JP3948463B2 - VEHICLE DRIVE OPERATION ASSISTANCE DEVICE AND VEHICLE HAVING VEHICLE DRIVE OPERATION ASSISTANCE DEVICE - Google Patents

Description

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

  A conventional vehicle driving assist device controls an operation reaction force generated in an accelerator pedal according to the degree of approach with a preceding vehicle (see, for example, Patent Document 1). When the environment surrounding the host vehicle changes discontinuously, this device generates an additional reaction force on the accelerator pedal to notify the driver of the situation change.

Prior art documents related to the present invention include the following.

JP 2003-246226 A

  The conventional device as described above can inform the driver of the information when the environment changes discontinuously, for example, when another vehicle interrupts between the host vehicle and the preceding vehicle. However, when the vehicle approaches the preceding vehicle, the risk and deceleration pattern felt by the driver differ between when the preceding vehicle is running and when it is stopped. It is desired to provide information on the above and prompt the driver to perform an appropriate deceleration operation.

The vehicle driving assistance device according to the present invention calculates the risk potential around the host vehicle based on the situation recognition means for detecting the vehicle state of the host vehicle and the traveling environment around the host vehicle, and the detection result of the situation recognition means. Based on the risk potential calculation means, the risk potential calculation means, the operation reaction force calculation means for calculating the operation reaction force generated in the driving operation device, and the operation calculated by the operation reaction force calculation means An operation reaction force generating means for generating a reaction force, an obstacle state notifying means for informing the driver of the state of the preceding vehicle ahead of the host vehicle detected by the situation recognition means, and a deceleration for detecting a current deceleration pattern by the driver When the pattern detection means and the preceding vehicle are stopped, or the vehicle is traveling at a vehicle speed below a predetermined value determined to be stopped In this case, the deceleration pattern comparison means for comparing the current deceleration pattern detected by the deceleration pattern detection means with a deceleration pattern model set in advance as the deceleration pattern of the host vehicle when the preceding vehicle stops, and the preceding vehicle stops. When the vehicle is traveling at a vehicle speed equal to or less than a predetermined value that is determined to be stopped, the deceleration pattern comparison means determines that the current deceleration pattern does not match the deceleration pattern model. And an operation reaction force correcting means for correcting an operation reaction force based on the risk potential so as to assist the deceleration operation .

  By notifying the state of the preceding vehicle together with the risk potential around the own vehicle, it is possible to prompt the driver to perform an appropriate driving operation according to the state of the preceding vehicle while recognizing the situation around the own vehicle.

<< First Embodiment >>
FIG. 1 is a system diagram showing a configuration of a vehicle driving assistance device 1 according to the first embodiment of the present invention, and FIG. 2 is a configuration diagram of a vehicle on which the vehicle driving assistance device 1 is mounted. .

  First, the configuration of the vehicle driving assistance device 1 will be described. The laser radar 10 is attached to a front grill part or a bumper part of the vehicle, and scans the front area of the host 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 preceding vehicle), and determines the inter-vehicle distance to the preceding vehicle from the arrival time of the reflected wave. Detect relative speed. The detected inter-vehicle distance and relative speed are output to the controller 50. The forward area scanned by the laser radar 10 is about ± 6 deg with respect to the front of the host vehicle, and a forward object existing within this range is detected.

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

  The controller 50 includes a CPU and CPU peripheral components such as a ROM and a RAM, and performs overall control of the vehicle driving assistance device 1. The controller 50 calculates the risk potential around the host vehicle from signals such as the host vehicle speed, the inter-vehicle distance, and the relative speed input from the vehicle speed sensor 20 and the laser radar 10. Then, a reaction force command value for the operation reaction force generated in the accelerator pedal 80 is calculated based on the risk potential, and the reaction force command value is output to the accelerator pedal reaction force control device 60. The calculation of the risk potential and the accelerator pedal reaction force control by the controller 50 will be described later.

  The accelerator pedal reaction force control device 60 controls the accelerator pedal operation reaction force according to a command value from the controller 50. As shown in FIG. 3, the accelerator pedal 80 is connected to a servo motor 70 and an accelerator pedal stroke sensor 71 via a link mechanism. The servo motor 70 controls the torque and the rotation angle in accordance with a command from the accelerator pedal reaction force control device 60, and arbitrarily controls the operation reaction force generated when the driver operates the accelerator pedal 80. The accelerator pedal stroke sensor 71 detects the stroke amount (depression amount) S of the accelerator pedal 80 converted into the rotation angle of the servo motor 70 via the link mechanism.

  The normal accelerator pedal reaction force characteristic Fi when the accelerator pedal reaction force control is not performed is set, for example, such that the accelerator pedal reaction force increases linearly as the stroke amount S increases as shown in FIG. . The normal accelerator pedal reaction force characteristic Fi can be realized by a spring force of a torsion spring (not shown) provided at the center of rotation of the accelerator pedal 80, for example.

Next, the operation of the vehicle driving assistance device 1 according to the first embodiment of the present invention will be described. First, the outline will be described below.
The controller 50 calculates a risk potential RP around the host vehicle based on the obstacle situation around the host vehicle, and causes the accelerator pedal 80 to generate an operation reaction force F corresponding to the calculated risk potential RP. Here, the risk potential RP is calculated based on a relative relationship between the host vehicle and a preceding vehicle existing ahead of the host vehicle, such as an inter-vehicle distance and a relative speed. By generating the operation reaction force F corresponding to the risk potential RP, the driver can be informed of the risk of how close the host vehicle is to the preceding vehicle via the accelerator pedal 80.

