JP4055721B2 - VEHICLE DRIVE OPERATION ASSISTANCE DEVICE AND VEHICLE WITH 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 operation assisting device changes an operation reaction force of an accelerator pedal based on an inter-vehicle distance between a preceding vehicle and the host vehicle (see, for example, Patent Document 1). This device alerts the driver by increasing the reaction force of the accelerator pedal as the inter-vehicle distance decreases.

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

Japanese Patent Laid-Open No. 10-166889 Japanese Patent Laid-Open No. 10-166890 JP 2000-54860 A

  In the conventional apparatus as described above, since the accelerator pedal reaction force is changed based on the inter-vehicle distance, when the reaction force control target is switched by changing the lane, a large reaction force against the driver's intention. There was a problem that occurred. In such a vehicular driving operation assisting device, it is desired to perform reaction force control so as not to bother the driver even when the lane is changed.

The vehicle driving operation assistance device according to the present invention includes an obstacle detection unit that detects an obstacle situation around the host vehicle, and a risk potential calculation that calculates a risk potential around the host vehicle based on a detection result by the obstacle detection unit. Means, an operation reaction force calculation means for calculating an operation reaction force of the accelerator pedal based on the risk potential calculated by the risk potential calculation means, an operation reaction force generation means for generating an operation reaction force on the accelerator pedal, and a risk The first risk potential for the preceding vehicle in the own lane in which the host vehicle has traveled and the second risk potential for the preceding vehicle in the adjacent lane in the lane adjacent to the own lane calculated by the potential calculating means Based on the comparison results of the risk potential comparison means and the risk potential comparison means There are, a correcting means for correcting the operation reaction force generated on accelerator pedal, the risk potential comparison means, when the vehicle makes a lane change to the adjacent lane, the first risk potential and the second risk potential And the correction means corrects the operation reaction force when the second risk potential is larger than the first risk potential.
The vehicle driving operation assistance device according to the present invention includes an obstacle detection unit that detects an obstacle situation around the host vehicle, and a risk potential calculation that calculates a risk potential around the host vehicle based on a detection result by the obstacle detection unit. Means, an operation reaction force calculation means for calculating an operation reaction force of the accelerator pedal based on the risk potential calculated by the risk potential calculation means, an operation reaction force generation means for generating an operation reaction force on the accelerator pedal, and a risk The first risk potential for the preceding vehicle in the own lane in which the host vehicle has traveled and the second risk potential for the preceding vehicle in the adjacent lane in the lane adjacent to the own lane calculated by the potential calculating means Based on the comparison results of the risk potential comparison means and the risk potential comparison means And a correction means for correcting an operation reaction force generated in the accelerator pedal, and a subsequent vehicle risk potential calculation means for calculating a third risk potential for a vehicle following the adjacent lane in the adjacent lane, the risk potential comparison means, When the host vehicle changes lanes to the adjacent lane, the first risk potential, the second risk potential, and the third risk potential are used for comparison, and the correction means uses the comparison result by the risk potential comparison means. The operation reaction force is corrected based on this.

  Based on the comparison result of the risk potential for the vehicle ahead of the own lane and the risk potential for the vehicle ahead of the adjacent lane, the operation reaction force generated on the accelerator pedal is corrected, so the target of the accelerator pedal reaction force control is switched by changing the lane. Even in such a case, the reaction force control can be performed without bothering the driver.

<< First Embodiment >>
A vehicle operation assistance device according to a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a system diagram showing a configuration of a vehicle driving assistance device 1 according to the first embodiment of the present invention, and FIG. 2 is a configuration diagram of a vehicle on which the vehicle driving assistance device 1 is mounted. .

First, the configuration of the vehicle driving assistance device 1 will be described.
The laser radar 10 is attached to a front grill part or a bumper part of the vehicle, and scans the front area of the 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 60. 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 in this range is detected.

  The front camera 20 is a small CCD camera, a CMOS camera or the like attached to the upper part of the front window, and detects the state of the road ahead as an image. The image signal from the front camera 20 is subjected to image processing by the image processing device 30 and output to the controller 60. The detection area by the front camera 20 is about ± 30 deg in the horizontal direction with respect to the center line in the front-rear direction of the vehicle, and the front road scenery included in this area is captured as an image.

  The vehicle speed sensor 40 detects the vehicle speed of the host vehicle by measuring the number of wheel rotations and the number of rotations on the output side of the transmission, and outputs the detected host vehicle speed to the controller 60. The navigation system 50 includes, for example, a GPS receiver and a road information database, detects the current position of the host vehicle and the road conditions around the host vehicle, and outputs the detected position to the controller 60.

  The controller 60 includes a CPU and CPU peripheral components such as a ROM and a RAM. The controller 60 constitutes a risk potential calculation unit 61, an accelerator pedal reaction force command value calculation unit 62, a risk potential comparison unit 63, and an accelerator pedal reaction force command value correction unit 64, for example, depending on the software form of the CPU.

  The risk potential calculation unit 61 uses the own vehicle speed, the inter-vehicle distance, the relative vehicle speed relative to the preceding vehicle input from the laser radar 10 and the vehicle speed sensor 40, and the image information around the vehicle input from the image processing device 30. Calculate risk potential RP for surrounding obstacles. The accelerator pedal reaction force command value calculation unit 62 calculates a command value FA of the accelerator pedal reaction force generated by the accelerator pedal 82 based on the risk potential RP calculated by the risk potential calculation unit 61.

  The risk potential comparison unit 63 compares the risk potential RP for a plurality of obstacles around the host vehicle calculated by the risk potential calculation unit 61. Specifically, for example, as shown in FIG. 3, when the own vehicle changes lanes to the left adjacent lane, the risk potential RPo of the preceding vehicle (own lane preceding vehicle) A existing in the lane before the lane change, and the lane The risk potential RPnext of the preceding vehicle (adjacent lane preceding vehicle) B existing in the changed lane is compared.

  The accelerator pedal reaction force command value correction unit 64 corrects the accelerator pedal reaction force command value FA calculated by the accelerator pedal reaction force command value calculation unit 62 based on the comparison result of the risk potential comparison unit 63. The accelerator pedal reaction force command value FAc corrected by the accelerator pedal reaction force command value correction unit 64 is output to the accelerator pedal reaction force control device 70.

  The accelerator pedal reaction force control device 70 controls the accelerator pedal operation reaction force according to a command value from the controller 60. As shown in FIG. 4, a servo motor 80 and an accelerator pedal stroke sensor 81 are connected to the accelerator pedal 82 via a link mechanism. The servo motor 80 controls the torque and the rotation angle in accordance with a command from the accelerator pedal reaction force control device 70, and arbitrarily controls the operation reaction force generated when the driver operates the accelerator pedal 82. The accelerator pedal stroke sensor 81 detects the stroke amount (operation amount) S of the accelerator pedal 82 converted into the rotation angle of the servo motor 80 via the link mechanism.

  Note that the normal accelerator pedal reaction force characteristic when the accelerator pedal reaction force control is not performed is set so that, for example, the accelerator pedal reaction force increases linearly as the stroke amount S increases. The normal accelerator pedal reaction force characteristic can be realized by the spring force of a torsion spring (not shown) provided at the center of rotation of the accelerator pedal 82, for example.

  Next, the operation of the vehicle driving assistance device 1 according to the first embodiment will be described in detail with reference to FIG. FIG. 5 is a flowchart showing the processing procedure of the driving operation assistance control program in the controller 60. This processing content is continuously performed at regular intervals (for example, 50 msec).

  In step S101, an environmental state quantity representing the traveling environment around the host vehicle detected by the laser radar 10, the front camera 20, and the vehicle speed sensor 40 is read. Specifically, the inter-vehicle distance D, the preceding vehicle speed V2, the own vehicle speed V1, and the lateral position x of the own vehicle in the lane between the own vehicle and the preceding vehicle (the own lane preceding vehicle A or the adjacent lane preceding vehicle B) are read. In step S102, the risk potential RP around the host vehicle is calculated based on the driving environment read in step S101. Here, in order to calculate the risk potential RP around the host vehicle, a margin time TTC and an inter-vehicle time THW for the preceding vehicle are calculated.

