JP4702008B2 - VEHICLE DRIVE OPERATION ASSISTANCE DEVICE AND VEHICLE HAVING VEHICLE DRIVE OPERATION ASSISTANCE DEVICE - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a system for supporting vehicle driving in which operational status of braking and driving power control are transmitted as visual information. <P>SOLUTION: The system for supporting vehicle driving calculates risk potential against an obstacle based on obstacle condition surrounding one's own vehicle, that is, calculates targeted deceleration for braking and driving power control while calculating a command value of reaction force for generating reaction force of operation at a throttle pedal based on the risk potential. When the targeted deceleration is greater than a presented threshold, a display of the targeted deceleration is set to turn on. Herewith, the operation status of braking and driving power control is indicated while both of reaction force of operation control and braking and driving power control corresponding to the risk potential are performed. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

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

  Conventional vehicle driving assistance devices control an operation reaction force generated in an accelerator pedal when the distance between the vehicle and the vehicle ahead is equal to or less than a predetermined value (see Patent Document 1). In addition, a vehicle driving assistance device that performs braking control of the host vehicle based on the possibility of contact between the host vehicle and an obstacle ahead is known (see Patent Document 2).

Japanese Patent Laid-Open No. 10-166889 JP 2003-191830 A Japanese Patent Laid-Open No. 10-166890

  In the device described in Patent Document 1 described above, the driver perceives the operation reaction force generated in the accelerator pedal by tactile sense, and in the device described in Patent Document 2, the driver detects the deceleration generated in the own vehicle. Perception with deep sensation such as sensation of movement and movement. Compared to the case where information is transmitted via tactile sense using an accelerator pedal that the driver contacts frequently, it is difficult for the driver to recognize information transmitted through the deep sense of the driver. There was a problem that there was.

The vehicle driving assistance device according to the present invention calculates an obstacle detection means for detecting an obstacle existing in front of the host vehicle, and a risk potential of the host vehicle with respect to the obstacle based on a detection result of the obstacle detection means. Based on the risk potential calculating means, the target deceleration calculating means for calculating the target deceleration to be generated in the vehicle based on the risk potential calculated by the risk potential calculating means, and the target deceleration calculated by the target deceleration calculating means Braking / driving force control means for controlling the braking / driving force generated in the host vehicle so as to generate the vehicle, and the target deceleration is larger than a display threshold value for determining whether the target deceleration is displayed on the display means If, and display control means for controlling so as to display on the display means a display indicating the target deceleration, the risk potential calculating means, the host vehicle and the obstacle The first risk potential based on the inter-vehicle time and the second risk potential based on the margin time between the host vehicle and the obstacle are calculated, and the target deceleration calculation means is configured to calculate the first risk potential and the second risk. The target deceleration is calculated based on the larger value of the potential, and the display control means has a display threshold for the target deceleration calculated based on the first risk potential, and the second risk potential. Is set to be larger than the display threshold value for the target deceleration calculated based on the above.
The method for assisting driving operation of a vehicle according to the present invention detects an obstacle existing ahead of the host vehicle, calculates a risk potential of the host vehicle with respect to the obstacle based on the detection result of the obstacle, and calculates the calculated risk potential. Based on this, the target deceleration generated in the host vehicle is calculated, the braking / driving force generated in the host vehicle is controlled so as to generate the calculated target deceleration, and the target deceleration is displayed on the display means. When it is larger than the display threshold value for determining whether to display, a display indicating the target deceleration is displayed on the display means, and in calculating the risk potential, the first based on the inter-vehicle time between the host vehicle and the obstacle And the second risk potential based on the spare time between the host vehicle and the obstacle is calculated, and one of the first risk potential and the second risk potential is greater. Based on this value, the target deceleration is calculated, and the display threshold value for the target deceleration calculated based on the first risk potential is equal to the target deceleration calculated based on the second risk potential. Set to be larger than the display threshold.

Since the target deceleration is displayed when the target deceleration is larger than the display threshold, the target deceleration in the braking / driving force control of the vehicle is notified to the driver as visual information, and the braking / driving force control operating state is displayed. The driver's understanding of

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

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

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

  The front camera 30 is a small CCD camera, a CMOS camera or the like attached to the upper part of the front window, and detects the state of the road ahead as an image. The image signal from the front camera 30 is subjected to image processing by the image processing device 40 and is output to the controller 50. The detection area by the front camera 30 is about ± 30 deg in the horizontal direction with respect to the center line in the front-rear direction of the vehicle, and the front road scenery included in this area is captured as an image.

  As shown in FIG. 3, the accelerator pedal 90 is connected to a servo motor 80 and an accelerator pedal stroke sensor 81 via a link mechanism. The accelerator pedal stroke sensor 81 detects the stroke amount (operation amount) SA of the accelerator pedal 90 converted into the rotation angle of the servo motor 80 via the link mechanism, and outputs it to the controller 50.

  The controller 50 includes a CPU and CPU peripheral components such as a ROM and a RAM, and controls the vehicle driving operation assisting device 1 as a whole. The controller 50 constitutes a risk potential calculation unit 151, an accelerator pedal reaction force command value calculation unit 152, a target deceleration calculation unit 153, and a target deceleration display control unit 154, for example, depending on the software form of the CPU.