  By the way, in the situation where the host vehicle approaches the preceding vehicle, the deceleration pattern of the host vehicle differs between when the preceding vehicle is traveling and when the preceding vehicle is stopped. FIGS. 5A to 5C show examples of the deceleration pattern of the host vehicle when the host vehicle approaches the preceding vehicle. FIGS. 5A and 5B show time-series changes in the inter-vehicle distance D and the relative speed Vr, respectively, and FIG. 5C shows the relative speed Vr between the host vehicle and the preceding vehicle (= own vehicle speed Va−preceding vehicle speed Vf). ) And the inter-vehicle distance D. 5A to 5C, the deceleration pattern when the preceding vehicle is stopped is indicated by a solid line, and the deceleration pattern when the preceding vehicle is traveling is indicated by a broken line.

  As shown in FIGS. 5A and 5B, when the preceding vehicle is stopped, the host vehicle is decelerated from an early stage, and the relative speed Vr is decreased to gradually reduce the inter-vehicle distance D. On the other hand, when the preceding vehicle is running, the timing of deceleration is slower than when the preceding vehicle is stopped, the relative speed Vr decreases later, and the inter-vehicle distance D becomes smaller from an early stage. Therefore, the inter-vehicle distance D is adjusted to a desired distance after approaching the preceding vehicle. That is, as shown in FIG. 5C, when the preceding vehicle is stopped, the host vehicle must also be stopped, so that the driver tends to gradually decelerate to stop before the preceding vehicle. . On the other hand, when the preceding vehicle is traveling, the vehicle speed Va tends to be adjusted after approaching the preceding vehicle, and the desired inter-vehicle distance D tends to be realized.

  However, it is relatively difficult for the driver of the own vehicle to clearly determine whether the preceding vehicle is stopped or traveling, and even if the driver determines that the preceding vehicle is traveling, Actually, the preceding vehicle may be stopped. In this case, since the driver thinks that the preceding vehicle is traveling, the vehicle decelerates with a deceleration pattern as shown by a broken line in FIG. Then, assuming that the preceding vehicle stops when the inter-vehicle distance D decreases to D1, the relative speed Vr at this time is much higher than the relative speed Vr based on the deceleration pattern when the preceding vehicle stops. That is, even if the inter-vehicle distance D with the preceding vehicle is the same, the relative speed Vr is completely different, and the driver notices the gap and feels tired.

  Therefore, in the first embodiment of the present invention, the risk potential RP for the preceding vehicle is notified via the accelerator pedal 80, and when the preceding vehicle is stopped, the information is also notified to perform an appropriate deceleration operation. To the driver.

  Below, operation | movement of the driving operation assistance apparatus 1 for vehicles by 1st Embodiment is demonstrated in detail using FIG. FIG. 6 is a flowchart showing the processing procedure of the driving operation assistance control program in the controller 50. This processing content is continuously performed at regular intervals (for example, 50 msec).

  In step S110, the host vehicle and the traveling state around the vehicle are read from the laser radar 10 and the vehicle speed sensor 20. Specifically, the host vehicle speed Va, the inter-vehicle distance D and the relative speed Vr between the host vehicle and the preceding vehicle are read. The relative speed Vr is expressed as (own vehicle speed Va−preceding vehicle speed Vf). The preceding vehicle speed Vf can be obtained from the relative speed Vr and the host vehicle speed Va. Alternatively, the traveling vehicle speed of the preceding person can be directly obtained using inter-vehicle communication or the like.

In step S120, an allowance time TTC and an inter-vehicle time THW for the preceding vehicle are calculated based on the running state data read in step S110.
The margin time TTC is a physical quantity indicating the current degree of proximity of the host vehicle with respect to the preceding vehicle. In the allowance time TTC, when the current traveling state continues, that is, when the own vehicle speed Va, the preceding vehicle speed Vf, and the relative vehicle speed Vr are constant, the inter-vehicle distance D becomes zero and the own vehicle and the preceding vehicle come into contact with each other. It is a value indicating The margin time TTC is obtained by the following (Equation 1).
TTC = D / Vr (Formula 1)

  The smaller the margin time TTC value, the closer the contact with the preceding vehicle, and the greater the degree of approach to the preceding vehicle. For example, when approaching a preceding vehicle, it is known that most drivers start a deceleration action before the margin time TTC becomes 4 seconds or less.

The inter-vehicle time THW is an effect when it is assumed that the degree of influence on the margin time TTC due to a change in the vehicle speed of the assumed vehicle ahead, that is, the relative vehicle speed Vr changes when the host vehicle is following the preceding vehicle. It is a physical quantity indicating the degree. The inter-vehicle time THW is expressed by the following (Formula 2).
THW = D / Va (Formula 2)

  The inter-vehicle time THW is obtained by dividing the inter-vehicle distance D by the own vehicle speed Va, and indicates the time until the own vehicle reaches the current position of the preceding vehicle. The greater the inter-vehicle time THW, the smaller the predicted influence level with respect to the surrounding environmental changes. That is, when the inter-vehicle time THW is large, even if the vehicle speed of the preceding vehicle changes in the future, the degree of approach to the preceding vehicle is not greatly affected, and the margin time TTC does not change so much. When the own vehicle follows the preceding vehicle and the own vehicle speed Va = the preceding vehicle speed Vf, the inter-vehicle time THW can be calculated using the preceding vehicle speed Vf instead of the own vehicle speed Va in (Equation 2).

