JP2008260527A - Vehicle operation auxiliary arrangement and vehicle equipped with same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle operation auxiliary arrangement which ends control without delay when a driver ends slowdown operation. <P>SOLUTION: A controller computes risk potential showing an approach degree of own vehicle and a front obstruction, and computes a reaction force control command value of operation reaction force to be generated in an accelerator according to the risk potential. The controller detects an intention of the driver to end the slowdown operation based on operation speed of a brake pedal, and if it is decided that there is the intention to end the slowdown operation, low response compensation which corrects the risk potential, and high response compensation which corrects the reaction force control command value are performed respectively. Weightings for the low response correction and the high response correction are determined based on weighting gain based on brake pedal operation speed. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

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

  As a conventional vehicle driving operation assisting device, a device that detects an inter-vehicle distance from a preceding vehicle and changes an operation force of an accelerator pedal according to the inter-vehicle distance is known (see Patent Document 1). This device increases the operating reaction force of the accelerator pedal as the inter-vehicle distance decreases.

Japanese Patent Laid-Open No. 10-166890

  In a system that controls the reaction force of the accelerator pedal operation based on the risk potential of the host vehicle against obstacles, if there is a difference between the risk potential calculated on the system side due to a delay in the calculation process and the actual driving situation, Reaction force control that does not match the driving situation is performed, and there is a problem that the driver feels uncomfortable.

The vehicle driving assistance device according to the present invention calculates an obstacle detection means for detecting an obstacle existing in front of the host vehicle, and a risk potential of the host vehicle with respect to the obstacle based on a detection result of the obstacle detection means. Based on the risk potential calculation means and the risk potential calculated by the risk potential calculation means, at least one of the operation reaction force generated in the driving operation device for the driver to drive and the braking / driving force generated in the host vehicle A control means for controlling the power, a high response correction means for correcting the force controlled by the control means at the first response speed, and a force controlled by the control means at the second response speed slower than the first response speed. Based on the detection result of the intention detection means, the low response correction means and the low response correction means. And a correction control means for controlling an operating state of the unit.
The method for assisting driving operation of a vehicle according to the present invention detects an obstacle existing ahead of the host vehicle, calculates a risk potential of the host vehicle with respect to the obstacle based on the detection result of the obstacle, and calculates the calculated risk potential. On the basis of controlling at least one of an operation reaction force generated in a driving operation device for driving by the driver and a braking / driving force generated in the host vehicle, and correcting the control force at the first response speed, The control force is corrected at a second response speed slower than the first response speed, the driver's intention to end deceleration is detected, and the first response speed is corrected based on the detection result of the deceleration end intention. The operation state of the correction by the response speed of 2 is controlled.
The vehicle according to the present invention includes an obstacle detection unit that detects an obstacle existing ahead of the host vehicle, and a risk potential calculation unit that calculates a risk potential of the host vehicle with respect to the obstacle based on the detection result of the obstacle detection unit. And a control means for controlling at least one of an operation reaction force generated in a driving operation device for a driver to drive and a braking / driving force generated in the own vehicle based on the risk potential calculated by the risk potential calculation means And a high response correcting means for correcting the force controlled by the control means at the first response speed, and a low response correcting means for correcting the force controlled by the control means at the second response speed slower than the first response speed. And the intention detection means for detecting the driver's intention to end deceleration, and the operating states of the high response correction means and the low response correction means based on the detection result of the intention detection means. Gosuru comprising a driving assist system for a vehicle having a correction control unit.

  A high response correction unit that corrects a control force based on the risk potential of the host vehicle at a first response speed; and a low response correction unit that corrects at a second response speed that is slower than the first response speed. The operating states of the high response correction means and the low response correction means are controlled based on the detection result of the person's intention to end deceleration. This makes it possible to perform correction at a response speed that matches the driver's intention to end deceleration.

<< 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, and FIG. 2 is a configuration diagram of a vehicle on which the vehicle driving assistance device 1 is mounted.

  First, the configuration of the vehicle driving assistance device 1 will be described. The laser radar 10 is attached to a front grill part or a bumper part of the vehicle, and scans the front area of the vehicle by irradiating infrared light pulses in the horizontal direction. The laser radar 10 measures the reflected wave of the infrared light pulse reflected by a plurality of reflectors in front (usually the rear end of the front vehicle), and determines the distance between the plurality of front vehicles from the arrival time of the reflected wave. Detect the distance and its direction. The detected inter-vehicle distance and presence direction are output to the controller 50. In the present embodiment, the presence direction of the front object can be expressed as a relative angle with respect to the host vehicle. The forward area scanned by the laser radar 10 is about ± 6 deg with respect to the front of the host vehicle, and a forward object existing within this range is detected.

  The vehicle speed sensor 30 detects the vehicle speed of the host vehicle by measuring the number of rotations of the wheels and the number of rotations on the output side of the transmission, and outputs the detected host vehicle speed to the controller 50.

  The controller 50 includes a CPU and CPU peripheral components such as a ROM and a RAM, and controls the vehicle driving operation assisting device 1 as a whole. The controller 50 determines the obstacle situation around the own vehicle, for example, the relative distance and relative speed between the own vehicle and each obstacle, from the own vehicle speed inputted from the vehicle speed sensor 30 and the distance information inputted from the laser radar 10. Recognize the running state of objects. The controller 50 calculates a risk potential representing the degree of approach of the host vehicle to each obstacle based on the obstacle situation. Furthermore, the controller 50 performs the following control based on the risk potential for the obstacle.

  The vehicle driving operation assisting device 1 according to the first embodiment assists the driver in accelerating / decelerating the vehicle by controlling the reaction force generated when the accelerator pedal 72 is depressed. It is intended to assist the appropriate driving operation. Therefore, the controller 50 calculates the reaction force control amount in the vehicle front-rear direction based on the risk potential for the obstacle ahead of the host vehicle. The controller 50 outputs the calculated reaction force control amount in the front-rear direction to the accelerator pedal reaction force control device 70.

  The accelerator pedal reaction force control device 70 controls the torque generated by the servo motor 71 incorporated in the link mechanism of the accelerator pedal 72 according to the reaction force control amount output from the controller 50. The servo motor 71 controls the reaction force generated according to the command value from the accelerator pedal reaction force control device 70, and arbitrarily controls the operation reaction force (stepping force) generated when the driver operates the accelerator pedal 72. can do. When the reaction force control by the accelerator pedal reaction force control device 70 is not performed, for example, a spring force of a tension spring (not shown) corresponding to the amount of depression of the accelerator pedal 72 acts as a reaction force. The reaction force characteristic at this time is defined as a normal reaction force characteristic.

  The brake pedal stroke sensor 94 detects the depression amount (operation amount) of the brake pedal 92 and outputs the detected brake pedal operation amount to the controller 50.

  FIG. 3 is a block diagram showing the internal and peripheral configuration of the controller 50. The controller 50 includes, for example, an obstacle recognition unit 51, a risk potential calculation unit 52, a deceleration end intention detection unit 53, a weight calculation unit 54, a first correction unit 55, a filter processing unit 56, an accelerator pedal reaction force, depending on the software form of the CPU. The calculation part 57 and the 2nd correction | amendment part 58 are comprised.

