amount ΔF, the driving operation corresponding to the risk potential RP after the situation change is urged. Thereafter, by increasing the accelerator pedal reaction force at a stretch to the future reaction force value F1, it is possible to inform the driver of the risk potential RP after the situation change in an easy-to-understand manner.

  In the first to third embodiments described above, the reaction force absolute values Fu and Fd used for prompting the driving operation in accordance with the risk potential RP after the change of the situation are set as shown in FIG. It set so that it might change according to force value F0. However, the present invention is not limited to this, and the reaction force absolute values Fu and Fd can be fixed values. In this case, a value that can prompt the pedal operation corresponding to the risk potential RP after the change of the situation is appropriately set in advance regardless of the magnitude of the accelerator pedal reaction force before the change of the situation. As a result, the predetermined value Fc, which is the change amount of the operation reaction force for notifying that the situation change has occurred, and the reaction force absolute values Fu, Fd, which are the change amounts for prompting the driving operation, are fixed values. The driver can predict how much the accelerator pedal reaction force changes when the situation changes.

  In the second embodiment described above, the reaction force upper limit value Fmax and the reaction force lower limit value Fmin are calculated based on the host vehicle speed V1, as shown in FIG. However, the present invention is not limited to this as long as it is possible to prevent the accelerator pedal 62 from becoming too heavy or too light during reaction force correction. For example, the relative relationship between the host vehicle and the preceding vehicle such as the inter-vehicle distance D can be used, or the reaction force upper limit value Fmax and the reaction force lower limit value Fmin can be set based on the accelerator pedal depression amount.

  In the first to third embodiments described above, the risk potential RP is calculated from (Equation 3) described above based on the inter-vehicle time THW and the margin time TTC between the host vehicle and the preceding vehicle. However, the present invention is not limited to this. For example, the risk potential RP can be calculated from the reciprocal of the margin time TTC.

  In the first to third embodiments described above, the reaction force control command value FA corresponding to the risk potential RP is set using the map shown in FIG. However, if the reaction force control command value FA is set so as to increase as the risk potential RP increases, the reaction force control command value FA can be calculated according to a map other than the map of FIG.

  In the first to third embodiments described above, the laser radar 10 and the vehicle speed sensor 20 function as obstacle detection means, the risk potential calculation unit 52 functions as risk potential calculation means, and the accelerator pedal reaction force The calculation unit 53 functions as an accelerator pedal reaction force calculation unit, the accelerator pedal reaction force control device 60 functions as an accelerator pedal reaction force generation unit, the situation change detection unit 54 functions as a situation change detection unit, and a reaction force correction value. The calculation unit 55 functions as a corrected reaction force calculation unit and a reaction force limit value calculation unit, and the accelerator pedal reaction force correction unit 56 functions as an accelerator pedal reaction force correction unit. Further, the accelerator pedal 62 functions as a vehicle operating device. However, the present invention is not limited to these, and instead of the laser radar 10, for example, another type of millimeter wave radar or a camera that captures an area in front of the host vehicle can be used as the obstacle detection means. It is also possible to use a brake pedal as a vehicle operating device and control an operation reaction force generated in the brake pedal. 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 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 flowchart which shows the process sequence of a situation change detection process. The flowchart which shows the process sequence of reaction force correction amount calculation processing. The flowchart which shows the process sequence of the calculation process of the present reaction force value and a future reaction force value. The figure which shows the relationship between the present reaction force value and reaction force absolute value. The flowchart which shows the process sequence of reaction force correction amount calculation processing. The flowchart which shows the process sequence of an accelerator pedal reaction force correction process. (A) (b) The figure which shows an example of the time change of an accelerator pedal reaction force at the time of preceding vehicle being lost. (A) (b) The figure which shows an example of the time change of an accelerator pedal reaction force when it starts detecting a preceding vehicle. (a)-(d) The figure which shows an example of the time change of an accelerator pedal reaction force when a preceding vehicle changes. The figure which shows an example of the time change of an accelerator pedal reaction force when the relative speed with a preceding vehicle changes. The flowchart which shows the process sequence of the reaction force correction amount calculation process in 2nd Embodiment. The figure which shows the relationship between the own vehicle speed, reaction force upper limit, and reaction force lower limit. The flowchart which shows the process sequence of reaction force correction amount calculation processing. The flowchart which shows the process sequence of the reaction force correction amount calculation process following FIG. The flowchart which shows the process sequence of an accelerator pedal reaction force correction process. The flowchart which shows the process sequence of the reaction force correction | amendment process following FIG. (A)-(d) The figure which shows an example of the time change of an accelerator pedal reaction force at the time of losing a preceding vehicle. (A)-(d) The figure which shows an example of the time change of an accelerator pedal reaction force when it starts to detect a preceding vehicle. (a)-(h) The figure which shows an example of the time change of an accelerator pedal reaction force when a preceding vehicle changes. (A) (b) The figure which shows an example of the time change of an accelerator pedal reaction force when the relative speed with a preceding vehicle changes. The flowchart which shows the process sequence of the reaction force correction amount calculation process in 3rd Embodiment. The flowchart which shows the process sequence of the reaction force correction amount calculation process following FIG. The flowchart which shows the process sequence of an accelerator pedal reaction force correction process. The flowchart which shows the process sequence of the reaction force correction | amendment process following FIG. (A) (b) The figure which shows an example of the time change of an accelerator pedal reaction force when it starts detecting a preceding vehicle. (a) (b) The figure which shows an example of the time change of an accelerator pedal reaction force when a preceding vehicle changes.