In step S130, the risk potential RP for the preceding vehicle is calculated using the margin time TTC and the inter-vehicle time THW calculated in step S120. The risk potential RP for the preceding vehicle is calculated using the following (Equation 3).
RP = a / THW + b / TTC (Formula 3)
Here, a and b are constants for appropriately weighting the inter-vehicle time THW and the margin time TTC, and appropriate values are set in advance. The constants a and b are set to, for example, a = 1 and b = 8 (a <b).

  In subsequent step S140, it is determined whether or not the preceding vehicle is stopped. Specifically, when the preceding vehicle speed Vf = 0 and when the preceding vehicle is traveling at an extremely low speed equal to or less than a predetermined value Vw (for example, 10 km / h) that can be determined to be stopped, the preceding vehicle stops. Judge that Therefore, it is determined whether the preceding vehicle speed Vf is equal to or lower than a predetermined value Vw. When a negative determination is made in step S140 and the host vehicle is traveling at a speed exceeding 10 km / h, the process proceeds to step S160.

  In step S160, an accelerator pedal reaction force command value Fa corresponding to the risk potential RP calculated in step S130 is calculated. FIG. 7 shows an example of the relationship between the risk potential RP and the accelerator pedal reaction force command value Fa. As shown in FIG. 7, the reaction force command value Fa increases as the risk potential RP increases. The controller 50 calculates the accelerator pedal reaction force command value Fa according to the relationship shown in FIG.

  In the subsequent step S180, the accelerator pedal reaction force command value Fa calculated in step S160 is output to the accelerator pedal reaction force control device 60. In response to a command from the controller 50, the accelerator pedal reaction force control device 60 generates an accelerator pedal reaction force F obtained by adding a reaction force command value Fa to a normal reaction force characteristic Fi as shown in FIG. The servo motor 70 is controlled. Thus, when the preceding vehicle is traveling at a speed exceeding the predetermined value, the accelerator pedal reaction force F corresponding to the risk potential RP is generated, and the risk for the preceding vehicle is transmitted to the driver.

  On the other hand, if it is determined in step S140 that the preceding vehicle speed Vf is equal to or lower than the predetermined value Vw, the process proceeds to step S150. In step S150, it is determined whether or not the host vehicle is approaching the preceding vehicle. Specifically, it is determined whether or not the relative speed Vr between the host vehicle and the preceding vehicle is a positive value. If the determination in step S150 is affirmative and the host vehicle is approaching the preceding vehicle, the process proceeds to step S170.

  In step S170, processing for presenting information to the driver that the preceding vehicle is stopped is performed. The processing performed here will be described with reference to the flowchart of FIG. First, in step S172, it is determined whether or not the risk potential RP calculated in step S130 is a predetermined value RPw. The predetermined value RPw is set to 1, for example. If a positive determination is made in step S172, the process proceeds to step S174.

  In step S174, the driver is informed that the preceding vehicle is stopped. Specifically, an additional reaction force dF that causes the accelerator pedal 80 to change temporarily is set. The additional reaction force dF is, for example, a pulsed reaction force. Appropriate values are set in advance for the magnitude and generation period of the additional reaction force dF. In the subsequent step S176, a reaction force command value Fa corresponding to the risk potential RP is calculated according to the relationship shown in FIG. In this case, the reaction force command value Fa to which the additional reaction force dF set in step S174 is added is calculated. On the other hand, if a negative determination is made in step S172, the process proceeds to step S176 without setting the additional reaction force dF, and a reaction force command value Fa corresponding to the risk potential RP is calculated.

FIG. 9 shows the relationship between the risk potential RP and the accelerator pedal reaction force command value to which the additional reaction force dF is added. In step S174 described above, the reaction force dF is set to be generated when the risk potential RP is the predetermined value RPw = 1. However, as shown in FIG. 9 , it is also possible to generate the additional reaction force dF with the risk potential RP = 1, and then generate the additional reaction force dF again when the risk potential RP further increases. In the example shown in FIG. 9 , the additional reaction force dF is generated again when the risk potential RP = 1.5.

  As described above, when the host vehicle approaches the preceding vehicle when the vehicle speed Vf of the preceding vehicle is equal to or lower than the predetermined value Vw, the pulse pedal is applied to the accelerator pedal 80 when the risk potential RP increases to the predetermined value RPw. A force dF is generated. Thereby, it is possible to inform the driver that the preceding vehicle is almost stopped.

  Thus, after performing the information presentation processing of the preceding vehicle stop in step S170, the process proceeds to step S180, and the accelerator pedal reaction force command value Fa calculated in step S176 is output to the accelerator pedal reaction force control device 60. The driver can recognize the risk potential RP for the preceding vehicle by the operation reaction force generated in the accelerator pedal 80, and can recognize that the preceding vehicle is stopped by the additional reaction force dF. Thereby, when approaching the preceding vehicle in the deceleration pattern at the time of traveling of the preceding vehicle as shown by the broken line in FIGS. 5A to 5C, it is notified that the preceding vehicle has stopped, and from an early stage. That is, before the driver notices the difference in the relative speed Vr and cares, the driver can shift to the deceleration pattern when the preceding vehicle is stopped as indicated by the solid line, and can perform an appropriate deceleration operation.

