JP2007055411A - Driving operation auxiliary device for vehicle, and vehicle with the driving operation auxiliary device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving operation auxiliary device for a vehicle capable of transmitting a plurality of different information to a driver understandably. <P>SOLUTION: This driving operation auxiliary device for a vehicle detects an approaching degree to a lane marker of one's own vehicle, and lateral acceleration acting on one's own vehicle. Furthermore, it detects adjustment of a side support of a driver's seat set by the driver according to physiques. When the speed of one's own vehicle is low, the side support is rotated by the adjustment according to the physiques, and when the speed is middle, the side support is rotated by a controlled variable based on the lateral acceleration in a manner to keep a seating posture of the driver. When the speed is high, the side support is rotated by the controlled variable based on the approaching degree to the lane marker for one's own vehicle so as to travel while maintaining one's own lane. When a vehicle speed area is changed and contents of information transmitted is changed, the controlled variable immediately before the change is maintained till a predetermined time has elapsed, so as to promote understanding of the driver for the change of the information. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

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

  2. Description of the Related Art Conventionally, an alarm device that detects a risk situation around a vehicle and vibrates a vibrating body corresponding to a direction in which a risk is provided in a driver's seat to give an alarm to a driver is known (for example, Patent Document 1). reference). In this device, a plurality of vibrators are provided in the vicinity of the headrest, backrest, and seat surface of the driver's seat, and the vibrator corresponding to the direction of occurrence of the risk is vibrated to notify the driver of the high risk direction. .

Prior art documents related to the present invention include the following.
JP 2001-199296 A

  In the device that transmits information using the stimulus from the driver's seat like the device described above, the driver is required not only for the risk situation around the host vehicle but also for the actual driving situation in which the host vehicle travels. It is hoped that information to be transmitted will be transmitted. However, there is a problem that if a plurality of information is transmitted through one driver's seat, the driver is confused.

A vehicle driving operation assisting device according to the present invention includes a vehicle speed detection unit that detects a host vehicle speed, a travel situation detection unit that detects a relative positional relationship between the host vehicle and a host lane on which the host vehicle travels, and a travel situation detection unit. Based on the detection result, a risk potential calculating means for calculating a risk potential representing the degree of deviation of the own vehicle from the own lane, a lateral acceleration detecting means for detecting a lateral acceleration acting in the lateral direction of the own vehicle, and a driver's seat Physique adjusting means for adjusting the amount of movement of the seat side part according to the physique of the driver, and risk potential and lateral acceleration detecting means calculated by the risk potential calculating means based on the own vehicle speed detected by the vehicle speed detecting means A moving amount calculating means for calculating a moving amount of the seat side portion based on either the lateral acceleration detected in step S1 or the adjustment result by the physique adjusting means; And a sheet side drive means for moving the seat side portion in accordance with the movement amount calculated by the amount-calculating means.
The method for assisting driving operation of a vehicle according to the present invention detects the own vehicle speed, and based on the relative positional relationship between the own vehicle and the own lane on which the own vehicle travels, a risk potential representing the degree of deviation of the own vehicle from the own lane is obtained. Calculate and detect the lateral acceleration acting in the lateral direction of the host vehicle, adjust the movement amount of the seat side part of the driver's seat according to the driver's physique, based on the own vehicle speed, risk potential, lateral acceleration, The movement amount of the seat side portion is calculated based on any of the adjustment results according to the physique, and the seat side portion is moved according to the calculated movement amount.
The vehicle according to the present invention is based on vehicle speed detection means for detecting the own vehicle speed, traveling condition detection means for detecting the relative positional relationship between the own vehicle and the own lane on which the own vehicle travels, and detection results of the traveling condition detection means. A risk potential calculating means for calculating a risk potential representing a degree of deviation from the own lane of the own vehicle, a lateral acceleration detecting means for detecting a lateral acceleration acting in a lateral direction of the own vehicle, and a seat side portion of the driver's seat Based on the physique adjusting means for adjusting the amount of movement according to the physique of the driver, the risk potential calculated by the risk potential calculating means based on the own vehicle speed detected by the vehicle speed detecting means, and the lateral potential detected by the lateral acceleration detecting means Based on either the acceleration or the adjustment result by the physique adjustment means, the movement amount calculation means for calculating the movement amount of the seat side portion and the movement amount calculation means Comprising a vehicle driving assist system having a seat-side drive means for moving the seat side portion in accordance with the movement amount of.

  According to the present invention, a single member called a driver's seat can be used to convey a plurality of different information to the driver, and the necessary information is driven according to the traveling state of the host vehicle determined from the host vehicle speed. Can be provided.

<< 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 front camera 10 is a small CCD camera, a CMOS camera, or the like attached to the upper part of the front window, detects the state of the front road as an image, and outputs it to the controller 50. The detection area by the front camera 10 is about ± 30 deg in the horizontal direction with respect to the longitudinal center line of the vehicle, and the front road scenery included in this area is captured as an image.

  The vehicle speed sensor 15 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 lateral acceleration sensor 20 is a sensor that detects lateral acceleration that occurs in the lateral direction (vehicle width direction) of the host vehicle, and outputs the detected lateral acceleration to the controller 50.

  The controller 50 includes a CPU and CPU peripheral components such as a ROM and a RAM. For example, depending on the software form of the CPU, the in-lane lateral position calculation unit 50a, the mode determination unit 50b, the side support adjustment position storage unit 50c, the lateral position stimulus An amount calculation unit 50d, a lateral acceleration stimulus amount calculation unit 50e, a physique adjustment stimulus amount calculation unit 50f, and a control amount calculation unit 50g are configured.

  The controller 50 detects the traveling state of the host vehicle from the image information in front of the vehicle input from the front camera 10 and the host vehicle speed input from the vehicle speed sensor 15. Here, the traveling state of the host vehicle means how the host vehicle is traveling with respect to the host lane, that is, a relative positional relationship between the host vehicle and the host lane.

  Then, the controller 50 calculates the risk potential in the left-right direction of the host vehicle based on the detected relative positional relationship between the host vehicle and the host lane. Risk potential means “potential risk / emergency”, where the potential risk of the vehicle to the lane, in particular the degree of proximity to the lane marker (lane identification line), or lane Degree of deviation from The greater the risk potential, the closer the host vehicle and the lane marker are, indicating that the host vehicle is more likely to depart from the host lane. The controller 50 transmits the calculated risk potential to the driver as a tactile stimulus from the driver seat 71 (see FIG. 3A).

  However, when the host vehicle actually travels, that is, when the driver operates the host vehicle, the information required by the driver differs depending on the traveling state. For example, when the host vehicle is traveling in an urban area, it is necessary to transmit the relative positional relationship between the host vehicle and the host lane so that the host vehicle travels while avoiding a stopped vehicle. Becomes lower. In this case, it is more necessary to provide information for maintaining the seating posture of the driver while transmitting the vehicle state based on the lateral acceleration acting on the host vehicle.

  Therefore, in the first embodiment, a single information transmission interface, that is, the driver's seat 71 is used to transmit different information to the driver depending on the driving situation. Also, in order to convey different information to the driver in an easy-to-understand manner, multiple information transmission modes are set according to the driving situation so that the driver can recognize that the content of the information given by the mode transition changes. To do.

  As shown in FIG. 3A, the driver seat 71 includes a cushion portion 72, a seat back portion 73, and a headrest 74. The side support driving mechanism 70 individually drives a plurality of parts of the driver's seat 71 that is a vehicle constituent member in accordance with a command from the controller 50 to give a pressing force to the driver. Here, the driver is given a pressing force by driving the left and right side supports (side portions) 73a and 73b of the seat back portion 73, respectively.

