JP4419513B2 - 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 driving assistance device for a vehicle detects a situation (obstacle) around the vehicle and obtains a potential risk potential at that time (see, for example, Patent Document 1). This device controls a steering assist torque based on the calculated risk potential, thereby suppressing a steering operation that tends to lead to an unexpected situation.

Prior art documents related to the present invention include the following.
Japanese Patent Application Laid-Open No. 10-211886 Japanese Patent Laid-Open No. 10-166889 Japanese Patent Laid-Open No. 10-166890

  However, since the vehicle driving operation assisting device as described above transmits the calculated risk potential to the driver as steering torque, steering torque that may hinder driving operation by the driver may occur. In an apparatus that assists a driver's driving operation, it is desired to convey the risk around the host vehicle to the driver without giving a sense of incongruity.

The vehicle driving operation assistance device according to the present invention includes an obstacle detection means for detecting obstacles around the own vehicle, and a risk potential for calculating a risk potential for the obstacle of the own vehicle based on a detection result by the obstacle detection means. A calculating means; a steering torque calculating means for calculating a steering torque generated in the steering wheel based on the risk potential calculated by the risk potential calculating means; a steering angle detecting means for detecting a steering angle of the steering wheel; When the steering angle detected by the detecting means is compared with a required steering angle for moving the host vehicle to a target lateral position, and when the steering angle is larger than the required steering angle by the steering angle comparing means If determined, the steering torque calculated by the steering torque calculation means is applied to the steering wheel. Raw and, when the steering angle is determined to be smaller than the required steering angle, by controlling so as not to generate a steering torque to the steering wheel, the steering reaction force generated when the driver operates the steering wheel and a steering torque control means controlling for.

The vehicle driving operation assistance device according to the present invention includes an obstacle detection means for detecting obstacles around the own vehicle, and a risk potential for calculating a risk potential for the obstacle of the own vehicle based on a detection result by the obstacle detection means. A calculation means; a steering torque calculation means for calculating a steering torque generated in the steering wheel based on the risk potential calculated by the risk potential calculation means; a steering angle detection means for detecting a steering angle of the steering wheel; Steering direction determination means for determining whether the steering operation by the steering is in a direction to increase the risk potential, and if the steering operation is determined by the steering direction determination means to be in the direction to increase the risk potential, the steering torque Steering wheel calculated by the calculation means Occurs, the steering operation is determined not to be steered in the direction increasing the risk potential, by controlling so as not to generate a steering torque to the steering wheel, generated when the driver operates the steering wheel Steering torque control means for controlling the steering reaction force, and steering torque detection means for detecting steering torque generated in the steering wheel. The steering direction determination means includes a risk potential calculated by the risk potential calculation means, and a steering angle. Based on the steering angle detected by the detection means and the steering torque detected by the steering torque detection means, it is determined whether the steering operation is a steering in a direction to increase the risk potential.

  If it is determined that the current steering angle is larger than the predetermined steering angle, a steering torque based on the risk potential is generated in the steering wheel, so that the driver can be surely notified of the risk around the vehicle as a steering reaction force. In addition, since the steering torque is not corrected when the steering angle is equal to or smaller than the predetermined steering angle, the driver is not bothered.

  If it is determined that the steering operation by the driver is steering in a direction that increases the risk potential of the host vehicle, a steering torque based on the risk potential is generated in the steering wheel. When the steering operation is in such a direction as to reduce the risk potential, the steering torque is not corrected, so that the driver is not bothered.

<< 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 front vehicle), and determines the distance between the plurality of front vehicles from the arrival time of the reflected wave. Detect the distance and its direction. The detected inter-vehicle distance and presence direction are output to the controller 50. In the present embodiment, the presence direction of the front object can be expressed as a relative angle with respect to the host vehicle.

The forward area scanned by the laser radar 10 is about ± 6 deg with respect to the front of the host vehicle, and a forward object existing within this range is detected. The laser radar 10 detects not only the inter-vehicle distance to the vehicle ahead and the direction in which it is present, but also the relative distance to the obstacle such as a pedestrian existing in front of the host vehicle and the direction in which it exists.
The front camera 20 is a small CCD camera, a CMOS camera, or the like attached to the upper part of the front window, detects the state of the front road as an image, and outputs it to the controller 50. The detection area by the front camera 20 is about ± 30 deg in the horizontal direction, and the front road scenery included in this area is captured as an image.

  The rear camera 21 is a small CCD camera, a CMOS camera, or the like attached to the upper part of the rear window. The rear camera 21 detects rear and side road conditions with the same performance as the front camera 20 and outputs it to the controller 50.

The steering angle sensor 90 is an angle sensor or the like attached in the vicinity of the steering column or the steering wheel 62, detects rotation of the steering shaft as a steering wheel angle by steering, and outputs it to the controller 50.
The steering torque sensor 91 is a torque sensor attached in the vicinity of the steering column, detects torque acting on the steering shaft, and outputs it to the controller 50.

  The controller 50 includes a CPU and CPU peripheral components such as a ROM and a RAM. The controller 50 controls the entire vehicle driving assistance device 1 to be described later using, for example, a software form of the CPU.

  The controller 50 detects the obstacle around the own vehicle from the own vehicle speed inputted from the vehicle speed sensor 30, the distance information inputted from the laser radar 10, and the image information around the vehicle inputted from the front camera 20 and the rear camera 21. Detect physical conditions. Further, whether or not the risk of the host vehicle is increased by the steering operation by the driver from the steering angle input from the steering angle sensor 90 and the steering torque input from the steering torque sensor 91, that is, the driver's steering operation. Is an operation for guiding the vehicle in the direction of occurrence of the risk.

  The controller 50 detects an obstacle situation around the host vehicle by performing image processing on image information input from the front camera 20 and the rear camera 21. Here, the obstacle situation around the host vehicle includes the inter-vehicle distance to the other vehicle traveling in front of the host vehicle, the presence and degree of approach of the other vehicle approaching the adjacent lane from the rear of the host vehicle, and the lane identification line (white line). The left and right positions of the vehicle, that is, the relative position and angle, and the shape of the lane identification line. Also, pedestrians and motorcycles that cross the front of the vehicle are detected as obstacles. The controller 50 calculates the risk potential of the host vehicle for each obstacle based on the detected obstacle situation. Further, the controller 50 calculates the overall risk potential around the host vehicle by summing up the risk potential for each obstacle, and performs control according to the risk potential as follows.

