JP2006347508A - Traveling auxiliary device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traveling auxiliary device of a vehicle for suppressing the generation of any sense of incompatibility in a driver, and for executing smooth auto-cruise control by regulating acceleration control by an ACC system according to the level of the grip of a steering wheel by the driver. <P>SOLUTION: The traveling auxiliary device of a vehicle is provided with an auto-cruise control means for executing either constant speed control for making its own vehicle travel at a preliminarily set target speed or follow-up control for making its own vehicle travel with a preliminarily set target inter-vehicle distance between its own vehicle and a preceding vehicle existing ahead of its own vehicle by accelerating/decelerating a vehicle, an unsuitable grip detection means for detecting that a steering wheel is not gripped by the driver with a proper holding power and an automatic acceleration regulating means for regulating acceleration control by the auto-cruise control means when it is detected that the steering wheel is not suitably gripped by the driver based on a detection result from the unsuitable grip detection means during control by the auto-cruise control means. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  According to the present invention, by controlling a traveling device of a vehicle, constant speed control for causing the host vehicle to travel at a preset target vehicle speed, and an inter-vehicle distance with a preceding vehicle existing in front of the host vehicle are set in advance. The present invention relates to a travel assist device for a vehicle that performs at least one of follow-up control for traveling so as to achieve a target inter-vehicle distance.

  In recent years, so-called automatic vehicles that automatically change the gear position according to the vehicle speed have an accelerator so that the vehicle can travel at a constant speed at a target vehicle speed set in advance by the driver from the viewpoint of reducing the burden associated with the driving operation of the driver. ACC (Adaptive Cruise Control) that controls (follows control) the accelerator and the brake so that the distance between the preceding vehicle and the preceding vehicle becomes a preset target distance. ) The system has been adopted.

Specifically, as described in, for example, Patent Document 1, the ACC system is configured to transmit a radar wave to the front of the host vehicle and detect a preceding vehicle that travels in front of the host vehicle. When there is no preceding vehicle, the accelerator is controlled to maintain the vehicle speed set in advance by the occupant, and when the preceding vehicle is detected based on the reflected wave from the preceding vehicle, based on the reflected wave, An inter-vehicle distance between the host vehicle and a preceding vehicle is calculated, and an accelerator and a brake are controlled so as to automatically maintain the inter-vehicle distance at a preset target distance.
Japanese Patent Laid-Open No. 2003-200711

  By the way, in a vehicle equipped with such an ACC system, while a traveling device such as an accelerator or a brake is controlled by the ACC system, a steering wheel or the like is often operated by a driver.

  In such a vehicle, when the ACC control is not being executed, the driver associates the operation of the traveling device with the operation of the steering wheel. For example, when the vehicle is accelerated by the accelerator operation, the driver handles the steering wheel before the accelerator operation. Is prepared with the appropriate holding force so that it can respond to changes in vehicle behavior accompanying acceleration. On the other hand, when the ACC control is being executed, the traveling device is operated by the ACC system regardless of the operation of the steering wheel. For example, the ACC system does not hold the steering wheel with an appropriate gripping force. There are times when it is suddenly accelerated. Thus, when the vehicle is suddenly accelerated by the ACC system when the handle is not gripped with an appropriate gripping force, the driver feels a sense of incongruity such as feeling confused for a moment or feeling uneasy. It will be.

  In particular, such a sense of incongruity is often felt when the vehicle is accelerated and accelerated at a certain acceleration or more, and such a sense of incongruity occurs in a vehicle equipped with a driving assistance device such as an ACC system. It is desired to execute smooth ACC control while preventing the above-mentioned problem.

  The present invention has been made in view of the above problems, and controls the acceleration control by an auto cruise control means such as an ACC system in accordance with the degree of gripping of the steering wheel by the driver, thereby suppressing the occurrence of uncomfortable feeling in the driver. It is an object of the present invention to provide a vehicle travel assistance device that can execute smooth auto-cruise control.

  In order to solve the above-described problems, a travel assist device for a vehicle according to the present invention includes a constant speed control for causing the host vehicle to travel at a preset target vehicle speed by accelerating / decelerating the vehicle, and Auto-cruise control means for controlling at least one of follow-up control for driving the vehicle so that the distance between the preceding vehicle and the vehicle ahead is a preset target vehicle distance, and the driver handles the vehicle with an appropriate holding force. The improper grip detection means for detecting that the vehicle is not gripped, and the driver does not grip the steering wheel properly based on the detection result from the improper grip detection means during the control by the auto cruise control means. And an automatic acceleration regulating means for regulating acceleration control by the automatic cruise control means when this is detected.

  According to this invention, at least one of constant speed control and follow-up control is executed by the auto-cruise control means. Based on the detection result from the improper gripping detection means during the control by the autocruise control means and the improper gripping detection means for detecting that the driver is not gripping the handle with an appropriate holding force. When it is detected that the driver is not properly gripping the steering wheel, the automatic cruise control means is provided with an automatic acceleration restriction means for restricting the acceleration control by the automatic cruise control means. Thus, the handle grip by the driver and the acceleration operation by the auto cruise control means can be associated with each other. That is, when the driver does not grip the steering wheel properly, the automatic acceleration control unit waits for the automatic acceleration control by the automatic cruise control unit, or the acceleration is smaller than the acceleration when the steering wheel is properly gripped. As a result, the driver can be prevented from abruptly accelerating by the auto-cruise control means, and the uncomfortable feeling caused to the driver can be suppressed as much as possible, thereby enabling smooth control by the auto-cruise control means. it can.

  Therefore, according to the present invention, it is possible to associate the handle grip and the acceleration operation by the automatic acceleration restricting means, and it is possible to suppress the uncomfortable feeling generated to the driver as much as possible while performing the control by the auto cruise control means. Thereby, smooth control by the auto cruise control means can be realized.

  Although the specific configuration of the improper grip detection unit is not particularly limited, the improper grip detection unit includes an input detection unit that detects an operation of the input unit operated by an occupant. It is preferable that when the input operation by the input means is detected by the input detection means, it is detected that the driver does not hold the steering wheel properly (claim 2).

  That is, when an input device such as a switch or shift lever of the audio device is operated, the driver's hand is often separated from the handle, and the handle is held with sufficient holding force. It is assumed that there is no situation. Therefore, when configured as described above, when the input detection means detects an input operation by the input means, it detects that the driver is not properly gripping the steering wheel, so that the existing input means can be used effectively. Thus, it is possible to detect improper gripping of the handle relatively accurately with a simple and inexpensive configuration.

  In this case, it is preferable that the input detection means is set to detect an input of the input means that is likely to be operated only by a driver such as a shift lever or a central door lock switch. 3).