-Modification of the first embodiment-
FIG. 10 shows a block diagram of a configuration of the vehicle driving assistance device 2 according to a modification of the first embodiment. As shown in FIG. 10, the vehicle driving assistance device 2 is different from the vehicle driving assistance device 1 shown in FIG. 1 in that the brake pedal reaction force control device 100, the display device 110, the alarm buzzer 120, and the seat. A shape changing mechanism 130 is further provided. In FIG. 10, components having the same functions as those in FIG. 1 are denoted by the same reference numerals. Further, the servo motor 70 and the like connected to the accelerator pedal reaction force control device 60 are omitted for simplicity.

  Although not shown, the brake pedal reaction force control device 100 includes a servo motor incorporated in a brake pedal link mechanism. The brake pedal reaction force control device 100 controls the torque generated by the servo motor in response to a command from the controller 51, and can arbitrarily control the operation reaction force generated when the driver operates the brake pedal. . In this case, the reaction force of the brake pedal is controlled by the servo motor. However, the present invention is not limited to this. For example, the brake assist force can be generated using hydraulic pressure by computer control.

  The display device 110 includes, for example, a display monitor (not shown) provided on the instrument panel, and can display various information output from the controller 51. For example, a display monitor of a navigation system can be used. The alarm buzzer 120 generates an alarm sound in response to a command from the controller 51.

  The seat shape changing mechanism 130 changes the seat shape of the driver's seat in response to a command from the controller 50. FIG. 11 illustrates a configuration of a driver seat 131 that is mounted on a vehicle including the vehicle driving operation assisting device 2 and whose shape is controlled by the seat shape changing mechanism 130. As shown in FIG. 11, the seat 131 includes a cushion part 132, a backrest part 133, and a headrest (not shown). The cushion part 132 and the backrest part 133 cover the frames 132a and 133a with urethane pads (not shown), respectively. Further, a sub frame 132 b is attached to the frame 132 a of the cushion portion 132 at a position corresponding to the front end portion of the cushion portion 132.

  The seat shape changing mechanism 130 includes a motor unit 132 c that rotates the sub-frame 132 b of the cushion portion 132. The rotational torque of the motor unit 132c attached to the cushion portion 132 is transmitted to the subframe 132b via the torque cable 132d, and rotates the subframe 132b around the front end portion of the frame 132a. The seat shape changing mechanism 130 controls the motor unit 132c according to a command from the controller 51, and rotates the front end portion of the cushion portion 132 so as to press against the driver or away from the driver.

  In the vehicle driving assistance device 1 described above, the driver is notified that the preceding vehicle is stopped by causing the accelerator pedal 80 to generate a pulsed additional reaction force dF. However, when it is detected that the preceding vehicle is stopped, visual information (for example, display), auditory information (for example, alarm sound), and tactile information (for example, vibration or It is also possible to use (change in sheet shape). An example of another means for presenting information on the preceding vehicle stop will be described below.

1. Vibration is generated in the accelerator pedal 80.
2. A pulsed additional reaction force is generated in a brake pedal (not shown).
3. Vibration is generated in a brake pedal (not shown).
4). Display an image or a lamp.
5). An alarm sound is generated.
6). Change the seat shape of the driver's seat.

  For the above 1, the accelerator pedal reaction force control device 60 controls the servo motor 70 to vibrate the accelerator pedal 80 at a predetermined cycle and amplitude when the risk potential RP reaches a predetermined value RPw when approaching a stopped preceding vehicle. Is generated. Regarding the above 2 or 3, the brake pedal reaction force control device 100 causes the brake pedal to generate a pulse-shaped additional reaction force or vibration in the same manner as in the case of the accelerator pedal 80 described above. However, when the deceleration operation is performed by the brake pedal, it is considered that the risk potential RP for the preceding vehicle is increased as compared with the case where the accelerator pedal 80 is operated. Therefore, when the additional reaction force or vibration is generated in the brake pedal, the predetermined value RPw of the risk potential RP is set to a larger value than in the case where the additional force or vibration is generated in the accelerator pedal 80.

  An example in which an image is displayed on the display monitor of the display device 110 with respect to the above 4 and 5 is shown in FIGS. When the preceding vehicle is detected by the laser radar 10 and the preceding vehicle is traveling, an image of the rear portion of the preceding vehicle is output to the display monitor as shown in FIG. Then, when it is detected that the preceding vehicle is stopped when the host vehicle is approaching the preceding vehicle, an image of the preceding vehicle is turned on as shown in FIG. At the same time, an alarm sound can be generated by the alarm buzzer 120.

  When approaching a stopped preceding vehicle, an alarm sound is generated only when the risk potential RP becomes a predetermined value RPw, and continues while the preceding vehicle stops after reaching the predetermined value RPw or more. If the setting is made so that the image on the display monitor is turned on, the information can be reliably transmitted without bothering the driver. In addition, when the stop of the preceding vehicle is detected, if the information can be notified to the driver, the color of the image on the display monitor can be changed.