The margin time TTC is a physical quantity indicating the current degree of proximity of the host vehicle with respect to the preceding vehicle. The allowance time TTC is the number of seconds after which the inter-vehicle distance D becomes zero when the current traveling state continues, that is, when the host vehicle speed V1, the preceding vehicle speed V2, and the relative vehicle speed Vr (Vr = V2-V1) are constant. And a value indicating whether or not the preceding vehicle is in contact. 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 / V1 (Formula 2)

  The inter-vehicle time THW is obtained by dividing the inter-vehicle distance D by the own vehicle speed V1, 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 V1 = the preceding vehicle speed V2, the inter-vehicle time THW can be calculated using the preceding vehicle speed V2 instead of the own vehicle speed V1 in (Equation 2).

Then, the risk potential RP for the preceding vehicle is calculated using the calculated margin time TTC and the inter-vehicle time THW. The risk potential RP for the preceding vehicle can be calculated using the following (Equation 3).
RP = a / THW + b / TTC (Formula 3)

  As shown in (Formula 3), the risk potential RP is a physical quantity that is continuously expressed from the margin time TTC and the inter-vehicle time THW. Here, a and b are constants for appropriately weighting the inter-vehicle time THW and the margin time TTC, and appropriate values are set in advance. The constants a and b are set to, for example, a = 1 and b = 8 (a <b).

  In step 103, the stroke amount S of the accelerator pedal 82 detected by the accelerator pedal stroke sensor 81 is read. In step S104, an accelerator pedal reaction force command value FA is calculated based on the risk potential RP calculated in step S102. First, the reaction force increase amount ΔF corresponding to the risk potential RP is calculated.

  FIG. 6 shows the relationship between the risk potential RP for the preceding vehicle and the reaction force increase amount ΔF. As shown in FIG. 6, when the risk potential RP is less than or equal to the minimum value RPmin, the reaction force increase amount ΔF is set to zero. This is to avoid annoying the driver by increasing the accelerator pedal reaction force FA when the risk potential RP around the host vehicle is very small. As the minimum value RPmin, an appropriate value is set in advance.

In the region where the risk potential RP exceeds the minimum value RPmin, the reaction force increase amount ΔF is set to increase exponentially according to the risk potential RP. The reaction force increase amount ΔF is expressed by the following (formula 4).
ΔF = k · RP ⁿ (Expression 4)
Here, the constants k and n are different depending on the vehicle type and the like, and are appropriately set in advance so that the risk potential RP can be effectively converted into the reaction force increase amount ΔF based on the results obtained by a drive simulator or a field test. Keep it.

  Further, the accelerator pedal reaction force command value FA is calculated by adding the reaction force increase amount ΔF calculated according to (Equation 4) to the normal reaction force characteristic corresponding to the accelerator pedal stroke amount S.

  In step S105, it is determined whether or not pedal reaction force correction control (interrupt time control) at the time of lane change is being executed, that is, whether or not an interrupt time control flag CCflag = 1. If the interrupt control is not executed, the process proceeds to step S106. If interrupt control is being executed, the process proceeds to step S111.

  In step S106, based on the lateral position x in the lane of the own vehicle, it is determined whether or not the own vehicle has crossed the lane marker, that is, whether or not the own vehicle has changed the lane. FIGS. 7A to 7C show the driving situation when the host vehicle changes lanes, the time series change of the lateral position x in the lane, and the time series change of the risk potential RP of the preceding vehicle. As shown in FIG. 7A, the lateral position x in the lane is represented by a positive value on the left side and a negative value on the right side when the center line of the lane in which the host vehicle is currently present is 0.

  When the host vehicle changes the lane to the right lane as shown in FIG. 7A, the lateral position x in the lane becomes smaller as shown in FIG. 7B. When the host vehicle moves to the adjacent lane across the lane marker, the value in the adjacent lane after the lane change is detected as the lateral position x in the lane. Therefore, as shown in FIG. 7B, the absolute value of the lateral position x in the lane is large before and after the host vehicle crosses the lane marker, and the sign of the lateral position x in the lane is reversed when the vehicle crosses the lane marker.

  Therefore, the current lateral position x of the host vehicle calculated in step S101 is compared with the lateral position in the lane detected in the previous cycle and stored in the memory of the controller 60. When the current lateral position x in the lane and the previous lateral position in the lane indicate lane ends and the signs are different, it is determined that the host vehicle has straddled the lane marker. As shown in FIG. 7C, before the host vehicle crosses the lane marker, the risk potential RPo is calculated for the preceding vehicle A in the lane, and the sign of the lateral position x in the lane is reversed and the vehicle is adjacent from the time when the lane marker is crossed. A risk potential RPnext for the lane leading vehicle B is calculated.

  In step S107, it is determined whether or not the risk potential RPnext for the adjacent lane preceding vehicle B calculated this time is greater than the risk potential RPo for the own lane preceding vehicle A calculated in the previous cycle and stored in the memory of the controller 60. To do. If RPnext> RPo, the process proceeds to step S108 in order to perform the interrupt control. In step S108, the flag CCflag = 1 indicating the start of interrupt control is set.

  In step S109, the accelerator pedal reaction force command value FA calculated in step S104 is corrected based on the comparison result between the risk potential RPo of the own lane preceding vehicle A and the risk potential RPnext of the adjacent lane preceding vehicle B. Hereinafter, how to correct the accelerator pedal reaction force command value FA will be described.

First, a difference ΔRP between the risk potential RPnext of the adjacent lane preceding vehicle B and the risk potential RPo of the own lane preceding vehicle A is calculated from (Equation 5).
ΔRP = RPnext−RPo (Formula 5)

  Next, the pedal reaction force holding time Th at the time of lane change is calculated from the difference ΔRP calculated in (Equation 5). The pedal reaction force holding time Th is the time from when the host vehicle changes lanes until the accelerator pedal reaction force control for the preceding vehicle after the lane change (adjacent lane preceding vehicle B) is started. FIG. 8 shows the relationship between the difference ΔRP and the pedal reaction force holding time Th, and FIGS. 9A and 9B show specific driving conditions when the host vehicle changes lanes to the left adjacent lane. Indicates. When the control at the time of interruption is not performed, the sign of the lateral position x in the lane of the own vehicle is reversed, and when the own vehicle crosses the lane marker (the lane change time ta), the target of the pedal reaction force control is the own lane The preceding vehicle A is switched to the adjacent lane preceding vehicle B1, B2, and the reaction force control for the adjacent lane preceding vehicle B1 or B2 is started.

  As shown in FIG. 8, when the difference ΔRP is less than the predetermined value Bt, the pedal reaction force holding time Th is set to zero. When the difference ΔRP is greater than or equal to the predetermined value Bt, the pedal reaction force holding time Th increases as the difference ΔRP increases. Therefore, in the traveling state as shown in FIGS. 9A and 9B, the pedal reaction force holding time Th for the adjacent lane preceding vehicle B2 is longer than the pedal reaction force holding time Th for the adjacent lane preceding vehicle B1. . When the difference ΔRP exceeds the maximum value ΔRPmax, the pedal reaction force holding time Th is set to zero.

  From the lane change time point ta to the pedal reaction force holding time Th, an accelerator pedal reaction force command value FAc for the preceding vehicle A of the own lane is calculated. Thereafter, after the pedal reaction force holding time Th has elapsed, the pedal reaction force command value FAc is calculated according to the risk potential RPnext of the adjacent vehicle B in the adjacent lane. As described above, the greater the difference ΔRP between the risk potential RPnext of the preceding vehicle B in the adjacent lane and the risk potential RPo of the preceding vehicle A, the greater the accelerator pedal reaction force when the object of the reaction force control is switched by changing the lane. Increase start timing is delayed. Here, the corrected reaction force command value is represented as a control reaction force command value FAc.

  On the other hand, if a negative determination is made in step S106 or S107 and control during interruption is not performed, the process proceeds to step S110, and the accelerator pedal reaction force command value FA calculated in step S104 is set as it is as a reaction force command value FAc for control. To do.

If it is determined in step S105 that the interrupt control is being executed, the process proceeds to step S111. In step S111, it is determined whether or not to cancel the interrupt control currently being executed. Specifically, when any of the following situations (a) to (c) is detected, the interrupt control is canceled.
(A) The amount of increase (increase rate) ΔRPv per hour of the risk potential for the preceding vehicle after the lane change exceeds a predetermined value ΔRPvo.
(B) When the accelerator pedal depression speed ACCv of the driver exceeds a predetermined value ACCvo.
(C) The risk potential RP for the preceding vehicle after the lane change exceeds a predetermined maximum value RPmax.