  The vehicular driving operation assisting apparatus 1 according to the first embodiment controls the reaction force generated when the accelerator pedal 82 is depressed and the steering wheel (steering wheel) 62 is steered. This assists the acceleration / deceleration operation and steering operation, and assists the driving operation of the driver appropriately. Therefore, the controller 50 adds the risk potential for each obstacle around the host vehicle separately in the vehicle front-rear direction and the left-right direction, and from each addition result, the reaction force control amount in the vehicle front-rear direction and the reaction in the vehicle left-right direction Calculate the force control amount. The controller 50 outputs the calculated reaction force control amount in the front-rear direction to the accelerator pedal reaction force control device 80, and outputs the calculated reaction force control amount in the left-right direction to the steering reaction force control device 60.

  The steering reaction force control device 60 is incorporated in the vehicle steering system, and controls the torque generated by the servo motor 61 in accordance with the reaction force control amount output from the controller 50. The servo motor 61 controls the torque generated according to the command value from the steering reaction force control device 60, and can arbitrarily control the steering reaction force generated when the driver operates the handle 62.

  The accelerator pedal reaction force control device 80 controls the torque generated by the servo motor 81 incorporated in the link mechanism of the accelerator pedal 82 according to the reaction force control amount output from the controller 50. The servo motor 81 controls the reaction force generated according to the command value from the accelerator pedal operation reaction force control device 80, and can arbitrarily control the pedal force generated when the driver operates the accelerator pedal 82. .

Next, the operation of the vehicle driving operation assistance device 1 according to the first embodiment will be described. First, the outline will be described.
The controller 50 determines the traveling vehicle speed of the host vehicle, the relative position between the host vehicle and other vehicles existing in the front or rear side of the host vehicle, the moving direction thereof, the relative position of the host vehicle with respect to the lane identification line (white line), and the like. Recognize obstacles around your vehicle. The controller 50 obtains the risk potential of the own vehicle for each obstacle based on the recognized obstacle situation. The controller 50 further calculates the reaction force control amount in the front-rear direction and the reaction force control amount in the left-right direction by adding the risk potential for each obstacle for each component in the front-rear direction and the left-right direction.

  The calculated reaction force control amount in the front-rear direction is output to the accelerator pedal reaction force control device 80 as a reaction force control command value in the front-rear direction. The accelerator pedal reaction force control device 80 changes the accelerator pedal reaction force characteristic by controlling the servo motor 81 in accordance with the input reaction force control command value. By changing the accelerator pedal reaction force characteristic, control is performed so as to prompt the driver's actual accelerator pedal operation amount to an appropriate value.

  On the other hand, the calculated reaction force control amount in the left-right direction is output to the steering reaction force control device 60 as a reaction force control command value in the left-right direction. The steering reaction force control device 60 changes the steering reaction force characteristic by controlling the servo motor 61 according to the input control reaction force command value. By changing the steering reaction force characteristic, control is performed so as to promote the actual steering angle of the driver to an appropriate steering angle.

  In the above-described control, how to determine the reaction force characteristic command value, that is, the reaction force control command value will be described below with reference to FIG. FIG. 3 is a flowchart showing the procedure of the driving assist control process in the controller 50 according to the first embodiment of the present invention. This processing content is continuously performed at a constant interval, for example, every 10 msec.

-Processing flow of controller 50 (Fig. 3)-
First, the travel state is read in step S101. Here, the traveling state is information relating to the traveling state of the host vehicle including the obstacle state around the host vehicle. Therefore, the relative distance and relative angle to the forward vehicle detected by the laser radar 10 and the relative position of the white line relative to the host vehicle based on the image input from the front camera 20 and the rear camera 21, that is, the displacement and relative angle in the left-right direction. The white line shape and the relative distance and relative angle to the vehicle traveling ahead, the traveling vehicle speed of the host vehicle detected by the vehicle speed sensor 30, the steering angle detected by the steering angle sensor 90, and the steering torque sensor 91 are detected. Read steering torque. Further, based on the images detected by the front camera 20 and the rear camera 21, the type of obstacle existing around the host vehicle, that is, whether the obstacle is a four-wheeled vehicle, a two-wheeled vehicle, a pedestrian, or the like is recognized. .

  In step S102, the current vehicle surroundings are recognized based on the driving state data read and recognized in step S101. Here, the relative position, the moving direction and the moving speed of each obstacle with respect to the host vehicle detected before the previous processing cycle and stored in the memory of the controller 50, and the current running state data obtained in step S101. Thus, the current relative position of each obstacle to the host vehicle, the moving direction and the moving speed thereof are recognized. Then, it recognizes how other vehicles or white lines that are obstacles to the traveling of the host vehicle are arranged around the host vehicle and how they move relatively.

In step S103, a margin time TTC (Time To Contact) for each recognized obstacle is calculated for each obstacle. Here, the margin time TTCk for the obstacle k is obtained by the following (Equation 1).
TTCk = {Dk−σ (Dk)} / {Vrk + σ (Vrk)} (Formula 1)
Here, Dk: relative distance from the host vehicle to the obstacle k, Vrk: relative speed of the obstacle k with respect to the host vehicle, σ (Dk), σ (Vrk): variation in relative distance and variation in relative speed, respectively Show.

  The relative distance variation σ (Dk) and the relative velocity variation σ (Vrk) are recognized as the obstacle k in consideration of the magnitude of the influence when the detector uncertainty or unexpected situation occurs. It is set according to the type of sensor and the type of recognized obstacle k. The laser radar 10 detects the correct distance regardless of the detection distance, that is, the relative distance between the vehicle and the obstacle, as compared with the detection of the obstacle by the front camera 20 and the rear camera 21 using a camera such as a CCD. can do. When the laser radar 10 detects the relative distance Dk to the obstacle k, the variation σ (Dk) is set to a substantially constant value regardless of the magnitude of the relative distance Dk.

  On the other hand, when the relative distance Dk is detected by the cameras 20 and 21, the variation σ (Dk) is set to increase exponentially as the relative distance Dk increases. However, when the relative distance Dk of the obstacle k is small, the relative distance can be detected by the camera more accurately than when the relative distance Dk is detected by the laser radar 10, so that the relative distance variation σ (Dk ) Is set smaller.

In step S104, the risk potential RPk for each obstacle k is calculated using the margin time TTC calculated in step S103. Here, the risk potential RPk for each obstacle k is obtained by the following (Equation 2).
RPk = 1 / TTCk × wk (Formula 2)
Here, wk: indicates the weight of the obstacle k. As shown in (Formula 2), the risk potential RPk is expressed as a function of the margin time TTCk using the reciprocal of the margin time TTC. The larger the risk potential RPk, the greater the degree of approach to the obstacle k.