  FIG. 3B shows a cross-sectional view taken along the line AA in FIG. 3A, that is, a lower cross-sectional view of the seat back portion 73. As shown in FIG. 3B, the side support drive mechanism 70 includes a motor unit 711 provided at the right end of the seat back frame 73d, a right side frame 712 driven by the motor unit 711, and the seat back frame 73d. The motor unit 721 provided at the left end portion and the left side frame 722 driven by the motor unit 721 are configured. Each of the motor units 711 and 721 includes, for example, an electric motor and a gear. Torques of the motor units 711 and 721 are transmitted to the left and right side frames 712 and 722 via the torque cables 713 and 723, respectively.

  When the motor unit 711 rotates, the right side frame 712 rotates in the arrow direction, that is, inside the seat back portion 73 with the rotation support portion 714 as a fulcrum, and the right side frame 712 moves to the driver's right flank via the urethane pad 73f. Pressed. When the motor unit 721 rotates, the left side frame 722 rotates around the rotation support portion 724 in the arrow direction, that is, inside the seat back portion 73, and the left side frame 722 is pressed against the driver's left flank.

  The rotation angles of the left and right side frames 712 and 722 relative to the driver's seat 71, specifically the seat back portion 73, are detected by angle sensors 715 and 725, respectively. The rotation angles of the left and right side frames 712 and 722 correspond to the control amount Sact of the left and right side supports 73a and 73b described later. Therefore, the rotation angle of the right side frame 712 can be expressed as a control amount Sact_R, and the rotation angle of the left side frame 722 can be expressed as a control amount Sact_L. As the control amounts Sact_R and Sact_L increase, the side supports 73a and 73b rotate inward from the state shown in FIG. It should be noted that the rotation angle of the left and right side supports 73a and 73b can be set to a preferred position by the driver in accordance with the physique and the like before starting running by operating the side support adjustment switch 30.

  Next, the operation of the vehicle driving operation assistance device 1 will be described in detail with reference to FIG. FIG. 4 is a flowchart showing a processing procedure of the driving operation assistance control process for a vehicle according to the first embodiment. This processing content is continuously performed at regular intervals, for example, every 50 msec.

  In step S101, the host vehicle speed V detected by the vehicle speed sensor 15 is read. In step S102, the adjustment positions of the left and right side support parts 73a and 73b stored in the side support adjustment position storage part 50c are detected. The adjustment position is a rotation angle of the left and right side supports 73a and 73b set by the driver by operating the side support adjustment switch 30 before the start of traveling, and is detected by the angle sensors 715 and 725 of the side support drive mechanism 70. This adjustment position is hereinafter referred to as a physique adjustment amount. The physique adjustment amounts detected by the angle sensors 715 and 725 are stored in the side support adjustment position storage unit 50c.

  In step S103, the lateral acceleration G acting on the host vehicle detected by the lateral acceleration sensor 20 is read. As shown in FIG. 5, the lateral acceleration G represents a negative value when acting in the left direction of the vehicle and a positive value when acting in the right direction. Further, the lateral acceleration risk RP_G is calculated by multiplying the detected lateral acceleration G by a coefficient kg (RP_G = kg × G).

  In step S104, image processing is performed on the captured image of the front camera 10, and the lane marker of the lane in which the host vehicle travels is recognized. Further, the vehicle angle (yaw angle) θ with respect to the lane is also recognized. In step S105, the lateral position of the host vehicle in the lane is calculated as the left-right direction risk potential from the relative positional relationship between the lane marker recognized in step S104 and the host vehicle.

Here, as shown in FIG. 6, the distance from the center of the lane of the host lane to the center of the host vehicle in a predetermined distance ahead of the host vehicle is defined as a lateral position RP_lane in the lane. The lateral position RP_lane in the lane is calculated from the following (Equation 1) using the yaw angle θ of the host vehicle and the distance δ from the lane center of the host lane to the center of the host vehicle at the current position.
RP_lane = kδ × δ + kθ · sinθ (Formula 1)
In (Expression 1), kδ and kθ are coefficients appropriately set in advance. The in-lane lateral position RP_lane is represented by a positive value in the right direction with 0 being the center of the lane of the own lane. A predetermined distance for calculating the in-lane lateral position RP_lane is set according to the host vehicle speed V.

  In step S106, the physique adjustment stimulus amount S_ini is calculated from the physique adjustment amount detected in step S102. The physique adjustment stimulus amount S_ini is a control amount of the side support drive mechanism 70 for adjusting the width according to the physique of the driver, and is calculated for the left and right side supports 73a and 73, respectively. Here, the physique adjustment amount detected in step S102 is set as the physique adjustment stimulus amount S_ini. Since the physique adjustment amount is a fixed value set by the driver, the physique adjustment stimulus amount S_ini is also a fixed value. The physique adjustment stimulus amount S_ini is set with a predetermined maximum value S_ini_max as an upper limit.

In step S107, a lateral acceleration stimulus amount Sact (G) is calculated based on the lateral acceleration G calculated in step S103. The lateral acceleration stimulus amount Sact (G) corresponds to the control amount of the side support drive mechanism 70 corresponding to the lateral acceleration G acting on the host vehicle, and is calculated for the left and right side supports 73a and 73b, respectively. The lateral acceleration stimulus amount Sact (G) is calculated from the following (Equation 2).
Sact (G) = k1 × | RP_G | (Formula 2)
In (Expression 2), k1 is a coefficient set appropriately in advance.

In step S108, the in-lane lateral position stimulation amount Sact (lane) is calculated based on the in-lane lateral position RP_lane calculated in step S105. The in-lane lateral position stimulus amount Sact (lane) corresponds to the control amount of the side support drive mechanism 70 corresponding to the in-lane lateral position RP_lane of the host vehicle, and is calculated for the left and right side supports 73a and 73b. The lateral position stimulation amount Sact (lane) in the lane is calculated from the following (Equation 3).
Sact (lane) = k2 × | RP_lane | (Formula 3)
In (Expression 3), k2 is a coefficient set in advance appropriately.

  In step S109, the information transmission mode is determined in order to transmit highly necessary information to the driver according to the traveling state of the host vehicle. Here, the information transmission mode is set based on the vehicle speed V. A case where the host vehicle speed V detected in step S101 is smaller than the predetermined value VL is classified as a low speed region, a case where the host vehicle speed V is larger than the predetermined value VM is classified as a high speed region, and a case where VL <V <VM is classified as a medium speed region. . The predetermined value VL is a threshold value for defining the low speed region, and is set to VL = 40 km / h, for example. The predetermined value VM is a threshold value for defining the high speed region, and is set to VM = 80 km / h, for example.

  As shown in FIG. 7, the low speed region is a width adjustment mode for adjusting the width of the driver's seat 71 corresponding to the physique of the driver, the medium speed region is a lateral acceleration transmission mode for transmitting information on the lateral acceleration G, and the high speed region. Is determined to be the in-lane lateral position transmission mode for transmitting information of the in-lane lateral position RP_lane. Further, the mode determination unit 50 of the controller 50 stores the mode determined in the previous cycle, and determines whether or not the mode has been switched in the current cycle.

In step S110, the control amounts Sact_R and Sact_L of the left and right side supports 73a and 73b are calculated according to the information transmission mode set in step S109. Here, the control amount Sact_R of the right side support 73a and the control amount Sact_L of the left side support 73b are collectively expressed as a control amount Sact. When the width adjustment mode is determined in the low speed region, the control amount Sact is calculated from the following (Equation 4).
Sac = S_ini (Formula 4)

When the lateral acceleration transmission mode is determined in the medium speed region, the control amount Sact is calculated from the following (Equation 5).
Sact = Sact (G) + S_ini
= K1 × | RP_G | + S_ini (Formula 5)
In FIG. 8, the control amount Sact_R of the right side support 73a in the medium speed region is indicated by a solid line, and the control amount Sact_L of the left side support 73b is indicated by a one-dot chain line. As shown in FIG. 8, the control amount Sact_R of the right side support 73a increases as the lateral acceleration G acting in the right direction increases, and the control amount Sact_L of the left side support 73b increases as the lateral acceleration G acting in the left direction increases. growing. Regardless of the generation direction of the lateral acceleration G, control amounts Sact_R and Sact_L are generated by adding a physique adjustment amount S_ini corresponding to the physique of the driver.