  The obstacle recognition unit 51 recognizes an obstacle situation around the host vehicle based on detection values input from the laser radar 10 and the vehicle speed sensor 30. Based on the obstacle status recognized by the obstacle recognition unit 51, the risk potential calculation unit 52 calculates a risk potential RP that represents the degree of approach of the host vehicle to the obstacle. The deceleration end intention detection unit 53 detects the end intention of the deceleration operation by the driver based on the detection value input from the brake pedal stroke sensor 94. The weighting calculation unit 54 calculates a weighting gain for correction executed by the first correction unit 55 and the second correction unit 58 based on the detection result of the deceleration end intention detection unit 53.

  The first correction unit 55 is a correction unit that changes the end timing of the operation reaction force control based on the intention to end deceleration, and corrects the risk potential calculated by the risk potential calculation unit 52. The filter processing unit 56 performs a filter process on the risk potential corrected by the first correction unit 55. The accelerator pedal reaction force calculation unit 57 calculates a control command value (reaction force control amount) of the accelerator pedal operation reaction force based on the risk potential after the filter process.

  The second correcting unit 58 is a correcting unit that changes the operation reaction force control end timing based on the intention to end deceleration, and corrects the reaction force control command value calculated by the accelerator pedal reaction force calculating unit 58. The reaction force control command value corrected by the second correction unit 58 is output to the accelerator pedal reaction force control device 70.

  Below, the outline | summary of operation | movement of the driving assistance device 1 for vehicles by 1st Embodiment is demonstrated. For example, a situation is assumed in which the host vehicle approaches the preceding vehicle from a distance and then leaves the preceding vehicle again by performing a brake operation. In this case, as shown in FIG. 4A, the risk potential RP starts to decrease at time t1 due to the separation of the host vehicle and the preceding vehicle. The risk potential RP is subjected to filter processing to realize smooth control, and decreases smoothly as shown in FIG. Since an additional reaction force according to the risk potential RP after filtering is applied to the accelerator pedal 72, the acceleration pedal 72 is smoothly reduced as shown in FIG.

  The risk potential RP is calculated using the relative speed between the host vehicle and the preceding vehicle, as will be described later. Therefore, for example, as a relative speed in the direction in which the host vehicle and the preceding vehicle approach each other even though the preceding vehicle is actually separated due to a delay in calculation processing when calculating the relative speed based on the inter-vehicle distance, for example. May be output. In this case, the operation reaction force control does not end despite the risk of approaching the preceding vehicle being reduced, so that the additional reaction force remains applied to the accelerator pedal 72, giving the driver a sense of incongruity. End up.

  Therefore, when the driver is about to end deceleration, correction is made so that the end timing of the reaction force control is advanced. The first correction unit 55 changes the reaction force control end timing by correcting the risk potential RP, and the second correction unit 58 changes the reaction force control end timing by correcting the additional reaction force.

  As shown in FIG. 5A, the first correcting unit 55 corrects the risk potential RP to be small when the driver's intention to end deceleration is detected at time t2. As a result, the risk potential RP after the filtering process is also reduced as shown by the solid line in FIG. 5B, and as a result, the additional reaction force is corrected to be reduced as shown by the solid line in FIG. As described above, the correction by the first correction unit 55 causes a delay from the start of correction of the risk potential RP (time t2) until the additional reaction force is actually corrected, but generates a smooth additional reaction force. Can do. Therefore, the correction in the first correction unit 55 is referred to as low response correction.

  When the driver's intention to end deceleration is detected at time t2, the second correction unit 58 directly corrects the additional reaction force to be small as shown in FIG. The risk potential RP and the filtered risk potential RP gradually decrease as shown in FIGS. 6 (a) and 6 (b). Thus, since the correction by the second correction unit 58 directly corrects the additional reaction force of the risk potential RP, the reaction force control can be quickly terminated, and the effect of the correction is great. Therefore, the correction in the second correction unit 58 is called high response correction.

  In the first embodiment, the weighting gain calculated by the weighting calculation unit 54 determines which of the correction methods of low response correction and high response correction is to be emphasized and to change the reaction force control end timing.

  Below, operation | movement of the driving operation assistance apparatus 1 for vehicles by 1st Embodiment is demonstrated in detail using FIG. FIG. 7 shows a flowchart of the processing procedure of the driving operation assist control processing in the controller 50 of the first embodiment. This processing content is continuously performed at regular intervals, for example, every 50 msec.

  First, the travel state is read in step S100. Here, the traveling state is information regarding the traveling state of the host vehicle including the obstacle state ahead of the host vehicle. Therefore, the inter-vehicle distance X to the front obstacle detected by the laser radar 10 and the existing direction, and the traveling vehicle speed Vh detected by the vehicle speed sensor 30 are read. The brake pedal operation amount SB detected by the brake pedal stroke sensor 94 is also read.

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

  In step S300, a risk potential RP representing the degree of approach of the host vehicle to an obstacle ahead of the host vehicle is calculated. “Risk Potential” means “potential risk / emergency”. In particular, the risk potential increases with the proximity of the vehicle and obstacles around the vehicle. To express. Therefore, it can be said that the risk potential is a physical quantity representing how close the host vehicle and the obstacle are, that is, the degree of approach (the degree of approach) between the host vehicle and the obstacle. Below, the calculation method of risk potential RP is demonstrated.

  As shown in FIG. 8A, it is assumed that a virtual elastic body 300 is provided in front of the host vehicle 100, the virtual elastic body 300 hits the front vehicle 200 and is compressed, and the virtual vehicle 300 is simulated. Consider a model that generates running resistance. Here, the risk potential RP for the obstacle is defined as a repulsive force when the virtual elastic body 300 is compressed by hitting the front vehicle 200 as shown in FIG. A method for calculating the risk potential RP will be described with reference to the flowchart of FIG.

First, in step S301, an allowance time TTC (Time To Contact) between the obstacle in front of the host vehicle recognized in step S200 and the host vehicle is calculated. The allowance time TTC is a physical quantity indicating the current degree of approach of the host vehicle to the obstacle, and when the current traveling state continues, that is, the host vehicle speed Vh and the relative vehicle speed Vr (= the speed of the obstacle−the host vehicle speed) are constant. In this case, the value indicates how many seconds later the inter-vehicle distance X becomes zero and the host vehicle and the obstacle come into contact with each other. Here, the preceding vehicle ahead of the host vehicle will be described as an example of the obstacle. The margin time TTC for the preceding vehicle is obtained by the following (Equation 1).
TTC = −X / Vr (Formula 1)

  It means that the smaller the margin time TTC value, the closer the contact with the obstacle, and the greater the degree of approach to the obstacle. For example, when approaching an obstacle, it is known that most drivers start a deceleration action before the margin time TTC becomes 4 seconds or less. If there is no obstacle ahead of the host vehicle, the margin time TTC is infinite.

In step S302, it is determined whether or not the margin time TTC calculated in step S301 is smaller than the threshold value Th. When the margin time TTC is smaller than a threshold value Th (for example, 10 sec) appropriately set for determining the start of control (TTC <Th), the process proceeds to step S303, and a reference distance representing the length of the virtual elastic body 300 is obtained. L is calculated. The reference distance L is calculated from the following (Expression 2) using the threshold value Th and the relative distance Vr between the host vehicle and the preceding vehicle.
L = Th × Vr (Formula 2)

In step S304, the risk potential RP for the obstacle of the host vehicle is calculated from the following (Equation 3) using the reference distance L calculated in step S303.
RP = K · (L−X) (Formula 3)
Here, K is a spring constant of the virtual elastic body 300. As a result, the risk potential RP increases as the inter-vehicle distance X between the host vehicle and the obstacle decreases and the virtual elastic body 300 is compressed.