  The risk potential calculation unit 151 includes the host vehicle speed input from the laser radar 10 and the vehicle speed sensor 20, the inter-vehicle distance, the relative vehicle speed with respect to the obstacle ahead of the host vehicle, and the image information around the vehicle input from the image processing device 40. From this, a risk potential RP representing the degree of approach of the vehicle to the obstacle is calculated. The accelerator pedal reaction force command value calculation unit 152 calculates a command value FA of the operation reaction force generated by the accelerator pedal 90 based on the risk potential RP calculated by the risk potential calculation unit 151.

  The target deceleration calculation unit 153 calculates a target deceleration to be generated in the host vehicle in the braking / driving force control based on the risk potential RP. The target deceleration display control unit 154 displays the target deceleration calculated by the target deceleration calculation unit 153 and performs control for transmitting it to the driver as visual information.

  The accelerator pedal reaction force control device 70 controls the accelerator pedal operation reaction force according to a command value from the controller 50. The servo motor 80 controls the torque and the rotation angle in accordance with a command from the accelerator pedal reaction force control device 70, and arbitrarily controls the operation reaction force generated when the driver operates the accelerator pedal 90. Note that the normal reaction force characteristic when the accelerator pedal reaction force control is not performed is set such that, for example, the accelerator pedal reaction force increases linearly as the operation amount SA increases. The normal accelerator pedal reaction force characteristic can be realized by the spring force of a torsion spring (not shown) provided at the center of rotation of the accelerator pedal 90, for example.

  The engine electronic control controller 100 is a driving force control unit that calculates a control command to the engine and controls a driving force generated in the host vehicle. The engine electronic control controller 100 performs driving force reduction correction so as to realize the target deceleration calculated by the target deceleration calculation unit 153 of the controller 50. Specifically, the engine electronic control controller 100 calculates the driver required driving force Fda corresponding to the accelerator pedal operation amount SA according to the relationship shown in FIG. Then, a control command to the engine is calculated by subtracting a value corresponding to the target deceleration from the driver requested driving force Fda.

  The brake actuator 110 is a braking force control unit that outputs a brake fluid pressure command and controls a braking force generated in the host vehicle. The brake actuator 110 performs an increase correction of the braking force so as to realize the target deceleration calculated by the target deceleration calculation unit 153. The braking force control by the brake actuator 110 is performed when the target deceleration cannot be realized only by the driving force control by the engine electronic controller 100. The brake actuator 110 calculates the driver required braking force Fdb corresponding to the brake pedal operation amount (depression amount) SB according to the relationship shown in FIG. Then, a brake fluid pressure command is output by adding a value corresponding to the target deceleration to the driver requested braking force Fdb. In response to a command from the brake actuator 110, the brake device 130 provided on each wheel operates.

  The display device 120 is, for example, a dot matrix type display means, and is provided in a part of the combination meter 121 installed on the instrument panel in front of the driver's seat so that the driver can easily see as shown in FIG. . The display device 120 performs display using a display pattern corresponding to the signal from the target deceleration display control unit 154 of the controller 50.

Next, the operation of the vehicular driving assist device 1 according to the first embodiment will be described. First, the outline will be described.
The controller 50 calculates the risk potential RP of the host vehicle for obstacles around the host vehicle based on the vehicle state of the host vehicle detected by the laser radar 10, the vehicle speed sensor 20, and the front camera 30 and the traveling environment around the host vehicle. To do. The risk potential RP (Risk Potential) means “potential risk / emergency”, and in this case, in particular, the magnitude of the risk that increases as the own vehicle and obstacles around the own vehicle approach. Represents. Therefore, it can be said that the risk potential is a physical quantity representing how close the host vehicle and the obstacle are, that is, the degree of approach (the degree of approach) between the host vehicle and the obstacle.

  The controller 50 controls an operation reaction force generated in the accelerator pedal 90 based on the risk potential RP, and generates a deceleration in the own vehicle, thereby transmitting the risk potential RP and alerting the driver. The driver perceives an operation reaction force generated when operating the accelerator pedal 90 through a tactile sense, and perceives a deceleration generated in the host vehicle by a deep sense such as a sense of position or a feeling of movement. Since the driver contacts the accelerator pedal 90 at a high frequency and feels the operation reaction force as a surface sensation, it is easier to intuitively feel the change in the operation reaction force than the change in the deceleration generated in the vehicle. That is, for the driver, the operating state of the operation reaction force control according to the risk potential RP tends to be easier to understand than the operating state of the braking / driving force control according to the risk potential RP.

  Therefore, in the first embodiment, visual information, that is, display is used to assist the driver in understanding the operating state of the braking / driving force control according to the risk potential RP. Specifically, by displaying the target deceleration based on the risk potential RP, the driver's understanding of the operating state of the braking / driving force control is promoted.

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

  In step S101, the traveling environment around the host vehicle detected by the laser radar 10, the vehicle speed sensor 20, and the front camera 30 is recognized. Specifically, an inter-vehicle distance D between the host vehicle and an obstacle ahead of the host vehicle, for example, a preceding vehicle, a relative speed Vr, and a host vehicle speed V1 are read. In step S102, based on the driving environment read in step S101, the risk potential RP of the host vehicle for the front obstacle is calculated. Below, the calculation method of risk potential RP is demonstrated.