  In other words, since the switch of the audio device may be operated by an occupant other than the driver, the detection accuracy by the improper grip detection means can be improved by configuring as described above. The input means that are likely to be operated only by the driver are, for example, input means that are used for driving operation such as a shift lever and the hand is released from the handle at the time of input operation, or the central door lock switch There are input means arranged on the side of the driver's seat on the opposite side of the passenger seat.

  As for the specific configuration of the improper grip detection means, for example, at least one of detection of deviation from the driving lane in which the host vehicle is traveling and prediction of deviation is performed, and detection of deviation or prediction of deviation is performed. If the vehicle is equipped with a lane departure prevention support device that operates the steering wheel in the direction of avoiding departure with a predetermined steering torque, the steering is replaced with the input detection means or together with the input detection means. It is preferable to include a torque detection means.

  That is, when the lane departure prevention support device is mounted on a vehicle, the lane departure prevention support device is provided with a steering torque detection means for detecting a reaction force against the steering torque. It is configured including the steering torque detection means, and when the steering reaction force detected by the steering torque detection means is smaller than a predetermined grip reference value, it is detected that the driver is not gripping the steering wheel properly. It is preferable to be configured to do this (claim 4).

  Further, for example, when at least one of an obstacle existing in a predetermined area on the rear side in the direction of change of the own vehicle and an obstacle toward the predetermined area is detected when the lane is changed, and this detection is performed When the vehicle has a lane change assist device that operates the steering wheel in a change regulation direction with a predetermined steering torque, the steering torque detection means is included instead of the input detection means or together with the input detection means. It is preferable that it is comprised.

  That is, when the lane change assisting device is mounted on a vehicle, the lane change assisting device is provided with a steering torque detecting means for detecting a reaction force against the steering torque, and the improper grip detecting means is It is configured to include torque detection means, and when the steering reaction force detected by the steering torque detection means is smaller than a predetermined grip reference value, it is detected that the driver is not gripping the steering wheel properly. It is preferable to be configured as (Claim 5).

  With this configuration, it is possible to specifically measure the holding force of the driver's handle by the steering torque detecting means, and based on the measurement result, the improper grip detecting means determines the appropriateness of the driver's handle grip. Therefore, the detection accuracy by the improper grip detection means can be further improved.

  As described above, according to the vehicle travel assistance device of the present invention, the gripping of the steering wheel and the acceleration operation can be associated by the automatic acceleration restricting means, and the driver feels uncomfortable while performing the control by the auto cruise control means. It is possible to suppress as much as possible, and there is an advantage that smooth control by the auto cruise control means can be realized.

(First embodiment)
Hereinafter, a preferred first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a configuration of a vehicle driving assistance device according to an embodiment of the present invention.

  Referring to the figure, a vehicle employing the vehicle travel assisting device according to the first embodiment includes an engine control unit 10, a brake control unit 20, a target torque and the like for each of these control units 10 and 20. The operation control unit 40 can be set.

  The engine control unit 10 is for performing operation control of an engine mounted on an automobile, and functionally includes throttle opening adjustment means, fuel injection control means, ignition control means, and the like. The engine control unit 10 is connected with an engine speed sensor 11 for detecting the rotational speed of the engine and a throttle opening sensor 12 for detecting the throttle opening as input elements, a fuel injection valve 14, and a throttle An opening adjustment actuator 16 is connected as a control element.

  A brake sensor 21 is connected to the brake control unit 20 as an input element, and a brake actuator 22 is connected as a control element.

  In the first embodiment, the operation control unit 40 is an ACC (Adaptive Cruise Control) system, and when there is a preceding vehicle, the target distance and the target distance are kept constant at the target distance. So-called ACC control that controls acceleration / deceleration based on the deviation from the actual inter-vehicle distance and controls the acceleration / deceleration based on the deviation between the preset target vehicle speed and the actual vehicle speed of the host vehicle when there is no preceding vehicle It is. The operation control unit 40 includes an unillustrated CPU that is turned ON / OFF by a main switch 41, a non-volatile memory, and the like, and these control the vehicle speed, the inter-vehicle distance from the preceding vehicle, and the like, The input detection means 70 which detects whether the driver | operator is holding the steering wheel appropriately, and the automatic acceleration regulation means 80 which regulates the acceleration control by the traveling control means 60 are comprised functionally.

  A set / coast switch 42, a cancel switch 43, a resume / accelerator switch 44, and a target inter-vehicle distance setting switch 45 are connected to the operation control unit 40 as switch elements. These switches 42 to 45 are mounted together with the main switch 41 on a control panel provided on an instrument panel or a handle of the passenger compartment, so that the driver can operate during driving.

  The set / coast switch 42 is for storing a target speed in a non-volatile memory included in the travel control means 60 when a constant speed travel by ACC control is performed. That is, when the set / coast switch 42 is operated by the driver while traveling with the target speed not set, the traveling control means 60 stores the vehicle speed at the time of the operation as the target speed in the nonvolatile memory. It is configured to store in the area. On the other hand, when the set / coast switch 42 is operated while traveling with the target speed already set, the traveling control means 60 decelerates the preset target speed by a predetermined value (for example, 1 km / h). Is configured to do. Such operation of the set / coast switch 42 can be performed while confirming with the liquid crystal display panel 1 provided in the control panel.

  The cancel switch 43 is for canceling ACC control (constant speed control, inter-vehicle control) by the travel control means 60. The traveling control means 60 is configured to interrupt the ACC when the cancel switch 43 is operated by the driver.

  The resume / accelerator switch 44 is not only a switch for returning the ACC control by the canceled traveling control means 60 but also a switch for increasing the target speed stored in the traveling control means 60. Therefore, when the resume / accelerator switch 44 is operated after the ACC control is canceled by operating the cancel switch 43 or by operating the brake actuator 22 or the like, in the traveling control means 60, The ACC control is restored. On the other hand, when the resume / accelerator switch 44 is operated during the ACC control, the traveling control means 60 is configured to increase the preset target speed by a predetermined value (for example, 1 km / h). .

  The target inter-vehicle distance setting switch 45 is for setting a target inter-vehicle distance for the travel control means 60. In the first embodiment, the target inter-vehicle distance setting switch 45 is configured to be able to switch the target inter-vehicle distance in three stages of long, medium and short. Further, two target distances between the vehicle are set for each stage, and these target vehicle distances are selected according to the vehicle speed and set in the travel control means 60. Therefore, the target inter-vehicle distance set in the travel control means 60 is determined by the position of the target inter-vehicle distance setting switch 45 and the vehicle speed. Note that the target inter-vehicle distance that is switched according to the vehicle speed is set longer than when the vehicle speed is high and low.

  Further, the operation control unit 40 includes an engine control unit 10, a brake control unit 20, a radar 46 as a front information detecting means, a steering angle sensor 47 for detecting a steering amount of the steering, and a vehicle when yawing occurs. A yaw rate sensor 48 that detects a force acting on the vehicle, a shift lever 49 used for driving operation, and a central door lock switch 50 provided inside the door portion on the driver's seat side are connected as detection elements.