  When the negative determination is made in step S302 and the margin time TTC ≧ Th, that is, when the virtual elastic body 300 is not in contact with the preceding vehicle 200 as shown in FIG. It is determined that the risk is low, and the risk potential RP = 0.

  After calculating the risk potential RP in step S300 as described above, the process proceeds to step S400. In step S400, the intention to end the deceleration operation is detected based on the brake pedal operation by the driver. This processing will be described with reference to the flowchart of FIG.

  In step S401, it is determined whether or not the risk potential RP calculated in step S300 is equal to or less than a predetermined value RP1. Here, the predetermined value RP1 is a threshold value for determining whether the degree of approach between the host vehicle and the obstacle is high, for example, RP1 = 0. If RP ≦ RP1, the process proceeds to step S402, and a flag Flg = 0 indicating that there is no intention to end deceleration is set.

  If RP> RP1, the process proceeds to step S403, and the operation speed dB of the brake pedal 92 by the driver is calculated based on the brake pedal operation amount SB read in step S100. For example, the operation speed dB can be calculated by differentiating the brake pedal operation amount SB with time. When the brake pedal 92 is operated in the return direction, the operation speed dB is expressed as a negative value, and when the brake pedal 92 is operated in the depression direction, it is expressed as a positive value.

  In step S404, the brake operation speed dB is compared with a predetermined value -dB1, and it is determined whether or not the brake pedal 92 is being operated in the return direction. The predetermined value -dB1 is a threshold value for determining the driver's intention to end deceleration. Since it is considered that the driver's intention to end the deceleration is stronger as the brake pedal 92 is returned faster, the predetermined value −dB1 is set to −dB1 = −10% / sec, for example.

  When the brake pedal 92 is operated in the return direction at a speed dB higher than the predetermined value −dB1, the process proceeds to step S405, and a flag Flg = 1 indicating that the driver intends to end deceleration is set. When a negative determination is made in step S404, the process proceeds to step S406, where the brake operation speed dB is compared with a predetermined value dB3, and it is determined whether or not the brake pedal 92 is being operated in the depression direction. The predetermined value dB3 is a threshold value for determining the depression operation of the brake pedal 92. For example, dB3 = 10% / sec.

  If dB ≧ dB3, the process proceeds to step S407, and the flag Flg = 0 is set. If a negative determination is made in step S406, it is determined that the brake pedal 92 is being held, and the flag Flg set in the previous cycle is used as it is.

  As described above, after detecting the intention to end deceleration in step S400, the process proceeds to step S500. In step S500, a correction method for correcting the end timing of the operation reaction force control is selected. Specifically, weighting gains for the low-response correction process A performed by the first correction unit 55 and the high-response correction process B performed by the second correction unit 58 are determined based on the brake pedal operation speed dB.

  FIG. 11 shows the relationship between the brake operation speed dB and the weighting gain GainB. As the weighting gain GaindB approaches 1, the high response correction weight increases, and as the weighting gain GaindB approaches 0, the low response correction weight increases (0 ≦ GaindB ≦ 1). Since it is considered that the driver's intention to end deceleration is stronger as the brake pedal 92 is returned faster, the weight gain GainB is increased and the weight of high response correction is increased as the brake operation speed dB is decreased from the predetermined value -dB1. When the brake operation speed dB is smaller than a predetermined value −dB2 (<−dB1), the weighting gain GainB is fixed to 1. The predetermined value −dB2 is a value representing the maximum value of the brake operation speed dB, and is set to, for example, −dB2 = −30% / sec.

  In subsequent step S600, the low-response correction process A in the first correction unit 55 is executed, and the correction value RPhosei of the risk potential RP is calculated. This process will be described with reference to the flowchart of FIG.

  In step S601, it is determined whether or not the driver intends to end deceleration with the flag Flg = 1 set in step S400. If there is an intention to end deceleration, the process proceeds to step S602. In step S602, it is determined whether or not a value (RPhosei−ΔRP) obtained by subtracting a predetermined value ΔRP from the risk potential correction value RPhosei calculated in the previous cycle is equal to or higher than the risk potential RP calculated in step S300.

  When (RPhosei−ΔRP) ≧ RP, the process proceeds to step S603, and the risk potential RP calculated in step S300 is set as the risk potential correction value RPhosei. If (RPhosei−ΔRP) <RP, the process proceeds to step S604, and (RPhosei−ΔRP) is set as a new correction value RPhosei. If it is determined in step S601 that the flag Flg = 0 and there is no intention to end deceleration, the process proceeds to step S605. In step S605, the risk potential RP calculated in step S300 is set as the risk potential correction value RPhosei.

  Thus, after performing the low-response correction process A in step S600, the process proceeds to step S700. In step S700, the risk potential correction value RPhosei calculated in step S600 is filtered. This is a process for preventing the operation reaction force applied to the accelerator pedal 72 from changing more than necessary even when the risk potential RP suddenly changes. Specifically, the risk potential correction value RPhosei is subjected to a filter process by applying a change rate limiter, a low-pass filter, or the like. The risk potential value after filter processing is represented as a risk potential filter value RPfilter.

  In step S800, based on the risk potential filter value RPfilter calculated in step S700, a reaction force control command value FA for the operation reaction force generated by the accelerator pedal 72 is calculated. FIG. 13 shows the relationship between the risk potential filter value RPfilter and the accelerator pedal reaction force control command value FA. As shown in FIG. 13, when the RPfilter is larger than the predetermined minimum value RPmin, the accelerator pedal reaction force control command value FA is calculated so as to generate a larger accelerator pedal reaction force as the RPfilter is larger. When RPfilter is larger than a predetermined maximum value RPmax, the accelerator pedal reaction force control command value FA is fixed to the maximum value FAmax so as to generate the maximum accelerator pedal reaction force.

  In step S900, the high-correction correction process B in the second correction unit 58 is executed, the correction value FAhosei of the reaction force control command value FA is calculated, and the output value for output to the accelerator pedal reaction force control device 70 is further calculated. Calculate FAout. This process will be described with reference to the flowchart of FIG.

  In step S901, it is determined whether or not the driver has an intention to end deceleration with the flag Flg = 1. If there is an intention to end deceleration, the process proceeds to step S902. In step S902, whether or not the value (FAhosei−ΔFA) obtained by subtracting the predetermined value ΔFA from the reaction force control command value correction value FAhosei calculated in the previous cycle is equal to or greater than the reaction force control command value FA calculated in step S800. Determine.

  If (FAhosei−ΔFA) ≧ FA, the process proceeds to step S903, and the reaction force control command value FA calculated in step S800 is set as the reaction force control command value correction value FAhosei. If (FAhosei−ΔFA) <FA, the process proceeds to step S904, and (FAhosei−ΔFA) is set as a new correction value FAhosei. If it is determined in step S901 that the flag Flg = 0 and there is no intention to end deceleration, the process proceeds to step S905. In step S905, the reaction force control command value FA calculated in step S800 is set as the reaction force control command value correction value FAhosei.