  The weight wk for each obstacle k is set according to the type of the detected obstacle. For example, when the obstacle k is a four-wheeled vehicle, a two-wheeled vehicle, or a pedestrian, the weight wk = 1 is set because the importance, that is, the degree of influence when the own vehicle approaches the obstacle k is high. On the other hand, when the obstacle k is a lane marker, the importance when the host vehicle approaches or comes into contact is relatively smaller than other obstacles, so the weight wk is set to about 0.5, for example. Also, even when the same lane marker has an adjacent lane beyond the lane marker and when there is no lane beyond the lane marker and only a guardrail is present, the weight at the time of proximity of the own vehicle differs, so the weight wk is different. Can be set as follows.

The lane marker is distributed in a certain range of existing directions, rather than being determined in one direction. Therefore, the lane marker is divided into minute angles to calculate each risk potential, and the risk potential RPlane is calculated by integrating the risk potential for each minute angle in the range of the lane marker existence direction. That is, the risk degree RPlane for the lane marker is expressed by the following (Equation 3).

ここで、θｋ：自車両に対する障害物ｋの存在方向を示し、障害物ｋが車両前方向、つまり自車正面に存在する場合、θｋ＝０とし、障害物ｋが車両後方向に存在する場合、θｋ＝１８０とする。 In step S105, components in the vehicle front-rear direction are extracted from the risk potential RPk for each obstacle k calculated in step S104 and added to calculate a total front-rear risk potential for all obstacles existing around the vehicle. . The front-rear risk potential RPlongitudinal is calculated by the following (formula 4). The risk potential RPk for each obstacle k includes the risk potential RPlane for the lane marker.

Here, θk: indicates the direction in which the obstacle k is present with respect to the own vehicle, and when the obstacle k exists in the front direction of the vehicle, that is, in front of the own vehicle, θk = 0 and the obstacle k exists in the rear direction of the vehicle , Θk = 180.

In the subsequent step S106, components in the left-right direction of the vehicle are extracted from the risk potential RPk for each obstacle k calculated in step S104 and added to calculate a comprehensive left-right risk potential for all obstacles existing around the vehicle. To do. The left-right risk potential RPlateral is calculated by the following (Formula 5).

  In step S107, the front-rear direction control command value, that is, the reaction force control command value FA to be output to the accelerator pedal reaction force control device 80 is calculated from the front-rear risk potential RPlongitudinal calculated in step S105. In accordance with the longitudinal risk potential RPlongitudinal, an appropriate reaction force control command value FA is calculated so that a larger control reaction force is generated in a direction in which the accelerator pedal 82 is returned as the risk potential is larger.

  In step S108, the direction of the steering operation by the driver is determined. Specifically, it is determined based on the steering torque and the steering angle whether the steering operation intended by the driver is leading the vehicle in a direction in which the risk is increased or in a direction in which the risk is decreased. Details of the steering operation direction determination will be described later.

In step S109, a steering angle θ * necessary for moving the host vehicle to a predetermined lateral position in the lane in which the host vehicle travels is calculated. A method for calculating the required steering angle θ * will be described later.
In step S110, the control command value in the left-right direction is calculated. Here, if it is determined in step S108 that the steering operation by the driver is leading the vehicle in a direction in which the risk increases, the left-right risk potential RPlateral is transmitted to the driver via the steering reaction force. A method for calculating the left-right direction control command value will be described later.

  In step S111, the control command value in the front-rear direction calculated in step S107 and the control command value in the left-right direction calculated in step S110 are output to the accelerator pedal reaction force control device 80 and the steering reaction force control device 60, respectively. The accelerator pedal reaction force control device 80 and the steering reaction force control device 60 control the accelerator pedal reaction force and the steering reaction force in accordance with commands from the controller 50, respectively, and transmit the risk potential RP around the host vehicle to the driver. Thus, the current process is terminated.

-Steering direction determination process (S108)-
Next, the steering direction determination process in step S108 of FIG. 3 described above will be described in detail with reference to the flowchart of FIG. Here, it is determined whether or not the driver is performing a steering operation that guides the host vehicle in a direction of increasing risk.

  First, in step S201, the left-right risk potential RPlateral calculated in step S106 of FIG. 3 is read. Here, the risk potential RPlateral in the left-right direction is indicated by a positive value when a risk exists on the right side of the host vehicle, and a negative value when a risk exists on the left side of the host vehicle. In step S202, the actual steering angle θ measured by the steering angle sensor 90 is read. Here, in the case of right steering, the steering angle θ is represented by a positive value, and in the case of left steering, the steering angle θ is represented by a negative value.

  In step S203, it is determined whether or not the driver is performing a steering operation in a direction that increases the risk. Specifically, the product (RPlateral × θ) of the left-right risk potential RPlateral read in step S201 and the current steering angle θ read in step S202 is compared with a preset threshold value α1. When the product of the left-right risk potential RPlateral and the steering angle θ is greater than or equal to the threshold α1 (RPlateral × θ ≧ α1), it is determined that the steering operation is performed in a direction in which the risk increases, and when the product is less than the threshold α1, It is determined that the steering operation is not in the direction in which the risk increases.

  Here, the threshold value α1 is appropriately set to zero or a negative value near zero in advance. When the threshold value α1 is set to a negative value, it is determined that the vehicle is steered in a direction in which the risk increases even when the vehicle is traveling straight without turning in the direction in which the risk is increased.

  If it is determined in step S203 that the product of the left-right risk potential RPlateral and the steering angle θ is less than the threshold α1, and it is determined that the steering operation by the driver is not an operation to increase the risk, the process proceeds to step S208. In step S208, Flg_STR = 0 indicating that the steering by the driver is not the steering in the direction of increasing the risk is set. On the other hand, if the product of the left-right risk potential RPlateral and the steering angle θ is greater than or equal to the threshold α1, the process proceeds to step S204.

  As described above, in step S203, it is determined based on the current steering angle θ of the driver whether or not the steering operation by the driver is an operation in a direction of increasing the risk. However, in general, the relationship between the steering angle θ and the steering torque T (steering torque characteristics) has the characteristics shown in FIG. 5, and therefore, the driver's steering direction and risk increase based only on the current steering angle θ. It is difficult to accurately determine the relationship with the direction.

  FIG. 5 shows the steering angle θ on the horizontal axis and the steering torque T on the vertical axis. When the steering angle θ is zero (the steering wheel 62 is in the neutral position, the origin O), the steering wheel is turned clockwise (the steering angle θ is a positive value) and then counterclockwise (the steering angle θ is a negative value). Consider a case in which a steering operation is performed to steer and then return to the origin O. At this time, the relationship between the steering angle θ and the steering torque T advances along the arrow from the origin O to points A, D, C, and B, and returns to the origin O. As shown in FIG. 5, the steering torque T with respect to the steering angle θ differs between the increase side (points A and C) and the return side (points D and B) due to the hysteresis of the steering system. In the processing in step S203, only the magnitude of the steering angle θ, that is, whether the steering angle θ indicates the points A and D or the points B and C is determined. It is also necessary to determine whether or not it is switching back.