  The engine control unit 10 is configured to receive detection values of an engine speed sensor 11 and a throttle opening sensor 12 connected to the engine.

  The brake control unit 20 is configured to receive an operation signal for the brake actuator 22 connected to the brake. The travel control means 60 is configured to cancel the ACC control when there is an operation signal from the brake control unit 20.

  The radar 46 detects, for example, the presence of the preceding vehicle by transmitting a radar wave, a laser radar wave, a millimeter wave radar, or an ultrasonic wave to the preceding vehicle, and receiving the reflected wave. This unit calculates speed and distance between vehicles. As shown in FIG. 2, the radar 46 has a fan-shaped detection range S, and is configured to be able to detect an obstacle including a preceding vehicle in a range wider than the vehicle width in the width direction at a predetermined front position. .

  The steering angle sensor 47 is attached to the base end portion of the steering shaft and detects a rotation operation angle of the steering shaft by the driver. The steering angle sensor 47 is used for predicting the traveling path of the host vehicle together with the yaw rate sensor 48 described later. The

  The yaw rate sensor 48 is constituted by a rate gyro, for example, and is a sensor for detecting the yaw angular velocity based on the force acting on the vehicle when yawing occurs, and for predicting the traveling path of the host vehicle together with the steering angle sensor 47. Used. That is, the traveling control means 60 predicts the traveling path of the host vehicle from the vehicle speed and the steering angle sensor 47, and corrects the traveling path as appropriate according to the input from the yaw rate sensor 48, so that the traveling vehicle is as accurate as possible. It is configured so that the traveling path can be predicted.

  The shift lever 49 is for switching the shift mode of the automatic transmission mechanism, and is operated by the driver. The shift lever 49 is disposed away from the handle. Therefore, when the driver operates the shift lever 49, the hand is released from the handle. The operation of the shift lever 49 is detected by a range position sensor disposed along the shift gate, and is input to the operation control unit 40, specifically the input detection means 70.

  The central door lock switch 50 is a switch that locks and releases all doors provided in the vehicle, and is provided on the inner surface of the door corresponding to the driver's seat. Therefore, when the driver operates the central door lock switch 50, the hand is released from the handle. Similarly to the operation signal of the shift lever 49, the operation signal of the central door lock switch 50 is also input to the operation control unit 40, specifically the input detection means 70.

  The travel control means 60 constitutes a main part of the operation control unit 40, and controls the engine control unit 10, the brake control unit 20, and the like by receiving inputs from the switches and sensors to control the travel state of the host vehicle. It is configured as follows.

  Specifically, as shown in FIG. 2, the traveling control means 60 determines whether or not the obstacle B detected based on the detection signal of the radar 46 is traveling in the same or substantially the same direction as the own vehicle A. When it is determined that the vehicle is traveling in the same direction, as shown in FIGS. 2 and 3, the traveling obstacle is on the traveling path T predicted by the steering angle sensor 47 and the yaw rate sensor 48. When B exists, the obstacle is determined as the preceding vehicle B. Further, when the radar 46 can detect that the vehicle is moving toward the predicted traveling path T even outside the predicted traveling path T, the obstacle C is also regarded as a preceding vehicle (determined as a semi-preceding vehicle). The same control as that performed when the vehicle is determined to be a preceding vehicle is executed.

  When it is determined that a preceding vehicle exists, the traveling control means 60 controls the engine control unit 10 and the brake control unit 20 to follow the preceding vehicle while maintaining the target inter-vehicle distance. It is configured to perform control. Specifically, the travel control means 60 calculates the acceleration / deceleration reference value based on the deviation between the target inter-vehicle distance and the actual inter-vehicle distance when the preceding vehicle has accelerated and decelerated and the inter-vehicle distance has changed. In principle, the vehicle is accelerated / decelerated by operating the throttle opening adjusting actuator 16 or the brake actuator 22 by the brake control unit 20 by the engine control unit 10 based on the acceleration / deceleration reference value.

  On the other hand, when it is determined that there is no preceding vehicle, the engine control unit 10 or the like is controlled to execute constant speed control for causing the host vehicle to travel at a constant speed. Specifically, the traveling control means 60 is the same as that in the follow-up control except that the acceleration / deceleration reference value is calculated based on the deviation between the target vehicle speed and the actual vehicle speed. Note that the brake control unit 20 may be controlled even during the constant speed control, and the brake actuator 22 may be operated to execute the braking control when the vehicle is accelerated, for example, downhill.

  The input detection means 70 detects input operations such as various switches of the in-vehicle device, and outputs to the automatic acceleration restriction means 80 that these input operations have been performed. The input detection means 70 is connected to input means such as various switches as detection elements. In the first embodiment, various switches 41 to 45 used for ACC control, a shift lever 49 and a central door lock switch 50 are connected to the input detection means 70.

  The input detection means 70 may be connected to input means of other in-vehicle devices, such as sunroof opening / closing switches, navigation device switches, and air conditioner switches when a sunroof device is mounted. . However, in the automatic acceleration regulating means 80, in order to more accurately detect improper grip on the driver's steering wheel, there is a high possibility of being operated by the driver, that is, input means of the in-vehicle device used for driving operation. In addition, it is preferable to connect the input means disposed within the reach of only the driver to the input detection means 70.

  The automatic acceleration restricting means 80 restricts the acceleration control by the traveling control means 60 according to the signal from the input detecting means 70. Specifically, the automatic acceleration regulation means 80 detects the operation of the shift lever 49 and the like based on the detection signal from the input detection means 70 during the ACC control (constant speed control, follow-up control) by the travel control means 60. When the shift lever 49 or the like is operated, it is determined that the driver is not gripping the handle with an appropriate holding force. When there is a determination that the driver is improperly gripped, the automatic acceleration restricting means 80 is configured to restrict the acceleration control by the traveling control means 60 for a predetermined time after the detection signal is input. . While the acceleration control is regulated by the automatic acceleration regulation means 80, the acceleration set value calculated by the travel control means 60 is multiplied by a regulation coefficient (numerical value less than 1) which will be described later, and the driver properly holds the steering wheel. The acceleration target value is corrected downward compared to the case where the acceleration target value is smaller.

  As is clear from the above description, the engine control unit 10 and the brake control unit 20 are connected to the operation control unit 40 as control elements. Specifically, the target torque calculated by the travel control means 60 is output to the engine control unit 10 and the brake control unit 20.

  Next, ACC control based on the driving assistance device according to the present invention will be described with reference to FIGS. 4 and 5.

  FIG. 4 is a flowchart showing the main flow during the ACC operation of the first embodiment, and FIG. 5 is a flowchart showing the subroutine of FIG.