In step S906, the reaction force control command value output value is based on the weighting gain GainB calculated in step S500, the reaction force control command value FA calculated in step S800, and the correction value FAhosei calculated in any of steps S903 to S905. Calculate FAout. The output value FAout is calculated from the following (Formula 4).
FAout = (1−GaindB) × FA + GaindB × FAhosei (Formula 4)

  Accordingly, the weight of the correction value FAhosei obtained by directly correcting the reaction force control command value FA increases as the weighting gain GaindB increases, and the weight of the reaction force control command value FA based on the risk potential correction value RPhosei decreases as the weighting gain GaindB decreases. growing. Thus, the output value FAout is calculated as a weighted sum of the reaction force control command value FA and the correction value FAhosei by the high response correction by the low response correction.

  Thus, after performing the correction process B in step S900 and calculating the reaction force control command value output value FAout, the process proceeds to step S1000. In step S1000, the reaction force control command value output value FAout calculated in step S900 is output to the accelerator pedal reaction force control device 70. The accelerator pedal reaction force control device 70 controls an operation reaction force generated in the accelerator pedal 72 in accordance with a command value input from the controller 50. The accelerator pedal 72 generates an operation reaction force obtained by adding an additional reaction force FAout to a normal reaction force characteristic. Thus, the current process is terminated.

  Hereinafter, the operation of the vehicle driving assistance device 1 according to the first embodiment will be described with reference to the drawings. 15 (a) to 15 (f) and FIGS. 16 (a) to 16 (f), the low-response correction and the high-response correction, the inter-vehicle distance X, the relative speed Vr, the deceleration according to the brake operation, the risk potential RP, An example of the time change of risk potential filter value RPfilter and reaction force control command value output value (additional reaction force) FAout is shown.

  First, the low response correction will be described. As shown in FIGS. 15 (a) and 15 (b), when the relative speed Vr is a negative value and the inter-vehicle distance X between the host vehicle and the preceding vehicle decreases, the driver operates the brake pedal, and FIG. ) Decelerates in the host vehicle. When the relative speed Vr approaches 0 as the host vehicle speed decreases, the driver ends the brake pedal operation. Here, when the driver's intention to end deceleration is detected at time t1, the risk potential RP is corrected so as to decrease by a predetermined value ΔRP as shown by a solid line in FIG. Filter processing is performed on the corrected risk potential RPhosei (FIG. 15E), and a reaction force control command value FA is calculated based on the risk potential filter value RPfilter.

  In the case of low response correction with the weighting gain GainB = 0, the reaction force control command value FA based on the risk potential filter value RPfilter is directly calculated as the reaction force control command value output value FAout. Therefore, as indicated by the solid line in FIG. 15F, the output value FAout gradually decreases after detection of the intention to end deceleration.

  Next, the high response correction will be described. As shown in FIGS. 16 (a) and 16 (b), when the relative speed Vr is a negative value and the inter-vehicle distance X between the host vehicle and the preceding vehicle decreases, the driver operates the brake pedal, and FIG. ) Decelerates in the host vehicle. The risk potential RP changes according to the inter-vehicle distance X and the relative speed Vr as shown in FIG. 16 (d), and a filter value RPfilter corresponding to the risk potential RP is calculated as shown in FIG. 16 (e).

  When the driver's intention to end deceleration is detected at time t1, the reaction force control command value FA calculated based on the filter value RPfilter decreases by ΔFA as shown by the solid line in FIG. It is corrected as follows. In the case of high response correction with the weighting gain GainB = 1, the corrected reaction force control command value FAhosei is calculated as the reaction force control command value output value FAout. Therefore, as indicated by the solid line in FIG. 16 (f), the output value FAout decreases rapidly after detecting the intention to end deceleration.

Thus, in the first embodiment described above, the following operational effects can be achieved.
(1) The vehicle driving assistance device 1 detects an obstacle existing ahead of the host vehicle, and based on the detection result of the obstacle, specifically, the distance X and the relative speed Vr between the host vehicle and the obstacle. Based on the above, the risk potential RP of the own vehicle with respect to the obstacle is calculated. And based on the calculated risk potential RP, the operation reaction force which generate | occur | produces in the driving operation apparatus for a driver | operator to drive is controlled. The controller 50 of the vehicle driving operation assisting apparatus 1 includes a second correction unit (high response correction unit) 58 that corrects the force controlled based on the risk potential RP, specifically, the operation reaction force at the first response speed. And a first correction unit (low response correction means) 55 that corrects the operation reaction force at a second response speed that is slower than the first response speed. The controller 50 detects the driver's intention to end deceleration, and controls the operating states of the high response correction means and the low response correction means based on the detection result of the deceleration end intention. Accordingly, the operation reaction force can be corrected in accordance with the driver's intention to end deceleration, and the operation reaction force control can be ended without causing the driver to feel uncomfortable. For example, when the driver finishes the operation of the brake pedal and shifts to the operation of the accelerator pedal 72, it is possible to relieve the state where the reaction force of the accelerator pedal 72 is large and it is difficult to step on.
(2) The second correction unit 58 corrects the operation reaction force calculated based on the risk potential RP. Specifically, the accelerator pedal reaction force control command value FA calculated based on the risk potential filter value RPfilter is directly corrected. As a result, as shown in FIG. 16F, the additional reaction force applied to the accelerator pedal 72 is quickly reduced, and high response correction can be performed. Here, the response speed based on the correction of the high response from when the intention to end deceleration is detected until the operation reaction force decreases is referred to as a first response speed.
(3) The first correction unit 55 corrects the risk potential RP. As a result, the risk potential RP gradually decreases as shown in FIG. Since the additional reaction force of the accelerator pedal 72 is calculated based on the corrected filter value RPfilter of the risk potential RPhosei, it gradually decreases as shown in FIG. Thereby, the low response correction | amendment in which the operation reaction force falls smoothly can be performed. Here, the response speed due to the low response from when the deceleration end intention is detected until the operation reaction force decreases is referred to as a second response speed.
(4) The vehicle driving operation assisting device 1 detects the operation amount SB of the brake pedal 92 by the brake pedal stroke sensor 94, and detects the driver's intention to end deceleration based on the brake pedal operation amount SB. Specifically, it is determined that there is an intention to end deceleration when the operation speed dB when operating the brake pedal 92 in the return direction is faster than a predetermined value −dB1. Thereby, it is possible to accurately determine whether or not the driver is about to finish the deceleration operation by the brake pedal 92.
(5) The controller 50 further includes a weight calculation unit 54 that calculates weights for the correction by the second correction unit 58 and the correction by the first correction unit 55, and based on the weight calculated by the weight calculation unit 54, The operating states of the high response correction by the second correction unit 58 and the low response correction by the first correction unit 55 are controlled. Specifically, the weighted sum of the reaction force control command value FA calculated based on the corrected risk potential RPhosei and the corrected reaction force control command value FAhosei is used as the final reaction force control command value FAout. calculate. As a result, correction can be performed with appropriate weighting applied to the high response correction and the low response correction.
(6) The controller 50 calculates the operation speed dB of the brake pedal 92, and increases the weighting of correction by the high response correction as the brake pedal operation speed dB increases. Specifically, as the operation speed dB in the return direction of the brake pedal 92 is higher, the weighting gain GainB is increased as shown in FIG. When the brake pedal 92 is returned quickly, it is considered that the driver is about to end deceleration promptly, so that the uncomfortable feeling given to the driver can be reduced by quickly ending the operation reaction force control.