  Therefore, in step S204, the steering torque T measured by the steering torque sensor 91 is read. Next, in step S205, a change in the steering torque T is derived from the steering torque T read in step S204 and the steering torque stored in the memory of the controller 50 up to several cycles before. Specifically, the time change dT / dt of the steering torque T is calculated. Here, since the steering torque T includes noise due to disturbance from the road surface, friction of the steering system, hysteresis, and the like, filter processing for removing these is also performed.

  In step S206, it is determined whether the driver's steering operation is increased or decreased. Specifically, the product (dT / dt × θ) of the steering torque change dT / dt calculated in step S205 and the steering angle θ read in step S202 is compared with a preset threshold value α2. When the product of the steering torque change dT / dt and θ is equal to or greater than the threshold value α2, the number is increased, and when the product is less than the threshold value α2, it is determined to be switched back.

  Similar to the threshold value α1 described above, the threshold value α2 is appropriately set in advance as zero or a negative value near zero. When the threshold value α2 is set as a negative value, it is determined that the vehicle is steered in a direction in which the risk increases, even if the vehicle is traveling straight without applying steering torque in a direction in which the risk increases.

  If it is determined in step S206 that the product of the steering torque change dT / dt and the current steering angle θ is less than the threshold value α2, the process proceeds to step S208. In step S208, Flg_STR = 0 is set to indicate that the steering operation by the driver is not an operation in the direction of increasing the risk. On the other hand, when the product of the steering torque change dT / dt and the current steering angle θ is equal to or greater than the threshold value α2, the process proceeds to step S207. In step S207, Flg_STR = 1 is set, which indicates that the steering operation by the driver is an operation in the direction of increasing the risk.

As described above, after determining whether or not the steering direction of the driver is steering in the direction of increasing the risk in step S108, the process proceeds to step S109.
-Necessary steering angle calculation process (S109)-

  Next, the necessary steering angle calculation process in step S109 of FIG. 3 described above will be described in detail with reference to the flowchart of FIG. Here, the steering angle required to move to a predetermined lateral position in the own lane is calculated. Hereinafter, a case where the center of the own lane is set as the predetermined lateral position will be described as an example.

In step S301, the state quantity X of the own vehicle with respect to the own lane is read. For example, the state quantity X is a yaw rate φ ′, a yaw angle φ, a lateral velocity ycr ′, a lateral displacement ycr, and the like, and is defined by the following equation.
X = [φ ′ φ ycr ′ ycr] ^T (Formula 6)
Here, X is a state vector, and [] ^T represents a transposed matrix.

In step S302, the regulator gain K is read. Since the gain K of the regulator depends on the speed of the vehicle, the regulator gain K of the vehicle speed that changes from moment to moment is read. However, it is difficult to store the regulator gain K at each vehicle speed as a map in the ROM of the controller 50 due to the limitation of the ROM. Therefore, for example, the regulator gain K at a speed of about 10 km / h is stored in the ROM, and the regulator gain K at a vehicle speed that changes from moment to moment is obtained by interpolation. The regulator gain K can be defined by the following equation.
K = [K _{φ ′} K _φ Kycr ′ Kycr] (Expression 7)
A method for deriving the regulator gain K will be described later.

In step S303, the necessary steering angle θ * is derived. The required steering angle θ * is defined by the product of the state quantity X and the regulator gain K, as shown in (Equation 8) below.
θ * = − K × X (Formula 8)
Using (Expression 8), the necessary steering angle θ * is calculated from the state quantity X read in step S301 and the regulator gain K read in step S302.

  Hereinafter, a method for deriving the regulator gain K used for calculating the necessary steering angle θ * will be described. In order to derive the regulator gain K, consider a closed loop system as shown in FIG. The servo system is configured to follow the measured steering angle θ and the control command steering angle output by the regulator, and the regulator gain K that minimizes the evaluation function J composed of the input steering angle θ and the state quantity X Is derived according to a well-known optimal control theory. Thus, when the regulator gain K is derived, a closed loop system as shown in FIG. 7 is used. FIG. 8 shows the concept of calculating the required steering angle θ *. In the first embodiment, the required steering angle θ * is calculated using an open loop system as shown in FIG. After calculating the necessary steering angle θ *, the process proceeds to step S110.

-Left-right direction control command value calculation process (S110)-
The left-right direction control command value calculation processing in step S110 of FIG. 3 will be described using the flowchart of FIG. Here, the risk potential RPlateral for actually calculating the left-right direction control command value is calculated from the left-right direction risk potential RPlateral calculated in step S106 using Flg_STR indicating the steering direction with respect to the risk, the necessary steering angle θ *, and the like. Set. Thereafter, the left-right direction control command value Trp is calculated using the set left-right direction risk potential RPlateral.

  First, in step S401, Flg_STR set in the steering direction determination in step S108 of FIG. 3 is read. In step S402, it is determined whether or not the read Flg_STR is 1. If the determination in step S402 is affirmative and Flg_STR = 1, that is, it is determined that the vehicle is steered in a direction in which the risk increases, the process proceeds to step S403. On the other hand, if the determination in step S402 is negative and Flg_STR is not 1, that is, if the steering is not in a direction in which the risk increases, the process proceeds to step S412. In step S412, the horizontal risk potential RPlateral = 0 is set.

  If the steering direction of the driver is to increase the risk, the necessary steering angle θ * to the predetermined lateral position calculated in step S109 of FIG. 3 is read in step S403. In step S404, the actual steering angle θ is read.

  In step S405, the direction of the necessary steering angle θ * read in step S403 is determined. When the required steering angle θ * exceeds 0 (θ *> 0), the process proceeds to step S406. On the other hand, when the required steering angle θ * is 0 or less (θ * ≦ 0), the process proceeds to step S407. FIG. 10 shows the relationship between the steering angle θ and the steering torque T when the required steering angle θ * exceeds 0 (θ *> 0). FIG. 11 shows the relationship between the steering angle θ and the steering torque T when the required steering angle θ * is 0 or less (θ * ≦ 0). First, a method for setting the left-right risk potential RPlateral when the required steering angle θ * is θ *> 0 will be described.

  In step S406, the actual steering angle θ is compared with the required steering angle θ *, and if θ> θ *, that is, the actual steering angle θ is the steering required to move the host vehicle to the center of the host lane. If it is equal to or greater than the angle θ *, the process proceeds to step S408. In step S408, the left-right risk potential RPlateral calculated in step S106 is set as a positive risk potential RPlateral (+) in the right-turning direction. In FIG. 10, the steering angle θ corresponding to the risk potential RPlateral set in step S408 is indicated by a region A.