  As shown in FIG. 8A, assuming that a virtual elastic body 300 is provided in front of the host vehicle 200, the virtual elastic body 300 hits the front vehicle 400 and is compressed, so that the virtual vehicle 300 is simulated. Consider a model that generates running resistance. The risk potential RP for the obstacle is defined as a repulsive force when the virtual elastic body 300 is compressed by hitting the front vehicle 400 as shown in FIG. Here, two repulsive forces calculated by setting a virtual elastic body associated with the margin time TTC between the host vehicle and the front obstacle and a virtual elastic body associated with the inter-vehicle time THW between the host vehicle and the front obstacle are calculated. Select risk potential RP by selecting high. Below, the calculation method of risk potential RP is demonstrated using the flowchart of FIG.

First, in step S121, an inter-vehicle time THW and a margin time TTC between the host vehicle and the front obstacle are calculated. The inter-vehicle time THW is a physical quantity indicating the time until the host vehicle reaches the current position of a forward obstacle, for example, a preceding vehicle, and is calculated from the following (Equation 1).
THW = D / V1 (Formula 1)

The margin time TTC for the preceding vehicle is a physical quantity indicating the current degree of approach of the host vehicle with respect to the preceding vehicle, and how many seconds later when the current driving state continues, that is, when the host vehicle speed V1 and the relative vehicle speed Vr are constant. This is a value indicating whether the inter-vehicle distance D becomes zero and the own vehicle and the preceding vehicle come into contact with each other. The relative speed Vr is calculated as (own vehicle speed−preceding vehicle speed). When the preceding vehicle speed is faster than the own vehicle speed, the relative speed Vr = 0 is handled. The margin time TTC for the obstacle is obtained by the following (Equation 2).
TTC = D / Vr (Formula 2)

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

In step S122, the inter-vehicle time THW is compared with a threshold value TH1. When the inter-vehicle time THW is smaller than the threshold value TH1 (for example, 2 seconds) appropriately set for determining the start of control (THW <TH1), the process proceeds to step S123. In step S123, the risk potential RPthw based on the following vehicle time THW is calculated from the following (Equation 3) using the own vehicle speed V1 and the following vehicle time THW.
RPthw = K_THW × (TH1-THW) × V1 (Formula 3)
In (Expression 3), K_THW is a spring constant of the virtual elastic body associated with the inter-vehicle time THW, and TH1 · V1 corresponds to the length of the virtual elastic body.

  If it is determined in step S122 that THW ≧ TH1, the process proceeds to step S124 to set risk potential RPthw = 0.

In step S125, the margin time TTC is compared with the threshold value TH2. When the margin time TTC is smaller than a threshold value TH2 (for example, 8 seconds) appropriately set for determining the start of control (TTC <TH2), the process proceeds to step S126. In step S126, the risk potential RPttc based on the margin time TTC is calculated from the following (Equation 4) using the relative speed Vr and the margin time TTC.
RPttc = K_TTC × (TH2-TTC) × Vr (Formula 4)
In (Expression 4), K_TTC is the spring constant of the virtual elastic body associated with the margin time TTC, and TH2 · Vr corresponds to the length of the virtual elastic body.

  If it is determined in step S125 that TTC ≧ TH2, the process proceeds to step S127 to set the risk potential RPttc = 0.

  In the subsequent step S128, the larger one of the risk potential RPthw based on the inter-vehicle time THW calculated in step S123 or S124 and the risk potential RPttc based on the margin time TTC calculated in step S126 or S127 is determined as the final risk potential. Select as RP. In preparation for subsequent display control processing, it is stored whether the selected risk potential RP is based on the inter-vehicle time THW or the surplus time TTC.

  After calculating the risk potential RP in step S102 as described above, the process proceeds to step S103. In step 103, the operation amount SA of the accelerator pedal 90 detected by the accelerator pedal stroke sensor 81 is read. In step S104, an accelerator pedal reaction force command value FA is calculated based on the risk potential RP calculated in step S102. First, the reaction force increase amount ΔF corresponding to the risk potential RP is calculated.

  FIG. 10 shows the relationship between the risk potential RP and the reaction force increase amount ΔF. As shown in FIG. 10, when the risk potential RP is less than or equal to the minimum value RPmin, the reaction force increase amount ΔF is set to zero. This is to avoid annoying the driver by increasing the accelerator pedal reaction force FA when the risk potential RP around the host vehicle is very small. As the minimum value RPmin, an appropriate value is set in advance.

In the region where the risk potential RP exceeds the minimum value RPmin, the reaction force increase amount ΔF is set to increase exponentially according to the risk potential RP. The reaction force increase amount ΔF is expressed by the following (formula 5).
ΔF = α · RP ⁿ (Formula 5)
Here, the constants α and n are different depending on the vehicle type, etc., and are appropriately set in advance so that the risk potential RP can be effectively converted into the reaction force increase amount ΔF based on the results obtained by the drive simulator or the field test. Keep it. The accelerator pedal reaction force command value FA is calculated by adding the reaction force increase amount ΔF calculated according to (Equation 5) to the normal reaction force characteristic corresponding to the accelerator pedal operation amount SA.

  In step S105, based on the risk potential RP calculated in step S102, a deceleration target value (target deceleration) Dd to be generated in the host vehicle is calculated. FIG. 11 shows the relationship between the risk potential RP and the target deceleration Dd. As shown in FIG. 11, when the risk potential RP becomes larger than the predetermined value RP1, the target deceleration Dd gradually increases. When the risk potential RP exceeds the predetermined value RP2 (> RP1), the target deceleration Dd becomes the predetermined maximum value Ddmax. Fixed.

