JP4661758B2 - VEHICLE DRIVE OPERATION ASSISTANCE DEVICE AND VEHICLE HAVING THE DEVICE - Google Patents

Description

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

As a vehicle driving assist device for assisting the driver's operation, there is known a device that changes the operation reaction force of the accelerator pedal based on the distance between the preceding vehicle and the own vehicle detected by a laser radar or the like during automatic traveling control. (For example, Patent Document 1). For example, when the detected inter-vehicle distance becomes smaller than a predetermined value, this device gives a warning to the driver by setting the accelerator pedal reaction force to be heavy, or the driver applies to the accelerator pedal during automatic traveling control. The accelerator pedal reaction force is set to be heavy so that you can easily step on your feet.
Japanese Patent Laid-Open No. 10-166889 Japanese Patent Laid-Open No. 10-166890

  However, the above-described vehicle driving operation assist device does not sufficiently transmit the change in the reaction force to the driver when the accelerator pedal is being returned or when the foot is released from the accelerator pedal. It becomes difficult to communicate.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle driving assistance device that can accurately inform a driver of the surrounding environment by generating deceleration along with a change in reaction force characteristics of an accelerator pedal.

The vehicle driving operation assisting device according to the present invention includes a situation recognition unit that detects a vehicle state and a driving environment around the vehicle, and a risk degree that calculates a risk degree of the host vehicle or the host vehicle based on a detection result of the situation recognition unit. A calculation means, an accelerator pedal reaction force control means for controlling an operation reaction force generated in the accelerator pedal according to the risk degree calculated by the risk degree calculation means, and a risk degree so that the driver can feel the deceleration. Calculated by the deceleration calculation means when an operation reaction force corresponding to the degree of risk is generated in the accelerator pedal by the deceleration calculation means for calculating the deceleration that increases in response to the increase and the accelerator pedal reaction force control means. Braking force control means for controlling the braking force so as to generate a deceleration, operation intention detection means for detecting the driver's intention to operate the accelerator pedal, Based on the operation intention detected by the detection means, the deceleration correction means for correcting the deceleration calculated by the deceleration calculation means, and the operation amount of the accelerator pedal after the operation direction of the accelerator pedal is switched are calculated. A switching operation amount calculation means, and the operation intention detection means is calculated by the switching operation amount calculation means when the operation amount after operating in the direction to return the accelerator pedal exceeds a first predetermined value. It is determined that the driver intends to return the accelerator pedal, and the driver intends to depress the accelerator pedal when the operation amount after the operation in the direction to depress the accelerator pedal exceeds the second predetermined value. The deceleration correction means corrects the deceleration when the operation intention detection means determines that the driver intends to return the accelerator pedal, and the driver corrects the acceleration. If the intention to depress the dull it is determined that, substantially to zero deceleration, braking force control means controls the braking force so as to generate the deceleration corrected by deceleration correction means.

  While controlling the reaction force generated in the operating member according to the risk level of the host vehicle and giving the driver a change in acceleration according to the risk level, the driver can be made to recognize the environment around the vehicle with certainty.

<< First Embodiment >>
FIG. 1 is a system diagram showing a configuration of a vehicle driving assistance device according to the first embodiment of the present invention, and FIG. 2 is a configuration diagram of a vehicle equipped with the vehicle driving assistance device. FIG. 3 is a diagram showing a configuration around the accelerator pedal.

  First, the configuration of the vehicle driving operation assistance device will be described. The laser radar 10 is attached to a front grill part or a bumper part of the vehicle and scans 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 risk degree calculation unit 50. A 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 vehicle speed sensor 20 detects the traveling vehicle speed of the host vehicle from the number of rotations of the wheels and outputs the detection signal to the risk degree calculation unit 30.

  The risk degree calculation unit 30 calculates a risk degree RP due to the surrounding environment of the host vehicle based on signals input from the laser radar 10 and the vehicle speed sensor 20. The risk degree calculation unit 30 outputs the calculated risk degree RP to the reaction force control device 80, and generates an accelerator pedal reaction force F corresponding to the risk degree RP. The calculation of the risk degree RP will be described later. Further, the risk degree calculation unit 30 outputs the calculated risk degree RP to the deceleration calculation unit 35.

  As shown in FIG. 3, a servo motor 60 and an accelerator pedal stroke amount detection unit 70 are connected to the accelerator pedal 50 via a link mechanism. The accelerator pedal stroke amount detection unit 70 includes, for example, a stroke sensor, and detects the stroke amount S of the accelerator pedal 50 converted into the rotation angle of the servo motor 60 via a link mechanism. The accelerator pedal stroke amount detection unit 70 outputs the detected stroke amount S to the deceleration calculation unit 35 and the reaction force control device 80, respectively. The reaction force control device 80 calculates the accelerator pedal reaction force increase amount ΔF according to the risk level RP calculated by the risk level calculation unit 30. FIG. 4 shows an example of a change characteristic of the accelerator pedal reaction force increase amount ΔF with respect to the risk degree RP. The reaction force control device 80 calculates the reaction force increase amount ΔF according to the characteristics shown in FIG. 4, and calculates the accelerator pedal reaction force F generated by the accelerator pedal 50 according to the stroke amount S. Then, the reaction force control device 80 controls the torque and rotation angle generated by the servo motor 60 according to the calculated accelerator pedal reaction force F, and the operation reaction force generated when the driver operates the accelerator pedal 50. Is controlled arbitrarily.

  The deceleration calculation unit 35 calculates the deceleration ΔG that the driver feels based on the risk level RP input from the risk level calculation unit 30 and the stroke amount S input from the accelerator pedal stroke amount detection unit 70. To do. The deceleration calculation unit 35 outputs a command to the engine controller 40 so as to cause the vehicle to generate the calculated deceleration ΔG. The engine controller 40 controls the brake actuator 41 and the throttle actuator 42 according to the command input from the deceleration calculation unit 35 to generate a braking force on the vehicle.

Next, the operation of the vehicle driving assistance device according to the first embodiment will be described.
The risk degree calculation unit 30 recognizes the driving conditions such as the inter-vehicle distance D to the preceding vehicle, the relative speed Vr, the traveling vehicle speed Vf of the own vehicle, and the vehicle speed Va of the preceding vehicle, and the risk due to the surrounding environment of the own vehicle based on the traveling state The degree RP is calculated. The risk degree RP can be expressed as a function of the margin time TTC shown in (Equation 1), for example.
TTC = D / Vr (Formula 1)

The margin time TTC is a physical quantity indicating the current degree of approach of the host vehicle with respect to the preceding vehicle, and when the current traveling state, that is, the host vehicle speed Vf and the preceding vehicle speed Va continues, the inter-vehicle distance D becomes zero and the host vehicle distance D becomes zero. It shows whether the vehicle catches up with the preceding vehicle. As the risk degree RP, for example, the reciprocal of the margin time TTC as shown in the following (formula 2) is used.
RP = 1 / TTC (Formula 2)
(Expression 2) indicates that the risk degree RP increases as the margin time TTC between the host vehicle and the preceding vehicle decreases and the degree of approach increases.

The reaction force control device 80 calculates the pedal reaction force increase amount ΔF according to the risk degree RP according to the characteristics shown in FIG. As shown in FIG. 4, the accelerator pedal reaction force increase amount ΔF is set to increase exponentially as the risk degree RP increases between a predetermined minimum value RPmin and a predetermined maximum value RPmin. This is expressed by the following (formula 3).
ΔF = k · RP ⁿ (Formula 3)

  As shown in (Expression 3), the accelerator pedal reaction force increase amount ΔF is expressed as an exponential function, and the reaction force increase amount ΔF can be set continuously from the minimum value RPmin to the maximum value RPmax of the risk degree RP. Further, by appropriately defining the constants k and n of the exponential function, the objective risk degree RP that is a physical quantity can be appropriately converted into the accelerator pedal reaction force F that the driver feels as a sensation. Accordingly, it is possible to continuously notify the driver of the change in the risk degree RP due to the increase in the accelerator pedal reaction force F, and the driver can be effectively notified of the driving situation. The constants k and n are different depending on the vehicle type and the like, and the risk level RP is converted into the accelerator pedal reaction force F as a value that is in line with the sense that humans actually feel from the result obtained by the field test by a drive simulator or the like. Set as follows.

  As shown in FIG. 4, the reaction force increase amount ΔF increases exponentially as the risk degree RP increases, and reaches the maximum value ΔFmax when the risk degree RP reaches the maximum value RPmax. When the risk degree RP exceeds the maximum value RPmax, the reaction force increase amount ΔF increases at a stretch to the upper limit value ΔFmm, and is then fixed to the upper limit value ΔFmm. The driver is prompted to release the accelerator pedal 50 by increasing the reaction force increase amount ΔF at a stretch to the maximum value ΔFmm. Further, the accelerator pedal reaction force F is not increased below the minimum value RPmin of the risk degree RP, and the driver is not bothered when the risk degree RP is very small. The minimum value RPmin and the maximum value RPmax of the risk degree RP are set to appropriate values in advance.

  The reaction force control device 80 adds the calculated reaction force increase amount ΔF to the normal accelerator pedal reaction force characteristic when the accelerator pedal reaction force control is not performed, and causes the accelerator pedal 50 to actually generate the accelerator pedal reaction force F. Is calculated. Then, the servo motor 60 is controlled so as to generate the calculated accelerator pedal reaction force F. The normal accelerator pedal reaction force characteristic is set such that the pedal reaction force F increases linearly as the stroke amount S increases, for example. The normal accelerator pedal reaction force characteristic can be realized by a spring force of a torsion spring (not shown) provided at the center of rotation of the accelerator pedal 50, for example.

  In the present invention, as described above, the accelerator pedal reaction force F is increased according to the risk degree RP, and the braking force is generated in the vehicle so that the driver can experience the deceleration ΔG. As a result, the host vehicle speed Vf decreases and the inter-vehicle distance D with the preceding vehicle increases compared to when the deceleration ΔG is not generated, and the increase in the risk degree RP can be suppressed. Hereinafter, calculation of the deceleration ΔG by the deceleration calculation unit 35 will be described.

FIG. 5A shows an example of the characteristic of the deceleration ΔG with respect to the risk degree RP, and FIG. 5B shows an example of the characteristic of the deceleration ΔG with respect to the stroke amount S. As shown in FIG. 5A, the deceleration ΔG increases exponentially as the risk degree RP increases in the range from the minimum value RPmin to the maximum value RPmax of the risk degree RP. This is expressed by the following (formula 4).
ΔG = k1 · RP ⁿ¹ (Formula 4)
Here, k1 and n1 are constants, and are set to optimum values based on the result of the field test using a drive simulator or the like. Note that when the risk degree RP exceeds the maximum value RPmax, the deceleration ΔG is fixed to the maximum value ΔGmax. Further, as shown in FIG. 5B, the deceleration ΔG does not change with respect to the stroke amount S.

  The deceleration calculation unit 35 calculates the deceleration ΔG corresponding to only the risk degree RP using (Equation 4) regardless of the stroke amount S, and issues a command to the engine controller 40 to generate the deceleration ΔG. Output. The engine controller 40 controls the brake actuator 41 and the throttle actuator 42 according to the input command, and generates a deceleration ΔG. The characteristics of the deceleration ΔG shown in FIGS. 5A and 5B are set in advance.

  Next, taking the control of the accelerator pedal reaction force F and the deceleration ΔG when the host vehicle is following the preceding vehicle as an example, the operation of the vehicle driving assistance device according to the first embodiment will be described in more detail. explain. 6A shows changes in the inter-vehicle distance D, the host vehicle speed Vf, and the preceding vehicle speed Va with respect to the time axis, FIG. 6B shows a change in the risk degree RP corresponding to FIG. 6A, and FIG. 6C corresponds to FIG. (D) shows the change in the accelerator pedal reaction force F corresponding to (a), and (e) shows the change in the deceleration ΔG corresponding to (a).