-Modification 1 of the first embodiment-
As the host vehicle travels at a lower speed, the control response delay, that is, the reaction force control end timing delay, is greater when the host vehicle and the preceding vehicle are separated. In view of this, the weighting gain GainV is set so that the correction becomes faster as the host vehicle speed Vh is lower.

  FIG. 17 shows the relationship between the host vehicle speed Vh and the weighting gain GainV. As the weighting gain Gainv approaches 1, the high response correction weight increases, and as the weighting gain Gainv approaches 0, the low response correction weight increases (0 ≦ Gainv ≦ 1). As the host vehicle speed Vh becomes smaller than the predetermined value Vh1, the weighting gain GainV is increased to increase the weight of high response correction. When the host vehicle speed Vh becomes smaller than a predetermined value Vh2 (<Vh1), the weighting gain GainV is fixed to 1.

  In the correction process B executed in step S900 of the flowchart of FIG. 7, the controller 50 calculates the reaction force control command value output value FAout using the weighting gain GainV based on the vehicle speed Vh instead of the weighting gain GainB described above. .

  Thus, the weighting of the correction by the high response correction is increased as the host vehicle speed Vh is lower. Specifically, as shown in FIG. 17, the weighting gain GainV is increased as the host vehicle speed Vh decreases. As the host vehicle is traveling at a lower speed, there is a greater sense of incongruity with the delay from the detection of the intention to end deceleration until the end of reaction force control, so the discomfort given to the driver by reducing operation reaction force control quickly is reduced. can do.

-Modification 2 of the first embodiment-
The shorter the inter-vehicle distance X from the preceding vehicle, the greater the sense of discomfort with respect to the control response delay, that is, the reaction force control end timing delay when the host vehicle and the preceding vehicle are separated. Therefore, the weighting gain GainD is set so as to correct the response faster as the inter-vehicle distance X is smaller.

  FIG. 18 shows the relationship between the inter-vehicle distance X and the weighting gain GainD. As the weighting gain GainD approaches 1, the weighting of the high response correction increases, and as the weighting gain GainD approaches 0, the weighting of the low response correction increases (0 ≦ GainD ≦ 1). As the inter-vehicle distance X becomes smaller than the predetermined value X1, the weighting gain GainD is increased to increase the weight of high response correction. When the inter-vehicle distance X is smaller than the predetermined value X2 (<X1), the weighting gain GainD is fixed to 1.

  In the correction process B executed in step S900 of the flowchart of FIG. 7, the controller 50 calculates the reaction force control command value output value FAout using the weighting gain GainD based on the inter-vehicle distance X instead of the weighting gain GaindB described above. .

  As described above, the smaller the inter-vehicle distance X is, the larger the correction weighting by the high response correction is. Specifically, as shown in FIG. 18, the weighting gain GainD is increased as the inter-vehicle distance X becomes smaller. The smaller the inter-vehicle distance X with the obstacle ahead, the greater the uncomfortable feeling of delay from when the intention to end deceleration is detected to the end of the reaction force control, so reducing the uncomfortable feeling given to the driver by quickly ending the operation reaction force control can do.

-Modification 3 of the first embodiment-
The weighting gain GaindVp is set so that correction with a fast response is performed when the preceding vehicle is accelerating and correction with a slow response is performed when the preceding vehicle is decelerating. Below, the calculation method of the weighting gain GaindVp according to acceleration / deceleration dVp of a preceding vehicle is demonstrated using the flowchart of FIG. This process is executed in step S500 of the flowchart of FIG.

  First, in step S501, the acceleration dVp of the preceding vehicle is calculated. The preceding vehicle acceleration dVp is calculated based on, for example, the relative speed Vr between the host vehicle and the preceding vehicle. Alternatively, the acceleration information can be acquired from the preceding vehicle using inter-vehicle communication or the like. In step S502, it is determined whether or not the acceleration dVp calculated in step S501 is greater than 0 and the preceding vehicle is accelerating.

  If the preceding vehicle is accelerating, the process proceeds to step S503, and the weighting gain GaindVp = 1 is set so as to perform a quick response correction. If the preceding vehicle is not accelerating, the process proceeds to step S504, where the weighting gain GaindVp = 0 is set so as to perform a slow response correction.

  In the correction process B executed in step S900 of the flowchart of FIG. 7, the controller 50 calculates the reaction force control command value output value FAout using the weighting gain GaindVp based on the preceding vehicle acceleration dVp instead of the weighting gain GaindB described above. To do. Thereby, either high response correction or low response correction is selected and executed according to whether or not the preceding vehicle is accelerating.

  As described above, the controller 50 calculates the acceleration dVp of the obstacle ahead of the host vehicle, selects the high response correction when the obstacle is accelerating based on the acceleration dVp of the obstacle, and decelerates the obstacle. If so, select low response correction. When the obstacle accelerates and moves away from the vehicle, the reaction force control is immediately terminated. When the obstacle is not accelerated, the reaction force control is terminated gently to give the driver a sense of discomfort. Can be reduced.

<< Second Embodiment >>
Below, the driving operation assistance device for a vehicle according to the second embodiment of the present invention will be described. FIG. 20 shows a system diagram of the vehicle driving assistance device 2 according to the second embodiment. FIG. 21 shows a configuration diagram of a vehicle on which the vehicle driving assist device 2 shown in FIG. 20 is mounted. 20 and 21, the same reference numerals are given to portions having the same functions as those in the first embodiment shown in FIGS. 1 and 2. Here, differences from the above-described first embodiment will be mainly described.

  As shown in FIG. 20, the vehicular driving operation assisting device 2 includes a driving force control device 73 that controls driving force generated in the host vehicle, a braking force control device 93 that controls braking force generated in the host vehicle, and an accelerator. A pedal stroke sensor 74 is further provided. The accelerator pedal stroke sensor 74 is incorporated in the link mechanism of the accelerator pedal 72, detects the depression amount (operation amount) of the accelerator pedal 72, and outputs the detected accelerator pedal operation amount SA to the controller 50A.

  The driving force control device 73 calculates a control command to the engine. FIG. 22 is a block diagram of driving force control in the driving force control device 73. FIG. 23 shows a characteristic map that defines the relationship between the accelerator pedal operation amount SA and the driver required driving force Fda. The driving force control device 73 calculates a driver required driving force Fda according to the accelerator pedal operation amount SA using a map as shown in FIG. Then, the driving force control device 73 calculates a target driving force by adding a driving force correction amount Fa described later to the driver required driving force Fda. The engine controller of the driving force control device 73 calculates a control command to the engine according to the target driving force.

  The braking force control device 93 outputs a brake fluid pressure command. FIG. 24 shows a block diagram of the braking force control in the braking force control device 93. FIG. 25 shows a characteristic map that defines the relationship between the brake pedal operation amount SB and the driver-requested braking force Fdb. The braking force control device 93 calculates a driver required braking force Fdb according to the brake pedal operation amount SB using a map as shown in FIG. Then, the braking force control device 93 calculates a target braking force by adding a braking force correction value Fb described later to the driver requested braking force Fdb. The brake fluid pressure controller of the braking force control device 93 outputs a brake fluid pressure command according to the target braking force. In response to a command from the brake fluid pressure controller, a brake device 95 provided on each wheel operates.