  In step S106, display content for displaying the target deceleration Dd calculated in step S105 on the display device 120 is set. This process will be described with reference to the flowchart of FIG.

  First, in step S161, the target deceleration Dd calculated in step S105 is read. In step S162, it is determined whether the target deceleration Dd is based on the inter-vehicle time THW. When the target deceleration Dd is calculated from the risk potential RPthw based on the inter-vehicle time THW, the process proceeds to step S163.

  In step S163, it is determined whether or not the target deceleration Dd based on the inter-vehicle time THW is larger than the target deceleration display threshold value THthw. The target deceleration display threshold value THthw is a threshold value for determining whether or not to display the target deceleration Dd on the display device 120, and is a value that allows the driver to perceive the deceleration generated in the host vehicle. An appropriate value is set in advance. When the target deceleration Dd is larger than the threshold value THthw, the process proceeds to step S164, and the display content corresponding to the target deceleration Dd is set. Specifically, the display regarding the target deceleration Dd is set to light up. If Dd ≦ THthw, step S164 is skipped and the process is terminated.

  On the other hand, if it is determined in step S162 that the target deceleration Dd is calculated from the risk potential RPttc based on the surplus time TTC, the process proceeds to step S165. In step S165, it is determined whether or not the target deceleration Dd based on the margin time TTC is larger than the target deceleration display threshold value THttc. The target deceleration display threshold THttc is a threshold for determining whether or not to display the target deceleration Dd on the display device 120, and is a value that allows the driver to perceive the deceleration generated in the host vehicle. An appropriate value is set in advance. When the target deceleration Dd is larger than the threshold value THttc, the process proceeds to step S166, and the display content corresponding to the target deceleration Dd is set. Specifically, the display regarding the target deceleration Dd is set to light up. If Dd ≦ THttc, step S166 is skipped and the process is terminated.

  The threshold value THthw and the threshold value THttc are set so that the threshold value THttc corresponding to the margin time TTC is smaller than the threshold value THthw corresponding to the inter-vehicle time THW as shown in FIG. When the value RPttc based on the allowance time TTC is selected as the risk potential RP, the driver can easily notice the change in the risk potential RP with the front obstacle while the vehicle is approaching the front obstacle. State. Accordingly, the display is lit at an early timing to perform display control that matches the driver's risk sense.

  Thus, after setting the target deceleration display content in step S106, the process proceeds to step S107. In step S107, the accelerator pedal reaction force command value FA calculated in step S104 is output to the accelerator pedal reaction force control device 70. The accelerator pedal reaction force control device 70 controls the servo motor 80 in accordance with a command input from the controller 50 and controls an operation reaction force generated when the driver operates the accelerator pedal 90.

  In step S108, the target deceleration Dd calculated in step S105 is output to the engine electronic controller 100. The engine electronic controller 100 compares the driver requested driving force Fda based on the accelerator pedal operation amount SA by the driver with the target deceleration Dd, and subtracts and corrects the driver requested driving force Fda so as to realize the target deceleration Dd. Output an engine control command. As a result, the driving force generated in the host vehicle is reduced, and the driver can be given a sense of deceleration to alert the driver. When the driving force reduction amount corresponding to the target deceleration Dd is larger than the driver required driving force Fda, braking force control for increasing the braking force is performed in the next step S109.

  In step S109, the target deceleration Dd calculated in step S105 is output to the brake pedal actuator 110. When the driving force decrease amount corresponding to the target deceleration Dd is larger than the driver required driving force Fda, and the target deceleration Dd cannot be realized only by the driving force control, the braking force control is performed. Specifically, the driver requested braking force Fdb based on the brake pedal operation amount SB by the driver is corrected to increase so as to generate a shortage of the target deceleration Dd, and a brake fluid pressure command is output. As a result, the braking force generated in the host vehicle is increased, and the driver can be given a sense of deceleration to alert the driver. In this case, the target deceleration Dd is generated in the host vehicle as a whole by reducing the driving force generated in the host vehicle and increasing the braking force.

  In the subsequent step S110, a signal is output to the display device 120 so as to display the target deceleration Dd in accordance with the display content set in step S106. FIG. 14 shows a display example of the target deceleration Dd on the display device 120. In the display device 120, the right area is the own vehicle display section 122, the left area is the preceding vehicle, that is, the preceding vehicle detection display section 123 that displays that a front obstacle is detected, the own vehicle display section 122, and the preceding vehicle detection. The area between the output display unit 123 is a target deceleration display unit 124 that displays the target deceleration Dd.

The own vehicle display unit 122 displays a substantially circular icon indicating the own vehicle. The preceding vehicle detection display unit 123 displays an icon that schematically shows the preceding vehicle as viewed from the side. The target deceleration display unit 124 displays a trapezoidal icon as the target deceleration display.
When the target deceleration Dd is larger than the threshold THthw or THttc during execution of the braking / driving force control according to the risk potential RP, the icon of the display device 120 is lit as shown in FIG. In this case, all icons are turned off. As a result, the operating state of the braking / driving force control can be easily communicated to the driver as visual information.