  On the other hand, if it is determined in step S406 that θ ≦ θ * and the actual steering angle θ is opposite to the steering direction for moving the host vehicle to the center of the host lane, the process proceeds to step S409. In step S409, the left-right direction risk potential RPlateral calculated in step S106 is set as a negative risk potential RPlateral (−) in the left-turning direction. In FIG. 10, the steering angle θ corresponding to the risk potential RPlateral set in step S409 is indicated by a region B. The steering angle θ in the region B is steering in a direction in which the driver steers the vehicle toward the outside of the own lane in the opposite direction to the steering for moving the own vehicle to the center of the own lane, and increases the risk of the own vehicle. It is shown that.

  Note that a region C in FIG. 10 corresponds to the steering angle θ (required steering angle θ *> 0) corresponding to the risk potential RPlateral set in step S412 described above. That is, when the actual steering angle θ corresponds to the region C, it is determined that Flg_STR = 0 indicating the steering direction with respect to the risk, and the driver intentionally moves the host vehicle to the center of the host lane. Therefore, in step S412, the left-right risk potential RPlateral = 0 is set to normal steering torque characteristics without correcting the steering torque characteristics.

  If it is determined in step S405 that the required steering angle θ * is 0 or less (θ * ≦ 0), the process proceeds to step S407, where the actual steering angle θ and the required steering angle θ * are compared. When the actual steering angle θ is smaller than the required steering angle θ * (θ <θ *), that is, left steering, the actual steering angle θ is necessary to move the host vehicle to the center of the host lane. If it is greater than or equal to the steering angle θ *, the process proceeds to step S410. In step S410, the left-right risk potential RPlateral calculated in step S106 is set as a negative risk potential RPlateral (−) in the left-turning direction. In FIG. 11, a steering angle θ corresponding to the risk potential RPlateral set in step S410 is indicated by a region D.

  On the other hand, if it is determined in step S407 that θ ≧ θ * and the actual steering angle θ is opposite to the steering direction for moving the host vehicle to the center of the host lane, the process proceeds to step S411. In step S411, the left-right risk potential RPlateral calculated in step S106 is set as a positive risk potential RPlateral (+) in the right-turning direction. In FIG. 11, the steering angle θ corresponding to the risk potential RPlateral set in step S411 is indicated by a region E. The steering angle θ in the region E is steering in a direction in which the driver steers the vehicle toward the outside of the own lane in the opposite direction to the steering for moving the own vehicle to the center of the own lane, and increases the risk of the own vehicle. It is shown that.

  Note that a region F in FIG. 11 corresponds to the steering angle θ (required steering angle θ * ≦ 0) corresponding to the risk potential RPlateral set in step S412 described above. That is, when the actual steering angle θ corresponds to the region F, it is determined that Flg_STR = 0 indicating the steering direction with respect to the risk, and the driver intentionally moves the host vehicle to the center of the host lane. Therefore, in step S412, the left-right risk potential RPlateral = 0 is set to normal steering torque characteristics without correcting the steering torque characteristics.

  After the left-right risk potential RPlateral is set in steps S408 to S412, the process proceeds to step S413. In step S413, the set left / right risk potential RPlateral is multiplied by a predetermined gain Grp to calculate a steering torque command value Trp as a left / right direction control command value (Trp = Grp × RPlateral). Thus, as shown in FIGS. 10 and 11, when the driver's steering is in the direction of increasing the risk of the host vehicle, the steering torque characteristic is corrected and the steering torque T corresponding to the steering angle θ is increased. To do.

  The operation of the first embodiment will be described with reference to FIG. FIG. 12 shows, as a specific example of an actual driving scene, on a three-lane road on one side, another vehicle on the left lane A, a host vehicle traveling on the left side in the lane on the center lane B, and a lane C on the right side. The case where there is another vehicle is shown. Since the host vehicle is traveling on the left side in lane B, the necessary steering angle θ * at the time shown in FIG. 12 is a positive value for moving the host vehicle to the center of lane B, that is, to the right side. Calculated.

  Here, when the actual steering angle θ by the driver's steering operation is larger than the necessary steering angle θ * (θ> θ *), it is determined that the host vehicle is over the center of the lane B and is moving toward the lane C. To do. Therefore, as shown in a region A in FIG. 10, a steering torque T is generated to return the steering direction to the left side. Here, the steering torque T is a value obtained by adding a steering torque command value Trp (Trp = Grp × RPlateral (+)) to a normal steering torque characteristic.

  If the driver steers to the right (+ direction) from the situation shown in FIG. 12 at a steering angle θ smaller than the required steering angle θ *, it is determined that the host vehicle is about to return to the center of lane B. Therefore, as shown in region C of FIG. 10, the steering torque characteristic is not corrected, and the steering torque T corresponding to the steering angle θ is generated according to the normal steering torque characteristic.

  Conversely, when the driver steers from the situation shown in FIG. 12 to the left (− direction), it is determined that the host vehicle is heading toward the lane A, and the steering direction is changed as shown in region B of FIG. A steering torque T is generated to return to the right side. Here, the steering torque T is a value obtained by adding a steering torque command value Trp (Trp = Grp × RPlateral (−)) to a normal steering torque characteristic.