Explanation of symbols

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

Claims (19)

In the vehicle driving assist device for calculating the risk potential of the host vehicle based on the obstacle situation around the host vehicle and controlling the reaction force generated in the vehicle operating device according to the risk potential,
When the situation around the host vehicle changes, the driver reacts to the fact that a situation change has occurred by adjusting the operation reaction force, and then prompts the driving operation corresponding to the risk potential after the situation change. Then, the vehicle driving operation assisting apparatus is characterized in that the driver is informed of the risk potential after the change of the situation. The vehicle driving assistance device according to claim 1,
The vehicle driving operation characterized in that the change amount of the operation reaction force for notifying that the situation change has occurred and the change amount of the operation reaction force for prompting the driving operation are fixed values, respectively. Auxiliary device. The vehicle driving assistance device according to claim 1,
The vehicular driving operation assisting device, wherein a change amount of the operation reaction force for prompting the driving operation changes according to a risk potential before the situation change. In the vehicle driving assistance device according to any one of claims 1 to 3,
A driving operation assisting device for a vehicle, wherein a change amount of the operation reaction force for notifying the risk potential after the change of the situation changes according to the risk potential before and after the change of the situation. The vehicle driving operation assistance device according to claim 4,
The change speed of the operation reaction force for informing the risk potential after the change of the situation is such that the decrease speed when the operation reaction force is decreased is slower than the increase speed when the operation reaction force is increased. A driving operation assisting device for a vehicle that is set. Obstacle detection means for detecting obstacles around the host vehicle;
Risk potential calculation means for calculating the risk potential of the host vehicle based on the detection result by the obstacle detection means;
Based on the risk potential calculated by the risk potential calculation means, an accelerator pedal reaction force calculation means for calculating an operation reaction force to be generated by the accelerator pedal;
An accelerator pedal reaction force generating means for causing the accelerator pedal to generate the operation reaction force calculated by the accelerator pedal reaction force calculating means;
Situation change detection means for detecting that the situation around the vehicle has changed discontinuously;
Corrected reaction force calculating means for calculating a corrected reaction force for correcting the operation reaction force;
When the situation change is detected by the situation change detection means, the current operation reaction force before the situation change calculated by the accelerator pedal reaction force calculation means is changed to a future operation reaction force after the situation change. And an accelerator pedal reaction force correcting means for correcting the operation reaction force by applying the correction reaction force. The vehicle driving operation assistance device according to claim 6,
The situation change detecting means detects a change in the sign of relative speed between the host vehicle and the obstacle as the situation change. The vehicle driving operation assistance device according to claim 6,
The situation change detection means detects the start or end of detection of the obstacle as the situation change, and is a vehicle driving assistance device. The vehicle driving operation assistance device according to claim 6,
The situation change detection means detects the replacement of the obstacle as the situation change, and is a vehicle driving operation assistance device. In the driving assistance device for a vehicle according to any one of claims 6 to 9,
A vehicular driving operation assisting device, further comprising reaction force limit value calculating means for calculating an upper limit value and a lower limit value when the operation reaction force is corrected by the accelerator pedal reaction force correcting means. The vehicle driving operation assistance device according to claim 10,
The driving force assisting device for a vehicle, wherein the reaction force limit value calculating means calculates the upper limit value and the lower limit value based on a host vehicle speed. In the driving assistance device for a vehicle according to any one of claims 6 to 11,