  As shown in FIG. 6A, when the host vehicle travels following the preceding vehicle while maintaining the inter-vehicle distance D = D1, it is assumed that the minimum risk degree RPmin is generated. As a result, the reaction force increase amount ΔF of the accelerator pedal 50 is ΔFmin, and the deceleration ΔG that the driver feels is ΔGmin. When the preceding vehicle speed Va starts to decrease at time T = Ta, the inter-vehicle distance D decreases accordingly. As shown in FIG. 6B, the risk degree RP increases as the inter-vehicle distance D decreases. As shown in FIGS. 6D and 6E, the reaction force increase amount ΔF and the deceleration ΔG correspond to the risk degree RP. Will increase. As the accelerator pedal reaction force F increases, the driver is guided in the direction of returning the accelerator pedal 50, and the stroke amount S gradually decreases as shown in FIG. 6 (c). In addition to the decrease in the stroke amount S, a braking force is generated in the vehicle so as to increase the deceleration ΔG, the host vehicle speed Vf decreases, and the inter-vehicle distance D increases. Thereafter, the degree of risk RP decreases as the inter-vehicle distance D increases, and the reaction force increase amount ΔF and the deceleration ΔG also decrease accordingly. In response to the decrease in the reaction force increase amount ΔF and the increase in the inter-vehicle distance D, the driver depresses the accelerator pedal 50 again and adjusts the vehicle speed Vf while gradually increasing the stroke amount S so as to follow the preceding vehicle. Do.

  In this way, the driver can sensuously recognize the change in the degree of risk RP by the change in the pedal reaction force F. In particular, when the risk degree RP increases, the pedal reaction force F is increased, so that the driver's operation can be prompted to return the accelerator pedal 50. When the risk degree RP increases, the braking force is applied to the vehicle to generate the deceleration ΔG, so that the inter-vehicle distance D is widened compared to the case where the pedal reaction force F is merely increased, and the risk degree RP is further increased. Can be suppressed. That is, the reaction force generated in the accelerator pedal 50 increases due to the increase in the risk level RP, and the accelerator pedal 50 is returned, but the increase in the reaction force increase ΔF is suppressed. The user is prompted to continue to operate the pedal without removing his / her foot from 50. Thereby, the driver can perform an appropriate driving operation while continuously recognizing the risk degree RP by the reaction force F generated in the accelerator pedal 50. In addition, the driver can visually confirm the increase in the inter-vehicle distance D, and can grasp the situation around the vehicle in a cool and accurate manner. Furthermore, the driver can easily recognize the risk degree RP by experiencing the inertial force generated by the deceleration ΔG. Thus, it becomes possible to inform the driver of the situation around the vehicle without separately providing a display device or the like for transmitting the risk degree RP, and the cost can be reduced.

  Next, the processing procedure of the accelerator pedal reaction force control and deceleration control described above will be described with reference to FIG. FIG. 7 is a flowchart illustrating an example of a processing procedure of the accelerator pedal reaction force control and deceleration control program according to the first embodiment. These processes are executed in the risk degree calculation unit 30, the deceleration calculation unit 35, and the reaction force control device 80. Note that this processing content is continuously performed, for example, once every 100 msec.

  First, in step S101, the risk degree calculation unit 30 reads travel conditions such as the inter-vehicle distance D, the host vehicle speed Vf, and the preceding vehicle speed Va detected by the laser radar 10 and the vehicle speed sensor 20. In step S102, the risk degree RP is calculated from the running state read in step S101. In step S103, it is determined whether or not the calculated risk degree RP is greater than or equal to a preset minimum value RPmin. If an affirmative determination is made in step S104, the process proceeds to step S104, and the stroke amount S detected by the accelerator pedal stroke amount detection unit 70 is read. If a negative determination is made in step S103, the process returns to step S101.

  In step S105, the reaction force control device 80 calculates the reaction force increase amount ΔF according to the risk degree RP calculated in step S102, and determines the reaction force increase amount ΔF and the normal accelerator pedal reaction force characteristic to the accelerator pedal 50. The pedal reaction force F actually generated is calculated. In step S106, the servo motor 60 is controlled to generate the calculated accelerator pedal reaction force F. In step S107, the deceleration calculation unit 35 calculates a deceleration ΔG to be generated in the vehicle according to the risk degree RP. In step S108, a command to generate the calculated deceleration ΔG is output to the engine controller 40. Thus, the current process is terminated.

  As described above, the following effects can be achieved in the first embodiment of the present invention. The accelerator pedal reaction force F is controlled according to the risk degree RP of the host vehicle, and a deceleration ΔG according to the risk degree RP is given to the driver. Thereby, the risk degree RP can be intuitively recognized as the accelerator pedal reaction force F, and the risk degree RP can be easily recognized by experiencing the inertial force according to the risk degree RP. Further, when the braking force is generated so as to give the driver the deceleration ΔG, the inter-vehicle distance D between the host vehicle and the preceding vehicle increases. The driver can visually recognize the change in the inter-vehicle distance D and can grasp the situation around the vehicle calmly. Since the risk degree RP is transmitted to the driver by the accelerator pedal reaction force F and the deceleration ΔG, it is not necessary to separately provide a display device or the like, and the cost can be reduced.

<< Second Embodiment >>
Below, the driving operation assistance device for a vehicle according to the second embodiment of the present invention will be described. Since the configuration of the vehicular driving operation assisting device of the second embodiment is the same as that of the first embodiment described with reference to FIGS. 1 to 3, detailed description thereof is omitted. Here, the deceleration control process, which is the difference from the first embodiment, will be mainly described.

  In the second embodiment, the reaction force increase amount ΔF and the deceleration ΔG corresponding to the risk degree RP are generated as in the first embodiment. However, the deceleration ΔG is generated only when the stroke amount S is less than the predetermined value S0. FIGS. 8A and 8B show the characteristics of the deceleration ΔG with respect to the risk degree RP and the characteristics of the deceleration ΔG with respect to the stroke amount S, respectively. As shown in FIG. 8A, the deceleration ΔG increases exponentially as the risk degree RP increases in the range from the minimum value RPmin to the maximum value RPmax. Then, as shown in FIG. 8B, the deceleration ΔG corresponding to the risk degree RP is generated only in the range where the stroke amount S is less than the predetermined value S0. By generating the deceleration ΔG only below the predetermined value S0, the deceleration ΔG is not generated when the accelerator pedal 50 is depressed by the driver's intention. An appropriate value is set in advance as the predetermined value S0.

  The operation of the vehicle driving assistance device according to the second embodiment will be described with reference to FIG. 9A shows the change in the inter-vehicle distance D, the own vehicle speed Vf and the preceding vehicle speed Va with respect to the time axis, FIG. 9B shows the change in the risk degree RP, FIG. 9C shows the change in the stroke amount S, and FIG. Changes in the amount ΔF and (e) show examples of changes in the deceleration ΔG, respectively. As shown in FIG. 9A, when the host vehicle is traveling following the preceding vehicle speed while maintaining the inter-vehicle distance D1, the inter-vehicle distance D decreases when the preceding vehicle speed Va starts decreasing at time T = Tb. The risk degree RP increases as the inter-vehicle distance D decreases, and the reaction force increase amount ΔF increases as shown in FIG. As the accelerator pedal reaction force F increases, the stroke amount S gradually decreases as shown in FIG. When the stroke amount S further decreases and falls below the predetermined value S0, a deceleration ΔG corresponding to the risk degree RP is generated as shown in FIG. 9 (e). As the stroke amount S decreases and the deceleration ΔG occurs, the host vehicle speed Vf decreases and the inter-vehicle distance D increases. Accordingly, the degree of risk RP decreases, and the driver operates the accelerator pedal 50 to adjust the host vehicle speed Vf so as to follow the preceding vehicle again. At this time, a deceleration ΔG corresponding to the risk degree RP is generated until the stroke amount S becomes equal to or larger than the predetermined value S0 again. FIG. 9 (e) shows the deceleration generated in the vehicle. When the accelerator pedal 50 is depressed and the stroke amount S is increased with the risk degree RP being negative, the negative deceleration, That is, the acceleration is generated in the vehicle.

  In this way, the driver can sensuously recognize the change in the risk degree RP as the change in the accelerator pedal reaction force F. Further, since the deceleration ΔG corresponding to the risk degree RP is generated with the stroke amount less than S0, the inter-vehicle distance D can be further increased compared to the case where the deceleration ΔG is not generated. The driver can visually recognize the increase in the inter-vehicle distance D and can accurately grasp the situation around the vehicle. Moreover, the risk degree RP can be easily recognized by experiencing the inertial force generated in the vehicle by the deceleration ΔG. When the accelerator pedal 50 is depressed again after the stroke amount S has decreased, the deceleration ΔG does not occur in the region where the stroke amount S is equal to or greater than the predetermined value S0, and therefore the own vehicle speed Vf is quickly adjusted according to the accelerator pedal operation. be able to.

  Next, the processing procedure of the accelerator pedal reaction force control and deceleration control described above will be described with reference to FIG. FIG. 10 is a flowchart illustrating an example of a processing procedure of the accelerator pedal reaction force control and deceleration control program according to the second embodiment. These processes are executed in the risk degree calculation unit 30, the deceleration calculation unit 35, and the reaction force control device 80. Note that this processing content is continuously performed, for example, once every 100 msec.

  Since the processing of step S201 to step S206 is the same as the processing of step S101 to step S106 of the first embodiment shown in FIG. In step S207, it is determined whether or not the stroke amount S read in step S204 is less than a predetermined value S0. If it is determined in step S207 that the stroke amount S is S <S0, the process proceeds to step S208. In step S208, the deceleration calculation unit 35 calculates a deceleration ΔG to be generated in the vehicle according to the risk degree RP calculated in step S202. On the other hand, if a negative determination is made in step S207, the process proceeds to step S209. In step S209, the deceleration calculation unit 35 sets the deceleration ΔG = 0 so that the deceleration ΔG is not generated. In step 210, a command for generating the calculated deceleration ΔG is output to the engine controller 40. Thus, the current process is terminated.

  As described above, the following effects can be achieved in the second embodiment of the present invention. When the stroke amount S of the accelerator pedal 50 falls below a predetermined value S0, a deceleration ΔG corresponding to the degree of risk is generated. When the stroke amount S becomes small and the contact state between the driver's foot and the accelerator pedal 50 becomes unstable, it becomes difficult to inform the driver of the risk degree RP by the change in the accelerator pedal reaction force F. In this case, since the deceleration ΔG is generated, the driver can experience the inertial force and can accurately recognize the risk degree RP. Further, since the generation of the deceleration ΔG is stopped when the stroke amount S is larger than S0, the deceleration ΔG does not occur when the accelerator pedal 50 is depressed by the driver's intention, and the smooth driving operation is performed. It can be performed. In particular, it is possible to reduce the annoyance that the deceleration ΔG is generated and it is difficult to approach the preceding vehicle when overtaking the preceding vehicle.

<< Third Embodiment >>
Below, the driving operation assistance apparatus for vehicles by the 3rd Embodiment of this invention is demonstrated. The configuration of the vehicular driving operation assisting device of the third embodiment is the same as that of the first embodiment described with reference to FIGS. Here, the deceleration control process, which is the difference from the first embodiment, will be mainly described.

  In the third embodiment, the reaction force increase amount ΔF and the deceleration ΔG corresponding to the risk degree RP are generated as in the first embodiment. However, the deceleration ΔG is generated until the stroke amount S falls below the predetermined value S1 until it reaches a predetermined value S2 that is larger than the predetermined value S1. FIGS. 11A and 11B show the characteristics of the deceleration ΔG with respect to the risk degree RP and the characteristics of the deceleration ΔG with respect to the stroke amount S, respectively. The characteristic of the deceleration ΔG with respect to the risk degree RP shown in FIG. 11A is the same as that of the first embodiment shown in FIG. As shown in FIG. 11B, when the stroke amount S decreases and falls below a predetermined value S1, a deceleration ΔG corresponding to the risk degree RP is generated. Thereafter, the deceleration ΔG is generated until the accelerator pedal 50 is depressed again and the stroke amount S reaches a predetermined value S2 (S2> S1). Thus, the deceleration ΔG is not generated when the accelerator pedal 50 is depressed by the driver's intention. Further, a deceleration ΔG corresponding to the risk degree RP is generated until the stroke amount S reaches the predetermined value S2, and the driver feels the risk degree RP when the depression operation of the accelerator pedal 50 is resumed. As the predetermined values S1 and S2, appropriate values are set in advance.