When it is determined that the horizontal position transmission mode is in the lane in the high speed region, the control amount Sact is calculated from the following (Equation 6).
Sact = Sact (lane) + S_ini
= K2 × | RP_lane | + Sini (Formula 6)
In FIG. 9, the control amount Sact_R of the right side support 73a in the high speed region is indicated by a solid line, and the control amount Sact_L of the left side support 73b is indicated by an alternate long and short dash line. As shown in FIG. 9, as the lateral position RP_lane in the lane increases in the positive direction and the host vehicle approaches the right end of the lane, the control amount Sact_R of the right side support 73a increases, and the lateral position RP_lane in the lane increases in the negative direction. As the host vehicle becomes larger and approaches the left end of the lane, the control amount Sact_L of the left side support 73b increases. Regardless of the size of the lateral position RP_lane in the lane, control amounts Sact_R and Sact_L are generated by adding the physique adjustment amount S_ini corresponding to the physique of the driver.

  When it is determined in step S109 that the mode has been switched in the current cycle, the control amount Sact before the mode is switched is maintained until a predetermined time t0 has elapsed since the mode was switched. The predetermined time t0 is set to 2 seconds, for example, as a time that allows the driver to recognize that the control amount Sact is not changing. Specifically, as shown in FIG. 10, when the medium speed region is switched to the high speed region at time ta, the control amount Sact calculated immediately before time ta is maintained until a predetermined time t0 elapses. After the predetermined time t0 has elapsed, the control amount Sact corresponding to the high speed region is calculated and information is transmitted. If the vehicle returns to the medium speed region again before the predetermined time t0 has elapsed, information transmission based on the in-lane lateral position RP_lane in the high speed region is not performed.

  In step S111, the control amounts Sact_R and Sact_L of the left and right side supports 73a and 73b calculated in step S110 are output to the side support driver 70. The side support drive mechanism 70 controls the motor units 711 and 721 in accordance with commands from the controller 50, and controls the operation amounts, that is, the rotation amounts of the left and right side supports 73a and 73b, respectively. Thus, the current process is terminated.

  Next, the operation of the vehicle driving assistance device 1 according to the first embodiment will be described with reference to FIG. FIG. 11 schematically shows the relationship between the vehicle speed V and the control amount Sact of the left and right side supports 73a and 73b. In the low speed region where the host vehicle speed V is smaller than the predetermined value VL, only the physique adjustment amount S_ini is generated as the control amount Sact. By adjusting the left and right side supports 73a, 73b to a position that matches the driver's preference and physique, the width of the seat back portion 73 is adjusted, and a proper fit when the driver is seated on the driver's seat 71 is realized. can do.

  In the low speed region, the control amount Sact = 0 is set when the host vehicle stops, and the control amount Sact = S_ini is set when the host vehicle starts traveling again. Thereby, there is no sense of restraint by the driver's seat 71 during the stop, and the driver can freely change his / her posture. In addition, since a moderate tightening feeling can be obtained from the driver's seat 71 at the time of re-starting, it can be expected that the driver is informed that the vehicle has started to travel, and the driver's tension is enhanced to encourage a careful driving operation.

  In the medium speed region (VL <V <VM), a value obtained by adding the lateral acceleration stimulation amount Sact (G) to the physique adjustment amount S_ini is set as the control amount Sact. When the host vehicle is traveling at medium speed, the driver needs to pay attention to the environment around the host vehicle. In particular, when traveling in an urban area, the behavior of the host vehicle in the left-right direction (width direction) increases, such as traveling across lane markers to avoid obstacles such as a stopped vehicle. Therefore, by driving the side supports 73a and 73b in the same direction as the lateral acceleration G acting on the host vehicle and pressing the side supports 73a and 73b on the driver side, the vehicle state is reliably transmitted and the driver's posture is maintained.

  In a high speed region where the host vehicle speed V is greater than the predetermined value VM, a value obtained by adding the in-lane lateral position stimulus amount Sact (lane) to the physique adjustment amount S_ini is set as the control amount Sact. When the host vehicle is traveling at a high speed, the need to provide information for maintaining traveling in the lane increases. Therefore, by driving the side supports 73a and 73b in the same direction as the lane marker that the host vehicle is approaching and pressing it on the driver side, the degree of approach to the lane marker or the degree of departure from the host lane is transmitted to the driver.

  In the middle speed region and the high speed region, the control amount S_ini corresponding to the driver's physique is always generated, so that it is possible to always give a fit feeling according to the driver's preference while traveling. Further, at the time of switching between the low speed region and the medium speed region and between the medium speed region and the high speed region, the control region Sact corresponding to the region after the change is generated after the region after the change continues for a predetermined time t0. By providing the predetermined time t0 and maintaining the control amount Sact when the vehicle speed region is switched, it is possible to secure time for mode switching. Further, by providing a time zone during which the pressing amount of the left and right side supports 73a and 73b does not change, it is possible to make the driver recognize that the mode is switched, that is, the transmitted information changes.

Thus, in the first embodiment described above, the following operational effects can be achieved.
(1) The vehicle driving operation assisting device 1 detects the host vehicle speed V, detects the relative positional relationship between the host vehicle and the host vehicle lane on which the host vehicle travels, and determines from the host vehicle lane based on the relative position relationship. Calculate the risk potential that represents the degree of deviation. Further, the lateral acceleration G acting in the lateral direction of the host vehicle is detected. The vehicle driving operation assisting device 1 includes a side support adjustment switch 30 that is a means for adjusting the movement amount of the seat side portions (side supports) 73a and 73b of the driver seat 71 in accordance with the physique of the driver. The controller 50 calculates the movement amount of the seat side portions 73a and 73b based on any one of the risk potential, the lateral acceleration G, and the adjustment result of the side support adjustment switch 30 based on the own vehicle speed V, and the calculated movement amount. Accordingly, the side support drive mechanism 70 is controlled so as to move the seat side portions 73a and 73b. Here, the control amount Sact corresponds to the movement amount of the seat side portions 73a and 73b, and the in-lane lateral position RP_lane corresponds to the risk potential. Thereby, the amount of movement of a single member of the seat side portions 73a and 73b of the driver seat 71 is controlled, and the seat side portions 73a and 73b are appropriately pressed against the driver, whereby the pressing force from the driver seat 71 is obtained. As a result, it is possible to convey multiple different information to the driver. Moreover, since the information transmitted to the driver is changed according to the own vehicle speed V, necessary information can be provided to the driver according to the traveling state of the own vehicle.
(2) The controller 50 classifies the host vehicle speed V into one of a low speed region, a medium speed region, and a high speed region, and based on the adjustment result of the side support adjustment switch 30 when the host vehicle speed V is in the low speed region. If the vehicle speed V is in the medium speed range, the travel amount is calculated based on the lateral acceleration G. If the vehicle speed V is in the high speed range, the travel amount is calculated based on the risk potential RP_lane. To do. Thus, necessary information can be provided to the driver according to the traveling state of the host vehicle.
(3) When the vehicle speed region of the host vehicle speed V changes, the controller 50 calculates the movement amounts of the seat side portions 73a and 73b according to the changed vehicle speed region after a predetermined time t0 has elapsed. Specifically, the control amount Sact immediately before the vehicle speed region changes is held until the predetermined time t0 has elapsed. Thereby, a driver | operator's understanding with respect to a vehicle speed area | region changing and the information provided from the driving | operation seat 71 changing can be urged. In addition, by providing the predetermined time t0, it is possible to ensure the switching time of the information transmission mode in the controller 50.