Thus, in the first embodiment described above, the following operational effects can be achieved.
(1) The vehicle driving assistance device 1 detects an obstacle existing ahead of the host vehicle, and calculates a risk potential RP of the host vehicle with respect to the obstacle based on the detection result. Then, the target deceleration Dd generated in the host vehicle is calculated based on the risk potential RP, and the braking / driving force generated in the host vehicle is controlled so as to generate the calculated target deceleration Dd. Further, control is performed so that the target deceleration Dd is selectively displayed on the display device 120 according to the value. By giving the driver a sense of deceleration through braking / driving force control, the driver can be alerted by transmitting the risk potential RP for the obstacle to the driver. Further, since selective display according to the target deceleration Dd is performed, the operating state of the braking / driving force control is notified to the driver as visual information, and the driver understands what kind of control is performed as the system. Can help.
(2) The target deceleration display control unit 154 of the controller 50, when the target deceleration Dd is larger than the display thresholds THthw and THttc for determining whether to display the target deceleration Dd on the display device 120, The display device 120 is controlled to display a display indicating the target deceleration Dd. When the display indicating the target deceleration Dd is performed in a situation where the driver cannot perceive the deceleration generated in the host vehicle, the driver's sense of the system operating state does not match the display, and the driver feels uncomfortable. Will be given. However, since the target deceleration Dd is larger than the display threshold values THthw and THttc and the driver can selectively perceive the deceleration generated in the host vehicle, the display is selectively performed. It is possible to achieve both understanding improvement and prevention of annoyance.
(3) The target deceleration display control unit 154 controls the display indicating the target deceleration Dd to be continuously lit when the target deceleration Dd is larger than the display threshold values THthw and THttc. For example, as shown in FIG. 14, an icon indicating the target deceleration Dd is continuously lit on the target deceleration display unit 124 of the display device 120. Accordingly, it is possible to easily convey to the driver as visual information that the braking / driving force control is being executed.
(4) The target deceleration display control unit 154 sets display thresholds THthw and THttc for each of a plurality of calculation parameters when calculating the target deceleration Dd. By setting different display thresholds THthw and THttc for each of a plurality of calculated parameters, it becomes possible to perform display without causing trouble to the driver.
(5) The risk potential calculation unit 151 of the controller 50 calculates the risk based on the risk potential (first risk potential) RPthw based on the inter-vehicle time THW between the host vehicle and the obstacle, and the margin time TTC between the host vehicle and the obstacle. The potential (second risk potential) RPttc is calculated, and the target deceleration calculation unit 153 calculates the target deceleration based on either the first risk potential RPthw or the second risk potential RPttc, which are a plurality of calculation parameters. Dd is calculated. The target deceleration display control unit 154 causes the display threshold THthw for the target deceleration Dd calculated based on RPthw to be greater than the display threshold THttc for the target deceleration Dd calculated based on RPttc. Set to. In a situation where the first risk potential RPthw based on the inter-vehicle time THW is selected and the host vehicle is following the obstacle, the second risk potential RPttc based on the margin time TTC is selected, and the host vehicle is faulty. It is considered that the driver's sensitivity to the deceleration generated in the own vehicle is lower than the situation where the vehicle is approaching the object. Therefore, by setting the display threshold THthw for the target deceleration Dd based on RPthw to be large, it is possible to reduce the uncomfortable feeling that the target deceleration Dd is displayed even though the driver does not perceive the deceleration. It becomes possible.
(6) The vehicle driving assistance device 1 further controls an operation reaction force generated in the driving operation device based on the risk potential RP. Accordingly, the risk potential RP can be transmitted to the driver as tactile information via the driving operation device.

-Modification of the first embodiment-
The display content of the target deceleration display unit 124 on the display device 120 can be set based on the magnitude of the target deceleration Dd.

  Here, as shown in FIG. 15, the display area of the icon displayed on the target deceleration display unit 124 is changed based on the magnitude of the target deceleration Dd. As shown in FIG. 15, in the region where the target deceleration Dd is smaller than the predetermined value Dd1 (where Dd1> threshold Ththw, Thttc), the icon display area is made small. When the target deceleration Dd is in the range from the predetermined value Dd1 to the predetermined value Dd2, the icon display area is medium. When the target deceleration Dd is from the predetermined value Dd2 to the predetermined maximum value Ddmax, the icon display area is large. To do.

  Further, as shown in FIG. 16, the display color of the icon displayed on the target deceleration display unit 124 can be changed based on the magnitude of the target deceleration Dd. As shown in FIG. 16, in the region where the target deceleration Dd is smaller than the predetermined value Dd1, the icon display color is set to green, and in the range from the predetermined value Dd1 to the predetermined value Dd2, the icon display color is set to yellow. In the range from the predetermined value Dd2 to the maximum value Ddmax, the icon display color is set to red. Instead of changing the display color, the brightness of the icon to be displayed can be changed.

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

  In the second embodiment, the icon displayed on the display device 120 blinks according to the magnitude of the target deceleration Dd. The target deceleration display content setting process in the second embodiment will be described with reference to the flowchart of FIG. This process is executed in step S106 of the flowchart of FIG. The processing in steps S261 to S266 is the same as the processing in steps S161 to S166 in FIG.

  In step S267, it is determined whether or not it is set to turn on the display in step S264 or S266. When the display is turned on, the process proceeds to step S268, and the blinking frequency Dfreq of the display is determined. Specifically, the blink frequency Dfreq is set so that the blink cycle becomes shorter as the target deceleration Dd becomes larger.