  The operation of the vehicular driving assistance apparatus according to the third embodiment will be described with reference to FIG. 12A shows the change in the inter-vehicle distance D, the own vehicle speed Vf and the preceding vehicle speed Va with respect to the time axis, FIG. 12B shows the change in the risk degree RP, (c) shows the change in the stroke amount S, and (d) shows the reaction force increase. Changes in the amount ΔF and (e) show examples of changes in the deceleration ΔG, respectively. As shown in FIG. 12A, when the host vehicle is traveling following the preceding vehicle speed while maintaining the inter-vehicle distance D1, the inter-vehicle distance D decreases when the preceding vehicle speed Va starts decreasing at time T = Tc. The degree of risk RP increases as the inter-vehicle distance D decreases, and the reaction force increase amount ΔF increases as shown in FIG. In response to the increase in the accelerator pedal reaction force F, the stroke amount S gradually decreases as shown in FIG. When the stroke amount S further decreases and falls below the predetermined value S1, a deceleration ΔG corresponding to the risk degree RP is generated as shown in FIG. As the stroke amount S decreases and the deceleration ΔG occurs, the host vehicle speed Vf decreases and the inter-vehicle distance D increases. Accordingly, the risk degree RP decreases, and the driver operates the accelerator pedal 50 to adjust the own vehicle speed Vf so as to follow the preceding vehicle again. At this time, a deceleration ΔG corresponding to the risk degree RP is generated until the stroke amount S becomes a predetermined value S2 larger than the predetermined value S1.

  In this way, the driver can sensuously recognize the change in the risk degree RP as the change in the accelerator pedal reaction force F. Further, since the deceleration ΔG corresponding to the risk degree RP is generated with a stroke amount less than the predetermined stroke amount S1, the inter-vehicle distance D can be further increased as compared with the case where the deceleration ΔG is not generated. The driver can visually recognize the increase in the inter-vehicle distance D and can accurately grasp the situation around the vehicle. Moreover, the risk degree RP can be easily recognized by experiencing the inertial force generated in the vehicle by the deceleration ΔG. When the accelerator pedal 50 is depressed again after the stroke amount S has decreased, the deceleration ΔG does not occur in the region where the stroke amount S is greater than or equal to the predetermined value S2, so the vehicle speed Vf is quickly increased according to the accelerator pedal operation. Adjustments can be made. By setting the predetermined value S2 as S2> S1, it is possible to perform an appropriate driving operation while recognizing the risk degree RP by experiencing the deceleration ΔG when the depression operation of the accelerator pedal 50 is resumed.

  Next, the processing procedure of the accelerator pedal reaction force control and deceleration control described above will be described with reference to FIG. FIG. 13 is a flowchart illustrating an example of a processing procedure of an accelerator pedal reaction force control and deceleration control program according to the third embodiment. These processes are executed in the risk degree calculation unit 30, the deceleration calculation unit 35, and the reaction force control device 80. Note that this processing content is continuously performed, for example, once every 100 msec.

  First, immediately after the start of this control program, a flag Flg = 0 indicating that deceleration control is not being performed is set as an initial value in step S301. The subsequent processing from step S302 to step S307 is the same as the processing from step S101 to step S106 in the first embodiment shown in FIG. In step S308, it is determined whether or not a flag Flg = 1 indicating that deceleration control has already been performed. If a negative determination is made in step S308, the process proceeds to step S309. In step S309, it is determined whether or not the stroke amount S read in step S305 is less than a predetermined value S1. If an affirmative determination is made in step S309 that the stroke amount S is S <S1, the process proceeds to step S310 to start deceleration control, and the flag Flg = 1 is set. In step S311, the deceleration calculation unit 35 calculates a deceleration ΔG to be generated in the vehicle according to the risk degree RP calculated in step S303. On the other hand, if a negative determination is made in step S309, the process proceeds to step S312 and the deceleration calculation unit 35 sets the deceleration ΔG = 0.

  If it is determined in step S308 that the flag Flg = 1 and deceleration control has already been performed, the process proceeds to step S313. In step S313, it is determined whether or not the stroke amount S is less than a predetermined value S2. If an affirmative determination is made in step S313 that the stroke amount S <S2, the process proceeds to step S311 to calculate a deceleration ΔG corresponding to the risk degree RP. On the other hand, if a negative determination is made in step S313, the process proceeds to step S314, and a flag Flg = 0 indicating that deceleration control is not performed is set. In step S312, the deceleration calculation unit 35 sets the deceleration ΔG = 0. In step S313, a command to generate the calculated deceleration ΔG is output to the engine controller 40. The current process is terminated in step S313, and then the process returns to step S302 to repeat the above process.

  As described above, the following effects can be achieved in the third embodiment of the present invention. When the stroke amount S of the accelerator pedal 50 falls below a predetermined value S1, a deceleration ΔG corresponding to the risk degree RP is generated, and when the stroke amount S exceeds a predetermined value S2 (S2> S1), the generation of the deceleration ΔG is stopped. I tried to do it. As a result, when the contact state between the driver's foot and the accelerator pedal 50 is unstable, the driver can experience the risk degree RP by generating the deceleration ΔG. Further, when the accelerator pedal 50 is depressed again, an appropriate driving operation can be performed while experiencing the degree of risk RP by the deceleration ΔG.

<< Fourth Embodiment >>
The vehicle driving operation assistance device according to the fourth embodiment of the present invention will be described below. The configuration of the vehicle driving operation assistance device of the fourth embodiment is the same as that of the first embodiment described with reference to FIGS. Here, the deceleration control process, which is the difference from the first embodiment, will be mainly described.

  In the fourth embodiment, a reaction force increase amount ΔF and a deceleration rate ΔG corresponding to the risk degree RP are generated as in the first embodiment. However, the deceleration ΔG is generated until the depression speed Vs of the accelerator pedal 50 falls below the negative predetermined value Vs1 until it becomes equal to or higher than the positive predetermined value Vs2. Here, when the accelerator pedal depression speed Vs is negative (Vs <0), the accelerator pedal 50 is operated to return, and when the pedal depression speed Vs is positive (Vs> 0), the accelerator pedal 50 is depressed. Indicates.

  FIGS. 14A and 14B show the characteristics of the deceleration ΔG with respect to the risk degree RP and the characteristics of the deceleration ΔG with respect to the pedal depression speed Vs, respectively. The characteristic of the deceleration ΔG with respect to the risk degree RP shown in FIG. 14A is the same as that of the first embodiment shown in FIG. As shown in FIG. 14B, when the accelerator pedal 50 is operated to return from the depressed state and the pedal depression speed Vs becomes less than the negative predetermined value Vs1, that is, at a speed exceeding the predetermined value | Vs1 |. When the accelerator pedal 50 is operated in the direction of returning, the deceleration ΔG corresponding to the risk degree RP is generated. Thereafter, the speed in the direction in which the accelerator pedal 50 is returned decreases, and the deceleration ΔG is generated until the accelerator pedal 50 is depressed again and the depression speed Vs reaches a positive predetermined value Vs2. Thus, when the accelerator pedal 50 is operated in the direction of returning, the deceleration ΔG is generated to assist the driver's operation. Further, when the pedal depression speed Vs is equal to or higher than the predetermined value Vs2 and the depression of the accelerator pedal 50 is resumed by the driver's intention, the deceleration ΔG is not generated. Predetermined values Vs1 and Vs2 are set to appropriate values in advance.

  The operation of the vehicle driving assistance device according to the fourth embodiment will be described with reference to FIG. 15A shows the change in the inter-vehicle distance D, the host vehicle speed Vf and the preceding vehicle speed Va with respect to the time axis, FIG. 15B shows the change in the risk degree RP, FIG. 15C shows the change in the stroke amount S, and FIG. Changes in the amount ΔF and (e) show examples of changes in the deceleration ΔG, respectively. As shown in FIG. 15A, when the host vehicle is traveling following the preceding vehicle speed while maintaining the inter-vehicle distance D1, the inter-vehicle distance D decreases when the preceding vehicle speed Va starts decreasing at time T = Td. As the inter-vehicle distance D decreases, the risk degree RP increases, and the reaction force increase amount ΔF increases as shown in FIG. As the accelerator pedal reaction force F increases, the stroke amount S gradually decreases as shown in FIG. At this time, if the accelerator pedal 50 is operated in the return direction at a speed exceeding a predetermined value | Vs1 |, a deceleration ΔG corresponding to the risk degree RP is generated as shown in FIG. As the stroke amount S decreases and the deceleration ΔG occurs, the host vehicle speed Vf decreases and the inter-vehicle distance D increases. Accordingly, the risk degree RP decreases, and the driver operates the accelerator pedal 50 to adjust the own vehicle speed Vf so as to follow the preceding vehicle again. At this time, if the accelerator pedal 50 is depressed at a speed equal to or higher than the predetermined value Vs2, the deceleration ΔG is not generated.

  In this way, the driver can sensuously recognize the change in the risk degree RP as the change in the accelerator pedal reaction force F. Further, when the accelerator pedal 50 is returned at a speed exceeding the predetermined speed | Vs1 |, the deceleration ΔG corresponding to the risk degree RP is generated. Therefore, the inter-vehicle distance D is further increased as compared with the case where the deceleration ΔG is not generated. be able to. The driver can visually recognize the increase in the inter-vehicle distance D and can accurately grasp the situation around the vehicle. Moreover, the risk degree RP can be easily recognized by experiencing the inertial force generated in the vehicle by the deceleration ΔG. When the accelerator pedal 50 is depressed again from the direction in which the accelerator pedal 50 is returned, the deceleration ΔG does not occur in a region where the depression speed Vs is equal to or greater than the predetermined value Vs2, and therefore the own vehicle speed Vf is adjusted promptly according to the accelerator pedal operation. Can do. When the accelerator pedal 50 is stepped on again, the deceleration ΔG is generated at a value less than the predetermined value Vs2, so that an appropriate driving operation can be performed while experiencing the deceleration ΔG and recognizing the risk degree RP.

  Next, the processing procedure of the accelerator pedal reaction force control and the deceleration control described above will be described with reference to FIG. FIG. 16 is a flowchart illustrating an example of a processing procedure of an accelerator pedal reaction force control and deceleration control program according to the fourth embodiment. These processes are executed in the risk degree calculation unit 30, the deceleration calculation unit 35, and the reaction force control device 80. Note that this processing content is continuously performed, for example, once every 100 msec.

  First, immediately after the start of this control program, a flag Flg = 0 indicating that deceleration control is not being performed is set as an initial value in step S401. The subsequent processing from step S402 to step S407 is the same as the processing from step S101 to step S106 in the first embodiment shown in FIG. In step S408, the depression speed Vs of the accelerator pedal 50 is calculated. This can be calculated from, for example, the current stroke amount S read in step S405 and the previous stroke amount stored in a memory (not shown). In step S409, it is determined whether or not a flag Flg = 1 indicating that deceleration control has already been performed. If a negative determination is made in step S409, the process proceeds to step S410. In step S410, it is determined whether or not the pedal depression speed Vs calculated in step S408 is less than a predetermined negative value Vs1. If it is determined in step S410 that the pedal depression speed Vs is Vs <Vs1, and the accelerator pedal 50 is operated in the return direction at a speed exceeding a predetermined value, the process proceeds to step S411 to start the deceleration control. The flag Flg = 1 is set. In step S412, the deceleration calculation unit 35 calculates a deceleration ΔG to be generated in the vehicle according to the risk degree RP calculated in step S403. On the other hand, if a negative determination is made in step S410, the process proceeds to step S413, and the deceleration calculation unit 35 sets the deceleration ΔG = 0.