  The situation (a) corresponds to, for example, a case where the preceding vehicle after the lane change suddenly decelerates. The situation (b) corresponds to the case where the driver predicts the occurrence of a large pedal reaction force and depresses the accelerator pedal 82 vigorously. The accelerator pedal depression speed ACCv can be calculated from the stroke amount S detected by the accelerator pedal stroke sensor 81, for example. The situation (c) is to immediately convey the information when the risk potential RP is very large.

  When canceling the interrupt control, the process proceeds to step S112, and the flag CCflag = 0 indicating the interrupt control cancel is set. In step S113, the accelerator pedal reaction force command value FA calculated in step S104 is set as the control reaction force command value FAc as it is.

  On the other hand, when the control at the time of interruption is continued, the process proceeds to step S109, and the pedal reaction force control based on the risk potential RPo of the preceding lane A is continued until the pedal reaction force holding time Th set at the start of the interruption control elapses. Do. When the reaction force holding time Th elapses, pedal reaction force control corresponding to the risk potential RPnext of the adjacent lane preceding vehicle B is started. At this time, the accelerator pedal reaction force command value FA, which is the reaction force holding time Th before the current time, is set as the control command value FAc, and the reaction force according to the change in the risk potential RPnext when the host vehicle changes lanes. The command value FAc is increased.

  In step S114, the control reaction force command value FAc calculated in step S109, S110 or S113 is output to the accelerator pedal reaction force control device 70. The accelerator pedal reaction force control device 70 controls the servo motor 80 in accordance with a command input from the controller 60. Thus, the current process is terminated.

  The operation of the vehicle driving assistance device 1 will be described with reference to FIGS. FIG. 10A shows the time change of the accelerator pedal reaction force command value FAc when changing the lane. FIG. 10B is used to explain the operation of the embodiment described later.

  As shown in FIG. 10A, the accelerator pedal reaction force command value FAc for the preceding vehicle A is generated until the lane change time ta. When the control at the time of interruption is not performed, the accelerator pedal reaction force command value FAc starts to increase from the lane change time point ta to the adjacent lane preceding vehicle B1 or B2 as shown by the solid line. In FIG. 10A, the reaction force command value FAc corresponding to the risk potential RP when the traveling state of the host vehicle is stabilized after the lane change is expressed as 100%.

  When performing the control at the time of interruption, after the lane change time ta, after the pedal reaction force holding time Th corresponding to the difference ΔRP of the risk potential RP between the own lane preceding vehicle A and the adjacent lane preceding vehicle B1 or B2, elapses, The accelerator pedal reaction force command value FAc starts to increase for the adjacent lane preceding vehicles B1, B2. The greater the difference ΔRP, the longer the pedal reaction force holding time Th. After the pedal reaction force holding time Th elapses, the pedal reaction force command value FAc increases in accordance with the change in the risk potential RPnext for the adjacent lane preceding vehicles B1, B2 when the host vehicle changes lanes.

Thus, in the first embodiment described above, the following operational effects can be achieved.
(1) The controller 60 has a risk potential RPo (first risk potential) for the own lane preceding vehicle A in the own lane on which the own vehicle has traveled, and a risk for the adjacent lane preceding vehicle B in the lane adjacent to the own lane. The potential RPnext (second risk potential) is compared, and the operation reaction force generated in the accelerator pedal 82 is corrected based on the comparison result. Thereby, even when the target of the accelerator pedal reaction force control is switched due to a lane change or the like, it is possible to reduce the troublesomeness given to the driver.
(2) When the host vehicle changes lanes to the adjacent lane, the controller 60 compares the risk potential RPo of the preceding lane A with the risk potential RPnext of the preceding lane B, and if RPnext> RPo. Correct the accelerator pedal reaction force. As a result, when the target of the accelerator pedal reaction force control is switched due to a lane change or the like, the accelerator pedal reaction force suddenly increases even if it is intentionally interrupted, and the driver is bothered. .
(3) The controller 60 delays the start of an increase in the operation reaction force after the lane change as the risk potential RPnext of the adjacent lane preceding vehicle B becomes larger than the risk potential RPo of the own lane preceding vehicle A. Specifically, as shown in FIG. 8, the pedal reaction force holding time Th is increased as the risk potential difference ΔRP increases. As a result, as shown in FIGS. 9A, 9B, and 10A, when the driver intentionally interrupts in a situation where the degree of approach with the adjacent lane leading vehicle B is high, after the lane change, The pedal reaction force increases with a delay. As a result, the driver is not bothered.
(4) The controller 60 has predetermined values RPmax, RPvo set to at least one of the risk potential RP around the host vehicle, the rate of increase RPv of the risk potential RP around the host vehicle, and the accelerator pedal depression speed ACCv, respectively. If ACCvo is exceeded, the correction of the reaction force is canceled. Accordingly, it is possible to correct the appropriate operation reaction force based on the traveling situation around the host vehicle or the vehicle state of the host vehicle.

-Modification 1 of the first embodiment-
Here, in the control at the time of interruption, the accelerator pedal reaction force at the time of lane change is gradually increased using a temporary delay filter. Specifically, the coefficient Ksh of the time constant Ts of the temporary delay filter is set based on the difference ΔRP of the risk potential RP between the own lane preceding vehicle A and the adjacent lane preceding vehicle B.

Hereinafter, the accelerator pedal reaction force command value correction process executed in step S109 of the flowchart of FIG. 5 will be described.
FIG. 11 shows the relationship between the coefficient Ksh and the difference ΔRP between the risk potential RPo of the host vehicle preceding vehicle A and the risk potential RPnext of the adjacent vehicle preceding vehicle B. As shown in FIG. 11, the coefficient Ksh = 0 until the difference ΔRP reaches the predetermined value Bt. After the predetermined value Bt, the coefficient Ksh increases as the difference ΔRP increases. When the difference ΔRP exceeds a predetermined maximum value ΔRPmax, the coefficient Ksh = 0 is set. As a result, in the traveling state as shown in FIGS. 9A and 9B, the coefficient Ksh for the adjacent lane preceding vehicle B2 is larger than the coefficient Ksh for the adjacent lane preceding vehicle B1.

Then, the accelerator pedal reaction force command value FA calculated in step S104 is filtered. The control reaction force command value FAc corrected using the coefficient Ksh is expressed by the following (Equation 6).
FAc = K × 1 / (1+ (1 + Ksh) × Ts) × FA (Formula 6)
In (Expression 6), K is an appropriately set constant.

The operation when the accelerator pedal reaction force command value FA is corrected using a temporary delay filter will be described with reference to FIG.
As shown in FIG. 10B, the accelerator pedal reaction force command value FAc for the preceding vehicle A is generated until the lane change time ta. When the control at the time of interruption is not performed, the accelerator pedal reaction force command value FAc starts to increase from the lane change time point ta to the adjacent lane preceding vehicle B1 or B2 as shown by the solid line. In FIG. 10B, the reaction force command value FAc corresponding to the risk potential RP when the traveling state of the host vehicle is stabilized after the lane change is expressed as 100%.

  When the control at the time of interruption is performed, the accelerator pedal reaction force command value FAc starts to increase more slowly than when the control at the time of interruption is not performed. Since the coefficient Ksh of the time constant Ts increases as the risk potential difference ΔRP increases, as shown in FIG. 10B, the reaction force command value FAc for the adjacent lane preceding vehicle B2 targets the adjacent lane preceding vehicle B1. It increases more gradually than the reaction force command value FAc.

  Thus, the controller 60 corrects the increase rate of the operation reaction force after the lane change to be smaller as the risk potential RPnext of the adjacent lane preceding vehicle B becomes larger than the risk potential RPo of the own lane preceding vehicle A. . As a result, the operation reaction force gradually increases when the lane is changed, and the driver is not bothered.

-Modification 2 of the first embodiment-
Here, the accelerator pedal reaction force command value FA is corrected based on the ratio RRP between the risk potential RPo of the host lane preceding vehicle A and the risk potential RPnext of the adjacent lane leading vehicle B.
Hereinafter, the accelerator pedal reaction force command value correction process executed in step S109 of the flowchart of FIG. 5 will be described.