  FIG. 18 shows the relationship between the target deceleration Dd and the blinking cycle. When the target deceleration Dd exceeds the threshold value THttc or THthw, the blinking cycle is shortened and fast blinking as the target deceleration Dd increases, and the blinking cycle is lengthened and slow blinking as the target deceleration Dd decreases. In addition, when the target deceleration Dd increases and decreases, the blinking cycle has a hysteresis. That is, the flashing cycle is set to be shorter during the increase of the target deceleration Dd than during the decrease. When the degree of approach between the host vehicle and the front obstacle decreases and the risk potential RP decreases, the reduction in the host vehicle is smaller than when the host vehicle approaches the front obstacle. The driver's sensitivity to speed is considered low. Therefore, when the target deceleration Dd is decreased, the blinking cycle of the icon to be displayed is set longer in accordance with the driver's feeling.

  If a negative determination is made in step S267, step S268 is skipped and the process is terminated. In response to a command from the controller 50, the display device 120 blinks at an blinking period corresponding to the target deceleration Dd when displaying an icon. Of the icons displayed on the display device 120, only the icon of the target deceleration display unit 124 blinks, or all the icons of the own vehicle display unit 122, the preceding vehicle detection display unit 123, and the target deceleration display unit 124 are displayed. It can also be blinked.

Thus, in the second embodiment described above, the following operational effects can be obtained in addition to the effects of the first embodiment described above.
(1) The target deceleration display control unit 154 controls to blink the display indicating the target deceleration Dd when the target deceleration Dd is larger than the display threshold values THthw and THttc. For example, as shown in FIG. 14, an icon indicating the target deceleration Dd displayed on the target deceleration display unit 124 of the display device 120 is blinked. Accordingly, it is possible to easily convey to the driver as visual information that the braking / driving force control is being executed.
(2) The target deceleration display control unit 154 changes the blinking cycle of the display indicating the target deceleration Dd according to the target deceleration Dd. This makes it possible to visually tell the driver how much deceleration is occurring in the host vehicle.
(3) The target deceleration display control unit 154 shortens the blinking cycle as the target deceleration Dd increases. In a situation where the target deceleration Dd is large and the risk potential RP for obstacles is large, it is considered that the driver's sensitivity to deceleration of the host vehicle is increased. Display can be performed.
(4) The target deceleration display control unit 154 changes the blinking cycle according to the change direction of the target deceleration Dd. The driver's sensitivity to the deceleration generated in the host vehicle changes depending on the change direction of the target deceleration Dd, that is, the change direction of the risk potential RP. It can be carried out.
(5) The blinking cycle during which the target deceleration Dd is increasing is shorter than the blinking cycle during which the target deceleration Dd is decreasing. Specifically, as shown in FIG. 18, the blinking cycle has hysteresis when the target deceleration Dd is increasing and decreasing. In a situation where the target deceleration Dd decreases and the risk potential RP decreases, it is considered that the driver's sensitivity to deceleration of the host vehicle is lower than when the risk potential RP increases. Therefore, by setting the flashing period to be long, it is possible to reduce the troublesomeness that the display of the target deceleration Dd flashes rapidly even though the driver does not perceive the deceleration very much.

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

  In the third embodiment, the blinking cycle of the icon displayed on the display device 120 is changed according to the magnitude of the target deceleration Dd, as in the second embodiment described above. However, the setting method of the blinking cycle when the target deceleration Dd is decreased is different from the second embodiment described above.

  FIG. 19 shows the relationship between the target deceleration Dd and the blinking cycle. When the target deceleration Dd exceeds the threshold value THttc or THthw, the blinking cycle is shortened as the target deceleration Dd increases, so that the blinking is fast. When the target deceleration Dd becomes small, the blinking cycle is fixed to a predetermined maximum value. As described above, when the risk potential RP is reduced and the driver's sensitivity to the deceleration generated in the host vehicle is considered to be low, the flashing cycle of the icon to be displayed is set longer in accordance with the driver's feeling. .

  It is also possible to set the icon to blink only when the target deceleration Dd increases, and to keep it lit without blinking when the target deceleration Dd increases.

  As described above, by setting the blinking cycle, it is possible to achieve both the driver's understanding of the functions of the vehicle driving assistance device 1 and the reduction in bothersomeness.

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

  In the fourth embodiment, the display condition of the target deceleration Dd is changed based on the vehicle surrounding situation of the host vehicle. Specifically, the display threshold values THthw and THttc of the target deceleration Dd are corrected based on the change rate Ddv of the target deceleration Dd. The target deceleration display content setting process in the fourth embodiment will be described with reference to the flowchart of FIG. This process is executed in step S106 of the flowchart of FIG.

  First, in step S361, the target deceleration Dd calculated in step S105 is read. In step S362, it is determined whether or not the target deceleration Dd is based on the inter-vehicle time THW. When the target deceleration Dd is calculated from the risk potential RPthw based on the inter-vehicle time THW, the process proceeds to step S363.

  In step S363, a correction value THthwc for the target deceleration display threshold THthw is calculated. First, a correction amount THe for correcting the threshold value THthw is calculated based on the change rate Ddv of the target deceleration Dd. Note that the rate of change Ddv of the target deceleration Dd can be calculated, for example, by differentiating the target deceleration Dd with respect to time. FIG. 21 shows the relationship between the target deceleration change rate Ddv and the threshold correction amount THe. In FIG. 21, the correction amount THe_thw when the target deceleration Dd is calculated from the risk potential RPthw based on the inter-vehicle time THW is indicated by a broken line, and the correction amount when the target deceleration Dd is calculated from the risk potential RPttc based on the margin time TTC. THe_ttc is indicated by a solid line.