  If it is determined in step S409 that the flag Flg = 1 and deceleration control has already been performed, the process proceeds to step S414. In step S414, it is determined whether or not the pedal depression speed Vs is less than a predetermined positive value Vs2. If an affirmative determination is made in step S414 that the pedal depression speed Vs <Vs2, the process proceeds to step S412 to calculate a deceleration ΔG corresponding to the risk degree RP. On the other hand, if a negative determination is made in step S414, the process proceeds to step S415, and a flag Flg = 0 indicating that the deceleration control is not performed is set. Then, the process proceeds to step S413, and the deceleration calculation unit 35 sets the deceleration ΔG = 0. In step S416, a command for generating the calculated deceleration ΔG is output to the engine controller 40. The current process is terminated in step S416, and then the process returns to step S402 to repeat the above process.

  As described above, the following effects can be achieved in the fourth embodiment of the present invention. When the operation speed Vs when the accelerator pedal 50 is operated in the direction of returning is faster than the predetermined value Vs1, a deceleration ΔG corresponding to the risk degree RP is generated, and then the operation speed when the accelerator pedal 50 is depressed again is the predetermined value Vs2. If it exceeds, the generation of the deceleration ΔG according to the risk degree RP is stopped. As a result, when the contact state between the driver's foot and the accelerator pedal 50 is unstable, such as when the accelerator pedal 50 is quickly operated in the direction of returning, the deceleration ΔG is generated and the risk RP is given to the driver. Can be experienced. When the accelerator pedal 50 is stepped on again, the deceleration ΔG is not generated at a predetermined value Vs2 or more, so that a smooth driving operation can be performed when the accelerator pedal 50 is stepped on by the driver's intention. Further, since the deceleration ΔG is generated when the accelerator pedal 50 is operated in the direction of returning, the own vehicle speed Vf decreases and the inter-vehicle distance D increases. As a result, the risk degree RP decreases and the accelerator pedal reaction force F decreases. That is, as the accelerator pedal reaction force F decreases, the driver has more opportunities to operate without taking his / her foot off the accelerator pedal 50, and the driver appropriately recognizes the risk degree RP by continuously changing the accelerator pedal reaction force F. Operation can be performed.

<< Fifth Embodiment >>
Below, the driving assistance device for vehicles by the 5th embodiment of the present invention is explained. FIG. 17 is a system diagram showing the configuration of a vehicle driving assistance device according to the fifth embodiment of the present invention, and FIG. 18 is a configuration diagram of a vehicle equipped with the vehicle driving assistance device. In FIGS. 17 and 18, the same reference numerals are given to parts having the same functions as those in the first to fourth embodiments described with reference to FIGS. 1 to 3. Here, differences from the above-described first to third embodiments will be mainly described.

  As shown in FIG. 17, the vehicular driving operation assisting device according to the fifth embodiment includes a seat movement amount calculation unit 100 and a seat slide control controller 110. The seat movement amount calculation unit 100 gives the driver a deceleration ΔG based on the risk degree RP input from the risk degree calculation unit 30 and the stroke amount S input from the accelerator pedal stroke amount detection unit 70. The amount of movement of the driver's seat 120 is calculated. That is, in the fifth embodiment, instead of generating the braking force and causing the vehicle to generate the deceleration ΔG, the driver seat 120 is given a deceleration ΔG by moving the driver's seat 120, and the risk degree RP is set. Feel it.

  The seat movement amount calculation unit 100 calculates the movement amount of the driver seat 120 according to the risk degree RP so as to perform seat slide control corresponding to the deceleration control in the first to fourth embodiments described above. That is, the amount of movement that gives the driver the deceleration ΔG is calculated based on the characteristic of the deceleration ΔG with respect to the degree of risk RP shown in FIG. For example, when the risk degree RP is large and the driver is given a large deceleration ΔG, the amount of movement of the driver's seat 120 is increased within the slidable range. Further, for example, the deceleration control for the pedal depression speed Vs according to the fourth embodiment described above can be applied to the seat slide control. That is, when the accelerator pedal 50 is operated in the return direction and the pedal depression speed Vs exceeds the predetermined value | Vs1 |, the driver's seat 120 is slid by the movement amount corresponding to the risk degree RP. When the accelerator pedal 50 is depressed again and the pedal depression speed Vs becomes equal to or higher than the predetermined value Vs2, the slide control of the driver seat 120 is stopped.

  As a result, when the risk level RP around the vehicle increases, the driver can experience the inertial force from the deceleration ΔG generated by the sliding of the driver seat 120 in addition to the increase in the accelerator pedal reaction force F, and the risk level can be easily achieved. Can be recognized. In addition, since a display device or the like for transmitting the risk degree RP to the driver is not necessary, the cost can be reduced. When the driver's seat 120 slides toward the rear of the vehicle, the driver's legs also move toward the rear of the vehicle, so that the return operation of the accelerator pedal 50 can be assisted. Further, when the accelerator pedal 50 is depressed again according to the driver's intention, the troublesomeness given to the driver can be reduced if the seat slide is not performed.

  Note that the deceleration control (see FIG. 5B, FIG. 8B, FIG. 11B, and FIG. 14B) for the stroke amount S according to the first to third embodiments described above is performed on the seat slide. Of course, it can be applied to control. At this time, it is desirable to appropriately set in advance the moving amount and moving speed of the driver's seat 120 with respect to the risk degree RP, and to perform seat slide control corresponding to the deceleration control in the first to fourth embodiments.

  Furthermore, the vehicle deceleration control and the seat slide control may be performed in combination. In other words, the engine controller 40 controls the brake actuator 41 to generate a braking force on the vehicle, and the driver seat 120 is slid to allow the driver to feel the deceleration. For example, when the risk degree RP is low, a deceleration ΔG is given to the driver by seat slide control, and when the risk degree RP becomes large, a braking force can be generated to give the vehicle the deceleration ΔG. Control combining the deceleration control and the seat slide control will be described below.

  Here, as shown in FIG. 6 of the first embodiment, the case where the host vehicle is traveling following the preceding vehicle will be described as an example. Before the time T = Ta, when the host vehicle is following the preceding vehicle, the risk degree RP is the minimum value RPmin, and the deceleration ΔG is the minimum value ΔGmin. At this time, the driver's seat is moved so as to give the driver a deceleration ΔGmin instead of generating a braking force on the vehicle. Thereafter, when the inter-vehicle distance D decreases and the risk degree RP increases, the braking force is controlled so as to generate a deceleration ΔG corresponding to the risk degree RP. As a result, no braking force is generated when the risk level RP is low, but the driver feels the deceleration ΔGmin due to the movement of the driver's seat 120, and the risk level RPmin generated before the risk level RP increases. Intuitive recognition. In this case, the driver's seat 120 may be slid rearward of the vehicle, or only the cushion portion on which the driver sits may be slid, or the cushion portion may be moved up and down. As described above, when the risk level RP is low, the vehicle is not given the deceleration ΔG, but the driver himself / herself experiences the deceleration ΔG, so that the driver's intention is recognized while intuitively recognizing the risk level RP. A smooth driving operation can be performed. Further, since the braking force is generated in the vehicle when the risk level RP increases, the driver can recognize the risk level RP by experiencing the inertial force, and the distance D between the preceding vehicle and the vehicle increases, thereby increasing the risk level RP. Can be suppressed.

  Further, when the braking force is generated in the vehicle, the seat slide control of the driver's seat 120 may be performed to let the driver experience the deceleration ΔG. Thus, by combining the seat slide control and the vehicle deceleration control, the driver can easily and accurately recognize the risk degree RP.

  As described above, the following effects can be achieved in the fifth embodiment of the present invention. The driver's seat 120 was slid so as to give the driver a deceleration ΔG corresponding to the degree of risk around the vehicle. As a result, the driver can experience the inertial force due to the slide of the driver's seat 120 and can easily recognize the risk degree RP. Furthermore, if the deceleration control according to the second to third embodiments described above is applied to the seat slide control and the driver's seat 120 is moved according to the stroke amount S and the operation speed of the accelerator pedal 50, the driving is performed. Even when the contact state between the person's foot and the accelerator pedal 50 is unstable, the driver can experience the risk RP as an inertial force.

  Further, by combining the seat slide control and the deceleration control, the driver can experience the risk degree RP without bothering the user.

  As shown in FIG. 4, when the risk level RP exceeds the maximum value RPmax, the reaction force increase amount ΔF is increased to the upper limit value ΔFmm at once. The maximum value ΔFmax can be fixed. In addition, the minimum risk degree RPmin is set, and when the risk degree RP is equal to or less than the minimum value RPmin, the reaction force increase amount ΔFmin and the deceleration ΔG are not generated. The risk level to be generated and the risk level to generate the minimum deceleration ΔGmin can be set to different values. Alternatively, if the risk degree RP is generated without setting the minimum risk degree RPmin for the deceleration ΔG, the deceleration ΔG can be generated. Furthermore, the reaction force increase amount ΔF and the deceleration ΔG can be increased as the risk degree RP increases.

  In the fourth embodiment described above, the predetermined value Vs1 of the operation speed when operating in the direction of returning the accelerator pedal 50 and the predetermined value Vs2 of the operation speed when stepping on are set. For example, when a predetermined value Vs3 and Vs4 larger than the predetermined value Vs3 are set for the operation speed when the accelerator pedal 50 is depressed, and the operation speed Vs of the accelerator pedal 50 falls below the predetermined value Vs3, the deceleration ΔG corresponding to the risk degree RP. When the operation speed Vs exceeds the predetermined value Vs4, the generation of the deceleration ΔG can be stopped. Thereby, when the accelerator pedal operation is slow and the contact state between the accelerator pedal 50 and the driver's foot is unstable, the deceleration ΔG can be generated and the driver can experience the risk RP. When the accelerator pedal 50 is operated quickly, the deceleration ΔG is not generated in, for example, a situation where the preceding vehicle is overtaken, so that a smooth driving operation in accordance with the driver's intention can be performed.

  In the first to fifth embodiments, the case where the preceding vehicle speed decreases and the inter-vehicle distance D decreases after the host vehicle travels following the preceding vehicle has been described as an example. For example, even when the host vehicle gradually approaches the preceding vehicle without following traveling, and even when the host vehicle is controlled to follow the preceding vehicle by inter-vehicle distance control, etc. The invention can be applied. That is, the present invention generates an accelerator pedal reaction force F and a deceleration ΔG corresponding to the risk degree RP, and makes it possible to make the driver easily recognize the risk degree RP around the vehicle. Applies to

<< Sixth Embodiment >>
Hereinafter, a vehicle driving assist device according to a sixth embodiment of the present invention will be described with reference to the drawings. FIG. 19 is a system diagram showing a configuration of a vehicle driving assistance device according to the sixth embodiment, and FIG. 20 is a configuration diagram of a vehicle equipped with the vehicle driving assistance device shown in FIG.

  First, the configuration of the vehicle driving operation assistance device will be described. The configurations of the laser radar 10, the vehicle speed sensor 20, and the accelerator pedal stroke amount detection unit 70 are the same as those in the first embodiment described above. Laser radar 10, vehicle speed sensor 20, and accelerator pedal stroke amount detection unit 70 output detected signals to controller 200.

  The controller 200 calculates a risk degree RP due to the surrounding environment of the host vehicle based on signals input from the laser radar 10 and the vehicle speed sensor 20. Then, according to the calculated risk degree RP, accelerator pedal reaction force control according to the risk degree RP is performed as described later. Further, the controller 200 calculates a deceleration that the driver feels based on the risk degree RP, and performs deceleration control as will be described later.

  The accelerator pedal reaction force control device 80 controls the torque generated by the servo motor 60 incorporated in the link mechanism of the accelerator pedal 50 in accordance with a signal from the controller 200. The servo motor 60 controls the torque and rotation angle generated according to the command value from the accelerator pedal reaction force control device 80, and arbitrarily controls the reaction force generated when the driver operates the accelerator pedal 50. can do.