  First, referring to FIG. 4, when the main switch 41 is turned on while the automobile is running, the ACC control is started. When the ACC control is started, signals from various sensors and switches are input to the operation control unit 40, and all information necessary for the ACC control is read (step S1). Such information is rewritten as needed based on signals from various sensors and switches. These pieces of information include vehicle speed information based on the engine speed sensor 11, inter-vehicle distance information based on the radar 46, and information related to the target vehicle speed and the target inter-vehicle distance.

  Subsequently, the vehicle speed is calculated based on the output signal of the engine speed sensor 11 and the output signal of a not-illustrated mission controller, and the progress of the host vehicle is determined according to the vehicle speed and the output signals of the steering angle sensor 47 and the yaw rate sensor 48. Control for predicting the road is executed (step S3). Further, a preceding vehicle positioned ahead is detected in accordance with an output signal of the radar 46 as the forward information detecting means, and the distance, relative speed and relative direction between the preceding vehicle and the host vehicle are calculated (step). S5). Specifically, an obstacle detected by the radar 46 having a relative speed smaller than the vehicle speed of the host vehicle is recognized as a preceding vehicle, and the inter-vehicle distance, relative speed, and relative direction with the preceding vehicle are calculated. .

  Next, it is determined whether or not the driver is holding the handle with an appropriate holding force (step S7). Specifically, the handle grip appropriateness determination control shown in FIG. 5 is executed.

  That is, referring to FIG. 5, when the handle grip appropriateness determination control is executed, first, in the automatic acceleration restriction means 80, it is determined whether or not an input operation signal is inputted from the input detection means 70 (step S71). ). The input operation signal of the input detection means 70 is output when any one of the input means connected to the input detection means 70 is input. Therefore, in the first embodiment, when any one of the various switches 42 to 45 related to the ACC control, the shift lever 49, and the central door lock switch 50 is operated, the input detection means 70 to the automatic acceleration restriction means. An input operation signal is output to 80.

  If it is determined YES in step S71, the automatic acceleration regulating means 80 has operated by the driver any one of the various switches 42 to 45, the shift lever 49, and the central door lock switch 50 related to ACC control. It is determined that the handle is not gripped with an appropriate holding force, such as when the person's hand leaves the handle, and the improper flag is turned on and stored in the storage area of the operation control unit 40 (step S73).

  And it waits until predetermined time passes since the input time of the said input operation signal (step S75), and after the predetermined time passes, the said inappropriate flag is turned OFF and it returns. The reason for turning off the improper flag after waiting for the elapse of a predetermined time in this way is that it usually takes a predetermined time from when the driver operates the input means such as the shift lever 49 to re-grip the handle. It is a thing. Therefore, the predetermined time (standby time) is set from this viewpoint. In the first embodiment, the waiting time is set uniformly regardless of whether the waiting time is the shift lever 49 or the central door lock switch 50. The waiting time may be changed.

  On the other hand, when no input operation signal is input from the input detection means 70 to the automatic acceleration restriction means 80, it is determined that the driver is holding the handle with an appropriate holding force, and the above steps S73 to S77 are performed. Skip and return as is.

  Returning to FIG. 4, in step S <b> 9, it is determined whether or not the improper flag is ON. If it is ON (YES in step S <b> 9), the acceleration setting set by the travel control means 60 is performed. Numerical values K0, K1 (K0, K1 <1) less than 1 are set to the regulation coefficients Kl, Kv multiplied by the values b, a (steps S11, 13), and the process proceeds to step S15.

  On the other hand, when it is determined NO in step S9 and it is confirmed that the driver is holding the steering wheel with an appropriate holding force, it is not necessary to restrict the acceleration control by the traveling control means 60, and the restriction coefficient Kl. , Kv are set to 1 (steps S17 and S19), and the process proceeds to step S15.

  In step S15, based on the traveling path of the host vehicle predicted in step S3 and the inter-vehicle distance, relative speed, and relative direction calculated in step S5, is there a preceding vehicle in the traveling path of the host vehicle? It is determined whether or not there is a preceding vehicle (semi-preceding vehicle) heading to the traveling path of the host vehicle. If it is determined NO, it is determined whether or not the set / coast switch 42 has been operated. (Step S21). If it is determined YES in step S21 and it is confirmed that the set / coast switch 42 has been operated, the traveling speed (current vehicle speed) of the host vehicle at that time is set as the target vehicle speed VT (step S23). ), The process proceeds to the following step S25.

  If it is determined NO in step S21, a deviation (VT-V) between the target vehicle speed VT set in step S23 and the like and the actual vehicle speed V detected by the engine speed sensor 11 and the like is set in advance. It is determined whether or not it is greater than the acceleration reference value α (step S25). If it is determined YES and it is confirmed that the actual vehicle speed V is lower than the target vehicle speed VT to some extent, An acceleration set value a corresponding to the deviation (VT−V) is set (step S27), and an acceleration target value is calculated by multiplying the acceleration set value a by a regulation coefficient Kv (step S29).

  Here, the calculated acceleration target value changes according to the regulation coefficient Kv. When the regulation coefficient Kv is set to K1 less than 1 in step S13, the regulation coefficient Kv is set to 1 in step S17. It becomes a small value compared with when it is.

  On the other hand, if it is determined as NO in step S25 and it is confirmed that the actual vehicle speed V is not so low as compared with the target vehicle speed VT, the deviation (V−VT) between the actual vehicle speed V and the target vehicle speed VT. Is determined to be greater than a preset deceleration reference value β (step S31), and it is determined YES and it is confirmed that the actual vehicle speed V is in a state that is somewhat higher than the target vehicle speed VT. Is set to a deceleration target value corresponding to the deviation (V-VT) (step S33).

  The acceleration reference value α and the deceleration reference value β can be set as appropriate, and the reference values α and β may be set to the same value, but the reference values α and β are set according to the vehicle speed. You may make it change suitably.

  Next, by outputting to the engine control unit 10 a control signal for increasing or decreasing the traveling speed of the host vehicle in accordance with the acceleration target value or the deceleration target value determined in step S29 or step S33. The unit 10 adjusts the throttle opening adjustment actuator 16 to execute speed control for matching the traveling speed of the host vehicle (actual vehicle speed V) with the target vehicle speed V (step S35). When it is determined NO in step S31 and it is confirmed that the actual vehicle speed V and the target vehicle speed VT are substantially equal, the current traveling speed is maintained by returning without executing the speed control. .