The ratio RRP between the risk potential RPo of the own lane preceding vehicle A and the risk potential RPnext of the adjacent lane preceding vehicle B is expressed by the following (Equation 7).
RRP = RPnext / RPo (Expression 7)

  FIG. 12 shows the relationship between the risk potential ratio RRP and the pedal reaction force holding time Th. As shown in FIG. 12, when the ratio RRP is less than a predetermined value Br greater than 1, the pedal reaction force holding time Th is set to zero. When the ratio RRP is equal to or greater than the predetermined value Br, the pedal reaction force holding time Th increases as the ratio RRP increases. When the ratio RRP exceeds a predetermined maximum value RRPmax, the pedal reaction force holding time Th is set to zero. 9A and 9B, the pedal reaction force holding time Th for the adjacent lane preceding vehicle B2 is longer than the pedal reaction force holding time Th for the adjacent lane preceding vehicle B1. Become.

  Then, after the pedal reaction force retention time Th has elapsed from the lane change time ta, the accelerator pedal reaction force command value FA is corrected so that the pedal reaction force corresponding to the risk potential RPnext of the adjacent lane preceding vehicle B starts to be generated. To do.

  As described above, the controller 60 delays the start of the increase in the operation reaction force after the lane change as the risk potential RPnext of the adjacent lane preceding vehicle B increases with respect to the risk potential RPo of the own lane preceding vehicle A. As a result, the driver is not bothered.

-Modification 3 of the first embodiment-
Here, the coefficient Ksh of the time constant Ts of the temporary delay filter is set based on the ratio RRP between the risk potential RPo of the own lane preceding vehicle A and the risk potential RPnext of the adjacent lane preceding vehicle B.

Hereinafter, the accelerator pedal reaction force command value correction process executed in step S109 of the flowchart of FIG. 5 will be described.
FIG. 13 shows the relationship between the ratio RRP between the risk potential RPo of the host vehicle preceding vehicle A and the risk potential RPnext of the adjacent vehicle preceding vehicle B, and the coefficient Ksh. As shown in FIG. 13, the coefficient Ksh = 0 until the ratio RRP is larger than 1 to a predetermined value Br. After the predetermined value Br, the coefficient Ksh increases as the ratio RRP increases. When the ratio RRP exceeds a predetermined maximum value RRPmax, the coefficient Ksh = 0. As a result, in the traveling state as shown in FIGS. 9A and 9B, the coefficient Ksh for the adjacent lane preceding vehicle B2 is larger than the coefficient Ksh for the adjacent lane preceding vehicle B1.

  Then, the accelerator pedal reaction force command value FA calculated in step S104 is filtered using a coefficient Ksh to calculate a control reaction force command value FAc.

  Thus, the controller 60 corrects the increase rate of the operation reaction force after the lane change to be smaller as the risk potential RPnext of the adjacent lane preceding vehicle B becomes larger than the risk potential RPo of the own lane preceding vehicle A. . As a result, the operation reaction force gradually increases when the lane is changed, and the driver is not bothered.

<< Second Embodiment >>
A vehicle driving assistance device according to a second embodiment of the present invention will be described. The basic configuration of the vehicle driving operation assistance device in the second embodiment is the same as that of the first embodiment shown in FIGS. 1 and 2. However, in the second embodiment, a rear side camera (not shown) that images the rear side region of the host vehicle, and an image processing device (not shown) that performs image processing on the captured image of the rear side camera; Is further provided. Here, differences from the first embodiment will be mainly described.

  In the second embodiment, as shown in FIG. 14, the accelerator pedal reaction force command value FA is corrected based on the relative positional relationship between three other vehicles and the own vehicle existing around the own vehicle. . Specifically, the pedal reaction force holding time Th calculated based on the relationship between the risk potential RPo of the preceding vehicle A of the own lane and the risk potential RPnext of the preceding vehicle B of the adjacent lane is expressed as the risk potential RPnext of the preceding vehicle B of the adjacent lane. Correction is performed based on the relationship with the risk potential RPnext_b of the rear side vehicle C.

Hereinafter, the accelerator pedal reaction force command value correction process executed in step S109 of the flowchart of FIG. 5 will be described.
First, a difference ΔRP between the risk potential RPo of the own lane preceding vehicle A and the risk potential RPnext of the adjacent lane preceding vehicle B is calculated from (Equation 5) described above. Further, a difference ΔRPn between the risk potential RPnext of the adjacent vehicle B in the adjacent lane and the risk potential RPnext_b of the rear side vehicle C is calculated. The difference ΔRPn is expressed by the following (formula 8).
ΔRPn = RPnext−RPnext_b (Equation 8)

  The pedal reaction force holding time Th is calculated using the risk potential difference ΔRP between the host lane leading vehicle A and the adjacent lane leading vehicle B and the risk potential difference ΔRPn between the adjacent lane leading vehicle B and the rear side vehicle C. FIG. 15 shows the relationship between the risk potential differences ΔRP and ΔRPn and the pedal reaction force holding time Th. FIG. 15 is a three-dimensional map showing the pedal reaction force holding time Th on the vertical axis.

  As shown in FIG. 15, the pedal reaction force holding time Th increases as the difference ΔRP increases beyond the predetermined value Bt. Further, when the difference ΔRP is constant, the pedal reaction force holding time Th becomes the smallest value when the difference ΔRPn is 0 (point C2). As the difference ΔRPn increases in the positive direction, that is, the closer the host vehicle is to the adjacent lane preceding vehicle B when the lane is changed, the pedal reaction force holding time Th increases (point C1). Further, as the difference ΔRPn increases in the negative direction, that is, as the own vehicle is closer to the rear side vehicle C when the lane is changed, the pedal reaction force holding time Th becomes longer (point C3). This is because it is determined that the closer the vehicle is to the rear side vehicle, the less the deceleration of the host vehicle is required.

  The operation of the third embodiment will be described with reference to FIGS. 16 (a) to 16 (c) and FIG. 17 (a). FIGS. 16A to 16C are diagrams illustrating an example of traveling conditions of the host vehicle, the host lane leading vehicle A, the adjacent lane leading vehicle B, and the rear side vehicle C when the lane change is performed. FIG. 17A shows the time change of the accelerator pedal reaction force command value FAc when changing the lane. FIG. 17B is used for explaining the operation of the embodiment described later.

  As shown in FIG. 17A, the accelerator pedal reaction force command value FAc is calculated for the preceding vehicle A of the own lane until the lane change time ta. If the risk potential difference ΔRP between the host lane leading vehicle A and the adjacent lane leading vehicle B is constant, the risk potential RPnext of the adjacent lane leading vehicle B and the risk potential RPnext_b of the rear side vehicle C2 are as shown in FIG. In the same case, the pedal reaction force holding time Th is minimized. As shown in FIG. 16 (a), the risk potential RPnext of the adjacent lane leading vehicle B is farther from the rear side vehicle C1, or the risk potential of the rear side vehicle C3 as shown in FIG. 16 (c). As RPnext_b increases, the pedal reaction force holding time Th increases.

  Accordingly, as shown in FIG. 17A, the pedal reaction force command value FAc starts to increase after the pedal reaction force holding time Th corresponding to each travel situation has elapsed from the lane change time ta. In FIG. 17A, the reaction force command value FAc corresponding to the risk potential RP when the traveling state of the host vehicle is stabilized after the lane change is expressed as 100%.

Thus, in the second embodiment described above, the following operational effects can be obtained in addition to the effects of the first embodiment.
(1) The controller 60 calculates the risk potential RPnext_b (third risk potential) of the adjacent lane following vehicle C in the adjacent lane, and calculates the risk potential RPo of the own lane preceding vehicle A and the risk potential RPnext of the adjacent lane preceding vehicle BC. And the risk potential RPnext_b of the adjacent vehicle C in the adjacent lane. Then, when the risk potential RPnext of the adjacent lane preceding vehicle B is larger than the risk potential RPo of the own lane preceding vehicle A, the operation reaction force is corrected. Accordingly, accelerator pedal reaction force control that does not bother the driver can be performed in a more specific travel situation when the host vehicle changes lanes to the adjacent lane.
(2) When the risk potential RPnext of the adjacent lane preceding vehicle B is larger than the risk potential RPnext_b of the adjacent lane following vehicle C, the controller 60 increases the lane change as the risk potential RPnext of the adjacent lane preceding vehicle B becomes relatively large. Delays the start of an increase in the reaction force. Specifically, as shown in FIG. 15, the pedal reaction force holding time Th is increased as the risk potential difference ΔRPn becomes greater than zero. Accordingly, as shown in FIGS. 16 (a) to 16 (c) and FIG. 17 (a), when the driver intentionally interrupts in a situation where the degree of approach with the adjacent lane preceding vehicle B is high, the lane change is performed. Later, the pedal reaction force increases with a delay. As a result, the driver is not bothered.
(3) When the risk potential RPnext of the adjacent lane preceding vehicle B is smaller than the risk potential RPnext_b of the adjacent lane following vehicle C, the controller 60 increases the lane change as the risk potential RPnext of the adjacent lane preceding vehicle B becomes relatively smaller. Delays the start of an increase in the reaction force. Specifically, as shown in FIG. 15, the pedal reaction force holding time Th is increased as the risk potential difference ΔRPn becomes smaller at 0 or less. Accordingly, as shown in FIGS. 16 (a) to 16 (c) and FIG. 17 (a), when the driver intentionally interrupts in a situation where the degree of approach to the adjacent lane C is high, the lane change is performed. Later, the pedal reaction force increases with a delay. As a result, the driver is not bothered.
(4) The controller 60 further delays the start of the increase in the reaction force after the lane change as the risk potential RPnext of the adjacent lane preceding vehicle B becomes larger than the risk potential RPo of the own lane preceding vehicle A. This does not bother the driver.