  As shown in FIG. 21, when the target deceleration change rate Ddv is increasing at a change rate equal to or greater than the predetermined value Ddv1, the threshold correction amount THe_thw is gradually increased. When the target deceleration Ddv is smaller than the predetermined value Ddv1, the correction amount THe_thw = 0.

The target deceleration display threshold correction value THthwc is calculated from the following (Expression 6) using the correction amount THe_thw calculated based on the target deceleration change rate Ddv and a predetermined threshold THthw.
THthwc = THthw−THe_thw (Formula 6)
While the target deceleration Dd is increasing, the driver's sensitivity to the deceleration generated in the host vehicle is increased, so that the threshold THthw is corrected so as to increase as the increase rate increases.

  In subsequent step S364, it is determined whether or not the target deceleration Dd based on the inter-vehicle time THW is greater than the threshold correction value THthwc. When the target deceleration Dd is larger than the threshold correction value THthwc, the process proceeds to step S365, and the display regarding the target deceleration Dd is set to be lit. If Dd ≦ THthwc, step S365 is skipped and the process proceeds to step S369.

  On the other hand, if it is determined in step S362 that the target deceleration Dd is calculated from the risk potential RPttc based on the surplus time TTC, the process proceeds to step S366. In step S366, a correction value THttcc for the target deceleration display threshold value THttc is calculated. First, a correction amount THe_ttc for correcting the threshold value THttc is calculated based on the change rate Ddv of the target deceleration Dd. As indicated by the solid line in FIG. 21, when the target deceleration change rate Ddv increases at a change rate equal to or greater than the predetermined value Ddv1, the threshold correction amount THe_ttc is gradually increased. The increase rate of the threshold correction amount THe_ttc is set to be larger than the increase rate of the threshold correction amount THe_thw. When the target deceleration Ddv is smaller than the predetermined value Ddv1, the correction amount THe_ttc = 0.

The target deceleration display threshold correction value THttcc is calculated from the following (Equation 7) using the correction amount THe_ttc calculated based on the target deceleration change rate Ddv and a predetermined threshold THttc.
THttcc = THttc−THe_ttc (Expression 7)
While the target deceleration Dd is increasing, the driver's sensitivity to the deceleration generated in the host vehicle is increased. Therefore, the threshold THttc is corrected so as to decrease as the increase rate increases.

  In subsequent step S367, it is determined whether or not the target deceleration Dd based on the margin time TTC is larger than the target deceleration display threshold correction value THttcc. When the target deceleration Dd is larger than the threshold correction value THttcc, the process proceeds to step S368, and the display regarding the target deceleration Dd is set to be lit. If Dd ≦ THttcc, step S368 is skipped and the process proceeds to step S369.

  In step S369, it is determined whether or not the display relating to the target deceleration Dd is set to be turned on in step S365 or S368. When the display of the target deceleration Dd is turned on, the process proceeds to step S370, and the blinking cycle of the icon displayed on the display device 120 is set.

As described above, in the fourth embodiment described above, the following operational effects can be obtained in addition to the effects of the first to third embodiments described above.
(1) The target deceleration display control unit 154 sets the display thresholds THthw and THttc according to the change rate Ddv of the target deceleration Dd. Specifically, display threshold values THthw and THttc set in advance are corrected according to the target deceleration change rate Ddv, and correction values THthwc and THttcc are calculated. Accordingly, it is possible to determine whether or not to display the target deceleration Dd in consideration of the driver's sensitivity to the change in deceleration generated in the host vehicle.
(2) The target deceleration display control unit 154 sets the display thresholds THthw and THttc to be smaller as the increase rate Ddv of the target deceleration Dd is larger. While the target deceleration Dd is increasing, the driver's sensitivity to the deceleration generated in the host vehicle increases. Therefore, by reducing the display thresholds THthw and THttc and displaying from earlier timing, A matching display can be performed.

<< Fifth Embodiment >>
A vehicle driving assistance device according to a fifth embodiment of the present invention will be described. The basic configuration of the vehicular driving assistance device in the fifth embodiment is the same as that of the first embodiment shown in FIGS. 1 and 2. Here, differences from the above-described fourth embodiment will be mainly described.

  In the fifth embodiment, the display condition of the target deceleration Dd is changed based on the driving operation status of the host vehicle by the driver. Specifically, the display threshold values THthw and THttc of the target deceleration Dd are corrected based on the operation speed Apv of the accelerator pedal 90. The accelerator pedal operation speed Apv can be calculated, for example, by differentiating the accelerator pedal operation amount SA with time, and is positive when the accelerator pedal 90 is operated in the depression direction, and negative when the accelerator pedal 90 is operated in the return direction. Shown by value.

  FIG. 22 shows the relationship between the accelerator pedal operation speed Apv and the threshold correction amount THe. In FIG. 22, the correction amount THe_thw when the target deceleration Dd is calculated from the risk potential RPthw based on the inter-vehicle time THW is indicated by a broken line, and the correction amount when the target deceleration Dd is calculated from the risk potential RPttc based on the margin time TTC. THe_ttc is indicated by a solid line.