  FIG. 26 is a block diagram showing the internal and peripheral configuration of the controller 50A. The controller 50A includes, for example, an obstacle recognition unit 51, a risk potential calculation unit 52, a deceleration end intention detection unit 53, a weight calculation unit 54, a first correction unit 55, a filter processing unit 56, an accelerator pedal reaction force, depending on the software form of the CPU. A calculation unit 57, a second correction unit 58, a repulsive force calculation unit 59, and a third correction unit 60 are configured.

  The repulsive force calculation unit 60 calculates a repulsive force that serves as a reference when calculating the braking / driving force correction amount based on the risk potential RP. The third correction unit 60 is a correction unit that changes the end timing of the braking / driving force control based on the intention to end deceleration, corrects the repulsive force calculated by the repulsive force calculation unit 59, and based on the corrected repulsive force. A correction amount of the braking / driving force generated in the host vehicle is calculated.

  Even when the braking / driving force control is performed according to the risk potential RP for the obstacle, similar to the first embodiment described above, due to the delay in the calculation processing when calculating the relative speed, the approach of the preceding vehicle is prevented. In some cases, the braking / driving force control does not end despite the reduced risk. In this case, since the deceleration due to the braking / driving force control continues to occur in the own vehicle, the driver feels uncomfortable.

  Therefore, when the driver is about to end deceleration, correction is made so that the end timing of the reaction force control is advanced and the end timing of the braking / driving force control is also advanced as described above. As will be described later, the third correction unit 60 directly corrects the correction amount of the braking / driving force based on the risk potential RP, so that the braking / driving force control can be quickly ended. Therefore, the correction in the third correction unit 60 is referred to as high response correction.

  Below, operation | movement of the driving operation assistance apparatus 2 for vehicles by 2nd Embodiment is demonstrated in detail using FIG. FIG. 27 is a flowchart of a processing procedure of driving assistance control processing in the controller 50A of the second embodiment. This processing content is continuously performed at regular intervals, for example, every 50 msec. The processing in steps S100 to S900 is the same as the processing in the flowchart shown in FIG.

  In step S1050, the repulsive force Fc used when calculating the braking / driving force correction amount is calculated based on the risk potential filter value RPfilter calculated in step S700. Here, the repulsive force Fc can be considered as the repulsive force of the virtual elastic body 300 shown in FIGS. Therefore, the repulsive force Fc is calculated according to the relationship shown in FIG. 28 so that the repulsive force Fc increases as the risk potential filter value RPfilter increases. When the risk potential filter value RPfilter exceeds a predetermined maximum value RPm, the repulsive force Fc is fixed to the maximum value Fcmax.

  In step S1100, the highly responsive correction process C in the third correction unit 60 is executed, the correction value Fchosei of the repulsive force Fc is calculated, and the repulsive force output value Fcout is calculated based on the weighting gain GainB. Further, a driving force correction amount Fa output to the driving force control device 73 and a braking force correction amount Fb output to the braking force control device 93 are calculated based on the repulsive force output value Fcout. This process will be described with reference to the flowchart of FIG.

  In step S1101, the driver request driving force Fda is estimated. The controller 50A stores a map similar to that in FIG. 23, and estimates the driver requested driving force Fda based on the accelerator pedal operation amount SA.

  In step S1102, it is determined whether or not the driver intends to end deceleration with the flag Flg = 1. If there is an intention to end deceleration, the process proceeds to step S1103. In step S1103, it is determined whether or not a value (Fchosei−ΔFc) obtained by subtracting the predetermined value ΔFc from the repulsive force correction value Fchosei calculated in the previous cycle is equal to or larger than the repulsive force Fc calculated in step S1050.

  If (Fchosei−ΔFc) ≧ Fc, the process proceeds to step S1104, and the repulsive force Fc calculated in step S1050 is set as the repulsive force correction value Fchosei. If (Fchosei−ΔFc) <Fc, the process proceeds to step S1105, and (Fchosei−ΔFc) is set as a new correction value Fchosei. If it is determined in step S1102 that the flag Flg = 0 and there is no intention to end deceleration, the process proceeds to step S1106, where the repulsive force Fc calculated in step S1050 is set as the repulsive force correction value Fchosei.

In step S1107, the repulsive force output value Fcout is calculated based on the weighting gain GainB calculated in step S500, the repulsive force Fc calculated in step S1050, and the correction value Fchosei calculated in any of steps S1104 to S1106. The output value Fcout is calculated from the following (Formula 5).
Fcout = (1−GaindB) × Fc + GaindB × Fchosei (Formula 5)

  Accordingly, the weight of the correction value Fchosei obtained by directly correcting the repulsive force Fc increases as the weighting gain GaindB increases, and the weight of the repulsive force Fc based on the risk potential correction value RPhosei increases as the weighting gain GaindB decreases. As described above, the output value Fcout is calculated as a weighted sum of the repulsive force Fc by the low response correction and the correction value Fchosei by the high response correction.

  In subsequent step S1108, the magnitude relationship between the driver required driving force Fda estimated in step S1101 and the repulsive force output value Fcout calculated in step S1107 is compared. If Fda ≧ Fcout, the process advances to step S1109. In step S1109, -Fcout is set as the driving force correction amount Fa, and in step S1110, 0 is set in the braking force correction amount Fb.

  That is, since Fda−Fcout ≧ 0, the positive driving force remains even after the driving force Fda is corrected by the repulsive force output value Fcout. Accordingly, the correction amount can be output only by the driving force control device 73. In this case, the vehicle is in a state where the driving force as expected cannot be obtained even though the driver steps on the accelerator pedal 72. When the corrected driving force is larger than the running resistance, the driver feels that the acceleration is slowed down, and when the corrected driving force is smaller than the running resistance, the driver feels as a decelerating behavior.

  On the other hand, when a negative determination is made in step S1108 and Fda <Fcout, the target correction amount cannot be output only by the driving force control device 73. Accordingly, the process proceeds to step S1111 where -Fda is set as the driving force correction amount Fa, and in step S1112, the shortage of the correction amount (Fcout-Fda) is set as the braking force correction amount Fb. In this case, the driver perceives the deceleration behavior of the vehicle.

  Thus, after performing the correction process C in step S1100 and calculating the braking / driving force correction amount, the process proceeds to step S1200. In step S1200, the accelerator pedal reaction force control command value output value FAout calculated in step S800 is output to the accelerator pedal reaction force control device 70. The accelerator pedal reaction force control device 70 controls the accelerator pedal reaction force according to the command value input from the controller 50A.

  Further, the driving force correction amount Fa and the braking force correction amount Fb calculated in step S1100 are output to the driving force control device 73 and the braking force control device 93, respectively. The driving force control device 73 calculates a target driving force from the driving force correction amount Fa and the required driving force Fda, and controls the engine controller to generate the calculated target driving force. The braking force control device 93 calculates a target braking force from the braking force correction amount Fb and the required braking force Fdb, and controls the brake fluid pressure controller so as to generate the target braking force. Thus, the current process is terminated.