<< Second Embodiment >>
Below, the driving operation assistance device for a vehicle according to the second embodiment of the present invention will be described. FIG. 12 shows a system diagram of the vehicle driving assistance device 2 according to the second embodiment. 12, parts having the same functions as those in the first embodiment shown in FIGS. 1 and 2 are denoted by the same reference numerals. Here, differences from the first embodiment will be mainly described.

  In the first embodiment described above, the control amount Sact corresponding to the switched area is generated after the lapse of the predetermined time t0 after the vehicle speed area is switched. In the second embodiment, a control method at the time of region switching is set in accordance with how the vehicle speed region changes. Specifically, as shown in FIG. 13, there are four states at a low speed region (width adjustment mode), a medium speed region (lateral acceleration transmission mode), a high speed region (horizontal position transmission mode in lane), and a stop state. Whether to make a transition is determined, and a control method according to the transition pattern is set.

  Accordingly, the controller 51 of the vehicle driving assistance device 2 further includes a control amount correction unit 50h that corrects the control amount Sact calculated based on the driver's physique, the lateral position RP_lane in the lane, and the lateral acceleration G. .

  Below, operation | movement of the driving operation assistance apparatus 2 for vehicles by 2nd Embodiment is demonstrated in detail using FIG. FIG. 14 is a flowchart illustrating a processing procedure of the driving operation assistance control process for a vehicle according to the second embodiment. This processing content is continuously performed at regular intervals, for example, every 50 msec. The processing in steps S201 to S208 is the same as the processing in steps S101 to S108 in the flowchart shown in FIG.

  In step S209, the vehicle speed region (information transmission mode) is determined based on the host vehicle speed V, and the state transition pattern is determined. In addition, the stop of the own vehicle speed V = 0 is also included here as a vehicle speed area | region. As shown in FIG. 13, the transition pattern a is when the vehicle transitions from the stop to the low speed region, the stop pattern from the low speed region, the transition from the medium speed region to the low speed region, or the transition pattern b from the low speed region to the low speed region. The transition pattern c is determined when transitioning to the medium speed region, the transition pattern d is determined when transitioning from the low speed region to the high speed region, and the transition pattern e is determined when transitioning between the medium speed region and the high speed region. The transition pattern is determined before the previous cycle, and is determined based on the vehicle speed region and its duration stored in the mode determination unit 50b.

  In step S210, the control amounts Sact_R and Sact_L of the left and right side supports 73a and 73b are calculated using (Equation 4) to (Equation 6) described above according to the information transmission mode set in step S209. In the subsequent step S211, the control amounts Sact_R and Sact_L of the left and right side supports 73a and 73b calculated in step S210 are corrected based on the transition pattern determined in step S209. If the vehicle speed region is not switched and the same vehicle speed region continues, the control amount Sact calculated in step S210 is used as it is without correcting the control amount Sact. Hereinafter, a method of correcting the control amounts Sact_R and Sact_L according to the transition pattern will be described.

  Transition pattern a: The physique adjustment amount S_ini is generated from the left and right side supports 73a and 73b at the same time as the host vehicle speed V becomes greater than zero. Therefore, the control amount Sact_R = S_ini of the right side support 73a and the control amount Sact_L = S_ini of the left side support 73b are set. By generating the control amount Sact at the same time as the host vehicle speed V becomes greater than 0, the driver is notified of the start of travel without delay.

  Transition pattern b: When the host vehicle speed V is decreasing, it is less necessary to actively transmit information to the driver. Therefore, the control amount Sact is gradually reduced to a value corresponding to the changed area after a predetermined time t1 has elapsed since the vehicle speed area changed. The predetermined time t1 is set to t1 = 2 sec, for example, as a time until the changed own vehicle speed V is stabilized.

  FIGS. 15A and 15B show an example of temporal changes in the own vehicle speed V and the control amounts Sact_R and Sact_l of the left and right side supports 73a and 73b when transitioning from the high speed region to the low speed region. When the host vehicle is traveling in the left side area of the host lane at the host vehicle speed V (> VM), as shown in FIG. 15 (b), the lateral position stimulation amount Sact ( A value obtained by adding lane) is set as the control amount Sact_L. When the vehicle speed V becomes equal to or lower than the predetermined value VM at time tb, the control amount Sact_L corresponding to the high speed region is calculated until the predetermined time t1 elapses. When the vehicle speed V decreases to the low speed region before the predetermined time t1 elapses, the control amount Sact_l is gradually decreased to the physique adjustment amount S_ini at the change rate ΔS / dt after the elapse of the predetermined time t1. The control amount Sact_R of the right side support 73a is set to the physique adjustment amount S_ini.

  Note that, as indicated by a broken line in FIG. 15A, even when the host vehicle speed V instantaneously exceeds the predetermined value VM before the predetermined time t1 elapses after the host vehicle speed V becomes equal to or lower than the predetermined value VM. The predetermined time t1 is continuously counted. This is to avoid frequently changing the vehicle speed region in response to a temporary change in the host vehicle speed V. For example, when the own vehicle speed V again falls below the predetermined value VM within the predetermined time t1, the time counting can be continued, or the own vehicle speed V detected by the vehicle speed sensor 15 can be filtered.

  Transition pattern c: When transitioning from the low speed region to the medium speed region, in order to convey the information of the lateral acceleration G to the driver in an easily understandable manner in the medium speed region, a predetermined time after the host vehicle speed V becomes equal to or higher than the predetermined value VL. After t2 elapses, the control amounts Sact_R and Sact_l of the left and right side supports 73a and 73b are gradually increased. The predetermined time t2 is set to a time that allows the driver to recognize that the control amounts Sact_R and Sact_L have not changed, for example, t2 = 3 sec.

  FIGS. 16A to 16C show an example of temporal changes in the own vehicle speed V, the control amounts Sact_R and Sact_l of the left and right side supports 73a and 73b, and the lateral acceleration G when transitioning from the low speed region to the medium speed region. In the low speed region, the physique adjustment amount S_ini is generated from the left and right side supports 73a and 73b. When the host vehicle speed V becomes equal to or higher than the predetermined value VL at time tc, the control amounts Sact_R and Sact_L are maintained until the predetermined time t2 elapses. After the predetermined time t2 has elapsed, a value obtained by adding the lateral acceleration stimulus amount Sact (G) to the physique adjustment amount S_ini is set as the control amount Sact. As shown in FIG. 16C, since the lateral acceleration G is acting in the left direction of the host vehicle, a control amount Sact_L obtained by adding the lateral acceleration stimulus amount Sact (G) is generated from the left side support 73b, and the right side support 73a. Therefore, the control amount Sact_R of only the physique adjustment amount S_ini is generated.

  In the medium speed range, the value obtained by adding the physique adjustment amount S_ini and the lateral acceleration stimulus amount Sact (G) is set as the control amount Sact. Hold posture. Therefore, in order to promote the driver's understanding that the pressing force from the left and right side supports 73a and 73b represents the vehicle state, that is, the lateral acceleration G acting on the host vehicle, the predetermined time t2d after the predetermined time t2 has elapsed. Set as habituation time. The habituation time t2d is set to 1 sec, for example, as a time necessary for the driver to understand the meaning of the pressing force generated from the left and right side supports 73a and 73b.