  On the other hand, if it is determined as YES in step S15 and it is confirmed that a preceding vehicle or the like is present in the traveling path of the own vehicle, the inter-vehicle distance between the preceding vehicle detected by the radar 46 and the own vehicle. It is determined whether or not L is smaller than a predetermined threshold value L1 for automatic braking (step S37). If it is determined YES, that is, the preceding vehicle or the like and the host vehicle are in a state of close proximity. If it is determined that there is, the throttle opening adjustment actuator 16 is operated through the engine control unit 10 to fully close the throttle valve, and the brake actuator is passed through the brake control unit 20 when the approaching state is confirmed. 22 is activated to automatically apply a braking force set in advance to a value corresponding to a deceleration of about 0.4 G (step S39). Actuates the warning device 2 performs a control process for notifying that it is in automatic braking state (step S41).

  If it is determined NO in step S37, the automatic braking threshold L1 is set when the inter-vehicle distance between the preceding vehicle detected by the radar 46 and the own vehicle is equal to or greater than the automatic braking threshold L1. Is determined to be smaller than an alarm threshold value L2 set in advance to a larger value (step S43), and it is determined as YES and it is confirmed that the preceding vehicle and the host vehicle are in a state of slightly approaching each other. Then, the control is performed to activate the alarm device 2 to notify that the inter-vehicle distance is small (step S41).

  When it is determined NO in step S43 and it is confirmed that the inter-vehicle distance between the preceding vehicle and the host vehicle is equal to or less than the warning threshold L2, the target inter-vehicle distance LT read in step S1 and the above It is determined whether or not the deviation (LT-L) from the actual inter-vehicle distance L detected by the radar 46 is larger than a preset acceleration reference value γ (step S45). When it is confirmed that L is somewhat smaller than the target inter-vehicle distance LT, an acceleration setting value b corresponding to the deviation (LT-L) is set (step S47), and this acceleration setting value b Is multiplied by the regulation coefficient Kl to calculate the acceleration target value (step S49).

  If it is determined NO in step S45 and it is confirmed that the actual inter-vehicle distance L is not so small as compared to the target inter-vehicle distance LT, the deviation between the actual inter-vehicle distance L and the target inter-vehicle distance LT ( It is determined whether or not (L-LT) is greater than a preset deceleration reference value δ (step S51). The determination is YES and the actual inter-vehicle distance L is somewhat larger than the target inter-vehicle distance LT. If it is confirmed, a deceleration target value corresponding to the deviation (L-LT) is set (step S53).

  Next, a control signal for increasing or decreasing the traveling speed of the host vehicle is sent to the engine control unit 10 or the brake control unit 20 in accordance with the acceleration target value or the deceleration target value determined in step S49 or step S53. By outputting, each unit 10 and 20 adjusts the throttle opening adjustment actuator 16 or the brake actuator 22, and executes speed control for making the inter-vehicle distance between the preceding vehicle and the host vehicle coincide with the target inter-vehicle distance ( Step S35). At this time, the braking force applied by automatically operating the brake actuator 22 is set to a value (for example, about 0.1 G) smaller than the braking force at the normal time.

  When it is determined NO in step S51 and it is confirmed that the inter-vehicle distance between the preceding vehicle and the host vehicle is substantially equal to the target inter-vehicle distance, the current speed is returned without executing the speed control. Maintain the inter-vehicle distance.

  As described above, according to the travel assistance device according to the first embodiment, either the constant speed control or the follow-up control is executed by the travel control means 60 of the operation control unit 40. The driver grips the handle with an appropriate holding force by operating the various switches 41 to 45 relating to ACC control, operating the shift lever 49, or operating the central door lock switch 50. If not, the input detection means 70 detects the driver's inappropriate gripping of the steering wheel. When the improper gripping of the driver is detected by the input detecting means 70, the target acceleration is corrected downward by the automatic acceleration restricting means 80, and the driver properly grips the steering wheel by the traveling control means 60. Compared to the gentle acceleration of the vehicle, the vehicle suddenly has normal acceleration (acceleration when the driver is holding the steering wheel properly) even though the driver is not holding the steering wheel properly. Compared to the case where the vehicle is accelerated, it is possible to suppress as much as possible a sense of incongruity such as confusion or anxiety when given to the driver.

  That is, in this travel assist device, the acceleration control by the travel control means 60 is associated with the grip of the driver's handle through the input detection means 70 and the automatic acceleration restricting means 80. Therefore, it is possible to suppress a driver's uncomfortable feeling based on sudden acceleration at a normal acceleration, thereby smoothly executing the ACC control by the driving control unit 40. it can.

(Second Embodiment)
Below, 2nd Embodiment of the driving assistance device of the vehicle which concerns on this invention is described. FIG. 6 is a block diagram showing the configuration of the vehicle travel assistance device according to the second embodiment. In the following description, the same components as those in the first embodiment are denoted by the same reference numerals in the drawings, and the description thereof is omitted.

  The operation control unit 40 according to the second embodiment performs ACC control of the vehicle, and predicts a deviation from the traveling lane in which the host vehicle is traveling, and predicts a deviation, thereby giving a predetermined steering torque. To control the steering wheel in the direction of departure avoidance (lane keeping control), and when the lane is changed, the rear side area is monitored and exists in the rear side area or enters the rear side area. When there is a vehicle, control (lane change support control) is performed so that the steering wheel is operated in the obstacle avoidance direction with a predetermined steering torque. Similar to the first embodiment, the operation control unit 540 also includes an unillustrated CPU that is turned on and off by the main switch 41, a non-volatile memory, and the like. These are the vehicle speed, the inter-vehicle distance from the preceding vehicle, and the like. Is functionally constituted by a travel control means 60 that adjusts the vehicle speed, an automatic acceleration restriction means 80 that regulates acceleration control by the travel control means 60, and a support control means 590 that supports the operation of maintaining and changing the travel lane.

  In the first embodiment, improper gripping of the driver's steering wheel is detected based on a signal from the input detection means 70, and the acceleration control by the travel control means 60 is restricted by the automatic acceleration restriction means 80. However, in the second embodiment, an automatic acceleration is detected by detecting improper gripping of the driver's handle based on a signal from the assist control unit 590 to which the torque sensor 552 (an example of the steering torque detection unit) is connected. The restricting means 80 restricts the acceleration control by the travel control means 60. That is, in the second embodiment, the means for detecting improper gripping of the driver's handle is different from that in the first embodiment.

  Hereinafter, the driving assistance apparatus according to the second embodiment will be described mainly with respect to differences from the first embodiment.

  The support control unit 590 includes a lane keeping control unit 591 and a lane change support unit 592.

  As described above, the lane keeping control means 591 predicts the traveling path of the host vehicle, measures the position of the traveling lane, and prevents deviation from the lane of the host vehicle by warning and steering control. The lane keeping control means 591 includes a white line recognition camera 549, a blinker switch 551, a torque sensor 552, an engine speed sensor 11, a steering angle sensor 47, and a yaw rate sensor 48 connected as input elements, and steering. The actuator 553, the alarm device 2, and the automatic acceleration regulating means 80 are connected as control elements.