  The engine controller 40 and the brake actuator 41 control the engine torque and the brake pressure, respectively, according to the signal from the controller 200, and generate braking / driving force on the vehicle.

  FIG. 21 shows a block diagram of the internal configuration of the controller 200. The obstacle recognition unit 201 inputs a signal from the laser radar 10 and calculates the inter-vehicle distance and the relative speed with the preceding vehicle. Then, an obstacle situation ahead of the host vehicle is detected from the host vehicle speed input from the vehicle speed sensor 20, the inter-vehicle distance and the relative speed. Based on the detection result of the obstacle recognition unit 201, the risk degree calculation unit 202 calculates the risk degree RP of the host vehicle for the front obstacle. The driving operation reaction force determination unit 203 calculates the reaction force control amount of the accelerator pedal 50 from the risk degree RP calculated by the risk degree calculation unit 202. The deceleration calculation unit 204 calculates a deceleration ΔG that the driver can experience from the risk degree calculated by the risk degree calculation unit 202.

  The operation intention detection unit 205 detects the driver's intention to operate the accelerator pedal from the stroke amount S input from the accelerator pedal stroke amount detection unit 70. The deceleration correction unit 206 corrects the deceleration ΔG calculated by the deceleration calculation unit 204 from the detection result of the operation intention detection unit 205 and the stroke amount S input from the accelerator pedal stroke amount detection unit 70, The deceleration correction value ΔGhosei is calculated.

Next, the operation of the vehicle driving assistance device according to the sixth embodiment will be described.
In the first to fourth embodiments described above, the deceleration calculation unit 35 calculates the deceleration ΔG from the accelerator pedal stroke amount S and the risk degree RP, and outputs a command to the engine controller 40 to the host vehicle. The deceleration ΔG was generated. In the sixth embodiment, by adding the driver's operation intention to the deceleration control as described above, the deceleration control more suitable for the driver's intention is performed. Specifically, by correcting the deceleration ΔG according to the driver's intention to operate, it is possible to reduce a large fluctuation in vehicle behavior at the time of deceleration generation / stop switching, and smooth deceleration by deceleration control. To occur. In addition, by detecting the driver's intention to operate from the accelerator pedal stroke amount S, it is possible to prevent the deceleration control from being frequently started / released by the driver's delicate accelerator operation.

  Hereinafter, how to correct the deceleration in the control as described above will be described in detail with reference to the drawings. FIG. 22 is a flowchart illustrating a processing procedure of driving assistance control processing in the controller 200 according to the sixth embodiment. This processing content is continuously performed at a constant interval, for example, every 50 msec.

  First, the travel state is read in step S100. Here, the traveling state is information regarding the traveling state of the host vehicle including the obstacle state ahead of the host vehicle. Therefore, the inter-vehicle distance and direction of the vehicle traveling ahead detected by the laser radar 10 and the traveling vehicle speed of the host vehicle detected by the vehicle speed sensor 20 are read. Further, the stroke amount S of the accelerator pedal 50 detected by the accelerator pedal stroke amount detection unit 70 is read.

  In step S200, the situation of the front obstacle is recognized based on the driving state data read and recognized in step S100. Here, the relative position of the obstacle and its moving direction / speed detected with respect to the host vehicle detected before the previous processing cycle and stored in the memory of the controller 200, and the current running state data obtained in step S100, Thus, the relative position of the current obstacle with respect to the host vehicle, the moving direction and the moving speed thereof are recognized. Then, it is recognized how the obstacle is arranged in front of the host vehicle and how it moves relative to the traveling of the host vehicle.

  In step S300, the risk degree RP for the obstacle is calculated. The risk degree RP for the obstacle is calculated by (Equation 2) using the margin time TTC for the obstacle, as in the first embodiment described above (RP = 1 / TTC).

  In step S400, a reaction force control command value FA to be output to the accelerator pedal reaction force control device 60 is calculated from the risk degree RP calculated in step S300. In accordance with the risk level RP, the control reaction force is generated in the direction to return the accelerator pedal 62 as the risk level increases. The reaction force control command value FA corresponds to the pedal reaction force control amount ΔF calculated according to the risk degree RP in the first embodiment.

  FIG. 23 shows the characteristics of the accelerator pedal reaction force control command value FA with respect to the risk degree RP. As shown in FIG. 23, when the risk degree RP is larger than the predetermined value RPmin and smaller than the predetermined value RPmax, the accelerator pedal reaction force control command is generated so as to generate a larger accelerator pedal reaction force as the risk degree RP increases. The value FA is calculated. When the degree of risk RP is larger than the predetermined value RPmax, the accelerator pedal reaction force control command value FA is fixed to the maximum value FAmax so as to generate the maximum accelerator pedal reaction force. In this way, the accelerator pedal reaction force control command value FA is set according to the risk degree RP, and the risk degree RP around the host vehicle is transmitted to the driver as the accelerator pedal reaction force.

In step S500, the deceleration ΔG that the driver feels is calculated from the risk degree RP calculated in step S300. The relationship between the degree of risk RP and the deceleration ΔG experienced by the driver is represented by the map in FIG. As shown in FIG. 24, the deceleration ΔF increases exponentially as the risk degree RP increases in the range from the minimum value RPmin to the maximum value RPmax of the risk degree RP. This is obtained by the following (formula 5).
ΔG = k1 · RP ⁿ¹ (Formula 5)
Here, k1 and n1 are constants, and are set to optimum values based on the result of the field test using a drive simulator or the like. When the risk degree RP exceeds the maximum value RPmax, the deceleration ΔG is fixed to the maximum value ΔGmax.

  In step S600, the driver's intention to operate the accelerator pedal is detected based on the accelerator pedal stroke amount S read in step S100. The accelerator pedal operation intention detection process performed in step S600 will be described with reference to the flowchart of FIG.

  In step S601, it is determined whether or not the accelerator pedal stroke amount S is smaller than a predetermined value Sa0. If a positive determination is made in step S601, the process proceeds to step S602. In step S602, it is determined that the driver intends to return the accelerator pedal 50, the state flag flgSTATE is set to 1, and the process is terminated. On the other hand, when a negative determination is made in step S601, the process proceeds to step S603, where it is determined that the driver intends to depress the accelerator pedal 50, and the state flag flgSTATE is set to 0 and the process is terminated. After detecting the operation intention in step S600, the process proceeds to step S700.

  In step S700, a deceleration correction coefficient khosei is calculated in order to correct the deceleration ΔG calculated in step S500 in accordance with the driver's operation intention. The deceleration correction coefficient khosei is calculated using the accelerator pedal stroke amount S read in step S100. The deceleration correction coefficient calculation process performed in step S700 will be described with reference to the flowchart of FIG.

In step S701, it is determined whether or not the accelerator pedal stroke amount S is smaller than a predetermined value Sa0. If a positive determination is made in step S701, the process proceeds to step S702. In step S702, the deceleration correction coefficient khosei is calculated by the following (formula 6) using the accelerator pedal stroke amount S.
khosei = 1-S / Sa0 (Formula 6)
On the other hand, if a negative determination is made in step S701, the process proceeds to step S703, where the deceleration correction coefficient khosei is set to 0 so as not to generate a deceleration, and the process is terminated.

  FIG. 27 shows the relationship between the accelerator pedal stroke amount S and the deceleration correction coefficient khosei. The accelerator pedal stroke amount S is set to 0 when the accelerator pedal 50 is released, and the stroke amount S increases as the accelerator pedal 50 is depressed. As shown in FIG. 27, the deceleration correction coefficient khosei increases as the accelerator pedal stroke amount S is equal to or less than the predetermined value Sa0 and the stroke amount S decreases. When the stroke amount S is 0, the deceleration correction coefficient khosei = 1. . When the stroke amount S is larger than the predetermined value Sa0, the deceleration correction coefficient khosei = 0. After calculating the deceleration correction coefficient khosei in step S700, the process proceeds to step S800.

  In step S800, the deceleration ΔG calculated in step S500 is corrected from the state flag flgSTATE set in step S600 and the deceleration correction coefficient khosei calculated in step S700. If the driver intends to return the accelerator pedal 50, the deceleration control is performed. If the driver intends to depress the accelerator pedal 50, the deceleration control is not performed. The deceleration correction process performed in step S800 will be described using the flowchart of FIG.

In step S801, it is determined whether or not the state flag flgSTATE is 1. If the determination in step S801 is affirmative and the driver intends to return the accelerator pedal 50, the process proceeds to step S802. In step S802, the deceleration correction value ΔGhosei is calculated by the following (Equation 7) using the deceleration correction coefficient khosei and the deceleration ΔG.
ΔGhosei = khosei · ΔG (Formula 7)
If a negative determination is made in step S801, the process proceeds to step S803, in which the deceleration correction value ΔGhosei is set to 0, and the process ends.

  FIG. 29 shows the relationship between the accelerator pedal stroke amount S and the deceleration correction coefficient ΔGhosei. As shown in FIG. 29, as the accelerator pedal stroke amount S is equal to or less than the predetermined value Sa0 and the stroke amount S decreases, the deceleration correction value ΔGhosei increases in accordance with the deceleration ΔG and the deceleration correction coefficient khosei. When the stroke amount S is larger than the predetermined value Sa0, the deceleration correction value ΔGhosei = 0. After calculating the deceleration correction value ΔGhosei in step S800, the process proceeds to step S900.

  In step S900, the accelerator pedal reaction force control command value FA calculated in step S400 is output to the accelerator pedal reaction force control device 80, and the deceleration correction value ΔGhosei calculated in step S800 is sent to the engine control controller 40 and the brake actuator 41. Output, and the current process ends. The accelerator pedal reaction force control device 80 controls an operation reaction force generated in the accelerator pedal 50 in response to a command from the controller 200. Further, the engine controller 40 and the brake actuator 41 control the braking / driving force of the host vehicle in accordance with a command from the controller 200 so that the driver can feel the deceleration.

  Next, the operation of the vehicular driving operation assisting device according to the sixth embodiment will be described with reference to FIGS. 30A to 30F, taking as an example the case where the host vehicle is traveling following the preceding vehicle. . FIG. 30A shows changes in the inter-vehicle distance D, the host vehicle speed Vf, and the preceding vehicle speed Va with respect to the time axis, FIG. 30B shows a change in the risk degree RP corresponding to the travel situation in FIG. (a) is a change in the accelerator pedal reaction force F corresponding to (a), (d) is a change in the accelerator pedal stroke amount S corresponding to (a), (e) is a change in the deceleration correction coefficient khosei corresponding to (a), ( f) shows the change of the deceleration correction value ΔGhosei corresponding to (a). In FIG. 30F, the deceleration ΔG corresponding to the risk degree RP before correction according to the driver's intention to operate is indicated by a broken line.

  As shown in FIG. 30A, when the host vehicle travels following the preceding vehicle while maintaining the inter-vehicle distance D = D1, the inter-vehicle distance D decreases when the preceding vehicle speed Va starts decreasing at time T = Ta. As the inter-vehicle distance D decreases, the degree of risk RP increases, and accordingly, the accelerator pedal reaction force F increases as shown in FIG. When the driver returns the accelerator pedal 50 in response to the increase in the accelerator pedal reaction force F and the stroke amount S falls below the predetermined value Sa0, a deceleration occurs as shown in FIG. 30 (f), and the deceleration control starts. Is done. At this time, as shown in FIG. 30 (e), the deceleration correction coefficient khosei increases as the stroke amount S decreases. The deceleration shown in FIG. 30F is a deceleration correction value ΔGhosei. By correcting the deceleration ΔG corresponding to the risk degree RP with a deceleration correction coefficient khosei as shown in FIG. 30E, a smoothly changing deceleration is generated.