  With respect to the above 6, when the seat potential changing mechanism 130 approaches the stopped preceding vehicle and the risk potential RP reaches the predetermined value RPw, the seat shape changing mechanism 130 controls the motor unit 132c to rotate the subframe 132b to the driver side, The front end portion of the portion 132 is pressed against the driver. Alternatively, it is also possible to apply vibration by rotating the subframe 132b in small increments.

  Thus, in addition to the accelerator pedal 80, the brake pedal, the display, the alarm sound, and the seat 131 are used, so that even if the driver removes his / her foot from the accelerator pedal 80, the preceding vehicle is stopped. The information can be surely notified to the driver, and an appropriate deceleration pattern can be promoted. Of course, it is possible to notify the driver that the preceding vehicle is stopped by appropriately combining any of these means without using all these means.

  Hereinafter, the operation of the above-described first embodiment and its modification will be described with reference to FIGS. FIGS. 13A to 13C show an example of the relationship (deceleration pattern) between the relative speed Vr and the inter-vehicle distance D when the host vehicle approaches the preceding vehicle. 13A to 13D, the deceleration pattern when the preceding vehicle is stopped is indicated by a solid line, and the deceleration pattern when the preceding vehicle is traveling is indicated by a broken line. FIG. 13A shows a conceptual diagram of a deceleration pattern when the host vehicle approaches the preceding vehicle, similarly to FIG. 5C described above.

  As shown in FIG. 13B, it is assumed that the driver releases the accelerator pedal 80 when the inter-vehicle distance D is D2 (> D1). When the driver recognizes that the preceding vehicle is stopped, the vehicle quickly decelerates and stops before the preceding vehicle as shown by the solid line. On the other hand, when the driver determines that the vehicle is traveling even though the preceding vehicle is stopped, the vehicle approaches the preceding vehicle more and more after the accelerator pedal 80 is released. Then, when it is recognized that the preceding vehicle is stopped when the inter-vehicle distance D is reduced to D1, the difference between the relative speed Vr and the deceleration pattern when the preceding vehicle is stopped is noticed.

  Therefore, as described above, when the preceding vehicle is stopped, the information is presented to the driver so that the preceding vehicle is stopped when the preceding vehicle is stopped as indicated by the solid line from the deceleration pattern when the preceding vehicle is traveling as indicated by the broken line. It can be prompted to shift to a deceleration pattern. For example, when the driver releases the accelerator pedal 80 and information on stopping the preceding vehicle is transmitted by the above methods 2 to 6, the information is transmitted as shown by a one-dot chain line in FIG. The deceleration pattern immediately shifts to the deceleration pattern when stopped. In addition, when the information on stopping the preceding vehicle is transmitted before the accelerator pedal 80 is released, it is possible to realize a deceleration pattern when the preceding vehicle stops as shown by a solid line in FIG.

As described above, the following effects can be achieved in the first embodiment described above.
(1) The controller 50 calculates the risk potential RP around the host vehicle based on the vehicle state of the host vehicle and the traveling environment around the host vehicle, and is generated in the accelerator pedal 80 that is a driving operation device based on the risk potential RP. A reaction force command value Fa for the operation reaction force is calculated. Then, the accelerator pedal reaction force command value Fa is output to the accelerator pedal reaction force control device 60, and the accelerator pedal reaction force control according to the risk potential RP is performed. Further, the driver is informed of the state of the preceding vehicle ahead of the host vehicle. As a result, the driver can be informed of the risk potential RP around the host vehicle as the accelerator pedal reaction force F, and the driver can be prompted to perform an appropriate deceleration operation according to the state of the preceding vehicle.
(2) By notifying the driver that the preceding vehicle is stopped, it is possible to recognize that the host vehicle needs to be stopped in the near future, and to prompt a deceleration operation necessary for stopping. For example, the driver's attention can be alerted when the vehicle approaches the end of the traffic jam.
(3) By notifying the driver that the vehicle is traveling at an extremely low speed at which it can be determined that the preceding vehicle is stopped, the driver recognizes that the vehicle must also decelerate and prompts the necessary deceleration operation. be able to. In particular, the driver's attention can be alerted when the vehicle approaches the end of a traffic jam that moves slowly.
(4) By notifying the driver of the state of the preceding vehicle using sound, information can be transmitted even when the accelerator pedal 80 is lifted.
(5) Reliable information transmission can be performed by notifying the driver of the state of the preceding vehicle using vibration. For example, if vibration is generated in the seat 131, information can be transmitted even when the driver takes his foot off the accelerator pedal 80.
(6) By notifying the driver of the state of the preceding vehicle using the vibration generated in the accelerator pedal 80, the difference from the operation reaction force that continuously changes according to the risk potential RP can be clarified. Further, by using the accelerator pedal 80, the driver can intuitively understand that the information is ahead of the vehicle.
(7) By notifying the driver of the state of the preceding vehicle using vibration generated in the brake pedal, it becomes possible to provide information on the preceding vehicle during the brake operation, and promptly promote appropriate deceleration operation. it can. Further, by using the brake pedal, the driver can intuitively understand that the information is ahead of the vehicle.
(8) By generating an additional reaction force on the accelerator pedal 80 or the brake pedal to inform the driver of the state of the preceding vehicle, the driver can intuitively understand that the information is ahead of the vehicle, and an appropriate deceleration operation is performed. Can be encouraged.
(9) The controller 50 presents information about stopping the preceding vehicle to the driver only when the host vehicle is approaching the preceding vehicle. That is, when the own vehicle leaves (moves away from) the preceding vehicle, the notification of the state of the preceding vehicle is not performed, so that troublesomeness given to the driver can be reduced.