  Specifically, the lane keeping control means 591 measures the traveling lane position of the host vehicle by recognizing the white line by the white line recognition camera 549, and uses the engine speed sensor 11, the steering angle sensor 47, and the yaw rate sensor 48 to measure the host vehicle. It is configured to predict the travel path. When it is predicted that the host vehicle will deviate from the traveling lane based on the traveling lane position and the predicted traveling path in a state where the turn signal switch 551 is not turned on, the lane keeping control unit 591 activates the warning device 2. The lane departure prediction is notified to the driver, the steering actuator 553 is automatically operated in the lane departure avoidance direction to avoid the lane departure, and the lane departure prediction is also notified to the driver through this steering operation. ing.

  In addition, the lane keeping control means 591 is configured to detect a steering reaction force with respect to the steering wheel operation at the time of lane departure prediction by a torque sensor 552 and output the steering reaction force to the automatic acceleration restriction means 80. . In the automatic acceleration regulation means 80, when the signal output from the lane keeping control means 591 is below a predetermined value, it is determined that the driver is not properly gripping the steering wheel, and as in the first embodiment, It is supposed to regulate acceleration control.

  Here, the white line recognition camera 549 is configured by a C-MOS camera or the like, and is for photographing white lines arranged on both sides of the traveling lane. The image taken by the white line recognition camera 549 is output to the lane keeping control unit 591, and the lane keeping control unit 591 performs image processing to recognize the white line. The blinker switch 551 is a switch for operating the blinking direction indicator, and when the switch is turned on, the support control means 590 confirms the driver's intention to change the lane. The torque sensor 552 functions as steering torque detection means, and is configured to detect the steering torque of the steering wheel by the steering actuator 553 and to detect the steering reaction force against the steering torque. That is, the detection result by the torque sensor 552 is output to the lane keeping control means 591, and the steering reaction force is calculated in the lane keeping control means 591.

  The steering actuator 553 is for driving the handle to rotate forward and backward. Control of the steering actuator 553 (for example, control of steering torque and steering angle) is performed by the support control means 590, that is, the lane keeping control means 591 and the lane change support means 592 based on the detection result from the torque sensor 552. . The alarm device 2 is constituted by alarm means for generating a predetermined notification sound. The alarm device 2 is constituted not only by the alarm means, but also by display notifying means for notifying the driver of a lane departure by displaying on a specific display unit (not shown). It may be a thing.

  On the other hand, as described above, the lane change assisting means 592 monitors a predetermined area on the rear side of the host vehicle at the time of changing the lane, and obstacles (including the vehicle) existing in the predetermined area or within the predetermined area When there is an obstacle moving toward the vehicle, the steering wheel is controlled so as to issue an alarm and to avoid contact with the obstacle. This lane change assisting means 592 includes a rear side recognition camera 550a, a rear side sensor 550b as a rear side recognition sensor, a winker switch 551, a torque sensor 552, an engine speed sensor 11, and a steering angle sensor 47. The yaw rate sensor 48 is connected as an input element, and the steering actuator 553, the alarm device 2, and the automatic acceleration regulating means 80 are connected as control elements.

  Specifically, the lane change assisting means 592 is a rear side recognition camera that corresponds to the rear side of the turn signal switch 551 on which the turn signal switch 551 is turned on among the left and right turn signal switches 551 when the turn signal switch 551 is turned on. 550a and rear side sensor 550b are activated. The lane change support means 592 captures a predetermined area on the rear side of the vehicle (predetermined area in the lane change direction) with the rear side recognition camera 550a, and analyzes the captured image to determine the predetermined rear side. An obstacle existing in the area is detected, and an obstacle existing in a predetermined area on the rear side in the lane change direction is detected based on the detection result of the rear side sensor 550b, and toward the predetermined area Determine if there are moving obstacles. When there is an obstacle in this predetermined area, the lane change assisting means 592 activates the warning device 2 to indicate that there is an obstacle in the predetermined area on the rear side, or within this predetermined area. The driver is informed that an obstacle is expected to enter the vehicle, and the steering actuator 553 is operated to operate the steering wheel in a direction to restrict the lane change to avoid contact with the obstacle. ing. It should be noted that the steering operation by the lane change assisting means 592 can also notify the driver that there is an obstacle in a predetermined area on the rear side.

  In addition, the lane change assisting means 592 is configured to measure the steering reaction force with respect to the steering wheel operation by the torque sensor 552 and to output the steering reaction force to the automatic acceleration restriction means 80. In the automatic acceleration regulation means 80, when the signal output from the lane change support means 592 is below a predetermined value, it is determined that the driver is not properly holding the steering wheel, and as in the first embodiment, It is supposed to regulate acceleration control.

  Here, the rear side recognition camera 550a is configured by a C-MOS camera or the like, and is used for photographing a predetermined region on the rear side that is preset according to the vehicle. The image photographed by the rear side recognition camera 550 is output to the lane change assisting means 592, and the lane change assisting means 592 performs image processing to recognize the presence of an obstacle.

  The rear side sensor 550b transmits, for example, a radar wave, a laser radar wave, a millimeter wave radar, or an ultrasonic wave toward the rear side of the host vehicle, and receives the reflected wave. This unit detects an object and also detects an approaching obstacle when there is an approaching obstacle on the rear side.

  The rear side predetermined area is a predetermined area determined by the arrangement of the rear side recognition camera 550a and the rear side sensor 550b in the rear side range including the side of the host vehicle and the rear side of the side. It shall be said. Here, a rear side recognition camera 550a and a rear side sensor 550b are disposed so that the area of the vehicle's own vehicle and the area behind the plurality of vehicles in this area can be monitored. Further, the arrangement positions of the rear side recognition camera 550a and the rear side sensor 550b can be changed as appropriate.

  Next, the control operation of the lane keeping control means 591 and the lane change support means 592 will be described with reference to FIGS. 7 and 8, and the control operation of the automatic acceleration restriction means 80 will be described with reference to FIG.

  First, the operation of the lane keeping control by the lane keeping control means 591 will be described with reference to FIG. The lane keeping control means 591 is controlled when the main switch 41 is turned on. Note that a separate switch may be provided for the lane keeping control unit 591 and the lane keeping control unit 591 may be started when the switch is turned on.

  When the control by the lane keeping control unit 591 is started, signals from various sensors and switches are input, and all information necessary for the lane keeping control is read (step S201). These pieces of information include vehicle speed information, road surface image information based on the white line recognition camera 549, traveling path information based on the steering angle sensor 47 and the yaw rate sensor 48, and the like.