Thus, in the first embodiment described above, the following operational effects can be achieved.
(1) The controller 50 calculates a risk potential RP for the obstacle of the host vehicle, and calculates a steering torque to be generated in the steering wheel 62 based on the risk potential RP. The controller 50 causes the steering wheel 62 to generate a steering torque based on the risk potential RP when the current steering angle θ by the driver is larger than the predetermined steering angle θ *. Thereby, when performing a steering operation exceeding the predetermined steering angle θ *, the risk potential RP can be transmitted to the driver as a steering reaction force. On the other hand, since the steering torque corresponding to the steering angle θ is generated in accordance with the normal steering torque characteristic within the range of the predetermined steering angle θ *, the risk potential RP around the host vehicle is given to the driver without bothering the driver. I can inform you. Further, since the controller 50 controls the operation reaction force generated in the accelerator pedal 82 based on the risk potential RP around the host vehicle, it is possible to intuitively notify the driver of the risk in the longitudinal direction of the host vehicle as the pedal reaction force. .
(2) The controller 50 determines whether or not the steering operation by the driver is an operation in a direction to increase the risk potential RP of the host vehicle. If the steering operation is in a direction to increase the risk potential RP, the risk potential RP A steering torque based on the above is generated in the steering wheel 62. As a result, when the driver is performing a steering operation so as to leave the obstacle, the steering torque corresponding to the risk potential RP is not generated, so that the driving operation according to the driver's intention is not hindered. In addition, when the driver is performing a steering operation that guides the host vehicle in a direction to increase the risk potential RP, a steering torque corresponding to the risk potential RP is generated, and therefore the risk potential RP is given to the driver as a steering reaction force. And the driver's steering operation can be guided in an appropriate direction.
(3) The controller 50 performs steering according to the risk potential RP when the current steering angle θ is larger than the predetermined steering angle θ * and the steering operation by the driver is an operation in a direction to increase the risk potential RP. Generate torque. Thus, the risk potential RP can be appropriately notified to the driver as the steering reaction force without disturbing the driving operation intended by the driver.
(4) The predetermined steering angle θ * is set as a steering angle necessary for the host vehicle to travel substantially in the center of the host lane. Even if the driver performs the steering operation in the direction in which the risk potential RP is generated, if the steering angle θ at that time is smaller than the necessary steering angle θ *, the controller 50 returns the host vehicle to the center of the lane. Therefore, the steering torque control based on the risk potential RP is not performed. As a result, the driver can perform a smooth steering operation. When the steering operation is such that the steering angle θ exceeds the necessary steering angle θ * and the host vehicle exceeds the center of the lane, the steering torque control is performed based on the risk potential RP. Can be promptly notified to the driver.

<< Second Embodiment >>
A vehicle operation assistance device according to the second embodiment of the present invention will be described below. The configuration of the vehicle driving operation assisting device according to the second embodiment is the same as that of the first embodiment described with reference to FIGS. Here, differences from the first embodiment will be mainly described.

  In the second embodiment, the target lateral position of the own vehicle is changed in the own lane according to the risk potential RPlateral in the left-right direction. Then, a necessary steering angle θ * for moving to the lateral position set according to the risk potential RP is calculated.

  Below, operation | movement of the driving operation assistance apparatus for vehicles in 2nd Embodiment is demonstrated using the flowchart of FIG. FIG. 13 is a flowchart showing a processing procedure of the driving operation assistance control process executed in the controller 50 of the second embodiment, and is performed continuously at regular intervals, for example, every 10 msec.

  The processing in steps S501 to S508 in FIG. 13 is the same as the processing in steps S101 to S108 in the flowchart in FIG. 3 described in the first embodiment, and a description thereof will be omitted. In step S509, a virtual lane is calculated based on the left-right direction risk potential RPlateral. The virtual lane calculation process will be described below with reference to the flowchart of FIG.

-Virtual lane calculation process (S509)-
First, in step S601, the risk potential RPlateral in the left-right direction calculated in step S506 is read. In step S506, as shown in the above (Formula 5), a comprehensive left-right risk potential RPlateral for all obstacles around the host vehicle is calculated. However, in the virtual lane calculation process, the risk potential RPlateral in the left-right direction is recognized separately as the right component RPlateral (+) and the left component lateral (−). The right component RPlateral (+) is expressed as a positive risk potential when there is a risk on the right side of the host vehicle, and the left component lateral (−) is a negative value as a risk potential when there is a risk on the left side of the host vehicle. It is represented by The absolute value of the risk potential RPlateral represents the magnitude of the risk. Note that the overall left-right risk potential RPlateral represented by (Equation 5) is the sum of the right-hand component RPlateral (+) and the left-hand component RPlateral (−).

In step S602, the sum ΔRPlateral of the right component RPlateral (+) and the left component RPlateral (−) of the left-right risk potential RPlateral read in step S601 is calculated from the following (formula 9).
ΔRPlateral = RPlateral (+) + RPlateral (−) (formula 9)

  The magnitude (absolute value) of ΔRPlateral calculated by (Equation 9) represents the difference between the right component RPlateral (+) and the left component RPlateral (−), and its sign is the right component RPlateral (+) and the left component. Indicates which of RPlateral (-) is larger. That is, when ΔRPlateral is a positive value, the risk on the right side of the host vehicle is large, indicating that the risk is generated mainly from the right side. When the value is negative, the risk on the left side of the host vehicle is It is large and shows that the risk is generated mainly from the left side.

In step S603, the magnitude of the left-right risk potential RPlateral is calculated. The magnitude ΣRPlateral of the left-right direction risk potential RPlateral is expressed by the following (Equation 10) as a difference between the right side component RPlateral (+) and the left side component RPlateral (−).
ΣRPlateral = RPlateral (+) − RPlateral (−) (Equation 10)

In step S604, the difference between the right component RPlateral (+) and the left component RPlateral (−) calculated in step S602, and the difference between the right component RPlateral (+) and left component RPlateral (−) calculated in step S603. From ΣRPlateral, a virtual own lane on which the host vehicle travels, specifically, a center position Ycr (0) thereof is calculated. The center position Ycr (0) of the virtual lane is expressed by the following (formula 11) using a predetermined gain Gycr and a sum ΔRPlateral of the right component RPlateral (+) and the left component RPlateral (−).
Ycr (0) = Gycr (ΣRPlateral) · ΔRPlateral (Equation 11)

  As a result, the center position of the own lane is virtually moved according to the risk sum ΔRPlateral in the left-right direction. Specifically, when the risk on the right side of the host vehicle is large, the virtual lane center position shifts to the left side. On the other hand, when the risk on the left side of the host vehicle is large, the virtual lane center position is shifted to the right side. Note that the predetermined gain Gycr is appropriately set so that the center position Ycr (0) of the virtual lane calculated from (Equation 11) according to ΣRPlateral is a value within about ± 0.5 m. In other words, the center position Ycr (0) of the virtual lane is set so that the actual lane center moves slightly to the left or right depending on the risk in the left-right direction.

  FIG. 15 shows the relationship between ΔRPlateral and the virtual center position Ycr (0) when ΣRPlateral is changed. As shown in FIG. 15, the virtual center position Ycr (0) is proportional to ΔRPlateral, the larger the ΔRPlateral, the smaller the virtual center position Ycr (0), and the smaller the ΔRPlateral, the larger the virtual center position Ycr (0). . That is, as the risk on the right side increases, the virtual center position Ycr (0) moves from the actual lane center to the left side, and as the risk on the left side increases, the virtual center position Ycr (0) moves to the right side.