-Modification 1 of the second embodiment-
Here, in the control at the time of interruption, the accelerator pedal reaction force at the time of lane change is gradually increased using a temporary delay filter. Specifically, the coefficient Ksh of the time constant Ts of the temporary delay filter is set to the risk potential difference ΔRP between the own lane preceding vehicle A and the adjacent lane preceding vehicle B, and the risk potential difference between the adjacent lane preceding vehicle B and the rear side vehicle C. Set based on ΔRPn.

Hereinafter, the accelerator pedal reaction force command value correction process executed in step S109 of the flowchart of FIG. 5 will be described.
FIG. 18 shows the relationship between the risk potential differences ΔRP and ΔRPn and the coefficient Ksh of the time constant Ts. FIG. 18 is a three-dimensional map in which the vertical axis represents the coefficient Ksh.

  As shown in FIG. 18, the coefficient Ksh increases as the difference ΔRP increases beyond the predetermined value Bt. Further, when the difference ΔRP is constant, the coefficient Ksh becomes the smallest value when the difference ΔRPn is 0 (point C2). The coefficient Ksh increases as the difference ΔRPn increases in the positive direction, that is, the closer the host vehicle is to the adjacent lane preceding vehicle B when changing lanes (point C1). In addition, the coefficient Ksh increases as the difference ΔRPn increases in the negative direction, that is, the closer the host vehicle is to the rear side vehicle C when changing lanes (point C3). This is because it is determined that the closer the vehicle is to the rear side vehicle, the less the deceleration of the host vehicle is required.

  Then, using the coefficient Ksh of the time constant Ts calculated according to FIG. 18, the reaction force command value FA is corrected from the above-described (Equation 6), and the control reaction force command value FAc is calculated.

The operation when the accelerator pedal reaction force command value FA is corrected using a temporary delay filter will be described with reference to FIG.
As shown in FIG. 17 (b), the accelerator pedal reaction force command value FAc is calculated for the preceding vehicle A of the own lane until the lane change time ta. When performing control at the time of interruption, filter processing is performed based on a time constant term ((1 + Ksh) × Ts) corresponding to each traveling situation as shown in FIGS. The value FAc is calculated. Accordingly, as shown in FIG. 17B, the reaction force command value FAc starts to gradually increase after the lane change time ta. In FIG. 17B, the reaction force command value FAc corresponding to the risk potential RP when the traveling state of the host vehicle is stabilized after the lane change is expressed as 100%.

  As shown in FIG. 16B, when the risk potential RPnext of the adjacent lane leading vehicle B and the risk potential RPnext_b of the rear side vehicle C2 are the same, the reaction force command value FAc increases most rapidly. As shown in FIG. 17B, as the absolute value of the risk potential difference ΔRPn between the adjacent lane leading vehicle B and the rear side vehicle C1 or C3 increases as shown in FIG. The value FAc increases slowly.

  As described above, when the risk potential RPnext of the adjacent lane preceding vehicle B is larger than the risk potential RPnext_b of the adjacent lane following vehicle C, the controller 60 changes the lane as the risk potential RPnext of the adjacent lane preceding vehicle B becomes relatively larger. It correct | amends so that the increase rate of subsequent operation reaction force may become small. Specifically, as shown in FIG. 18, the time constant coefficient Ksh is increased as the risk potential difference ΔRPn becomes greater than zero. Accordingly, as shown in FIGS. 16A to 16C and FIG. 17B, when the driver intentionally interrupts in a situation where the degree of approach with the adjacent lane leading vehicle B is high, the lane change is performed. Later, the pedal reaction force gradually increases. As a result, the driver is not bothered.

  Further, when the risk potential RPnext of the adjacent lane preceding vehicle B is smaller than the risk potential RPnext_b of the adjacent lane following vehicle C, the controller 60 increases the lane change as the risk potential RPnext of the adjacent lane preceding vehicle B becomes relatively small. Correction is made so that the increase rate of the operation reaction force becomes small. Specifically, as shown in FIG. 18, the time constant coefficient Ksh is increased as the risk potential difference ΔRPn is reduced to 0 or less. Accordingly, as shown in FIGS. 16 (a) to 16 (c) and FIG. 17 (b), when the driver intentionally interrupts in a situation where the degree of approach to the adjacent lane C is high, the lane change is performed. Later, the pedal reaction force gradually increases. As a result, the driver is not bothered.

  The controller 60 further decreases the increase rate of the operation reaction force after the lane change as the risk potential RPnext of the adjacent lane preceding vehicle B becomes larger than the risk potential RPo of the own lane preceding vehicle A. This does not bother the driver.

-Modification 2 of the second embodiment-
As shown in FIG. 14, in a situation where there are three other vehicles around the host vehicle, the ratio RRP between the risk potential RPo of the host vehicle preceding vehicle A and the risk potential RPnext of the host vehicle preceding adjacent lane B, and the vehicle driving adjacent lane The accelerator pedal reaction force command value FA is corrected based on the ratio RRPn between B and the risk potential RP of the rear side vehicle C. Specifically, the pedal reaction force holding time Th is calculated based on the risk potential ratios RRP and RRPn.

Hereinafter, the accelerator pedal reaction force command value correction process executed in step S109 of the flowchart of FIG. 5 will be described.
The ratio RRP between the risk potential RPo of the preceding vehicle A of the own lane and the risk potential RPnext of the preceding vehicle B of the adjacent lane is calculated by (Equation 7) described above. The ratio RRPn between the risk potential RP of the adjacent vehicle B in the adjacent lane and the risk potential RP of the rear side vehicle C is expressed by the following (Equation 9).
RRPn = RPnext / RPnext_b (Equation 9)

  FIG. 19 shows the relationship between the risk potential ratios RRP, RRPn and the pedal reaction force holding time Th. FIG. 19 is a three-dimensional map showing the pedal reaction force holding time Th on the vertical axis. As shown in FIG. 19, when the ratio RRP is less than a predetermined value Br larger than 1, the pedal reaction force holding time Th is set to zero. When the ratio RRP is equal to or greater than the predetermined value Br, the pedal reaction force holding time Th increases as the ratio RRP increases. When the ratio RRP is constant, the pedal reaction force holding time Th is the smallest when the ratio RRPn is 1 (point C2). The pedal reaction force retention time Th increases as the ratio RRPn increases in a region larger than 1 (point C1), and the pedal reaction force retention time Th increases as the ratio RRPn decreases in a region smaller than 1 (point C3).

  Then, after the pedal reaction force retention time Th has elapsed from the lane change time ta, the accelerator pedal reaction force command value FA is corrected so that the pedal reaction force corresponding to the risk potential RPnext of the adjacent lane preceding vehicle B starts to be generated. To do. Accordingly, as shown in FIG. 17A, the accelerator pedal reaction force command value FAc starts to increase after the pedal reaction force holding time Th corresponding to the traveling state of the host vehicle has elapsed from the lane change time ta.

-Modification 3 of the second embodiment-
Based on the ratio RRP between the risk potential RPo of the preceding vehicle A and the risk potential RPnext of the adjacent lane preceding vehicle B, and the ratio RRPn of the risk potential RPnext of the adjacent lane preceding vehicle B and the risk potential RPnext_b of the rear side vehicle C Thus, the coefficient Ksh of the time constant Ts of the temporary delay filter is set.