  As the accelerator pedal stroke amount S decreases and the deceleration correction value ΔGhosei occurs, the host vehicle speed Vf decreases and the inter-vehicle distance D increases. As the inter-vehicle distance D increases, the risk degree RP decreases and the accelerator pedal reaction force F also decreases. In response to this, the driver operates the accelerator pedal 50 to adjust the host vehicle speed Vf so as to follow the preceding vehicle again.

Thus, in the above-described sixth embodiment, the following operational effects can be achieved.
(1) Since the accelerator pedal reaction force F is controlled according to the risk degree RP around the host vehicle, the driver can sensuously recognize the change in the risk degree RP as the change in the reaction force F of the accelerator pedal. Further, the deceleration ΔG calculated according to the degree of risk RP is corrected according to the driver's intention to operate the accelerator pedal 50, and the corrected deceleration correction value ΔGhosei is generated in the vehicle so that the driver can experience it. did. As a result, the inter-vehicle distance D can be further increased compared to the case where no deceleration is generated, and the driver can visually recognize the increase in the inter-vehicle distance D and accurately grasp the situation around the vehicle. it can. Further, the risk degree RP can be easily recognized by experiencing the inertial force generated in the vehicle by the deceleration correction value ΔGhosei. Furthermore, since the deceleration ΔG is corrected according to the operation intention of the accelerator pedal 50, it is possible to perform an appropriate deceleration control suitable for the driver's intention.
(2) When the driver's intention to return the accelerator pedal 50 is detected, the deceleration ΔG is corrected to calculate the deceleration correction value ΔGhosei. When the return intention is not detected, that is, the accelerator pedal 50 is intended to be depressed. Is detected, the deceleration correction value ΔGhosei is set to zero. Thus, for example, when the driver intends to depress the accelerator pedal 50 in order to accelerate positively, the vehicle does not generate a deceleration, so that the deceleration control suitable for the driver can be performed.
(3) When the accelerator pedal stroke amount S is equal to or less than the predetermined value Sa0 (third predetermined value), it is determined that the accelerator pedal 50 is intended to be returned, and when the accelerator pedal stroke amount S exceeds the predetermined value Sa0, it is determined that the pedal is intended to be depressed. Thereby, the operation intention of the accelerator pedal 50 by the driver can be accurately detected.
(4) The deceleration ΔG calculated according to the risk degree RP is corrected using the accelerator pedal stroke amount S, and the deceleration correction value ΔGhosei is calculated. Specifically, the deceleration correction coefficient khosei is increased as the stroke amount S is decreased, and the deceleration correction value ΔGhosei is corrected to be increased. Thereby, the deceleration suitable for a driver | operator's intent can be generated smoothly. When the driver depresses the accelerator pedal 50 again, the deceleration correction coefficient khosei decreases as the stroke amount S increases, and the deceleration correction value ΔGhosei is corrected so as to decrease. When the stroke amount S exceeds the predetermined value Sa0, the deceleration control is not performed, and the deceleration correction value ΔGhosei becomes 0, so that acceleration can be quickly made according to the driver's intention to operate the accelerator pedal. As a result, the risk RP can be reliably transmitted without bothering the driver.

<< Seventh Embodiment >>
Next, a driving operation assisting device for a vehicle according to a seventh embodiment of the present invention will be described with reference to the drawings. The configuration of the vehicular driving assistance device according to the seventh embodiment is the same as that of the sixth embodiment described with reference to FIGS. Here, differences from the sixth embodiment will be mainly described.

  In the seventh embodiment, the driver's intention to operate the accelerator pedal 50 is detected based on the operation speed of the accelerator pedal 50. Then, a deceleration correction coefficient khosei is calculated using the driver's intention to operate the accelerator pedal detected from the operation speed, and the deceleration ΔG calculated according to the risk degree RP is corrected. In the seventh embodiment, only the accelerator pedal operation intention detection process in step S600 and the deceleration correction coefficient calculation process in step S700 in the flowchart of FIG. 22 are different from the above-described sixth embodiment. .

First, the operation intention detection process in step S600 will be described using the flowchart of FIG.
In step S611, the accelerator pedal operation speed Vs is calculated by differential processing using the accelerator pedal stroke amount S read in step S100. The operation speed Vs can be calculated using, for example, the previous stroke amount S and the current stroke amount S stored in the memory of the controller 200. When the accelerator pedal operation speed Vs is a positive value (Vs> 0), it indicates that the accelerator pedal 50 is depressed, and when the accelerator pedal operation speed Vs is a negative value (Vs <0). Indicates that the accelerator pedal 50 is returned.

  In step S612, it is determined whether or not the operation speed Vs calculated in step S611 is equal to or less than a negative predetermined value Vsa0. If the determination in step S612 is affirmative and the accelerator pedal 50 is returned at a high speed equal to or higher than the predetermined value Vsa0, the process proceeds to step S613. In step S613, it is determined that the driver intends to return the accelerator pedal 50, the state flag flgSTATE is set to 1, and the process is terminated. If a negative determination is made in step S612, the process proceeds to step S614.

  In step S614, it is determined whether or not the operation speed Vs is equal to or higher than a positive predetermined value Vsa1. If an affirmative determination is made in step S614 and the accelerator pedal 50 is depressed at a speed equal to or higher than the predetermined value Vsa1, the process proceeds to step S615. In step S615, it is determined that the driver intends to depress the accelerator pedal 50, the state flag flgSTATE is set to 0, and the process ends. If a negative determination is made in step S614, the state flag flgSTATE set in the previous cycle is used as it is.

Next, the deceleration correction coefficient calculation processing in step S700 will be described using the flowchart of FIG.
In step S711, it is determined whether the state flag flgSTATE set in step S600 is 1. If the determination in step S711 is negative and the driver intends to depress the accelerator pedal 50, the process proceeds to step S715. In step S715, 0 is set to the deceleration correction coefficient khosei so as not to generate the deceleration. Further, the current accelerator pedal stroke amount S read in step S100 is set as a stroke amount reference value Sbase1. On the other hand, if the determination in step S711 is affirmative and the driver intends to return the accelerator pedal 50, the process proceeds to step S712.

  In step S712, it is determined whether or not the accelerator pedal operation speed Vs is 0 or less (Vs ≦ 0), that is, whether or not the accelerator pedal 50 is returned. If the determination in step S712 is affirmative, the driver intends to return the accelerator pedal 50, and the accelerator pedal 50 is returned, the process proceeds to step S713.

In step S713, the deceleration correction coefficient khosei is calculated according to the following (formula 8) using the accelerator pedal stroke amount S.
khosei = 1-S / Sbase1 (Formula 8)
Here, the stroke amount reference value Sbase1 is the value set in step S715, and is the accelerator pedal stroke amount S immediately before the state flag flgSTATE switches from 0 to 1, that is, immediately before the return intention of the accelerator pedal 50 is detected. is there. In (Equation 8), when the accelerator pedal stroke amount S = Sbase1, the deceleration correction coefficient khosei = 0.

If the determination in step S712 is negative and the state flag flgSTATE is 1, but the accelerator pedal 50 is depressed, the process proceeds to step S714. In step S714, the deceleration correction coefficient khosei is calculated according to the following (Equation 9) using the accelerator pedal stroke amount S and the accelerator pedal operation speed Vs.
khosei = 1-S / {Vs / Vsa1. (S-Sbase1) + Sbase1} (Formula 9)
Here, Vsa1 is a predetermined value used to determine whether or not the accelerator pedal 50 is intended to be depressed in step S614.

  By calculating the deceleration correction coefficient khosei using (Equation 9), the deceleration correction coefficient khosei is 1 when the stroke amount S is zero. When the stroke amount S is the stroke amount reference value Sbase1 or the operation speed Vs is a positive predetermined value Vsa1, the deceleration correction coefficient khosei is zero.

  Thus, by using (Equation 8) and (Equation 9), the deceleration correction coefficient khosei can be set so that the deceleration correction value ΔGhosei smoothly changes even when the state flag flgSTATE is switched. For example, if the deceleration correction coefficient khosei is calculated using (Equation 9), the deceleration correction coefficient khosei approaches 0 as the accelerator pedal 50 is depressed and the operation speed Vs approaches the predetermined value Vsa1. When the operation speed Vs further increases and becomes equal to or greater than the predetermined value Vsa1, the state flag flgSTATE is switched to 0, and the deceleration correction coefficient khosei is set to 0. Thus, since the deceleration correction coefficient khosei changes smoothly when the state flag flgState switches, the deceleration that smoothly changes is generated without the deceleration correction value ΔGhosei changing greatly.

  Next, the operation of the vehicular driving operation assistance apparatus according to the seventh embodiment will be described with reference to FIGS. 33A to 33G, taking as an example the case where the host vehicle is traveling following the preceding vehicle. . FIG. 33A shows changes in the inter-vehicle distance D, the host vehicle speed Vf, and the preceding vehicle speed Va with respect to the time axis, FIG. 33B shows a change in the risk degree RP corresponding to the travel situation in FIG. a) change in accelerator pedal reaction force F corresponding to (a), (d) a change in accelerator pedal stroke amount S corresponding to (a), (e) a change in accelerator pedal operation speed Vs corresponding to (a), ( f) shows a change in the deceleration correction coefficient khosei corresponding to (a), and (g) shows a change in the deceleration correction value ΔGhosei corresponding to (a).

  As shown in FIG. 33A, when the host vehicle travels following the preceding vehicle while maintaining the inter-vehicle distance D = D1, the inter-vehicle distance D decreases when the preceding vehicle speed Va starts decreasing at time T = Tb. As the inter-vehicle distance D decreases, the risk degree RP increases, and the accelerator pedal reaction force F increases as shown in FIG. When the driver operates the accelerator pedal 50 in the return direction at a speed equal to or greater than a predetermined value | Vsa0 | in response to the increase in the accelerator pedal reaction force F, a deceleration occurs as shown in FIG. Control begins. At this time, as shown in FIG. 33 (f), the deceleration correction coefficient khosei increases in accordance with changes in the stroke amount S and the operation speed Vs. The deceleration shown in FIG. 33 (g) is a deceleration correction value ΔGhosei, and smoothing is achieved by correcting the deceleration ΔG corresponding to the risk degree RP with a deceleration correction coefficient khosei as shown in FIG. 33 (f). Deceleration that changes to occurs.

  As the stroke amount S decreases and the deceleration correction value ΔGhosei occurs, the host vehicle speed Vf decreases and the inter-vehicle distance D increases. Accordingly, the risk degree RP decreases, and the driver operates the accelerator pedal 50 to adjust the own vehicle speed Vf so as to follow the preceding vehicle again. At this time, the deceleration correction value ΔGhosei is generated according to the accelerator pedal operation speed Vs until the accelerator pedal 50 is depressed at a speed equal to or higher than the predetermined value Vsa1.

Thus, in the seventh embodiment described above, the following operational effects can be obtained in addition to the effects of the sixth embodiment.
(1) When the operating speed Vs of the accelerator pedal 50 is detected and the accelerator pedal 50 is operated in a direction to return at a speed equal to or higher than a predetermined value | Vsa0 | (fourth predetermined value), the driver returns the accelerator pedal 50. If it is determined that there is an intention, and the operation is performed in a direction in which the driver depresses at a speed equal to or greater than a predetermined value | Vsa1 | (fifth speed), the driver determines that he or she intends to depress the accelerator pedal 50. Thereby, the driver's intention to operate the accelerator pedal can be detected at an earlier timing than in the sixth embodiment described above. The intention of the driver can be determined.
(2) The accelerator pedal stroke amount S when the driver's operation intention shifts from depression of the accelerator pedal 50 to return is stored as the stroke amount reference value Sbase1, and the ratio of the stroke amount S to the stroke amount reference value Sbase1 Based on the above, a deceleration correction coefficient khosei was calculated to correct the deceleration ΔG. For example, when the driver delicately operates the accelerator pedal 50 while following the preceding vehicle, a small deceleration is generated when the return amount is small, and a large deceleration is generated when the return amount is large. As a result, the deceleration suitable for the driver's intention can be generated smoothly, and the followability to the preceding vehicle can be improved while recognizing the risk degree RP around the host vehicle.
(3) A deceleration correction coefficient khosei was calculated by further using the accelerator pedal operation speed Vs to correct the deceleration ΔG. Thereby, appropriate deceleration control can be performed according to the driver's accelerator pedal operation. In particular, by correcting the deceleration ΔG using the predetermined value (fifth predetermined value) Vsa1 used for determining the driver's operation intention, a smooth deceleration occurs even when the driver's intention is switched, and driving Smooth deceleration control according to the person's intention can be performed. Further, when the driver steps on the accelerator pedal 50, the deceleration ΔG is corrected so as to decrease as the operation speed Vs of the accelerator pedal 50 or the stroke amount S increases. Since the deceleration does not occur when the intention to depress the accelerator pedal 50 is detected, it is possible to accelerate quickly according to the driver's intention to operate the accelerator pedal.