  However, as ΣRPlateral increases, the virtual center position Ycr (0) changes with respect to ΔRPlateral after ΔRPlateral exceeds a predetermined threshold. The threshold increases as ΣRPlateral increases. Thus, for example, as shown in FIG. 16, when the host vehicle travels in the center lane B of the three lanes on one side, there is another vehicle that affects the risk of the host vehicle only in the adjacent lane C on one side of the host vehicle. When ΣRPlateral is sufficiently small, the virtual lane center position Ycr (0) is set in proportion to ΔRPlateral. In addition, as shown in FIG. 17, when there are other vehicles in adjacent lanes A and C on both the left and right sides of the host vehicle and ΣRPlateral is large, the virtual center position Ycr (0) is actual when ΔRPlateral is less than or equal to the threshold value. Match the center of the lane. When ΔRPlateral exceeds the threshold value, a virtual center position Ycr (0) proportional to ΔRPlateral is calculated, and the virtual lane center Ycr (0) is either left or right depending on the generation direction and the magnitude of the left-right risk potential RPlateral. The direction is shifted.

  FIG. 18 shows an image of virtual lane setting. The host vehicle travels on the left lane A and the other vehicle travels on the right lane B on a two-lane road. The virtual lane center position Ycr (0) moves to the left with respect to the original lane center indicated by the one-point difference line according to the risk potential RPlateral in the left-right direction that other vehicles traveling on the lane B exert on the host vehicle. Yes.

  As described above, after calculating the virtual lane center position Ycr (0) in step S509, the process proceeds to step S510. In step S510, the required steering angle θ * is calculated based on the virtual center position Ycr (0) calculated in step S509. Specifically, in the open loop system as shown in FIG. 19, the virtual lateral displacement, that is, the virtual center position Ycr (0) is added to the lateral displacement Ycr calculated from the actual lane position and the state of the host vehicle, As described above, the regulator gain K is calculated by a known method. Further, a necessary steering angle θ * for moving the host vehicle to the virtual center position Ycr (0) is calculated from the calculated regulator gain K using (Equation 8).

  In step S511, the left-right direction control command value Trp is calculated using the necessary steering angle θ * calculated in step S510 according to the flowchart of FIG. 9 described above. The left-right direction risk potential RPlateral used when calculating the left-right direction control command value Trp is the overall risk potential RPlateral in the left-right direction calculated from (Equation 5).

  FIG. 20 shows the relationship between the steering angle θ and the steering torque T when the required steering angle θ * exceeds 0 (θ *> 0). FIG. 21 shows a specific example of the traveling state of the host vehicle corresponding to FIG. In FIG. 20, the required steering angle θ * is a value calculated using the virtual lane center Ycr (0) set based on the left-right direction risk potential RPlateral, and the required steering angle θ * with reference to the actual lane center. It is a large value compared with the case where is calculated.

  As shown in FIG. 20, when the actual steering angle θ exceeds the necessary steering angle θ *, a steering torque T is generated by adding the steering torque command value Trp based on the left-right risk potential RPlateral (+). Here, only when the steering angle θ exceeds the necessary steering angle θ *, the steering torque T is corrected so as to increase, and the steering torque characteristic when the host vehicle is steered to the left (θ <0) is not corrected.

  In step S512, the left-right direction control command value Trp calculated in step S511 and the front-rear direction control command value FA calculated in step S507 are output to the steering reaction force control device 60 and the accelerator pedal reaction force control device 80, respectively. Exit,

Thus, in the second embodiment described above, the following operational effects can be obtained in addition to the effects of the first embodiment described above.
(1) The controller 50 sets a predetermined steering angle θ * as a steering angle necessary for the host vehicle to travel along a predetermined lateral position Ycr (0) (reference line) of the host lane, and sets the current steering angle. When θ exceeds the necessary steering angle θ *, steering torque control according to the risk potential RP is performed. As a result, the lateral position Ycr (0) of the host lane serving as a reference when the host vehicle travels can be determined according to the situation, and appropriate steering torque control can be performed.
(2) The controller 50 determines the lateral position Ycr (0) in the own lane based on the risk potential RP in the left-right direction. Thereby, according to the direction where the risk potential RP in the left-right direction is generated, a position such as a little right side or a little left side in the own lane can be set as a reference when the own vehicle travels. Therefore, when there are obstacles around the host vehicle, the steering torque control can be performed with reference to the position corresponding to the positional relationship with the obstacles actually taken by the driver, and the driver's steering operation is not uncomfortable. Can be controlled.
(3) When the risk potential RP in the left-right direction exceeds a predetermined value, the controller 50 determines the risk risk RP in the left-right direction based on the relationship between the risk potential RP in the left-right direction and the lateral position Ycr (0) as shown in FIG. A range is provided in which the horizontal position Ycr (0) of the reference line does not change even if changes. Thus, for example, as shown in FIG. 17, when there are adjacent vehicles on both the left and right sides of the host vehicle, and the magnitude ΣRPlateral of the risk potential RPlateral in the left and right direction is sufficiently large, The lateral position Ycr (0) is 0, that is, substantially coincides with the lane center. As a result, when the lateral position Ycr (0) is set according to the risk potential RP in the left-right direction, it is possible to set an appropriate lateral position according to the traveling situation. In addition, as shown in FIG. 17, in a driving situation where there is a lot of traffic, adjacent vehicles are frequently replaced, but by providing a range in which the lateral position Ycr (0) does not change even if the left-right risk potential RP changes, The reference running line of the vehicle does not fluctuate. In this case, an appropriate value is set in advance as the predetermined value (range) of ΔRPlateral.

  In the first and second embodiments described above, the overall left-right risk potential RPlateral for all obstacles around the host vehicle is calculated using (Equation 5) in step S106 or S506. And when calculating the left-right direction control command value in step S110 or S511, comprehensive left-right direction risk potential RPlateral was used. However, the present invention is not limited to this, and the risk potential on the right side of the host vehicle (right component of the risk potential) and the risk potential on the left side (left component of the risk potential) can be calculated in steps S106 and S506, respectively. In this case, only the right component of the risk potential is used in the processing of steps S408 and S411 in FIG. 9 for calculating the left-right direction control command value, and only the left component of the risk potential is used in the processing of steps S409 and S410.

  Thus, the steering torque characteristic during right steering is corrected based on the right component of the risk potential, and the steering torque characteristic during left steering is corrected based on the left component of the risk potential. Therefore, for example, when the left component of the risk potential is not generated, the steering torque characteristic at the time of left steering is not corrected, so that the steering torque control suitable for the driver can be performed.

  In the first and second embodiments described above, when the steering operation by the driver is an operation in the direction of increasing the risk potential RP, the comparison result between the current steering angle θ and the necessary steering angle θ * is obtained. The steering torque characteristics were corrected accordingly. However, the present invention is not limited to this. For example, when the current steering angle θ is larger than the necessary steering angle θ *, the steering torque characteristic can be always corrected.