Hereinafter, the accelerator pedal reaction force command value correction process executed in step S109 of the flowchart of FIG. 5 will be described.
FIG. 20 shows the relationship between the risk potential ratios RRP, RRPn, and the coefficient Ksh. FIG. 20 is a three-dimensional map representing the coefficient Ksh on the vertical axis. As shown in FIG. 20, the coefficient Ksh = 0 until the ratio RRP is larger than the predetermined value Br. When the ratio RRP is constant, the coefficient Ksh is the smallest when the ratio RRPn is 1 (point C2). The coefficient Ksh increases as the ratio RRPn increases in a region larger than 1 (point C1), and the coefficient Ksh increases as the ratio RRPn decreases in a region smaller than 1 (point C3).

  As a result, as shown in FIG. 17B, from the lane change time ta, the accelerator pedal reaction force command value FA is set based on the time constant term ((1 + Ksh) × Ts) corresponding to the traveling state of the host vehicle. Starts increasing slowly.

<< Third Embodiment >>
A vehicle driving assistance device according to a third embodiment of the present invention will be described. The configuration of the vehicular driving operation assisting apparatus in the third embodiment is the same as that of the first embodiment shown in FIGS. 1 and 2. Here, differences from the first embodiment will be mainly described.

  In the third embodiment, based on the information on the lane junction detected by the navigation system 50, the condition for starting the interrupt control and the gain for pedal reaction force correction are changed. Since the own lane merges with the adjacent lane at the junction, the situation is inevitably close to interruption and the lane change is performed. However, there are many cases where the driver does not change the lane intentionally as much as when interrupting. Therefore, the relationship between the risk potential difference ΔRP and the reaction force holding time Th is changed depending on whether or not the current position of the host vehicle is a lane junction.

  Hereinafter, the accelerator pedal reaction force command value correction process executed in step S109 of the flowchart of FIG. 5 will be described. In step S101, information on road conditions around the host vehicle is acquired from the navigation system 50, and the host lane is a merge lane that merges with an adjacent lane, and whether the current position of the host vehicle is a merge point is also determined. To detect.

  FIG. 21 shows the relationship between the risk potential difference ΔRP and the pedal reaction force holding time Th in the third embodiment. As shown in FIG. 21, at a non-merging point that is not a merging point, as shown by a solid line, when the predetermined value Bt is exceeded, the pedal reaction force holding time Th increases as the difference ΔRP increases. On the other hand, in the case of a joining point, the pedal reaction force holding time Th is set to 0 until a value (Bt + Mt) obtained by adding a preset increase Mt to a predetermined value Bt. In a region larger than the predetermined value (Bt + Mt), as shown by the broken line, the pedal reaction force holding time Th increases as the difference ΔRP increases.

  Further, as shown in FIG. 21, the rate of change of the pedal reaction force holding time Th with respect to the change of the difference ΔRP is greater at the merged location than at the non-merged location. Thereby, the gain of the pedal reaction force correction at the time of interruption control is changed between the joining place and the non-joining place.

  Thus, at the junction where the own lane merges with the adjacent lane, if the risk potential difference ΔRP between the own lane preceding vehicle A and the adjacent lane preceding vehicle B is smaller than a predetermined value (Bt + Mt), the lane change time ta Immediately after, the accelerator pedal reaction force command value FAc starts to increase. When the difference ΔRP becomes larger than a predetermined value (Bt + Mt), it is determined that the driver will merge while aware of the risk potential RPnext for the adjacent vehicle B on the adjacent lane, and the pedal reaction force holding time Th is gradually increased. .

  Further, as shown by a one-dot chain line in FIG. 21, the change rate of the pedal reaction force holding time Th can be made the same at the non-merging portion and the merging portion only by changing the threshold value Bt to (Bt + Mt). .

Thus, in the third embodiment described above, the following operational effects can be obtained in addition to the effects of the first and second embodiments.
(1) The controller 60 sets a threshold value when starting the operation reaction force correction based on the comparison result of the risk potential RPo of the preceding lane A of the own lane and the risk potential RPnext of the preceding lane B of the own lane. Correct based on driving environment. Specifically, as shown in FIG. 21, the predetermined value Bt when the pedal reaction force holding time Th starts to increase with respect to the risk potential difference ΔRP is changed depending on whether or not the current position of the host vehicle is a joining point. Accordingly, the operation reaction force can be corrected in consideration of a situation where the driver's own lane merges with the adjacent lane and the driver inevitably changes the lane.
(2) Moreover, the controller 60 changes the correction content of the operation reaction force according to the traveling environment. Specifically, when a merge point where the own lane merges with an adjacent lane is detected, the gain for correcting the operation reaction force is made smaller than when a merge point is not detected. For example, as shown in FIG. 21, the pedal reaction force holding time Th when the joining location is detected is set to be smaller than that of the non-joining location. Thereby, the degree of correction of the operation reaction force at the junction can be reduced, and the operation reaction force can be corrected in consideration of a situation where the driver inevitably changes lanes.

-Modification of the third embodiment-
Here, the current position of the host vehicle joins the coefficient Ksh of the time constant Ts of the temporary delay filter that is set based on the ratio RRP between the risk potential RPo of the host vehicle preceding vehicle A and the risk potential RPnext of the adjacent vehicle preceding vehicle B. It changes depending on whether it is a location.

  FIG. 22 shows the relationship between the ratio RRP and the coefficient Ksh. When the current position of the host vehicle is a non-merging location, when the ratio RRP exceeds a predetermined value Br greater than 1, the coefficient Ksh increases as the ratio RRP increases as shown by the solid line. In the case of a merge point, the coefficient Ksh is set to 0 up to a value (Br + Mr) obtained by adding a preset increase Mr to a predetermined value Br. In a region larger than the predetermined value (Br + Mr), the coefficient Ksh increases as the ratio RRP increases as shown by the broken line.

  Further, as shown in FIG. 22, the rate of change of the coefficient Ksh with respect to the change of the ratio RRP is greater at the merged location than at the non-merged location. Thereby, the gain of the pedal reaction force correction at the time of interruption control is changed between the joining place and the non-joining place.

  Thereby, at the junction where the own lane merges with the adjacent lane, if the risk potential ratio RRP between the own lane preceding vehicle A and the adjacent lane preceding vehicle B is smaller than the predetermined value (Br + Mr), from the lane change time ta The accelerator pedal reaction force command value FAc increases immediately. When the ratio RRP becomes larger than the predetermined value (Br + Mr), the driver determines that the vehicle will merge while being aware of the risk potential RPnext for the adjacent vehicle B on the adjacent lane, and gradually increases the accelerator pedal reaction force command value FAc. Go.

  Note that, as indicated by a one-dot chain line in FIG. 22, the threshold value Br may be changed to (Br + Mr) at the non-merging location and the joining location, and the rate of change of the coefficient Ksh may be the same.

  In the third embodiment described above, the relationship of the pedal reaction force holding time Th with respect to the difference ΔRP is changed at the merge point, and in the modification of the third embodiment, the temporary delay filter for the ratio RRP is used at the merge point. The relation of the coefficient Ksh of the constant Ts was changed. However, the present invention is not limited to the above-described embodiment, and the coefficient Ksh of the time constant Ts can be set based on the difference ΔRP, and the relationship of the coefficient Ksh with respect to the difference ΔRP can be changed at the junction. Moreover, the pedal reaction force holding time Th can be set based on the ratio RRP, and the relationship of the pedal reaction force holding time Th with respect to the ratio RRP can be changed at the junction.

<< Fourth Embodiment >>
A vehicle driving assistance device according to a fourth embodiment of the present invention will be described. The basic configuration of the vehicular driving operation assistance apparatus in the fourth embodiment is the same as that of the first embodiment shown in FIGS. 1 and 2. However, in the fourth embodiment, a rear side camera (not shown) that images the rear side area of the host vehicle, and an image processing device (not shown) that performs image processing on the captured image of the rear side camera; Is further provided. Here, differences from the first embodiment will be mainly described.

  In the fourth embodiment, as shown in FIG. 14 described above, when the own lane preceding vehicle A, the adjacent lane preceding vehicle B, and the rear side vehicle C exist around the own vehicle, The accelerator pedal reaction force command value FA is corrected using the risk potential RPo, the risk potential RPnext of the adjacent vehicle B in the adjacent lane, and the risk potential RPnext_b of the rear side vehicle C. Specifically, the difference ΔRP between the risk potential RPo of the preceding vehicle A of the own lane and the risk potential RPnext of the preceding vehicle B of the adjacent lane, the risk potential RPnext of the preceding vehicle B of the adjacent lane and the risk potential RPnext_b of the rear side vehicle C Based on the average value RPn_ave, the pedal reaction force holding time Th is calculated.