<< Eighth Embodiment >>
Next, a vehicle driving assistance device according to an eighth embodiment of the present invention will be described with reference to the drawings. Since the configuration of the vehicular driving operation assisting device according to the eighth embodiment is the same as that of the sixth embodiment described with reference to FIGS. 19 to 21, the description thereof is omitted. Here, differences from the sixth embodiment will be mainly described.

  In the eighth embodiment, the intention of the driver to operate the accelerator pedal 50 is detected based on the operation amount after the operation speed of the accelerator pedal 50 and the operation direction of the accelerator pedal 50 are switched. Then, a deceleration correction coefficient khosei is calculated using the driver's intention to operate the accelerator pedal detected from the operation speed and the operation amount, and the deceleration ΔG calculated according to the risk degree RP is corrected. In the eighth embodiment, only the accelerator pedal operation intention detection process in step S600 and the deceleration correction coefficient calculation process in step S700 in the flowchart of FIG. 22 are different from the above-described sixth embodiment. .

First, the operation intention detection process in step S600 will be described using the flowchart of FIG.
In step S621, the accelerator pedal operation speed Vs is calculated by differential processing using the accelerator pedal stroke amount S read in step S100. The operation speed Vs can be calculated using, for example, the previous stroke amount S and the current stroke amount S stored in the memory of the controller 200. When the accelerator pedal operation speed Vs is a positive value (Vs> 0), it indicates that the accelerator pedal 50 is depressed, and when the accelerator pedal operation speed Vs is a negative value (Vs <0). Indicates that the accelerator pedal 50 is returned.

In step S622, it is determined whether or not the operation speed Vs calculated in step S622 is smaller than 0 (Vs <0). If the determination in step S622 is affirmative and the accelerator pedal 50 is being operated to return, the process proceeds to step S623. In step S623, the accelerator pedal operation amount Soff after operating the accelerator pedal 50 in the direction to return is calculated. The operation amount Soff after starting to return the accelerator pedal 50 is calculated by the following (Equation 10).
Soff = Soff−Vs (Formula 10)

  The operation amount Soff after starting to return the accelerator pedal 50 is the accelerator pedal operation speed | Vs | calculated in step S621 from the operation amount Soff set in the previous cycle as shown in (Equation 10), that is, the operation per sample cycle. It can be calculated by adding the quantities. Here, 0 is set to the accelerator pedal operation amount Son after the accelerator pedal 50 is operated in the depressing direction.

  In step S624, it is determined whether the operation amount Soff calculated in step S623 after operating the accelerator pedal 50 in the returning direction is larger than a predetermined value Sa1. If the determination in step S625 is affirmative and the accelerator pedal 50 is being returned and the operation amount Soff from the start of the return is greater than the predetermined value Sa1, the process proceeds to step S625. In step S625, it is determined that the driver intends to return the accelerator pedal 50, the state flag flgSTATE is set to 1, and the process is terminated. If a negative determination is made in step S624, the state flag flgSTATE set in the previous cycle is used as it is.

If a negative determination is made in step S622, the process proceeds to step S626. In step S626, it is determined whether or not the operation speed Vs is greater than 0 (Vs> 0). If a positive determination is made in step S626 and the accelerator pedal 50 is depressed, the process proceeds to step S627. In step S627, the accelerator pedal operation amount Son after the accelerator pedal 50 is operated in the depressing direction is calculated. The operation amount Son after the accelerator pedal 50 is started to be depressed is calculated by the following (Equation 11).
Son = Son + Vs (Formula 11)

  The operation amount Son after starting to depress the accelerator pedal 50 is the accelerator pedal operation speed Vs calculated in step S621 from the operation amount Son set in the previous cycle as shown in (Equation 11), that is, the operation amount per sample cycle. It can be calculated by adding. Here, 0 is set to the accelerator pedal operation amount Soff after the accelerator pedal 50 is operated in the direction of returning.

  In step S628, it is determined whether or not the operation amount Son after operating in the direction in which the accelerator pedal 50 calculated in step S627 is depressed is larger than a predetermined value Sa2. If the determination in step S628 is affirmative and the operation amount Son from the start of depression is larger than the predetermined value Sa2 while the accelerator pedal 50 is depressed, the process proceeds to step S629. In step S629, it is determined that the driver intends to depress the accelerator pedal 50, the state flag flgSTATE is set to 0, and the process ends. If a negative determination is made in step S628, the state flag flgSTATE set in the previous cycle is used as it is. Also, if the determination in step S626 is negative and the operation speed Vs = 0, the state flag flgSTATE set in the previous cycle is used as it is.

Next, the deceleration correction coefficient calculation process in step S700 will be described using the flowchart of FIG.
In step S721, it is determined whether the state flag flgSTATE set in step S600 is 1. If a negative determination is made in step S721 and the driver intends to depress the accelerator pedal 50, the process proceeds to step S725. In step S725, 0 is set to the deceleration correction coefficient khosei so as not to generate the deceleration. Further, the current accelerator pedal stroke amount S read in step S100 is set as a stroke amount reference value Sbase2. If the determination in step S721 is affirmative and the driver intends to depress the accelerator pedal 50, the process proceeds to step S722.

  In step S722, it is determined whether or not the operation amount Son after starting the depression of the accelerator pedal 50 calculated in step S600 is zero. If the determination in step S722 is affirmative and the driver intends to return the accelerator pedal 50, and the accelerator pedal 50 is operated in the return direction, the process proceeds to step S723.

In step S723, the deceleration correction coefficient khosei is calculated according to the following (formula 12) using the accelerator pedal stroke amount S.
khosei = 1-S / Sbase2 (Formula 12)
Here, the stroke amount reference value Sbase2 is the value set in step S725, and is the accelerator pedal stroke amount S immediately before the state flag flgSTATE is switched from 0 to 1, that is, immediately before the return intention of the accelerator pedal 50 is detected. is there. In (Expression 12), when the accelerator pedal stroke amount S = Sbase2, the deceleration correction coefficient khosei = 0.

If the determination in step S722 is negative and the state flag flgSTATE is 1, but the accelerator pedal 50 is depressed, the process proceeds to step S724. In step S724, the deceleration correction coefficient khosei is calculated according to the following (Equation 13) using the operation amount Son after the accelerator pedal 50 is depressed.
khosei = 1−S / {Son / Sa2 · (S−Sbase2) + Sbase2} (Formula 13)
Here, Sa2 is a predetermined value used to determine whether or not the accelerator pedal 50 is intended to be depressed in step S628.

  By calculating the deceleration correction coefficient khosei using (Equation 13), the deceleration correction coefficient khosei is 1 when the stroke amount S is 0. Further, when the stroke amount S is the stroke amount reference value Sbase2 or the operation amount Son after the operation in the direction in which the accelerator pedal 50 is depressed is the predetermined value Sa2, the deceleration correction coefficient khosei is zero.

  In this way, by using (Equation 12) and (Equation 13), the deceleration correction coefficient khosei can be set so that the deceleration correction value ΔGhosei smoothly changes even when the state flag flgSTATE is switched. For example, when the deceleration correction coefficient khosei is calculated using (Equation 13), the deceleration correction coefficient khosei approaches 0 as the accelerator pedal 50 is depressed and the operation amount Son from the start of depression approaches the predetermined value Sa2. Go. When the accelerator pedal 50 is further depressed and the operation amount Son from the start of depression is equal to or greater than the predetermined value Sa2, the state flag flgSTATE is switched to 0, and the deceleration correction coefficient khosei is set to 0. Thus, since the deceleration correction coefficient khosei changes smoothly when the state flag flgState switches, the deceleration that smoothly changes is generated without the deceleration correction value ΔGhosei changing greatly.

  Next, the operation of the vehicular driving operation assisting device according to the eighth embodiment will be described with reference to FIGS. 36A to 36G, taking as an example the case where the host vehicle is traveling following the preceding vehicle. . FIG. 36A shows changes in the inter-vehicle distance D, the host vehicle speed Vf, and the preceding vehicle speed Va with respect to the time axis. FIG. 36B shows a change in the risk degree RP corresponding to the travel situation in FIG. A change in the accelerator pedal reaction force F corresponding to a), (d) a change in the accelerator pedal stroke amount S corresponding to (a), and (e) an operation to return the accelerator pedal 50 corresponding to (a). The amount of operation Soff after the operation, the change in the operation amount Son after the operation in the stepping direction, (f) the change in the deceleration correction coefficient khosei corresponding to (a), and (g) the same as (a). Changes in the deceleration correction value ΔGhosei are shown respectively.

  As shown in FIG. 36A, when the host vehicle travels following the preceding vehicle while maintaining the inter-vehicle distance D = D1, the inter-vehicle distance D decreases when the preceding vehicle speed Va starts decreasing at time T = Tc. As the inter-vehicle distance D decreases, the degree of risk RP increases, and the accelerator pedal reaction force F increases as shown in FIG. When the driver begins to return the accelerator pedal 50 in response to the increase in the accelerator pedal reaction force F, and the operation amount Soff after operating in the direction to return the accelerator pedal 50 becomes greater than the predetermined value Sa1, FIG. As shown, deceleration occurs and deceleration control is started. At this time, the deceleration correction coefficient khosei increases as the stroke amount S decreases as shown in FIG. The deceleration shown in FIG. 36 (g) is a deceleration correction value ΔGhosei, which is smoothed by correcting the deceleration ΔG corresponding to the risk degree RP with a deceleration correction coefficient khosei as shown in FIG. 36 (f). Deceleration that changes to occurs.

  As the stroke amount S decreases and the deceleration correction value ΔGhosei occurs, the host vehicle speed Vf decreases and the inter-vehicle distance D increases. Accordingly, the risk degree RP decreases, and the driver operates the accelerator pedal 50 to adjust the host vehicle speed Vf so as to follow the preceding vehicle again. At this time, the deceleration correction value ΔGhosei is generated according to the stroke amount S and the operation amount Son after the depression until the operation amount Son after the accelerator pedal 50 is operated in the depression direction exceeds the predetermined value Sa2.

Thus, in the above-described eighth embodiment, the following operational effects can be achieved in addition to the effects of the above-described sixth embodiment.
(1) The operation intention of the accelerator pedal 50 is detected by combining the operation speed Vs of the accelerator pedal 50 and the stroke amount S. Specifically, the accelerator pedal stroke amounts Son and Soff after the operation direction of the accelerator pedal 50, that is, whether the accelerator pedal 50 is returned or depressed, are calculated. When the operation amount Soff after operating the accelerator pedal 50 in the returning direction exceeds a predetermined value Sa1 (sixth predetermined value), it is determined that there is an intention to return the accelerator pedal 50 to the driver, and the accelerator pedal 50 When the operation amount Son after operating in the direction of depressing exceeds a predetermined value Sa2 (seventh predetermined value), it is determined that the driver intends to depress the accelerator pedal 50. Thereby, for example, even when the accelerator pedal 50 is operated slowly, the driver's operation intention is detected in accordance with the operation amount, so that the timing is earlier than in the sixth and seventh embodiments described above. The driver's operation intention can be detected.
(2) The deceleration correction coefficient khosei is calculated based on the ratio of the stroke amount S to the stroke amount S (stroke amount reference value Sbase2) when the accelerator pedal operation intention shifts from depression to return. Thereby, the same effect as that of the seventh embodiment described above can be obtained. Further, the deceleration correction coefficient khosei is calculated using the accelerator pedal stroke amounts Son and Soff after the operation direction of the accelerator pedal 50 is switched, and the deceleration ΔG is corrected. Can be generated smoothly. In particular, when the driver depresses the accelerator pedal 50, the deceleration ΔG is corrected so as to decrease as the operation amount Son after the accelerator pedal 50 is depressed or the accelerator pedal stroke amount S increases. . On the other hand, when it is determined that the driver intends to depress the accelerator pedal 50, no deceleration is generated, so that the driver can quickly accelerate according to the driver's intention to operate the accelerator pedal.