  Subsequently, the traveling path of the host vehicle is predicted based on the vehicle speed calculated based on the output signal of the engine speed sensor 11 and the output signal of a not-illustrated mission controller and the output signals of the steering angle sensor 47 and the yaw rate sensor 48. Control is performed (step S203). Further, the image information of the white line recognition camera 549 as the road surface information detecting means is analyzed to recognize white lines arranged on both sides of the traveling lane, and the lane position is measured based on the white line position (step S205).

  Based on the travel path predicted in step S203 and the lane position measured in step S205, it is determined whether or not the vehicle departs the lane beyond the white line position after a predetermined time has elapsed (step S207), If it is determined NO in step S207 and it is confirmed that the host vehicle does not depart from the traveling lane, the process returns as it is.

  On the other hand, if it is determined that the host vehicle will depart from the lane after a predetermined time has elapsed and a lane departure is predicted (YES in step S207), the turn signal switch 551 is turned on based on the output signal from the turn signal switch 551. (Step S209). That is, it is confirmed whether or not the driver intends to change lanes based on the operation of the blinker switch 551.

  If it is determined as YES in step S209, the driver recognizes that the traveling lane of the host vehicle is to be changed. Therefore, the routine returns without performing lane keeping control. On the other hand, if it is determined NO in step S209, it is assumed that the departure from the travel lane is not based on the driver's intention, so the lane keeping control by the lane keeping control means 591 is executed. . That is, the lane keeping control means 591 activates the alarm device 2 to generate a notification sound, and drives the steering actuator 553 to intermittently generate steering torque in a lane departure avoidance direction over a predetermined time ( Step S211), notification and avoidance action for deviation from the driving lane are performed.

  Subsequently, the lane keeping control means 591 detects the steering reaction force by the torque sensor 552 when the steering actuator 553 is driven, and outputs information relating to the steering reaction force to the automatic acceleration restriction means 80 and is returned.

  The automatic acceleration regulating means 80 receives information on the steering reaction force and determines whether or not the driver is properly gripping the steering wheel. The control operation associated with this determination is related to the lane change assist control. A description will be given after the explanation.

  Next, the operation of the lane change support control by the lane change support means 592 will be described with reference to FIG. The lane change assisting means 592 is controlled when the main switch 41 is turned on. Note that a separate switch may be provided for the lane change assisting means 592 and the control operation may be started when the switch is turned on.

  When the control by the lane change support means 592 is started, signals from various sensors and switches are input, and all information necessary for the lane change support control is read (step S251). Among these information are vehicle speed information, road surface image information based on the rear side recognition camera 550a, rear side obstacle information based on the rear side sensor 550b, steering angle sensor 47, and yaw rate sensor 48. The own vehicle traveling information is included.

  Subsequently, based on the information detected by the rear side recognition camera 550a and the rear side sensor 550b, control for detecting an obstacle existing on the rear side of the host vehicle is executed (step S253). An obstacle such as a traveling vehicle existing in the blind spot area on the rear side, or an obstacle approaching in the blind spot area is detected. Based on this detection, it is determined whether there is an obstacle in the blind spot area (step S255), and it is determined whether there is an approaching obstacle in the blind spot area ( Step S259) If both are determined to be NO, the process is returned as it is.

  On the other hand, if it is determined YES in either step S255 or step S259, it is determined whether or not the winker switch 551 is turned on (step S257). It returns as it is because there is no intention to change lanes. If it is determined as YES in step S257, there is a risk of contact with the obstacle detected in step S255 or step S259 if the driver changes the lane as it is. Is executed (step S261). That is, the lane change assisting means 592 activates the alarm device 2 to generate a notification sound, and also drives the steering actuator 553 to set the steering torque in the obstacle avoiding direction, that is, on the side opposite to the lane to be changed. Is generated intermittently over a period of time to notify contact with an obstacle accompanying a lane change and perform an avoidance action.

  Subsequently, the lane change assisting means 592 detects the steering reaction force by the torque sensor 552 when the steering actuator 553 is driven, and outputs information relating to the steering reaction force to the automatic acceleration regulating means 80 and is returned.

  In the automatic acceleration regulating means 80, information on the steering reaction force is input from the lane change assisting means 592 and the lane keeping control means 591 and it is determined whether or not the driver is properly gripping the steering wheel. With reference to FIG. 9, the control operation in the handle holding appropriateness determination by the automatic acceleration regulating means 80 will be described.

  When the steering acceleration appropriateness determination is executed in the automatic acceleration regulating means 80, it is first determined whether or not the lane keeping control or the lane change assist control is being executed (step S101). Specifically, it is determined whether or not each control is executed depending on whether or not the steering actuator 553 is driven.

  When any control is executed, information on the steering reaction force is read from the lane keeping control means 591 or the lane change support means 592 (step S103), and the read steering reaction force is preset. It is determined whether it is smaller than the predetermined value (step S105). As this predetermined value, the holding force when the driver is not properly gripping the steering wheel is obtained in advance by experiments or simulations, and this obtained value is set.

  Subsequently, if it is determined as YES in step S105, the improper flag is turned on and stored in the storage area of the operation control unit 40 (step S107), after the lane keeping control or the lane change support control is started. It is determined whether or not a predetermined time has elapsed (step S109). If the predetermined time has not elapsed (NO in step S109), the process directly returns to step S101, and if the predetermined time has elapsed (step S109). YES), the improper flag is turned OFF (step S111), and the process returns.

  On the other hand, if it is determined NO in step S101 and it is confirmed that the lane keeping control or the lane change assist control is not executed, or if the end of each control is confirmed, is the inappropriate flag turned on? If it is not ON (NO in step S115), the process returns as it is, and if it is ON (YES in step S115), a predetermined time after the determination of the inappropriate flag is determined. After waiting for the progress (step S117), the process proceeds to step S111.

  Further, if it is determined NO in step S105 and the steering reaction force is equal to or greater than a predetermined value and it is confirmed that the driver is gripping the steering wheel with an appropriate holding force, the inappropriate flag is ON. In such a case (step S113), after returning improperness to OFF (step S111), the process returns. When the improper flag is not turned on (NO in step S113), the process returns.

  As in the first embodiment, when the improper flag is ON, the automatic acceleration restriction means 80 controls the acceleration control by the travel control means 60 so that the vehicle is unexpectedly operated. Can be prevented from suddenly accelerating.

  As described above, according to the travel assistance device according to the second embodiment, either the constant speed control or the follow-up control is executed by the travel control unit 60 of the operation control unit 40, and the support control unit 590 is used. The lane keeping control means 591 and the lane change assistance means 592 execute lane keeping control and lane change assistance control. In this lane keeping control or lane change assist control, the steering actuator 553 is driven by the assist control means 590. The steering reaction force against the drive of the steering actuator 553 is detected by the torque sensor 552, and the driving is performed based on the steering reaction force. The holding force on the person's handle can be measured.