  During the habituation time t2d, the change of the lateral acceleration stimulus amount Sact (G) with respect to the lateral acceleration G is reduced, and the control amount Sact of the left and right side supports 73a and 73b is set to gradually increase. Specifically, the coefficient k1 for calculating the lateral acceleration stimulus amount Sact (G) based on the lateral acceleration G is calculated based on the time T after the predetermined time t2 has elapsed as shown in FIG. . When the time T = 0, the coefficient k1 = 0, and the coefficient k1 is gradually increased as the time T elapses. The coefficient k1 = 1 when the habituation time t2d has elapsed. As a result, as indicated by the solid line in FIG. 16B, the change in the control amount Sact_L of the left side support 73b after the predetermined time t2 elapses changes more slowly than when the habituation time t2d indicated by the broken line is not provided. . The control amount Sact_R of the right side support 73a is set to the physique adjustment amount S_ini.

  Transition pattern d: When transitioning from the low speed region to the high speed region, after the predetermined time t2 has elapsed after the host vehicle speed V exceeds the predetermined value VM, the lateral position stimulation amount Sact (lane) in the lane is set in the physique adjustment amount S_ini. The added value is set as the control amount Sact. Since the driver can visually grasp the lateral position RP_lane in the lane, the habituation time for understanding the meaning of the pressing force is not set like the transition pattern c described above. At this time, only the physique adjustment amount S_ini is set as the control amount Sact from the side supports 73a and 73b on the opposite side to the lane marker that the host vehicle is approaching.

  Transition pattern e: When transitioning between the medium speed region and the high speed region, the control amount Sact is held until the predetermined time t3 elapses after the vehicle speed V exceeds or falls below the predetermined value VM. After the predetermined time t3 has elapsed, the control amount Sact is once suddenly reduced to the physique adjustment amount S_ini, and then the control amount Sact corresponding to the changed vehicle speed region is generated. The predetermined time t3 is set to t3 = 1 sec, for example, as a time that allows the driver to recognize that the control amount Sact of the left and right side supports 73a, 73b does not change.

  FIGS. 18A and 18B show an example of temporal changes in the own vehicle speed V and the control amounts Sact_R and Sact_L of the left and right side supports 73a and 73b when transitioning from the medium speed region to the high speed region. It is assumed that the lateral acceleration G acts in the left direction of the host vehicle in the medium speed region, and the host vehicle is traveling in the left lane region in the high speed region. When the own vehicle speed V exceeds the predetermined value VM at time te, the control amount Sact_L of the left side support 73b set immediately before the vehicle speed region changes until the predetermined time t3 elapses is held. After the predetermined time t3 has elapsed, the control amount Sact_L is rapidly reduced to the physique adjustment amount S_ini, and then the control amount Sact_L corresponding to the in-lane lateral position RP_lane corresponding to the high speed region is generated. At this time, the control amount Sact_R of the right side support 73a is set to the physique adjustment amount S_ini.

  The rate of change when the control amount Sact is suddenly reduced to the physique adjustment amount S_ini after the predetermined time t3 has elapsed, and the rate of change when the physique adjustment amount S_ini is increased to the control amount Sact corresponding to the vehicle speed region after the change are In this case, appropriate values are set in advance.

  In step S212, the control amounts Sact_R and Sact_L of the left and right side supports 73a and 73b corrected in step S211 are output to the side support drive mechanism 70. The side support drive mechanism 70 controls the motor units 711 and 721 in accordance with commands from the controller 50, and controls the operation amounts, that is, the rotation amounts of the left and right side supports 73a and 73b, respectively. Thus, the current process is terminated.

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 controller 51 changes the calculation method of the predetermined time for holding the control amount Sact and the movement amount of the seat side portions 73a and 73b after the vehicle speed region is switched according to the changing direction of the vehicle speed region. Since the information transmitted to the driver is different in the low speed area, medium speed area, and high speed area, it is provided after changing the area by changing the control amount Sact retention time and movement amount calculation method according to the area change pattern It is possible to convey information to the driver in an easy-to-understand manner.
(2) When the host vehicle speed V changes from the low speed region to the medium speed region, the controller 51 holds the movement amount calculated immediately before the change for a predetermined time t2, and then gradually changes the movement amount according to the lateral acceleration G. Increase to. Specifically, after holding the control amount Sact for a predetermined time t2, the coefficient k1 of the lateral acceleration stimulus amount Sact (G) is gradually increased to 1 during the habituation time t2d. Accordingly, as shown in FIG. 16B, the control amount Sact gradually increases after the predetermined time t2 has elapsed, and the driver understands the meaning of the pressing force generated from the driver seat 71. Can be encouraged.
(3) When the host vehicle speed V changes between the middle speed region and the high speed region, the controller 51 temporarily reduces the movement amount after holding the movement amount calculated immediately before the change for a predetermined time t3. After that, the movement amount corresponding to the changed vehicle speed region is calculated. Specifically, as shown in FIG. 18 (b), after the control amount Sact is held for a predetermined time t3, the control amount Sact is once reduced to the physique adjustment amount S_ini, and then according to the changed high speed region. Increase to control amount Sact. As described above, after holding the control amount Sact, the driver can surely recognize that the information transmitted as the pressing force from the driver's seat 71 has changed temporarily by suddenly lowering.

<< 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 second embodiment shown in FIG. Here, differences from the above-described second embodiment will be mainly described.

  In the third embodiment, the content of information transmitted to the driver is changed based on the magnitude of the lateral acceleration G acting on the host vehicle in the high speed region. When the host vehicle travels at high speed, it is generally highly necessary to transmit the in-lane lateral position RP_lane to the driver in order for the host vehicle to travel while maintaining its own lane. However, when the lateral acceleration G acting on the host vehicle during high-speed traveling is large, the necessity of notifying the vehicle state and maintaining the seating posture of the driver increases.

  Therefore, as shown in FIG. 19, during high speed traveling, the content of information transmitted to the driver is changed according to the magnitude of the lateral acceleration G acting on the host vehicle. Further, as shown in FIG. 20, when a mode for transmitting the lateral position RP_lane in the lane and a mode for transmitting the lateral acceleration G are changed in the high speed region, a control method corresponding to the transition pattern is set.

  Below, operation | movement of the driving assistance assistance device for vehicles by 3rd Embodiment is demonstrated in detail using FIG. FIG. 21 is a flowchart showing a processing procedure of a driving operation assistance control process for a vehicle according to the third embodiment. This processing content is continuously performed at regular intervals, for example, every 50 msec. The processing in steps S301 to S308 is the same as the processing in steps S101 to S108 in the flowchart shown in FIG.

  In step S309, the vehicle speed region (information transmission mode) is determined based on the host vehicle speed V as shown in FIG. Further, in the high speed region, when the absolute value of the lateral acceleration G detected by the lateral acceleration sensor 20 is larger than the predetermined value Gs, the mode is set as a mode for transmitting the lateral acceleration G, and the absolute value of the lateral acceleration G is set to the predetermined value. In the case of Gs or less, the mode is set as a mode for transmitting the in-lane lateral position RP_lane. In the high speed region, the transition pattern e is the transition from the transmission mode of the lateral acceleration G to the transmission mode of the lateral position RP_lane in the lane, and the transition pattern is the transition from the transmission mode of the lateral position RP_lane in the lane to the transmission mode of the lateral acceleration G. Let f.

In step S310, according to the information transmission mode set in step S309, the control amount Sact_R of the left and right side supports 73a and 73b is obtained using (Expression 4) described above for the low speed region and (Expression 5) for the medium speed region. , Sact_L is calculated respectively. In the high-speed region, one of the control amounts Sact calculated by the following (Expression 7) and (Expression 8) is selected.
Sact = Sact (lane) + S_ini
= K2 × | RP_lane | + Sini (Expression 7)
Sact = Sact (G) + S_ini
= K1 × | RP_G | + Sini (Expression 8)

  Specifically, the absolute value of the lateral acceleration G is larger than the predetermined value Gs, and the control amount Sact using the lateral acceleration stimulus amount Sact (G) calculated by (Expression 8) is calculated by (Expression 7). The lateral acceleration stimulus Sact (G) is used to transmit the lateral acceleration G and maintain the driver's sitting posture when the control amount Sact using the inner lateral position stimulus Sact (lane) is larger. Select the control amount Sact. Even if | G |> Gs, if the control amount Sact using the lateral acceleration stimulus amount Sact (G) is small, the lateral position stimulus amount Sact in the lane is transmitted so as to transmit information for maintaining the own lane. Select the control amount Sact using (lane). That is, if | G |> Gs in the high speed region, the control amount Sact is selected by the select high.