  In the sixth to eighth embodiments described above, the characteristics of the accelerator pedal reaction force control command value FA with respect to the risk degree RP are set as shown in the map of FIG. However, the present invention is not limited to this. For example, the map used in the first embodiment shown in FIG. 4 can be used.

  In the seventh and eighth embodiments described above, the pedal operation speed Vs is calculated by differentiating the accelerator pedal stroke amount S. However, a mechanism for directly detecting the operation speed Vs of the accelerator pedal 60 may be provided. it can.

  In the sixth embodiment described above, the accelerator pedal stroke amount S immediately before the driver's intention to operate the accelerator pedal shifts from the intention to depress to the intention to return is stored as a reference value, and the seventh or eighth embodiment is the same as the seventh or eighth embodiment. Similarly, the deceleration correction value ΔGhosei can be calculated using this reference value.

  In the first to eighth embodiments, the margin time TTC between the host vehicle and the preceding vehicle is calculated, and the risk RP around the host vehicle is calculated as a function of the margin time TTC. However, the present invention is not limited to this, and the risk degree RP can be calculated by further using the inter-vehicle time THW between the host vehicle and the preceding vehicle. In this case, for example, the risk degree RP can be calculated from the reciprocal of the margin time TTC and the reciprocal of the inter-vehicle time THW that are appropriately weighted.

  In the first to eighth embodiments, the accelerator pedal reaction force control is combined with the deceleration control or the seat slide control. However, the present invention is not limited to this. For example, the steering reaction force control according to the risk degree RP The brake pedal reaction force control system can be combined with deceleration control or seat slide control.

  In the above embodiment, the laser radar 10 and the vehicle speed sensor 20 are used as the situation recognition means, the accelerator pedal 50 is used as the operation member, the reaction force control device 80 is used as the reaction force control means, and the acceleration change generation means. The deceleration calculation unit 35 and the engine control controller 40, or the seat movement amount calculation unit 100 and the seat slide control controller 110 are used. The deceleration calculation unit 35 or the seat movement amount calculation unit 100 is used as the deceleration calculation unit, the engine controller 40 is used as the braking force control unit, and the accelerator pedal stroke amount detection unit 70 is used as the operation amount detection unit. An accelerator pedal stroke amount detection unit 70 and a reaction force control device 80 are used as speed detection means. Further, the seat slide controller 110 is used as a driver seat movement control means.

  Further, the controller 200 is used as the deceleration correction means and the operation intention detection means, and the accelerator pedal stroke detector 70 and the controller 200 are used as the operation speed detection means and the switching operation amount calculation means. The risk degree calculation unit 30 and the deceleration calculation unit 35 of the first to fourth embodiments correspond to the risk degree calculation unit 202 and the deceleration calculation unit 204 of the sixth to eighth embodiments, respectively. . The reaction force control device 80 of the first to fourth embodiments corresponds to the driving operation reaction force determination unit 203 and the accelerator pedal reaction force control device 80 of the sixth to eighth embodiments.

  However, the present invention is not limited to these, and for example, another type of millimeter wave radar or the like can be used instead of the laser radar 10 as the situation recognition means. Further, although the engine controller 40 controls the brake actuator 41 and the throttle actuator 42, only one of them can be used. It is also possible to control the engine speed in order to generate a deceleration ΔG in the vehicle.

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 by 1st Embodiment. The figure which shows the structure around an accelerator pedal. The figure which shows the relationship between a risk degree and an accelerator pedal reaction force increase amount. (A) The figure which shows the characteristic of deceleration ΔG with respect to a risk degree, (b) The figure which shows the characteristic of deceleration ΔG with respect to stroke amount S. (A) Diagram showing changes in inter-vehicle distance, own vehicle speed and preceding vehicle speed with respect to time axis, (b) Diagram showing change in risk degree, (c) Diagram showing change in stroke amount, (d) Reaction force increase amount The figure which shows a change, (e) The figure which shows the change of deceleration. The flowchart which shows the process sequence of the control program by 1st Embodiment. (A) The figure which shows the characteristic of deceleration ΔG with respect to a risk degree, (b) The figure which shows the characteristic of deceleration ΔG with respect to stroke amount S. (A) Diagram showing changes in inter-vehicle distance, own vehicle speed and preceding vehicle speed with respect to time axis, (b) Diagram showing change in risk degree, (c) Diagram showing change in stroke amount, (d) Reaction force increase amount The figure which shows a change, (e) The figure which shows the change of deceleration. The flowchart which shows the process sequence of the control program by 2nd Embodiment. (A) The figure which shows the characteristic of deceleration (DELTA) G with respect to a risk degree, (b) The figure which shows the characteristic of deceleration with respect to stroke amount S. (A) Diagram showing changes in inter-vehicle distance, own vehicle speed and preceding vehicle speed with respect to time axis, (b) Diagram showing change in risk degree, (c) Diagram showing change in stroke amount, (d) Reaction force increase amount The figure which shows a change, (e) The figure which shows the change of deceleration. The flowchart which shows the process sequence of the control program by 3rd Embodiment. (A) The figure which shows the characteristic of deceleration (DELTA) G with respect to a risk degree, (b) The figure which shows the characteristic of the deceleration with respect to pedal depression speed. (A) Diagram showing changes in inter-vehicle distance, own vehicle speed and preceding vehicle speed with respect to time axis, (b) Diagram showing change in risk degree, (c) Diagram showing change in stroke amount, (d) Reaction force increase amount The figure which shows a change, (e) The figure which shows the change of deceleration. The flowchart which shows the process sequence of the control program by 4th Embodiment. The system diagram of the driving assistance device for vehicles by a 5th embodiment. The block diagram of the vehicle carrying the driving operation assistance apparatus for vehicles by 5th Embodiment. The system figure of the driving operation assistance apparatus for vehicles by the 6th Embodiment of this invention. The block diagram of the vehicle carrying the driving operation assistance apparatus for vehicles shown in FIG. The block diagram which shows the internal structure of the controller shown in FIG. The flowchart which shows the process sequence of the driving operation assistance control process by the controller in 6th Embodiment. The figure which shows the characteristic of the accelerator control reaction force command value with respect to a risk degree. The figure which shows the characteristic of the deceleration with respect to a risk degree. The flowchart which shows the process sequence of an accelerator pedal operation intention detection process. The flowchart which shows the process sequence of a deceleration correction coefficient calculation process. The figure which shows the relationship between the stroke amount and deceleration correction coefficient in 6th Embodiment. The flowchart which shows the process sequence of a deceleration correction process. The figure which shows the relationship between the stroke amount and deceleration correction value in 6th Embodiment. In 6th Embodiment, (a) The figure which shows the change of the inter-vehicle distance with respect to a time axis, the own vehicle speed, and the preceding vehicle speed, (b) The figure which shows the change of a risk degree, The figure which shows the change of (c) pedal reaction force (D) The figure which shows the change of stroke amount, (e) The figure which shows the change of deceleration correction coefficient, (f) The figure which shows the change of deceleration correction value. The flowchart which shows the process sequence of an accelerator pedal operation intention detection process. The flowchart which shows the process sequence of a deceleration correction coefficient calculation process. In the seventh embodiment, (a) a diagram showing changes in the inter-vehicle distance, own vehicle speed, and preceding vehicle speed with respect to the time axis, (b) a diagram showing a change in risk degree, and (c) a diagram showing a change in pedal reaction force. (D) The figure which shows the change of stroke amount, (e) The figure which shows the change of operation speed, (f) The figure which shows the change of deceleration correction coefficient, (g) The figure which shows the change of deceleration correction value. The flowchart which shows the process sequence of an accelerator pedal operation intention detection process. The flowchart which shows the process sequence of a deceleration correction coefficient calculation process. In 8th Embodiment, (a) The figure which shows the change of the inter-vehicle distance with respect to a time axis, the own vehicle speed, and the preceding vehicle speed, (b) The figure which shows the change of a risk degree, The figure which shows the change of (c) pedal reaction force (D) The figure which shows the change of stroke amount, (e) The figure which shows the change of pedal operation amount, (f) The figure which shows the change of deceleration correction coefficient, (g) The figure which shows the change of deceleration correction value.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10: Laser radar 20: Vehicle speed sensor 30: Risk degree calculation part 35: Deceleration calculation part 40: Engine control controller 41: Brake actuator 50: Accelerator pedal 60: Servo motor 70: Accelerator pedal stroke amount detection part 80: Reaction force control Apparatus 100: Seat movement amount calculation unit 110: Seat slide controller 200: Controller

Claims (5)

Situation recognition means for detecting the vehicle state and the driving environment around the vehicle;
A risk degree calculating means for calculating a risk degree of the host vehicle or the host vehicle based on the detection result of the situation recognition means;
An accelerator pedal reaction force control means for controlling an operation reaction force generated in the accelerator pedal according to the risk degree calculated by the risk degree calculation means;
A deceleration calculating means for calculating a deceleration that increases in accordance with an increase in the risk degree so that the driver can experience the deceleration;
When the operation reaction force corresponding to the degree of risk is generated in the accelerator pedal by the accelerator pedal reaction force control means, the braking force is controlled so as to generate the deceleration calculated by the deceleration calculation means. Braking force control means for
An operation intention detection means for detecting an operation intention of the driver's accelerator pedal;
Deceleration correction means for correcting the deceleration calculated by the deceleration calculation means based on the operation intention detected by the operation intention detection means;
A switching operation amount calculating means for calculating an operation amount of the accelerator pedal after the operation direction of the accelerator pedal is switched,
The operation intention detection unit is configured so that when the operation amount calculated by the switching operation amount calculation unit after the operation to return the accelerator pedal exceeds a first predetermined value, the driver depresses the accelerator pedal. If the operation amount after operating in the direction to depress the accelerator pedal exceeds a second predetermined value, it is determined that the driver intends to depress the accelerator pedal,
The deceleration correction means corrects the deceleration when the operation intention detection means determines that the driver intends to return the accelerator pedal, and the driver intends to step on the accelerator pedal. If it is determined that the deceleration is substantially zero,
The vehicular driving operation assisting device, wherein the braking force control means controls the braking force so as to generate the deceleration corrected by the deceleration correction means . The vehicle driving assistance device according to claim 1,
An operation amount detecting means for detecting an operation amount of the accelerator pedal;
The vehicle deceleration operation assisting device, wherein the deceleration correction means corrects the deceleration using an operation amount of the accelerator pedal detected by the operation amount detection means . The vehicle driving operation assistance device according to claim 2,
The deceleration correction means determines the amount of operation of the accelerator pedal when the operation intention of the accelerator pedal detected by the operation intention detection means shifts from the depression intention of the accelerator pedal to the return intention. The vehicle is stored as an amount reference value, and the deceleration is corrected based on the ratio of the operation amount of the accelerator pedal detected by the operation amount detection means to the accelerator pedal operation amount reference value . Driving assistance device. The vehicle driving assistance device according to claim 1,
The deceleration correction means corrects the deceleration by using an operation amount calculated by the switching operation amount calculation means after the operation direction of the accelerator pedal is switched. Operation assistance device.   A vehicle comprising the vehicular driving assist device according to any one of claims 1 to 4.

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