  Hereinafter, the operation of the vehicular driving assistance device 2 according to the second embodiment will be described with reference to the drawings. 30 (a) to 30 (f) and FIGS. 31 (a) to 31 (f), an inter-vehicle distance X, a relative speed Vr, a deceleration generated in the host vehicle, a risk potential RP, in the low response correction and the high response correction. An example of the time change of risk potential filter value RPfilter and reaction force control command value output value (additional reaction force) FAout is shown. Changes over time in the inter-vehicle distance X, the relative speed Vr, the risk potential RP, the risk potential filter value RPfilter, and the reaction force control command value output value FAout are the same as in the first embodiment described above.

  Here, the time change of the deceleration which generate | occur | produces in the own vehicle regarding braking / driving force control is demonstrated. In FIG. 30 (c) and FIG. 31 (c), the deceleration generated by the driver operating the brake pedal is indicated by a one-dot chain line, and the deceleration generated by the braking / driving force control according to the risk potential RP, that is, the repulsive force Fc is shown. Shown in solid line.

  First, the low response correction will be described. As shown in FIG. 30 (c), when the driver's intention to end deceleration is detected at time t1 from the state where the repulsive force Fc corresponding to the risk potential RP and the deceleration due to the brake pedal operation have occurred, FIG. 30 (d) ), The risk potential RP is corrected so as to decrease by a predetermined value ΔRP as indicated by a solid line. The repulsive force Fc is calculated based on the risk potential filter value RPfilter after the filtering process.

  In the case of low response correction with the weighting gain GainB = 0, the repulsive force Fc based on the risk potential filter value RPfilter is directly calculated as the repulsive force output value Fcout. Therefore, as indicated by a solid line in FIG. 30C, the output value Fcout gradually decreases after detection of the intention to end deceleration.

  Next, the high response correction will be described. As shown in FIG. 31 (c), when the driver's intention to end deceleration is detected at time t1 from the state in which the repulsive force Fc according to the risk potential RP and the deceleration due to the brake pedal operation are generated, ), The repulsive force Fc calculated based on the risk potential filter value RPfilter is corrected so as to decrease by ΔFc. In the case of high response correction with the weighting gain Gaind = 1, the corrected repulsive force Fchosei is calculated as the repulsive force output value Fcout. Therefore, as shown by the solid line in FIG. 31C, the repulsive force output value Fcout quickly decreases after detection of the intention to end deceleration.

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 vehicle driving operation assisting device 2 detects an obstacle existing ahead of the host vehicle, and based on the detection result of the obstacle, specifically, the distance X and the relative speed Vr between the host vehicle and the obstacle. Based on the above, the risk potential RP of the own vehicle with respect to the obstacle is calculated. Then, based on the calculated risk potential RP, an operation reaction force generated in the driving operation device for the driver to drive and a braking / driving force generated in the own vehicle are controlled. The controller 50A includes a second correction unit (high response correction means) 58 that corrects the force controlled based on the risk potential RP, specifically, the operation reaction force at the first response speed, and the operation reaction force and braking / driving force. Is corrected at a second response speed that is slower than the first response speed, and a third correction section (high response correction) that corrects the braking / driving force at the first response speed. Means) 60. The controller 50A detects the driver's intention to end deceleration, and controls the operating states of the high response correction means and the low response correction means based on the detection result of the deceleration end intention. As a result, the operation reaction force and the braking / driving force can be corrected in accordance with the driver's intention to end deceleration, and the operation reaction force control and the braking / driving force control can be ended without causing the driver to feel uncomfortable. . For example, it is possible to alleviate a situation in which deceleration due to braking / driving force control continues and occurs in the host vehicle even after the driver finishes operating the brake pedal.

  In the second embodiment described above, the weighting gain can be set based on parameters other than the brake pedal operation speed dB. For example, the repulsive force Fc can be corrected using a weighting gain set based on the host vehicle speed Vh or the inter-vehicle distance X as shown in FIG. Alternatively, the weighting gain GaindVp can be set to 1 or 0 based on the preceding vehicle acceleration dVp.

  In the second embodiment described above, the operation reaction force control and the braking / driving force control are performed based on the risk potential RP. However, the present invention is not limited to this, and only the braking / driving force control based on the risk potential RP is performed. It is also possible to configure so that Alternatively, only the driving force can be controlled based on the risk potential RP. In the first and second embodiments described above, the accelerator pedal 72 is used as the driving operation device, and the operation reaction force generated in the accelerator pedal 72 is controlled. However, the present invention is not limited to this, and it is also possible to use the brake pedal 92 as a driving operation device and control the operation reaction force generated in the brake pedal 92 based on the risk potential RP. Alternatively, the operation reaction force generated in the accelerator pedal 72 and the operation reaction force generated in the brake pedal 92 can be controlled based on the risk potential RP.

  In the first and second embodiments described above, the models shown in FIGS. 8A and 8B are set, and the repulsive force of the virtual elastic body 300 when compressed by a front obstacle is the risk potential RP. Calculated as The repulsive force Fc of the virtual elastic body 300 was calculated using a margin time TTC between the host vehicle and the obstacle. However, the present invention is not limited to this, and it is also possible to calculate the risk potential RP using the inter-vehicle time THW obtained by dividing the own vehicle speed Vh by the inter-vehicle distance X. Alternatively, the risk potential RP can be calculated by combining the margin time TTC and the inter-vehicle time THW. That is, the risk potential RP can be calculated by various methods as long as the degree of approach of the obstacle to the host vehicle can be expressed.

  In the first and second embodiments described above, the driver's intention to end deceleration is detected based on the operation speed dVp of the brake pedal 92. However, the present invention is not limited to this. For example, the operation state of the brake pedal 92, For example, the intention to end deceleration can be estimated based on the amount of operation in the return direction.