<< Second Embodiment >>
Below, the driving assistance device for vehicles in the 2nd Embodiment of this invention is demonstrated. The configuration of the vehicular driving operation assisting device in the second embodiment is the same as that of the modification of the first embodiment shown in FIG. Here, differences from the first embodiment will be mainly described.

  In the second embodiment, the driver is actively prompted to perform a deceleration operation so as to realize the deceleration pattern when the preceding vehicle stops as shown in FIG. Therefore, the vehicle driving operation assisting device 2 according to the second embodiment learns the deceleration pattern of the host vehicle when the preceding vehicle is stopped, and performs an acceleration operation so as to perform a deceleration operation that matches the learned deceleration pattern. Control pedal reaction force and brake pedal reaction force.

  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 a driving operation assistance control program in the controller according to the second embodiment. This processing content is continuously performed at regular intervals (for example, 50 msec). The processing in steps S210 to S230 is the same as the processing in steps S110 to S130 in the flowchart of FIG.

  In step S240, it is determined whether or not the preceding vehicle speed Vf is traveling at a predetermined value Vw (for example, 10 km / h) or less. When a negative determination is made in step S140 and the host vehicle is traveling at a speed exceeding 10 km / h, the process proceeds to step S280, and the accelerator pedal reaction force command value Fa corresponding to the risk potential RP is calculated according to FIG. In step S290, the accelerator pedal reaction force command value Fa is output to the accelerator pedal reaction force control device 60.

  On the other hand, if it is determined in step S240 that the preceding vehicle speed Vf is equal to or lower than the predetermined value Vw, the process proceeds to step S250, and it is determined whether or not the host vehicle is approaching the preceding vehicle. When the relative speed Vr between the host vehicle and the preceding vehicle is a positive value and the host vehicle is approaching the preceding vehicle, the process proceeds to step S260.

  In step S260, a process for presenting information to the driver that the preceding vehicle is stopped is performed. This processing will be described with reference to the flowchart of FIG. First, in step S262, it is determined whether or not the risk potential RP calculated in step 230 is a predetermined value RPw. If a positive determination is made in step S262, the process proceeds to step S264, and information that the preceding vehicle is stopped is transmitted to the driver. Specifically, an additional reaction force dF is applied to the accelerator pedal 80. Further, an additional reaction force is generated on the brake pedal, and display, alarm sound generation, and seat shape change are performed. Note that the threshold value RPw for determining whether or not to transmit such information can be set for each transmission method. It is also possible to generate vibration in the accelerator pedal 80 and the brake pedal in place of the pulsed additional reaction force.

  In subsequent step S270, the driver's deceleration operation is assisted so that the deceleration pattern of the host vehicle matches the deceleration pattern when the preceding vehicle stops. This process will be described with reference to the flowchart of FIG. First, in step S271, the driver's deceleration pattern is stored in the memory of the controller. Specifically, the relative speed Vr and the inter-vehicle distance D read in step S210 are stored when the host vehicle approaches the preceding vehicle that has stopped.

  In step S272, the deceleration pattern stored in step S271 is modeled. Here, modeling refers to learning the driver's deceleration pattern based on the inter-vehicle distance D and relative speed Vr when the preceding vehicle is stopped, and estimating the deceleration pattern model of the host vehicle when the preceding vehicle is stopped. Means that. This deceleration pattern model is updated each time the process of step S270 is performed. In step S273, it is determined whether or not the current deceleration pattern based on the inter-vehicle distance D and the relative speed Vr substantially matches the deceleration pattern model at the time of stopping the preceding vehicle created in step S272.

  If the determination in step S273 is affirmative, the driver recognizes that the preceding vehicle is stopped and determines that the driver is decelerating, and proceeds to step S274. In step S274, an accelerator pedal reaction force command value Fa corresponding to the risk potential RP calculated in step S230 is calculated. If the additional reaction force dF is set in step S260, a reaction force command value Fa obtained by adding the additional reaction force dF is calculated.

  On the other hand, if a negative determination is made in step S273, it is determined that the driver has not recognized it even though the preceding vehicle is stopped, and the process proceeds to step S275. In step S275, the reaction force command value Fa of the accelerator pedal 80 is calculated so that the deceleration operation by the driver matches the deceleration pattern model when the preceding vehicle stops.

  FIG. 17 shows the relationship between the risk potential RP and the accelerator pedal reaction force command value Fa. In FIG. 17, the characteristics (normal reaction force command value) for calculating the accelerator pedal reaction force command value Fa in step S280 are indicated by broken lines, and the reaction force command value Fa for assisting the deceleration operation is calculated in step S279. The characteristic (deceleration operation assist reaction force command value) at the time of performing is shown by a solid line. As shown in FIG. 17, when assisting the driver's deceleration operation, the accelerator pedal reaction force command value Fa is increased as compared with the normal case of notifying the relative relationship with the preceding vehicle. As a result, the driver is encouraged to take his foot off the accelerator pedal 80 and shift to the brake operation. If the additional reaction force dF is set in step S260, a reaction force command value Fa obtained by adding the additional reaction force dF is calculated.