  Thus, in the high speed region, as shown in FIG. 22, a value obtained by adding the lateral position stimulus amount Sact (lane) or the lateral acceleration stimulus amount Sact (G) in the lane to the physique adjustment amount S_ini is set as the control amount Sact. . Note that only the physique adjustment amount S_ini is generated as the control amount Sact from the side supports 73a and 73b in the direction opposite to the lane marker where the host vehicle is approaching, or in the direction opposite to the lateral acceleration G acting on the host vehicle.

  In step S311, the control amounts Sact_R and Sact_L of the left and right side supports 73a and 73b calculated in step S310 are corrected based on the transition pattern determined in step S309. If the vehicle speed region is not switched and the same vehicle speed region continues, the control amount Sact calculated in step S310 is used as it is without correcting the control amount Sact. The method of correcting the transition patterns a to e is the same as that in the second embodiment described above.

  Transition pattern f: When the absolute value of the lateral acceleration G is higher than the predetermined value Gs in the high speed region, it is important to maintain the driver's seating posture. Therefore, the control amount Sact calculated by (Expression 8) is When the control amount Sact is larger than the control amount Sact calculated in 7), the lateral acceleration stimulus amount Sact (instead of the lateral position stimulus amount Sact (lane) in the lane without time delay after the lateral acceleration | G | exceeds the predetermined value Gs. Select the control amount Sact using G).

  FIG. 23A to FIG. 23A show examples of temporal changes in the own vehicle speed V, the control amounts Sact_R and Sact_L of the left and right side supports 73a and 73b, and the lateral acceleration G when the lateral acceleration | G | becomes larger than the predetermined value Gs in the high speed region. Shown in (c). When the absolute value of the lateral acceleration G acting on the left side of the host vehicle is smaller than the predetermined value Gs, the value obtained by adding the lateral position stimulation amount Sact (lane) in the lane to the physique adjustment amount S_ini as shown by the solid line It is set as the control amount Sact_L of the left side support 73b. When the absolute value of the lateral acceleration G becomes larger than the predetermined value Gs at time tf, the value obtained by adding the lateral acceleration stimulation amount Sact (G) to the physique adjustment amount S_ini is represented by the control amount Sact_L of the left side support 73b, as indicated by a dashed line. Set as.

  Further, when the absolute value of the lateral acceleration G becomes smaller than the predetermined value | Gs | at time tg, it corresponds to the transition pattern e. Therefore, the lateral acceleration stimulation amount Sact (G set immediately before the predetermined time t3 elapses. ) Is added to the control amount Sact. After the predetermined time t3 has elapsed, as shown by the solid line, the control amount Sact to which the in-lane lateral position stimulus amount Sact (lane) is added is selected.

As described above, 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.
The controller 50 calculates the movement amount of the seat side portions 73a and 73b based on the lateral acceleration G instead of the risk potential RP_lane when the host vehicle speed V is in the high speed region and the lateral acceleration G is larger than the predetermined value Gs. To do. Specifically, the lateral acceleration | G | is larger than a predetermined value Gs in the high speed region, and the control amount Sact calculated using the lateral acceleration stimulation amount Sact (G) is the lateral position stimulation amount Sact (lane) in the lane. When the control amount Sact is larger than the calculated control amount Sact, the control amount Sact based on the lateral acceleration G is set. As a result, when a large lateral acceleration G is acting on the host vehicle in the high-speed region, the generation direction and the magnitude of the lateral acceleration G are notified via the driver seat 71 and the driver's seating posture is maintained and stable. It is possible to prepare an environment where the steering operation can be performed.

<< Fourth Embodiment >>
The vehicle driving operation assistance device according to the fourth embodiment of the present invention will be described below. FIG. 24 shows a system diagram of the vehicle driving assistance device 4 according to the fourth embodiment. In FIG. 24, parts having the same functions as those of the second embodiment shown in FIG. Here, differences from the above-described second embodiment will be mainly described.

  As shown in FIG. 24, the vehicle driving assistance device 4 further includes a steering angle sensor 25. The steering angle sensor 25 is an angle sensor or the like attached in the vicinity of a steering column or a steering wheel (not shown), detects the rotation of the steering shaft as a steering angle, and outputs it to the controller 52. The controller 52 further includes an operation state determination unit 50 i that determines a steering operation state based on the steering angle detected by the steering angle sensor 25. The determination result of the operation state determination unit 50i is input to the mode determination unit 50b and used for determining the information transmission mode.

  In the fourth embodiment, the content of information transmitted to the driver is changed based on the steering operation state of the driver in the high speed region. When the host vehicle travels at high speed, it is generally highly necessary to transmit the in-lane lateral position RP_lane to the driver in order for the host vehicle to travel while maintaining its own lane. However, when the steering operation is performed in a direction that avoids the approach to the lane marker in a state in which the own vehicle has a high degree of approach to the lane marker during high speed traveling, information based on the lateral acceleration G that the own vehicle acts on Make a presentation. That is, if the steering operation is performed in a direction that avoids the approach to the lane marker, it is determined that the driver sufficiently recognizes the degree of approach to the lane marker, and the steering operation is performed while holding the sitting posture to the driver. Information is presented based on the lateral acceleration G so as to assist.

  Therefore, as shown in FIG. 25, when traveling at a high speed, when the left-right risk potential, that is, RP_lane is small, information transmission is performed based on the lateral position RP_lane in the lane, and when the left-right risk potential RP_lane is large, based on the steering state. Change the content of information transmitted to the driver. Further, as shown in FIG. 26, when the mode for transmitting the lateral position RP_lane in the lane and the mode for transmitting the lateral acceleration G are changed in the high speed region, a control method corresponding to the transition pattern is set.

  Below, operation | movement of the driving assistance device 4 for vehicles by 4th Embodiment is demonstrated in detail using FIG. FIG. 27 is a flowchart illustrating a processing procedure of a driving operation assistance control process for a vehicle according to the fourth embodiment. This processing content is continuously performed at regular intervals, for example, every 50 msec. In step S401, the host vehicle speed V detected by the vehicle speed sensor 15 is read, and in step S402, the steering angle Steer detected by the steering angle sensor 25 is read. The steering angle Steer is indicated by a positive value when the steering wheel is steered rightward, and a negative value when the steering wheel is steered leftward.

  The subsequent processes in steps S403 to S409 are the same as the processes in steps S102 to S108 in the flowchart shown in FIG.

  In step S410, the vehicle speed region (information transmission mode) is determined based on the host vehicle speed V as shown in FIG. In the high-speed area, the mode is set as a mode for transmitting the in-lane lateral position RP_lane. However, when the lateral position RP_lane in the lane is large and the degree of approach of the host vehicle to the lane marker is high and the steering operation is performed away from the lane marker, the mode is set as a mode for transmitting the lateral acceleration G. In the high speed region, the transition pattern e is the transition from the transmission mode of the lateral acceleration G to the transmission mode of the lateral position RP_lane in the lane, and the transition pattern is the transition from the transmission mode of the lateral position RP_lane in the lane to the transmission mode of the lateral acceleration G. g.