  In the first and second embodiments described above, the laser radar 10 functions as an obstacle detection unit, the risk potential calculation unit 52 functions as a risk potential calculation unit, and the controllers 50 and 50A and the accelerator pedal reaction force. The control device 70, the driving force control device 73, and the braking force control device 93 function as control means, the second correction unit 58 and the third correction unit 60 function as high response correction means, and the first correction unit 55 is low. It functions as a response correction unit, the deceleration end intention detection unit 53 functions as an intention detection unit, and the weight calculation unit 54, the first correction unit 55, the second correction unit 58, and the third correction unit 60 function as a correction control unit. be able to. The brake pedal stroke sensor 94 functions as a brake pedal operation amount detection unit, the weight calculation unit 54 functions as a weight calculation unit, the deceleration end intention detection unit 53 functions as a brake pedal operation speed calculation unit, and the vehicle speed sensor 30. Functions as vehicle speed detection means, the laser radar 10 functions as inter-vehicle distance detection means, and the obstacle recognition unit 51 can function as obstacle acceleration calculation means. However, the present invention is not limited thereto, and for example, another type of millimeter wave radar can be used as the obstacle detection means instead of the laser radar 10. 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. The block diagram which shows the internal structure of a controller. (A)-(c) The figure which shows an example of the time change of the risk potential at the time of not performing correction, a risk potential filter value, and an accelerator pedal additional reaction force. (A)-(c) The figure which shows an example of the time change of the risk potential in the case of performing low response correction, a risk potential filter value, and an accelerator pedal additional reaction force. (A)-(c) The figure which shows an example of the time change of the risk potential in the case of performing high response correction, a risk potential filter value, and an accelerator pedal additional reaction force. The flowchart which shows the process sequence of the driving operation assistance control program in 1st Embodiment. (A) (b) The figure explaining the concept of the risk potential of the own vehicle. The flowchart explaining the process sequence of a risk potential calculation process. The flowchart explaining the process sequence of the deceleration end intention detection process. The figure which shows the relationship between brake operation speed and weighting gain. 10 is a flowchart for explaining a processing procedure of correction processing A. The figure which shows the relationship between a risk potential filter value and an accelerator pedal reaction force control command value. 10 is a flowchart for explaining a processing procedure of correction processing B. (A)-(f) The figure which shows an example of the time change of the inter-vehicle distance in a low response correction | amendment, a relative speed, the deceleration which generate | occur | produces in the own vehicle, a risk potential, a risk potential filter value, and an accelerator pedal additional reaction force. (A)-(f) The figure which shows an example of the time change of the inter-vehicle distance in a high response correction, a relative speed, the deceleration which generate | occur | produces in the own vehicle, a risk potential, a risk potential filter value, and an accelerator pedal additional reaction force. The figure which shows the relationship between the own vehicle speed and a weighting gain. The figure which shows the relationship between the distance between vehicles and a weighting gain. The flowchart explaining the process sequence of the correction method selection process based on the acceleration of a preceding vehicle. The system diagram of the driving assistance device for vehicles by a 2nd embodiment. The block diagram of the vehicle carrying the driving operation assistance apparatus for vehicles shown in FIG. The figure explaining the outline | summary of driving force control. The figure which shows the relationship between an accelerator pedal operation amount and a request | requirement driving force. The figure explaining the outline | summary of braking force control. The figure which shows the relationship between the amount of brake pedal operations, and a request | requirement braking force. The block diagram which shows the internal structure of a controller. The flowchart which shows the process sequence of the driving operation assistance control program in 2nd Embodiment. The figure which shows the relationship between a risk potential filter value and a repulsive force. 9 is a flowchart for explaining a processing procedure of correction processing C. (A)-(f) The figure which shows an example of the time change of the inter-vehicle distance in a low response correction | amendment, a relative speed, the deceleration which generate | occur | produces in the own vehicle, a risk potential, a risk potential filter value, and an accelerator pedal additional reaction force. (A)-(f) The figure which shows an example of the time change of the inter-vehicle distance in a high response correction, a relative speed, the deceleration which generate | occur | produces in the own vehicle, a risk potential, a risk potential filter value, and an accelerator pedal additional reaction force.

Explanation of symbols

10: laser radar, 30: vehicle speed sensor, 50, 50A: controller, 70: accelerator pedal reaction force control device, 73: driving force control device, 74: accelerator pedal stroke sensor, 93: braking force control device, 94: brake pedal Stroke sensor

Claims (11)

Obstacle detection means for detecting obstacles existing in front of the host vehicle;
Risk potential calculation means for calculating the risk potential of the host vehicle for the obstacle based on the detection result of the obstacle detection means;
Based on the risk potential calculated by the risk potential calculation means, at least one of an operation reaction force generated in a driving operation device for a driver to drive and a braking / driving force generated in the host vehicle is controlled. Control means;
High response correction means for correcting the force controlled by the control means at a first response speed;
Low response correction means for correcting the force controlled by the control means at a second response speed slower than the first response speed;
Intention detection means for detecting the driver's intention to end deceleration;
A vehicular driving operation assistance device comprising: a high response correction unit and a correction control unit that controls an operating state of the low response correction unit based on a detection result of the intention detection unit. The vehicle driving assistance device according to claim 1,
The high response correcting means corrects at least one of the operation reaction force and the braking / driving force calculated based on the risk potential. In the driving assistance device for vehicles according to claim 1 or 2,
The low-response correction means corrects the risk potential calculated by the risk potential calculation means. In the driving assistance device for vehicles according to any one of claims 1 to 3,
Brake pedal operation amount detection means for detecting the operation amount of the brake pedal is further provided,
The vehicular driving operation assisting device, wherein the intention detecting means detects the intention to end deceleration based on a brake pedal operation amount detected by the brake pedal operation amount detection means. In the driving assistance device for vehicles according to any one of claims 1 to 4,
A weight calculation means for calculating a weight for correction by the high response correction means and correction by the low response correction means;
The vehicular driving operation assisting apparatus, wherein the correction control unit controls an operating state of the high response correction unit and the low response correction unit based on the weight calculated by the weight calculation unit. The vehicle driving assistance device according to claim 5,
Brake pedal operation speed calculation means for calculating the brake pedal operation speed is further provided,
The vehicle weighting operation assisting device, wherein the weighting calculating means increases the weighting of correction by the high response correcting means as the brake pedal operating speed calculated by the brake pedal operating speed calculating means increases. The vehicle driving assistance device according to claim 5,
It further comprises vehicle speed detecting means for detecting the own vehicle speed,
The weighting calculating means increases the weighting of correction by the high response correcting means as the host vehicle speed detected by the vehicle speed detecting means is lower. The vehicle driving assistance device according to claim 5,
An inter-vehicle distance detecting means for detecting an inter-vehicle distance between the host vehicle and the obstacle;
The vehicle weighting calculation assisting device according to claim 1, wherein the weighting calculating means increases the weighting of the correction by the high response correcting means as the intervehicular distance detected by the intervehicular distance detecting means is smaller. In the driving assistance device for vehicles according to any one of claims 1 to 4,
An obstacle acceleration calculating means for calculating the acceleration of the obstacle;
The correction control means selects correction by the high response correction means when the obstacle is accelerating based on the calculation result of the obstacle acceleration calculation means, and when the obstacle is decelerating. A vehicle driving operation assisting device that selects correction by the low response correcting means. Detect obstacles in front of your vehicle,
Based on the detection result of the obstacle, the risk potential of the host vehicle for the obstacle is calculated,
Based on the calculated risk potential, control at least one of an operation reaction force generated in a driving operation device for a driver to drive and a braking / driving force generated in the host vehicle,
The force to be controlled is corrected with the first response speed,
Correcting the control force with a second response speed that is slower than the first response speed;
Detects the driver's intention to end deceleration,
A driving operation assistance method for a vehicle, comprising: controlling an operation state of the correction based on the first response speed and the correction based on the second response speed based on the detection result of the intention to end deceleration. Obstacle detection means for detecting obstacles existing in front of the host vehicle;
Risk potential calculation means for calculating the risk potential of the host vehicle for the obstacle based on the detection result of the obstacle detection means;
Based on the risk potential calculated by the risk potential calculation means, at least one of an operation reaction force generated in a driving operation device for a driver to drive and a braking / driving force generated in the host vehicle is controlled. Control means;
High response correction means for correcting the force controlled by the control means at a first response speed;
Low response correction means for correcting the force controlled by the control means at a second response speed slower than the first response speed;
Intention detection means for detecting the driver's intention to end deceleration;
A vehicle comprising: a vehicle driving assistance device having a high response correction unit and a correction control unit that controls an operating state of the low response correction unit based on a detection result of the intention detection unit.

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