In subsequent step S276, a brake pedal reaction force command value Fb is calculated so as to make the deceleration operation by the driver coincide with the deceleration pattern model when the preceding vehicle is stopped.
FIG. 18 shows the relationship between the risk potential RP and the brake pedal reaction force command value Fb. Here, the reaction force command value Fb of the brake pedal is a brake assist force for assisting the driver to depress the brake pedal, that is, to make it easier to depress the brake pedal. When the reaction force control is not performed, the brake pedal This shows how much the operation reaction force generated in is reduced. As shown in FIG. 18, when the risk potential RP exceeds a predetermined value (for example, RP = 2), the brake assist force Fb gradually increases. This makes it easier for the driver to depress the brake pedal when performing the brake operation.

  As shown in FIG. 18, by gradually increasing the brake assist force Fb after the risk potential RP exceeds a predetermined value, it is possible to perform brake reaction force control that is easy for the driver to understand.

  After performing the deceleration operation assisting process in step S270 as described above, the process proceeds to step S290. In step S290, the accelerator pedal reaction force command value Fa calculated in step S280 or S270 is output to the accelerator pedal reaction force control device 60, and the brake pedal reaction force command value Fb calculated in step S270 is output to the brake pedal control device 100. Output. The accelerator pedal reaction force control device 60 and the brake pedal reaction force control device 100 control the accelerator pedal operation reaction force and the brake pedal reaction force in accordance with a command from the controller 51. 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.
The controller 51 corrects the operation reaction force based on the risk potential RP so as to assist the driver's deceleration operation when the preceding vehicle is stopped or traveling at an extremely low speed. Specifically, the driver's deceleration pattern model when the preceding vehicle is stopped is learned, and the accelerator pedal reaction force command value Fa and the brake pedal reaction force are set so as to match the driver's deceleration pattern with the learned model. The command value Fb is calculated. As a result, when the preceding vehicle is stopped, the information is presented by an additional reaction force dF or the like to alert the driver, and the driver quickly removes his or her foot from the accelerator pedal 80 to operate the brake. It is possible to make it easier to depress the brake pedal after starting the brake operation.

  In the first and second embodiments described above, when the host vehicle is in a traffic jam section, it is possible to prevent the driver from presenting information on the preceding vehicle stop. Since the preceding vehicle is traveling at a very low speed (for example, 10 km / h or less) in the traffic jam section, information on stopping the preceding vehicle is presented to the driver when the risk potential RP reaches a predetermined value RPw. However, if the information is presented every time the risk potential RP becomes the predetermined value RPw in the traffic jam section, it is troublesome for the driver. Therefore, when it is detected that the host vehicle is in a traffic jam, information on stopping the preceding vehicle is not presented. Whether or not the host vehicle is in the middle of traffic jam is based on, for example, whether the host vehicle speed Va is a predetermined value (for example, 5 km / h) or less, or the distance between the preceding vehicle and the preceding vehicle is a predetermined value (for example, 7 m) or less, or Can be judged.

  In the first and second embodiments described above, the accelerator pedal reaction force command value Fa for the risk potential RP is set as shown in FIGS. 7 and 17, but the present invention is not limited to this. For example, the risk potential RP However, the accelerator pedal reaction force command value Fa can be set to be linearly proportional.

  In the first and second embodiments described above, the example in which it is determined that the preceding vehicle is stopped when the preceding vehicle speed Vf is 10 km / h or less has been described. However, the present invention is not limited to this. For example, it is possible to determine that the preceding vehicle is stopped when the preceding vehicle speed Vf is 5 km / h or less. Further, when approaching the preceding vehicle that has stopped, the reaction potential dF is set to be added when the risk potential RP becomes 1, but the present invention is not limited to this, and the risk potential RP is 1.2 or It is also possible to configure to add the additional reaction force dF when 1.3. Alternatively, when the risk potential RP exceeds 1, an additional reaction force dF can be added.

  In the first and second embodiments described above, the operation reaction force generated in the accelerator pedal 80 is controlled based on the risk potential RP around the host vehicle when the preceding vehicle is not stopped. It is also possible to control the reaction force generated in the brake pedal. Further, although the surplus time TTC and the inter-vehicle time THW are used to calculate the risk potential RP, either the surplus time TTC or the inter-vehicle time THW can be used.

  In the first and second embodiments, the laser radar 10 and the vehicle speed sensor 20 are used as the situation recognizing means, the risk potential calculating means, the operation reaction force calculating means, the leaving notification control means, and the traffic jam notification control means. The controllers 50 and 51 were used as the operation reaction force correction means. An accelerator pedal reaction force control device 60 was used as the operation reaction force generating means. Moreover, the accelerator pedal reaction force control device 60, the brake pedal reaction force control device 100, the display device 110, the alarm buzzer 120, and the seat shape change mechanism 130 were used as the obstacle state notification means. However, the present invention is not limited to these. For example, instead of the laser radar 10, another type of millimeter wave radar or the like, or a CCD camera or a CMOS camera can be used as the situation recognition means.