The vehicular driving operation assisting device, wherein the correction reaction force calculating means calculates the correction reaction force based on one of the current operation reaction force and the future operation reaction force. The vehicle driving assistance device according to any one of claims 6 to 12,
The vehicle driving operation assisting device, wherein the correction reaction force calculating means calculates the correction reaction force so as to gradually change after changing the operation reaction force stepwise. The vehicle driving assist device according to any one of claims 13 to 14,
The corrected reaction force calculating means determines whether to increase or decrease the operation reaction force stepwise based on the current operation reaction force and the future operation reaction force. Driving assistance device. The vehicle driving assistance device according to claim 10 or 11,
The correction reaction force calculating means calculates the correction reaction force so that the operation reaction force is changed stepwise after the operation reaction force is changed stepwise, and increases or decreases the operation reaction force stepwise. Is determined based on the current operation reaction force, the future operation reaction force, the upper limit value, and the lower limit value.   Calculate the risk potential of the host vehicle based on the obstacle situation around the host vehicle, control the operation reaction force generated in the accelerator pedal according to the risk potential, and when the situation around the host vehicle changes, By adjusting the operation reaction force, the driver is informed that a situation change has occurred, and then prompts the driving operation corresponding to the risk potential after the situation change, and then the risk potential after the situation change is A vehicle comprising a vehicle driving operation assist device that informs a person. Obstacle detection means for detecting obstacles around the host vehicle;
Risk potential calculation means for calculating the risk potential of the host vehicle based on the detection result by the obstacle detection means;
Based on the risk potential calculated by the risk potential calculation means, an accelerator pedal reaction force calculation means for calculating an operation reaction force to be generated by the accelerator pedal;
An accelerator pedal reaction force generating means for causing the accelerator pedal to generate the operation reaction force calculated by the accelerator pedal reaction force calculating means;
Situation change detection means for detecting that the situation around the vehicle has changed discontinuously;
Corrected reaction force calculating means for calculating a corrected reaction force for correcting the operation reaction force;
When the situation change is detected by the situation change detection means, the current operation reaction force before the situation change calculated by the accelerator pedal reaction force calculation means is changed to a future operation reaction force after the situation change. And a vehicle driving operation assisting device including an accelerator pedal reaction force correcting means for correcting the operation reaction force by applying the correction reaction force. Calculate the risk potential of your vehicle based on the obstacle situation around your vehicle,
Control the reaction force generated in the accelerator pedal according to the risk potential,
When the situation around the host vehicle changes, the driver reacts to the fact that a situation change has occurred by adjusting the operation reaction force, and then prompts the driving operation corresponding to the risk potential after the situation change. Then, the vehicle driving operation assisting method is characterized in that the driver is informed of the risk potential after the situation change. Detect obstacles around your vehicle,
Based on the detection result of the obstacle, the risk potential of the host vehicle is calculated,
Calculate an operation reaction force to be generated in the accelerator pedal based on the risk potential,
Causing the operation reaction force to be generated in the accelerator pedal;
When it is detected that the situation around the host vehicle changes discontinuously, a correction reaction force is applied while the current operation reaction force before the situation change changes to a future operation reaction force after the situation change. Thus, the operation reaction force for the vehicle is corrected.

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