The average value RPn_ave is calculated from the following (Equation 10).
RPn_ave = (RPnext + RPnext_b) / 2 (Expression 10)

  FIG. 23 shows the relationship of the pedal reaction force holding time Th with respect to the difference ΔRP and the average value RPn_ave. FIG. 23 also shows a relationship between a risk potential RPnext_max and a reaction force holding time Th described later. In FIG. 23, the pedal reaction force holding time Th at the reference value of the preset average value RPn_ave is indicated by a solid line. As shown in FIG. 23, the pedal reaction force holding time Th increases as the difference ΔRP increases in a region larger than the predetermined value Bt. Further, as the average value RPn_ave becomes smaller than the reference value, the pedal reaction force holding time Th becomes shorter, and as the average value RPn_ave becomes larger than the reference value, the pedal reaction force holding time Th becomes longer. That is, the rate of change of the pedal reaction force holding time Th with respect to the difference ΔRP increases as the average value RPn_ave increases.

Thus, in the fourth embodiment described above, the following operational effects can be obtained in addition to the effects of the first to third embodiments described above.
The controller 60 corrects the increase in the operation reaction force after the lane change to be delayed as the average value of the risk potential RPnext of the adjacent lane preceding vehicle B and the risk potential RPnext_b of the adjacent lane following vehicle C increases. Specifically, as shown in FIG. 23, the pedal reaction force holding time Th is increased as the average value RPn_ave increases. Accordingly, accelerator pedal reaction force control that does not bother the driver can be performed in a more specific travel situation when the host vehicle changes lanes to the adjacent lane.

-Modification 1 of the fourth embodiment-
Here, in the control at the time of interruption, based on the risk potential difference ΔRP between the own lane preceding vehicle A and the adjacent lane preceding vehicle B and the risk potential average value RPn_ave between the adjacent lane preceding vehicle B and the rear side vehicle C, a temporary delay A coefficient Ksh of the filter time constant Ts is set.

  FIG. 24 shows the relationship of the coefficient Ksh with respect to the difference ΔRP and the average value RPn_ave. FIG. 24 also shows the relationship between a risk potential RPnext_max and a coefficient Ksh described later. In FIG. 24, the coefficient Ksh at the reference value of the preset average value RPn_ave is indicated by a solid line. As shown in FIG. 24, the coefficient Ksh increases from 1 as the difference ΔRP increases in a region larger than the predetermined value Bt. Further, the coefficient Ksh decreases as the average value RPn_ave decreases with respect to the reference value, and the coefficient Ksh increases as the average value RPn_ave increases with respect to the reference value. That is, the rate of change of the coefficient Ksh with respect to the difference ΔRP increases as the average value RPn_ave increases.

  Thus, the controller 60 decreases the increase rate of the operation reaction force after the lane change as the average value of the risk potential RPnext of the adjacent lane preceding vehicle B and the risk potential RPnext_b of the adjacent lane following vehicle C increases. Specifically, as shown in FIG. 24, the time constant coefficient Ksh is increased as the average value RPn_ave increases. Accordingly, accelerator pedal reaction force control that does not bother the driver can be performed in a more specific travel situation when the host vehicle changes lanes to the adjacent lane.

-Modification 2 of the fourth embodiment-
Here, the larger one is selected from the risk potential RPnext of the adjacent vehicle B in the adjacent lane and the risk potential RPnext_b of the rear side vehicle C. Then, the pedal reaction force holding time Th is set based on the selected risk potential RPnext_max and the risk potential difference ΔRP between the own lane preceding vehicle A and the adjacent lane preceding vehicle B. The selected risk potential RPnext_max is expressed by the following (formula 11).
RPnext_max = max (RPnext, RPnext_b) (Equation 11)

  The relationship between the selected risk potential RPnext_max and the pedal reaction force holding time Th with respect to the difference ΔRP will be described with reference to FIG. 23 described above. In FIG. 23, the pedal reaction force holding time Th at the preset reference value of the risk potential RPnext_max is indicated by a solid line. As shown in FIG. 23, the pedal reaction force holding time Th increases as the difference ΔRP increases in a region larger than the predetermined value Bt. Further, as the risk potential RPnext_max becomes smaller than the reference value, the pedal reaction force holding time Th becomes shorter, and as the risk potential RPnext_max becomes larger than the reference value, the pedal reaction force holding time Th becomes longer. That is, the rate of change of the pedal reaction force holding time Th with respect to the difference ΔRP increases as the risk potential RPnext_max increases.

  As described above, the controller 60 delays the start of the increase in the operation reaction force after the lane change as the larger one of the risk potential RPnext of the adjacent lane preceding vehicle B and the risk potential RPnext_b of the adjacent lane following vehicle C increases. To correct. Specifically, as shown in FIG. 23, the pedal reaction force holding time Th is increased as RPn_max increases. Accordingly, accelerator pedal reaction force control that does not bother the driver can be performed in a more specific travel situation when the host vehicle changes lanes to the adjacent lane.

-Modification 3 of the fourth embodiment-
Here, the larger one is selected from the risk potential RPnext of the adjacent vehicle B in the adjacent lane and the risk potential RPnext_b of the rear side vehicle C. Then, based on the selected risk potential RPnext_max and the risk potential difference ΔRP between the own lane preceding vehicle A and the adjacent lane preceding vehicle B, the coefficient Ksh of the time constant Ts of the temporary delay filter is set.

  The relationship between the selected risk potential RPnext_max and the coefficient Ksh with respect to the difference ΔRP will be described with reference to FIG. 24 described above. In FIG. 24, the coefficient Ksh at the preset reference value of the risk potential RPnext_max is indicated by a solid line. As shown in FIG. 24, the coefficient Ksh increases from 1 as the difference ΔRP increases in a region larger than the predetermined value Bt. The coefficient Ksh decreases as the risk potential RPnext_max decreases with respect to the reference value, and the coefficient Ksh increases as the risk potential RPnext_max increases with respect to the reference value. That is, the rate of change of the coefficient Ksh with respect to the difference ΔRP increases as the risk potential RPnext_max increases.

  As described above, the controller 60 decreases the increase rate of the operation reaction force after the lane change as the larger one of the risk potential RPnext of the adjacent lane preceding vehicle B and the risk potential RPnext_b of the adjacent lane following vehicle C increases. To do. Specifically, as shown in FIG. 24, the time constant coefficient Ksh is increased as RPn_max increases. Accordingly, accelerator pedal reaction force control that does not bother the driver can be performed in a more specific travel situation when the host vehicle changes lanes to the adjacent lane.

  In the fourth embodiment and the first to third modifications of the fourth embodiment described above, based on the difference ΔRP between the risk potential RPo of the own lane preceding vehicle A and the risk potential RPnext of the adjacent lane preceding vehicle B. The pedal reaction force holding time Th or the coefficient Ksh of the time constant Ts was set. However, the present invention is not limited to this, and the pedal reaction force holding time Th or the coefficient Ksh of the time constant Ts is set based on the ratio RRP between the risk potential RPo of the preceding vehicle A and the risk potential RPnext of the adjacent lane preceding vehicle B. You can also.

  In the first to fourth embodiments described above, the coefficient Ksh applied to the preset time constant Ts is changed according to the comparison result of the risk potential RP. However, the time constant Ts can be changed according to the comparison result of the risk potential RP.

  In the first to fourth embodiments described above, the risk potential RP is calculated using the margin time TTC and the inter-vehicle time THW between the host vehicle and the preceding vehicle. However, the present invention is not limited to this. For example, the reciprocal of the margin time TTC can be used as the risk potential.

  In the first to fourth embodiments described above, the laser radar 10, the vehicle speed sensor 40, and the front camera 20 are used as obstacle detection means, and risk potential calculation means, operation reaction force calculation means, risk potential comparison means. The controller 60 was used as a correcting means, a following vehicle risk potential calculating means, a threshold changing means, and a correction content changing means. Further, the accelerator pedal reaction force control device 70 is used as the operation reaction force generating means. However, the present invention is not limited thereto, and another type of millimeter wave radar or the like can be used as the obstacle detection means. It is also possible to use a steering reaction force control device that generates a steering reaction force as the operation reaction force generating means.