In step S411, according to the information transmission mode set in step S410, the control amount Sact_R of the left and right side supports 73a and 73b is obtained using (Equation 4) described above for the low speed region and (Equation 5) for the medium speed region. , Sact_L is calculated respectively. When transmitting the in-lane lateral position RP_lane in the high-speed region, the control amount Sact is calculated from the following (Equation 9). Here, the control amounts Sact_R and Sact_L of the left and right side supports 73a and 73b are collectively expressed as a control amount Sact.
Sact = Sact (lane) + S_ini
= K2 × | RP_lane | + Sini (Equation 9)

However, when any of the following conditions is satisfied in the high speed region, the control amount Sact is calculated from (Equation 10) so as to transmit the lateral acceleration G.
When the lateral position stimulus amount Sact (lane) _R in the lane corresponding to the right lane marker is larger than the predetermined value Sact_Ra and the steering operation in the left direction is performed (Steer <0).
The case where the lateral lane stimulus Sact (lane) _L corresponding to the left lane marker is larger than the predetermined value Sact_La and the steering operation in the right direction is being performed (Steer> 0).
Sact = Sact (G) + S_ini
= K1 × | RP_G | + Sini (Expression 10)

  In addition, since the lateral position stimulus amounts Sact (lane) _R and Sact (lane) _L in the lane are values calculated based on the lateral position RP_lane in the lane of the host vehicle, here the magnitude of the risk potential in the left and right direction It is used to determine.

  Thereby, in the high speed region, as shown in FIG. 28, a value obtained by adding the lateral position stimulus amount Sact (lane) or the lateral acceleration stimulus amount Sact (G) in the lane to the physique adjustment amount S_ini is set as the control amount Sact. . Note that only the physique adjustment amount S_ini is generated as the control amount Sact from the side supports 73a and 73b in the opposite direction to the lane marker that the host vehicle is approaching.

  In step S412, the control amounts Sact_R and Sact_L of the left and right side supports 73a and 73b calculated in step S411 are corrected based on the transition pattern determined in step S410. If the vehicle speed region is not switched and the same vehicle speed region continues, the control amount Sact calculated in step S411 is used as it is without correcting the control amount Sact. The method of correcting the transition patterns a to e is the same as that in the second embodiment described above.

  Transition pattern g: When the driver performs a steering operation in a direction to avoid the approach to the lane marker in a state where the degree of approach between the host vehicle and the lane marker is high in the high speed region, the driver performs the steering operation while maintaining the seating posture. The control amount Sact using the lateral acceleration stimulus amount Sact (G) is selected instead of the lateral position stimulus amount Sact (lane) in the lane without time delay.

  An example of temporal changes in the own vehicle speed V, the control amounts Sact_R and Sact_l of the left and right side supports 73a and 73b, and the steering angle Steer when the information presentation based on the lateral position RP_lane in the lane and the information presentation based on the lateral acceleration G are switched in the high speed region. It shows to Fig.29 (a)-(c). FIGS. 30A and 30B show specific examples of actual traveling conditions. As shown in FIG. 30A, when the host vehicle is approaching the right lane marker in the high speed region (V> VM), the in-lane lateral position stimulus amount Sact (lane) _R corresponding to the right lane marker is set as the physique adjustment amount. A value added to S_ini is set as the control amount Sact_R of the right side support 73a.

  When the steering operation in the left direction is started at the time th while the lateral position stimulus amount Sact (lane) _R in the lane is larger than the predetermined value Sact_Ra, the lateral acceleration acting in the right direction, as indicated by the alternate long and short dash line, is shown. A value obtained by adding the lateral acceleration stimulus amount Sact (G) based on G to the physique adjustment amount S_ini is set as the control amount Sact_R of the right side support 73a. The control amount Sact_L of the left side support 73b is set based only on the physique adjustment amount S_ini.

  Thereafter, when the steering operation in the right direction is started at time ti, it corresponds to the transition pattern e. Therefore, until the predetermined time t3 elapses, the control amount obtained by adding the lateral acceleration stimulus amount Sact (G) set immediately before Holds Sact. After the predetermined time t3 has elapsed, as indicated by the solid line, the value obtained by adding the in-lane lateral position stimulus amount Sact (lane) _R corresponding to the right lane marker to the physique adjustment amount S_ini is the control amount Sact_R of the right side support 73a. Is set.

  When the host vehicle is approaching the left lane marker as shown in FIG. 30B, the control amount Sact is calculated in the same manner as when the host vehicle is approaching the right lane marker.

Thus, in the fourth embodiment described above, the following operational effects can be obtained in addition to the effects of the first and second embodiments described above.
The vehicle driving operation assisting device 4 further includes a steering angle sensor 25 that is a means for detecting the steering operation state by the driver, and the controller 52 has the vehicle speed in the high speed region and the risk potential RP_lane is higher than a predetermined value. If it is larger, the risk potential RP_lane or the lateral acceleration G is selected according to the steering operation state, and the movement amount of the seat side portions 73a and 73b is calculated based on the selected value. Specifically, the size of the risk potential RP_lane is judged from the size of the in-lane lateral position stimulus Sact (lane) calculated based on the risk potential RP_lane, and the vehicle is approaching when the risk potential RP_lane is large. When the steering operation is performed in a direction away from a certain lane marker, the control amount Sact is calculated based on the lateral acceleration G. Thus, when the driver is approaching the lane marker and performing a driving operation for avoidance, the control amount Sact based on the lateral acceleration G is calculated to maintain the driver's seating posture. , Stable steering operation can be performed.

  In the fourth embodiment, the lateral position stimulus amount Sact (lane) in the lane is compared with the predetermined values Sact_Ra and Sact_La in order to determine the magnitude of the left-right risk potential RP_lane. It is of course possible to compare with a predetermined value set appropriately.

  In the first to fourth embodiments described above, the control amount Sact is set so that the physique adjustment stimulus amount S_ini is always generated from the low speed region to the high speed region. By generating the physique adjustment stimulus amount S_ini from both the left and right side supports 73a and 73b, the upper body of the driver can be held from both sides. However, the present invention is not limited to this, and the control amount Sact can be calculated based only on the lateral acceleration G or the lateral position RP_lane in the lane in the medium speed region and the high speed region. That is, at least the lateral acceleration G is transmitted in the medium speed region, and at least the in-lane lateral position RP_lane is transmitted in the high speed region.

  In the first to fourth embodiments described above, the lateral distance from the center of the lane to the host vehicle at a position a predetermined distance ahead is used as the left-right risk potential RP_lane. However, the present invention is not limited to this, and a lateral distance from the center of the lane at the current position of the host vehicle or a distance from the lane marker to the center of the host vehicle can be used.

  In the first to fourth embodiments described above, the motor units 711 and 721 built in the seat back portion 73 are used as the side support drive mechanism 70, and the side supports 73a and 73b are driven by the motor units 711 and 721. Information is transmitted by rotating and pressing the driver. However, the present invention is not limited to this. For example, it is possible to adjust the pressing force applied to the driver by incorporating air bags in the side supports 73a and 73b and adjusting the internal pressure of the air bags. In addition to the seat back portion 73, it is possible to generate a pressing force from the left and right side portions of the cushion portion 72.

  The lengths of the predetermined times t0, t1, t2, and t3 are not limited to the values described above, and can be set to values that can promote the driver's recognition of changes in information to be transmitted.