  In the lane keeping control means 591 and the lane change assist means 592, when the handle holding force measured by the torque sensor 552 is less than a predetermined value set in advance, the driver holds the handle with an appropriate holding force. Since it is determined that the vehicle is not gripped, the target acceleration is downwardly corrected by the automatic acceleration restricting means 80, and the vehicle is gently accelerated as compared with the case where the driver properly grips the steering wheel by the travel control means 60. Compared to when the vehicle suddenly accelerates at normal acceleration (acceleration when the driver is holding the steering wheel properly) even though the driver is not holding the steering wheel properly When given to a person, discomfort such as confusion and anxiety can be suppressed as much as possible.

  That is, in this travel assistance device, the acceleration control by the travel control means 60 is associated with the grip of the driver's handle through the automatic acceleration restriction means 80, the support control means 590, and the torque sensor 552, and the handle grip is appropriate or inappropriate. Therefore, the driver can be prevented from feeling uncomfortable due to sudden acceleration at a normal acceleration, thereby smoothing the ACC control by the driving control unit 40. Can be executed.

  In the second embodiment, when the turn signal switch 551 is not operated, a warning or the like by the lane change support control is not issued. However, for example, even when the turn signal switch 551 is not operated. The lane change assisting means 592 may be configured to read the steering change and determine that the lane change is to be performed, and the steering actuator 553 and the like may be automatically operated under a predetermined condition.

  Further, even when each support control is not executed, before the acceleration control by the travel control means 60, the support control means 590 drives the steering actuator 553 within the range of play, and the operation reaction force is detected by the torque sensor 552, and the driving is performed. It may be detected whether the person is properly holding the handle.

(Other embodiments)
Note that the vehicle driving assistance device described above is an embodiment of the device according to the present invention, and the specific configuration of the device can be appropriately changed and modified without departing from the spirit of the present invention. An example is described below.

  (1) The specific configuration of the improper gripping detection unit according to the present invention is not limited to that of each of the above embodiments. For example, a pressure sensor may be provided on the handle, and the driver's handle grip may be detected by the pressure sensor. Even if comprised in this way, it can be determined appropriately whether the driver | operator is holding the steering wheel.

  (2) In each of the above embodiments, when improper gripping of the handle is detected, for example, the driver may be informed of improper gripping with a predetermined alarm sound. If comprised in this way, a driver | operator's appropriate handle | steering-wheel grip can be encouraged, and acceleration control is not performed unexpectedly, but the convenience increases.

  (3) In each of the above embodiments, the automatic acceleration regulating means regulates the traveling control means 60 so as to accelerate the host vehicle at an acceleration smaller than normal when an improper grip of the steering wheel is detected. Although configured, for example, the acceleration itself may be restricted until proper gripping of the steering wheel is detected, that is, the own vehicle may be restricted so as not to accelerate.

  (4) In each of the above embodiments, the automatic acceleration restriction means 80 is configured to restrict the acceleration control by the travel control means 60, but the automatic acceleration restriction means can also regulate the deceleration control in addition to this acceleration control. It may be configured as follows.

1 is a block diagram illustrating a configuration of a vehicle travel assistance device according to a first embodiment of the present invention. It is explanatory drawing which shows the detection range of a radar. It is explanatory drawing which shows the detection method of a preceding vehicle. It is a flowchart which shows the main flow of the driving assistance apparatus of 1st Embodiment. FIG. 5 is a flowchart showing a subroutine of FIG. 4. FIG. It is a block diagram which shows the structure of the driving assistance apparatus of the vehicle which concerns on 2nd Embodiment of this invention. It is a flowchart which shows the control action of the lane maintenance control of the driving assistance apparatus of 2nd Embodiment. It is a flowchart which shows the control action of the lane change assistance control of the driving assistance apparatus of 2nd Embodiment. It is a flowchart which shows the steering wheel holding | maintenance appropriateness judgment control of the driving assistance apparatus of 2nd Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Liquid crystal display panel 2 Alarm apparatus 10 Engine control unit 20 Brake control unit 40 Operation control unit 46 Radar 47 Steering angle sensor 60 Travel control means (an example of an auto cruise control means)
Reference Signs List 70 Input detection means 80 Automatic acceleration restriction means 540 Operation control unit 549 White line recognition camera 550a Rear side recognition camera 550b Rear side sensor 552 Torque sensor 553 Steering actuator 591 Lane maintenance control means 592 Lane change support means

Claims (5)

  Constant speed control that causes the host vehicle to travel at a preset target vehicle speed by accelerating / decelerating the vehicle, and a target inter-vehicle distance that is a preset inter-vehicle distance from a preceding vehicle that exists in front of the host vehicle, An auto-cruise control means for performing at least one of the follow-up control to travel, an improper grip detection means for detecting that the driver is not gripping the handle with an appropriate holding force, and the auto-cruise During the control by the control means, when it is detected that the driver does not grip the steering wheel properly based on the detection result from the improper grip detection means, the automatic control for restricting the acceleration control by the auto cruise control means is performed. A vehicle travel assisting device comprising acceleration restriction means.   The improper grip detection means includes an input detection means for detecting an operation of the input means operated by the occupant, and when the input operation by the input means is detected by the input detection means, the driver properly handles the steering wheel. The vehicle travel assisting device according to claim 1, wherein the vehicle travel assisting device is configured to detect that the vehicle is not gripped.   3. The vehicle travel assistance according to claim 2, wherein the input detection means is set to detect an input of the input means that is likely to be operated only by a driver such as a shift lever. apparatus. A direction of avoiding the departure of the steering wheel with a predetermined steering torque when at least one of the detection of the departure from the driving lane in which the host vehicle is traveling and the prediction of the departure is performed and when the above-mentioned departure is detected or predicted. Further equipped with a lane departure prevention support device operated on
This lane departure prevention assisting device is provided with a steering torque detecting means for detecting a reaction force against the steering torque,
The improper grip detection means includes the steering torque detection means, and when the steering reaction force detected by the steering torque detection means is smaller than a predetermined grip reference value, the driver properly handles the steering wheel. 4. The vehicle travel assistance device according to claim 1, wherein the vehicle travel assistance device is configured to detect that the vehicle is not gripped by the vehicle. At the time of lane change, at least one of an obstacle present in a predetermined area on the rear side in the direction of change of the own vehicle and an obstacle toward the predetermined area is detected, and a predetermined steering torque is detected when this is detected. Further includes a lane change support device for operating the steering wheel in the direction of change regulation,
This lane change assisting device is provided with a steering torque detecting means for detecting a reaction force against the steering torque,
The improper grip detection means includes the steering torque detection means, and when the steering reaction force detected by the steering torque detection means is smaller than a predetermined grip reference value, the driver properly handles the steering wheel. 5. The vehicle travel assist device according to claim 1, wherein the vehicle travel assist device is configured to detect that the vehicle is not gripped by the vehicle.

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