1 is a system diagram of a vehicle driving operation assistance device according to a first embodiment. The block diagram of the vehicle carrying the driving operation assistance apparatus for vehicles shown in FIG. The figure which shows an example of the driving | running | working condition around the own vehicle. The figure which shows the structure of an accelerator pedal and its periphery. The flowchart which shows the process sequence of the driving operation assistance control process in 1st Embodiment. The figure which shows the relationship between risk potential and reaction force increase amount. (A)-(c) The figure which shows the time series change of the driving | running | working condition at the time of the own vehicle changing a lane, the lateral position in a lane, and risk potential. The figure which shows the relationship between a risk potential difference and pedal reaction force holding time. (A) (b) The figure which shows an example of the driving | running | working condition in case the own vehicle changes lanes. (A) (b) The figure which shows the change of the accelerator pedal reaction force command value when the own vehicle changes lanes. The figure which shows the relationship between a risk potential difference and the coefficient of a time constant. The figure which shows the relationship between a risk potential ratio and pedal reaction force holding time. The figure which shows the relationship between a risk potential ratio and the coefficient of a time constant. The figure which shows an example of the driving | running | working condition around the own vehicle. The figure which shows the relationship between a risk potential difference and pedal reaction force holding time. (A)-(c) The figure which shows an example of the driving | running | working condition in case the own vehicle changes lanes. (A) (b) The figure which shows the change of the accelerator pedal reaction force command value when the own vehicle changes lanes. The figure which shows the relationship between a risk potential difference and the coefficient of a time constant. The figure which shows the relationship between a risk potential ratio and pedal reaction force holding time. The figure which shows the relationship between a risk potential ratio and the coefficient of a time constant. The figure which shows the relationship between the risk potential difference in a joining location and a non-merging location, and pedal reaction force holding time. The figure which shows the relationship between the risk potential ratio and the coefficient of a time constant in a joining location and a non-merging location. The figure which shows the relationship between a risk potential difference, a risk potential average value or maximum value, and pedal reaction force holding time. The figure which shows the relationship between a risk potential difference, a risk potential average value or maximum value, and a coefficient of a time constant.

Explanation of symbols

10: Laser radar 20: Front camera 40: Vehicle speed sensor 50: Navigation system 60: Controller 70: Accelerator pedal reaction force control device 80: Servo motor

Claims (17)

Obstacle detection means for detecting an obstacle situation around the host vehicle;
Risk potential calculation means for calculating a risk potential around the host vehicle based on a detection result by the obstacle detection 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 of an accelerator pedal,
Operation reaction force generating means for generating the operation reaction force on the accelerator pedal;
The first risk potential for the preceding vehicle in the own lane in which the host vehicle has traveled and the second risk for the preceding vehicle in the adjacent lane in the lane adjacent to the own lane, calculated by the risk potential calculating means. A risk potential comparison means for comparing the potential,
Correction means for correcting the operation reaction force generated in the accelerator pedal based on the comparison result by the risk potential comparison means ,
The risk potential comparison means compares the first risk potential and the second risk potential when the host vehicle changes lanes to the adjacent lane,
The vehicular driving operation assisting device , wherein the correction means corrects the operation reaction force when the second risk potential is larger than the first risk potential . The vehicle driving assistance device according to claim 1,
The vehicular driving characterized in that the correction means corrects so that an increase rate of the operation reaction force after a lane change becomes smaller as the second risk potential becomes larger than the first risk potential. Operation assistance device. The vehicle driving assistance device according to claim 1 ,
The vehicle correction operation is characterized in that the correction means corrects so that the start of increase in the operation reaction force after a lane change is delayed as the second risk potential increases with respect to the first risk potential. Auxiliary device. Obstacle detection means for detecting an obstacle situation around the host vehicle;
Risk potential calculation means for calculating a risk potential around the host vehicle based on a detection result by the obstacle detection 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 of an accelerator pedal,
Operation reaction force generating means for generating the operation reaction force on the accelerator pedal;
The first risk potential for the preceding lane vehicle in the own lane that the host vehicle has traveled calculated by the risk potential calculating means, and the second risk for the adjacent lane preceding vehicle in the lane adjacent to the own lane A risk potential comparison means for comparing the potential,
Correction means for correcting the operation reaction force generated in the accelerator pedal based on the comparison result by the risk potential comparison means,
A subsequent vehicle risk potential calculating means for calculating a third risk potential for a vehicle following the adjacent lane in the adjacent lane;
The risk potential comparison means performs a comparison using the first risk potential, the second risk potential, and the third risk potential when the host vehicle changes lanes to the adjacent lane,
The vehicular driving operation assisting device , wherein the correcting unit corrects the operation reaction force based on a comparison result by the risk potential comparing unit . The vehicle driving operation assistance device according to claim 4 ,
The correction means is configured to correct the third risk potential when the second risk potential is greater than the first risk potential and the second risk potential is greater than the third risk potential. The vehicular driving operation assisting device is corrected so that the rate of increase in the operation reaction force after changing the lane becomes smaller as the second risk potential becomes relatively larger . The vehicle driving operation assistance device according to claim 4 ,
The correction means is configured to correct the third risk potential when the second risk potential is greater than the first risk potential and the second risk potential is greater than the third risk potential. The vehicular driving operation assisting device is corrected so as to delay the start of increase in the operation reaction force after a lane change as the second risk potential becomes relatively large . The vehicle driving operation assistance device according to claim 4 ,
The correction means is configured to correct the third risk potential when the second risk potential is larger than the first risk potential and the second risk potential is smaller than the third risk potential. The vehicular driving operation assisting device is corrected such that the rate of increase in the operation reaction force after changing the lane becomes smaller as the second risk potential becomes relatively smaller . The vehicle driving operation assistance device according to claim 4 ,
The correction means is configured to correct the third risk potential when the second risk potential is larger than the first risk potential and the second risk potential is smaller than the third risk potential. The vehicular driving operation assisting device is corrected so as to delay the start of the increase in the operation reaction force after a lane change as the second risk potential becomes relatively small . The vehicle driving operation assistance device according to claim 4 ,
The correcting means has the second risk potential greater than the first risk potential and the larger of the second risk potential and the third risk potential, or the second risk potential and the first risk potential. The vehicle driving operation assisting device is corrected such that as the average value of the risk potential of 3 increases, the increase rate of the operation reaction force after changing the lane becomes smaller . The vehicle driving operation assistance device according to claim 4 ,
The correcting means has the second risk potential greater than the first risk potential and the larger of the second risk potential and the third risk potential, or the second risk potential and the first risk potential. The vehicle operation assisting device for a vehicle is corrected so as to delay the increase start of the operation reaction force after the lane change as the average value of the risk potential of 3 increases . In the driving assistance device for a vehicle according to any one of claims 5, 7, and 9 ,
The correction means further corrects the vehicle so that the rate of increase in the operation reaction force after a lane change decreases as the second risk potential increases with respect to the first risk potential. Operation assisting device. In the driving assistance device for a vehicle according to any one of claims 6, 8, and 10,
The correction means further corrects the vehicle so as to delay the start of the increase in the operation reaction force after a lane change as the second risk potential becomes larger than the first risk potential. Driving assistance device. The vehicular driving assistance device according to any one of claims 1 to 12 ,
When at least one of the risk potential around the host vehicle, the increase rate of the risk potential around the host vehicle, and the depression speed of the accelerator pedal exceeds a predetermined value, the operation by the correcting unit A vehicular driving operation assisting device , further comprising release means for canceling the reaction force correction . The vehicle driving assist device for a vehicle according to any one of claims 1 to 13 ,
Traveling environment detection means for detecting a traveling environment around the host vehicle;
Based on the traveling environment detected by the traveling environment detection means, a threshold value for starting the correction of the operation reaction force based on a comparison result between the first risk potential and the second risk potential. A vehicle driving operation assisting device , further comprising threshold changing means for changing . The vehicle driving assist device for a vehicle according to any one of claims 1 to 13 ,
Traveling environment detection means for detecting a traveling environment around the host vehicle;
Correction for changing the correction content when correcting the operation reaction force based on the comparison result between the first risk potential and the second risk potential based on the travel environment detected by the travel environment detection means A vehicular driving operation assisting device , further comprising content changing means . The vehicular driving assist device according to claim 15 ,
The correction content changing unit corrects the operation reaction force when the traveling environment detecting unit detects a merged point where the own lane merges with the adjacent lane compared to when the merged point is not detected. A driving operation assisting device for a vehicle, wherein the gain is reduced . A vehicle comprising the vehicular driving assist device according to any one of claims 1 to 16.

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