  In the first to fourth embodiments described above, the vehicle speed sensor 15 functions as vehicle speed detection means, the front camera 10 functions as travel condition detection means, and the in-lane lateral position calculation unit 50a performs risk potential calculation means. The lateral acceleration sensor 20 functions as a lateral acceleration detection unit, the side support adjustment switch 30 and the side support adjustment position storage unit 50c function as a physique adjustment unit, an in-lane lateral position stimulation amount calculation unit 50d, a lateral acceleration stimulation amount The calculation unit 50e, the physique adjustment stimulus amount calculation unit 50f, and the control amount calculation unit 50g can function as movement amount calculation means, and the side support drive mechanism 70 can function as seat side drive means. Further, the rudder angle sensor 25 can function as a steering operation detection means. 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. (A) (b) The figure which shows the structure of a side support drive mechanism. The flowchart which shows the process sequence of the driving operation assistance control process for vehicles by 1st Embodiment. The figure explaining the lateral acceleration which acts on the own vehicle. The figure explaining the horizontal position in the lane of the own vehicle. The figure which shows the information transmission content for every vehicle speed area | region. The figure which shows the control amount of the left-right side support in a medium speed area | region. The figure which shows the control amount of the left-right side support in a high-speed area | region. The figure which shows an example of the time change of the own vehicle speed. The figure which shows the relationship between the own vehicle speed and the control amount of a right-and-left side support. The system diagram of the driving assistance device for vehicles by a 2nd embodiment. The figure which shows the information transmission mode according to a vehicle speed area | region, and the transition pattern of each mode. The flowchart which shows the process sequence of the driving operation assistance control process for vehicles by 2nd Embodiment. (A) (b) The figure which shows an example of the time change of the control amount of the own vehicle speed and the right-and-left side support in the transition mode b. (A)-(c) The figure which shows an example of the time change of the own vehicle speed in the transition mode c, the control amount of a left-right side support, and a lateral acceleration. The figure which shows the relationship between the elapsed time after starting information presentation according to a lateral acceleration, and a lateral acceleration stimulus amount coefficient. (A) (b) The figure which shows an example of the time change of the own vehicle speed and the control amount of the right-and-left side support in the transition mode e. The figure which shows the information transmission content for every vehicle speed area | region in 3rd Embodiment. The figure which shows the information transmission mode according to a vehicle speed area | region, and the transition pattern of each mode. The flowchart which shows the process sequence of the driving operation assistance control process for vehicles by 3rd Embodiment. The figure which shows the relationship between the own vehicle speed and the control amount of a right-and-left side support. (A)-(c) The figure which shows an example of the time change of the own vehicle speed in the transition mode f, the control amount of the left-right side support, and a lateral acceleration. The system diagram of the driving assistance device for vehicles by a 4th embodiment. The figure which shows the information transmission content for every vehicle speed area | region. The figure which shows the information transmission mode according to a vehicle speed area | region, and the transition pattern of each mode. The flowchart which shows the process sequence of the driving operation assistance control process for vehicles by 4th Embodiment. The figure which shows the relationship between the own vehicle speed and the control amount of a right-and-left side support. (A)-(c) The figure which shows an example of the time change of the own vehicle speed in the transition mode g, the control amount of a left-right side support, and a steering angle. (A) (b) The figure which shows the specific driving | running | working condition when the own vehicle approaches a right lane marker, and when approaching a left lane marker.

Explanation of symbols

10: Front camera 15: Vehicle speed sensor 20: Lateral acceleration sensor 25: Rudder angle sensors 50, 51, 52: Controller 70: Side support drive mechanism

Claims (10)

Vehicle speed detecting means for detecting the own vehicle speed;
A traveling state detecting means for detecting a relative positional relationship between the own vehicle and the own lane on which the own vehicle travels;
Risk potential calculating means for calculating a risk potential representing the degree of deviation of the host vehicle from the own lane based on the detection result of the traveling state detecting means;
Lateral acceleration detecting means for detecting lateral acceleration acting in the lateral direction of the host vehicle;
Physique adjusting means for adjusting the movement amount of the seat side part of the driver seat according to the physique of the driver;
Based on the vehicle speed detected by the vehicle speed detecting means, the risk potential calculated by the risk potential calculating means, the lateral acceleration detected by the lateral acceleration detecting means, and the adjustment result by the physique adjusting means A moving amount calculating means for calculating a moving amount of the seat side portion based on any one of the following:
A vehicle driving operation assisting device, comprising: a seat side driving unit configured to move the seat side portion in accordance with the moving amount calculated by the moving amount calculating unit. The vehicle driving assistance device according to claim 1,
The movement amount calculating means classifies the own vehicle speed into any one of a low speed area, a medium speed area, and a high speed area, and when the own vehicle speed is in the low speed area, Based on the lateral acceleration when the host vehicle speed is in the medium speed region, and based on the risk potential when the host vehicle speed is in the high speed region. And calculating the amount of movement. The vehicle driving operation assistance device according to claim 2,
When the vehicle speed region of the host vehicle speed changes, the movement amount calculation means calculates the movement amount of the seat side portion according to the changed vehicle speed region after a predetermined time has elapsed. Operation assistance device. The vehicle driving assistance device according to claim 3,
The driving amount assisting device for a vehicle, wherein the movement amount calculating means changes the calculation method of the predetermined time and the movement amount according to a change direction of the vehicle speed region. The vehicle driving operation assistance device according to claim 4,
When the host vehicle speed changes from the low speed region to the medium speed region, the movement amount calculating means holds the movement amount calculated immediately before the change for the predetermined time, and then gradually reduces the movement amount to the lateral acceleration. The vehicle driving operation assisting device is increased to a value corresponding to The vehicle driving operation assistance device according to claim 4,
When the own vehicle speed changes between the medium speed region and the high speed region, the movement amount calculating means holds the movement amount calculated immediately before the change for the predetermined time, and then calculates the movement amount. A driving operation assisting device for a vehicle, wherein the moving amount corresponding to a vehicle speed region after the change is calculated after being temporarily reduced. The vehicle driving operation assistance device according to claim 2,
The movement amount calculating means calculates the movement amount based on the lateral acceleration instead of the risk potential when the host vehicle speed is in the high speed region and the lateral acceleration is larger than a predetermined value. A driving operation assisting device for a vehicle. The vehicle driving operation assistance device according to claim 2,
A steering operation detecting means for detecting a steering operation state by the driver;
When the vehicle speed is in the high speed region and the risk potential is greater than a predetermined value, the movement amount calculation means is configured to detect the risk potential or the risk potential according to the steering operation state detected by the steering operation detection means. A driving operation assisting device for a vehicle, wherein the lateral acceleration is selected and the movement amount is calculated based on the selected value. Detects the vehicle speed,
Based on the relative positional relationship between the host vehicle and the host lane on which the host vehicle travels, a risk potential representing the degree of deviation of the host vehicle from the host lane is calculated.
Detecting lateral acceleration acting in the lateral direction of the host vehicle,
Adjust the amount of movement of the seat side of the driver's seat according to the driver's physique,
Based on the own vehicle speed, based on one of the adjustment results in accordance with the risk potential, the lateral acceleration, and the physique, to calculate the amount of movement of the seat side portion,
A driving operation assisting method for a vehicle, wherein the seat side portion is moved in accordance with the calculated movement amount. Vehicle speed detecting means for detecting the own vehicle speed;
A traveling state detecting means for detecting a relative positional relationship between the own vehicle and the own lane on which the own vehicle travels;
Risk potential calculating means for calculating a risk potential representing the degree of deviation of the host vehicle from the own lane based on the detection result of the traveling state detecting means;
Lateral acceleration detecting means for detecting lateral acceleration acting in the lateral direction of the host vehicle;
Physique adjusting means for adjusting the movement amount of the seat side part of the driver seat according to the physique of the driver;
Based on the vehicle speed detected by the vehicle speed detecting means, the risk potential calculated by the risk potential calculating means, the lateral acceleration detected by the lateral acceleration detecting means, and the adjustment result by the physique adjusting means A moving amount calculating means for calculating a moving amount of the seat side portion based on any one of the following:
A vehicle comprising: a vehicle driving operation assisting device having seat side driving means for moving the seat side portion in accordance with the movement amount calculated by the movement amount calculating means.

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