  In the first and second embodiments described above, the accelerator pedal reaction force control is performed together with the steering reaction force control. However, the present invention is not limited to this, and only the steering reaction force control can be performed. . Also, when calculating the margin time TTCk for each obstacle k, the relative distance variation σ (Dk) and the relative speed variation σ (Vrk) are incorporated, and when calculating the risk potential RPk, the weight wk of the obstacle k is calculated. Incorporated. However, the present invention is not limited to this, and the margin time TTCk and the risk potential RPk can be calculated without considering the relative distance variation σ (Dk), the relative speed variation σ (Vrk), and the weight wk.

  In the first and second embodiments described above, the laser radar 10, the front camera 20, the rear camera 21, and the vehicle speed sensor 30 are used as obstacle detection means, and risk potential calculation means, steering torque calculation means, The controller 50 is used as a steering angle comparison unit, a steering direction determination unit, and a reference line setting unit. Further, the steering angle sensor 90 is used as the steering angle detection means, and the controller 50 and the steering reaction force control device 60 are used as the steering torque control means. However, the present invention is not limited to these. For example, another type of millimeter wave radar may be used as the obstacle detection means instead of the laser radar 10, or only the cameras 20 and 21 may be used as the obstacle detection 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 flowchart which shows the process sequence of the driving operation assistance control program in 1st Embodiment. The flowchart which shows the process sequence of a steering direction determination process. The figure which shows the relationship between a steering angle and a steering torque. The flowchart which shows the process sequence of a required steering angle calculation process. The figure explaining the closed loop system for calculating a regulator gain. The figure explaining the open loop system for calculating a required steering angle. The flowchart which shows the process sequence of a left-right direction control command value calculation process. The image figure explaining correction | amendment of a steering torque characteristic ((theta) *> 0). The image figure explaining correction | amendment of a steering torque characteristic ((theta) * <= 0). The figure which shows an example of a specific driving | running | working condition. The flowchart which shows the process sequence of the driving operation assistance control program in 2nd Embodiment. The flowchart which shows the process sequence of a virtual lane calculation process. The figure which shows the relationship between (DELTA) RPlateral and virtual center position Ycr (0) according to (SIGMA) RPlateral. The figure which shows an example of a specific driving | running | working condition. The figure which shows an example of a specific driving | running | working condition. The figure explaining the setting of a virtual lane center. The figure explaining the open loop system for calculating a required steering angle. The image figure explaining correction | amendment of the steering torque when the virtual lane center is considered. The figure which shows an example of a specific driving | running | working condition.

Explanation of symbols

10: laser radar 20, 21: camera 30: vehicle speed sensor 50: controller 60: steering reaction force control device 80: accelerator pedal reaction force control device 90: steering angle sensor 91: steering torque sensor

Claims (9)

Obstacle detection means for detecting obstacles around the vehicle;
Risk potential calculation means for calculating a risk potential for the obstacle of the host vehicle based on a detection result by the obstacle detection means;
Steering torque calculating means for calculating a steering torque to be generated in a steering wheel based on the risk potential calculated by the risk potential calculating means;
Steering angle detecting means for detecting the steering angle of the steering wheel;
Steering angle comparison means for comparing the steering angle detected by the steering angle detection means with a necessary steering angle for moving the host vehicle to a target lateral position ;
When the steering angle comparing means determines that the steering angle is larger than the required steering angle, the steering torque calculated by the steering torque calculating means is generated in the steering wheel, and the steering angle is the required steering angle. Steering torque control means for controlling a steering reaction force generated when a driver operates the steering wheel by controlling the steering wheel not to generate the steering torque when it is determined that the steering wheel is smaller than an angle. A driving operation assisting device for a vehicle, comprising: The vehicle driving assistance device according to claim 1,
Steering direction determination means for determining whether the steering operation by the driver is steering in a direction to increase the risk potential;
When the steering torque control means determines that the steering angle is larger than the required steering angle, and the steering direction determination means determines that the steering operation is steering in a direction to increase the risk potential, A driving operation assisting device for a vehicle, wherein the steering torque is controlled to be generated in the steering wheel. In the driving assistance device for vehicles according to claim 1 or 2,
The vehicle driving operation assistance device according to claim 1, wherein the necessary steering angle is a steering angle necessary for the host vehicle to travel substantially in the center of the host lane. In the driving assistance device for vehicles according to claim 1 or 2,
The required steering angle is a steering angle necessary for the host vehicle to travel along a reference line in the host lane. The vehicle driving operation assistance device according to claim 4,
A vehicle driving operation assisting device, further comprising a reference line setting unit that sets the reference line based on the risk potential calculated by the risk potential calculating unit. The vehicle driving assistance device according to claim 5,
The risk potential calculation means calculates a risk potential in the left-right direction of the host vehicle,
When the sum of absolute values of the risk potentials in the left-right direction exceeds a predetermined value, the reference line setting means determines whether the risk risk potential in the left-right direction is related to a difference between the absolute value of the risk potential in the left-right direction and the reference line. A driving operation assisting device for a vehicle, wherein a range is provided in which the horizontal position of the reference line does not change even if the difference between the absolute values of the reference line changes. Obstacle detection means for detecting obstacles around the vehicle;
Risk potential calculation means for calculating a risk potential for the obstacle of the host vehicle based on a detection result by the obstacle detection means;
Steering torque calculating means for calculating a steering torque to be generated in a steering wheel based on the risk potential calculated by the risk potential calculating means;
Steering angle detecting means for detecting the steering angle of the steering wheel;
Steering direction determination means for determining whether the steering operation by the driver is steering in a direction to increase the risk potential;
When the steering direction determining means determines that the steering operation is steering in a direction to increase the risk potential, the steering torque calculated by the steering torque calculating means is generated in the steering wheel, and the steering operation is performed. If it is determined that the steering is not in the direction of increasing the risk potential, the steering torque generated when the driver operates the steering wheel is controlled by controlling the steering torque not to be generated in the steering wheel. Steering torque control means for controlling force ;
Steering torque detection means for detecting steering torque generated in the steering wheel,
The steering direction determination means is based on the risk potential calculated by the risk potential calculation means, the steering angle detected by the steering angle detection means, and the steering torque detected by the steering torque detection means. And determining whether the steering operation is steering in a direction to increase the risk potential . The vehicle driving operation assistance device according to claim 2 ,
A steering torque detecting means for detecting a steering torque generated in the steering wheel;
The steering direction determination means is based on the risk potential calculated by the risk potential calculation means, the steering angle detected by the steering angle detection means, and the steering torque detected by the steering torque detection means. And determining whether the steering operation is steering in a direction to increase the risk potential.   A vehicle comprising the vehicular driving assist device according to any one of claims 1 to 8.

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