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 around an accelerator pedal. The figure which shows the relationship between an accelerator pedal stroke amount and an accelerator pedal reaction force. (A)-(c) The figure which each shows the time change of the inter-vehicle distance when the own vehicle approaches a preceding vehicle, the time change of relative speed, and the relationship between relative speed and inter-vehicle distance. The flowchart which shows the process sequence of the driving operation assistance control program by the controller of 1st Embodiment. The figure which shows the relationship between a risk potential and an accelerator pedal reaction force command value. The flowchart explaining the presentation process of preceding vehicle stop information. The figure which shows the relationship between a risk potential and the accelerator pedal reaction force command value which added additional reaction force. The system figure of the driving operation auxiliary device for vehicles by the modification of a 1st embodiment. The figure which shows the structure of a sheet | seat shape change mechanism. (A) (b) Display example when displaying preceding vehicle stop information. (A)-(d) The figure explaining the effect | action by 1st Embodiment. The flowchart which shows the process sequence of the driving operation assistance control program by the controller of 2nd Embodiment. The flowchart explaining the presentation process of preceding vehicle stop information. The flowchart explaining the deceleration operation assistance process. The figure which shows the relationship between a risk potential and the accelerator pedal reaction force command value for deceleration operation assistance. The figure which shows the relationship between risk potential and brake assist power.

Explanation of symbols

10: Laser radar 20: Vehicle speed sensor 50, 51: Controller 60: Accelerator pedal reaction force control device 100: Brake pedal reaction force control device 110: Display device 120: Alarm buzzer 130: Seat shape change mechanism

Claims (14)

A situation recognition means for detecting the vehicle state of the host vehicle and the driving environment around the host vehicle;
Risk potential calculation means for calculating a risk potential around the host vehicle based on the detection result of the situation recognition means;
Based on the risk potential calculated by the risk potential calculation means, an operation reaction force calculation means for calculating an operation reaction force to be generated by the driving operation device;
An operation reaction force generating means for generating the operation reaction force calculated by the operation reaction force calculation means;
Obstacle state notifying means for notifying the driver of the state of a preceding vehicle ahead of the host vehicle detected by the situation recognition means ;
Deceleration pattern detection means for detecting a current deceleration pattern by the driver;
When the preceding vehicle is stopped, or when the vehicle is traveling at a vehicle speed equal to or lower than a predetermined value that is determined to be stopped, the current deceleration pattern detected by the deceleration pattern detecting means is determined as the preceding vehicle. A deceleration pattern comparison means for comparing with a deceleration pattern model set in advance as a deceleration pattern of the host vehicle at the time of stopping;
When the preceding vehicle is stopped, or when the vehicle is traveling at a vehicle speed equal to or lower than the predetermined value determined to be stopped, the deceleration pattern comparison means converts the current deceleration pattern into the deceleration pattern model. A vehicle driving operation assisting device, comprising: an operation reaction force correcting means for correcting the operation reaction force based on the risk potential so as to assist the driver's deceleration operation when it is determined that they do not match. . The vehicle driving assistance device according to claim 1,
The obstacle operation notifying means notifies the driver that the preceding vehicle is stopped. The vehicle driving assistance device according to claim 1,
The obstacle state informing unit, the preceding vehicle is a vehicle driving assist system characterized by informing the driver that the vehicle is traveling at the predetermined value or less of the vehicle speed that is determined to have stopped. In the vehicle driving assistance device according to any one of claims 1 to 3,
The obstacle operation notifying means notifies the driver of the state of the preceding vehicle using a sound. In the vehicle driving assistance device according to any one of claims 1 to 3,
The obstacle operation notifying means notifies the driver of the state of the preceding vehicle by vibrations. The vehicle driving assistance device according to claim 5,
The obstacle operation notifying means notifies the driver of the state of the preceding vehicle by vibration generated in an accelerator pedal. The vehicle driving assistance device according to claim 5,
The obstacle operation notifying means notifies the driver of the state of the preceding vehicle by vibration generated in a brake pedal. The vehicular driving operation assistance device according to any one of claims 1 to 3, wherein the obstacle state notifying means notifies a driver of a state of the preceding vehicle by a reaction force generated in an accelerator pedal or a brake pedal. A driving operation assisting device for a vehicle. In the driving assistance device for a vehicle according to any one of claims 1 to 8,
The vehicle further comprising: a departure notification control unit that controls the obstacle state notification unit so as not to notify the state of the preceding vehicle when the host vehicle has left the preceding vehicle. Operation assisting device. In the driving assistance device for a vehicle according to any one of claims 1 to 9,
The vehicle driving system further comprising: a traffic jam notification control unit that controls the obstacle state notification unit so as not to report the state of the preceding vehicle when the host vehicle is in a middle part of the traffic jam. Operation assistance device. In the driving assistance device for vehicles according to any one of claims 1 to 10,
The vehicle further comprises a deceleration pattern model estimation unit that learns a deceleration pattern of the driver from a current deceleration pattern detected by the driver detected by the deceleration pattern detection unit and estimates the deceleration pattern model . Driving assistance device. The vehicle driving assist device for a vehicle according to any one of claims 1 to 11,
  The vehicle deceleration operation assisting device, wherein the deceleration pattern detecting means detects a relative speed and an inter-vehicle distance between the host vehicle and the preceding vehicle as the current deceleration pattern.   The vehicle driving assist device for a vehicle according to any one of claims 1 to 12,
  The driving reaction assisting device for a vehicle, wherein the operation reaction force correcting means increases and corrects the operation reaction force based on the risk potential so that the current deceleration pattern matches the deceleration pattern model.   A vehicle comprising the vehicular driving assist device according to any one of claims 1 to 13.

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