  As shown in FIG. 22, when the accelerator pedal 90 is operated in the return direction at a speed faster than the predetermined value Apv1, the correction amounts THe_thw and THe_ttc are gradually increased. That is, when the accelerator pedal 90 is operated in the return direction at a predetermined speed Apv1 or more, the driver's sensitivity to the deceleration generated in the host vehicle is considered to increase, so the display threshold values TH_thw and TH_ttc are reduced. Correct as follows.

  On the other hand, when the accelerator pedal 90 is operated in the depression direction at a speed faster than the predetermined value Apv2, the correction amounts THe_thw and THe_ttc are gradually reduced. That is, when the accelerator pedal 90 is operated in the depressing direction at a predetermined speed Apv2 or more, it is considered that the driver's sensitivity to the deceleration generated in the host vehicle is reduced, and thus the display threshold values TH_thw and TH_TTC are increased. Correct as follows. The change rate of the correction amount THe_thw corresponding to the inter-vehicle time THW is set to be smaller than the change rate of the correction amount THe_ttc corresponding to the margin time TTC.

As described above, in the fifth embodiment described above, the following operational effects can be obtained in addition to the effects of the first to fourth embodiments described above.
(1) The target deceleration display control unit 154 sets the display threshold values THthw and THttc according to the driving operation status of the host vehicle by the driver. Since the driver's sensitivity to the deceleration generated in the host vehicle changes depending on the driving operation situation, it is possible to determine whether or not to display the target deceleration Dd in consideration of this.
(2) Display threshold values THthw and THttc are set according to the operation speed Apv of the accelerator pedal 90 as the driving operation status. Specifically, display threshold values THthw and THttc set in advance are corrected according to the accelerator pedal operation speed Apv, and correction values THthwc and THttcc are calculated. Accordingly, it is possible to determine whether or not to display the target deceleration Dd in consideration of the sensitivity to the driver's deceleration that changes depending on the operation state of the accelerator pedal 90.
(3) The target deceleration display control unit 154 sets the display thresholds THthw and THttc to increase as the depression speed Apv of the accelerator pedal 90 increases. When the accelerator pedal 90 is depressed at a high speed, the driver's sensitivity to the deceleration generated in the host vehicle decreases, so driving the display timing by delaying the display timing by increasing the display threshold THthw, THttc. Display control that does not give the user a sense of incongruity.
(4) The display threshold values THthw and THttc are set to be smaller as the return speed Apv of the accelerator pedal 90 is larger. When the accelerator pedal 90 is returned at a high speed, the driver's sensitivity to the deceleration generated in the host vehicle increases. Therefore, by displaying the display at an early timing by reducing the display thresholds THthw and THttc, A display suitable for the driver's feeling can be performed.

<< Sixth Embodiment >>
A vehicle driving assistance device according to a sixth embodiment of the present invention will be described. The basic configuration of the vehicular driving assist device in the sixth embodiment is the same as that of the first embodiment shown in FIGS. Here, differences from the above-described fourth embodiment will be mainly described.

  In the sixth embodiment, the display condition of the target deceleration Dd is changed based on the change state of the risk potential RP. Specifically, the display threshold values THthw and THttc of the target deceleration Dd are corrected based on the time change rate RPv of the risk potential RP. The risk potential change rate RPv can be calculated, for example, by differentiating the risk potential RP with time.

  FIG. 23 shows the relationship between the risk potential change rate RPv and the threshold correction amount THe. In FIG. 23, the correction amount THe_thw when the target deceleration Dd is calculated from the risk potential RPthw based on the inter-vehicle time THW is indicated by a broken line, and the correction amount when the target deceleration Dd is calculated from the risk potential RPttc based on the margin time TTC. THe_ttc is indicated by a solid line.

  As shown in FIG. 23, when the risk potential RP increases at a speed faster than the predetermined value RPv1, the correction amounts THe_thw and THe_ttc are gradually increased. That is, when the risk potential RP increases at a predetermined change rate RPv1 or more, the driver's sensitivity to the deceleration generated in the host vehicle is considered to increase, so correction is made so that the display thresholds TH_thw and TH_ttc are reduced. . The change rate of the correction amount THe_thw corresponding to the inter-vehicle time THW is set to be smaller than the change rate of the correction amount THe_ttc corresponding to the margin time TTC.

Thus, in the sixth embodiment described above, the following operational effects can be obtained in addition to the effects of the first to fifth embodiments described above.
(1) The target deceleration display control unit 154 sets the display threshold values THthw and THttc according to the vehicle front situation. Since the driver's sensitivity to the deceleration generated in the own vehicle changes depending on the situation ahead of the vehicle, it is possible to determine whether or not to display the target deceleration Dd in consideration of this.
(2) Display thresholds THthw and THttc are set according to the rate of change RPv of the risk potential RP as the vehicle front situation. Specifically, display threshold values THthw and THttc set in advance are corrected according to the risk potential change rate RPv, and correction values THthwc and THttcc are calculated. Accordingly, it is possible to determine whether or not to display the target deceleration Dd in consideration of the driver's sensitivity to the deceleration that changes due to the change in the risk potential RP.
(3) The target deceleration display control unit 154 sets the display thresholds THthw and THttc to be smaller as the increase rate RPpv of the risk potential RP is larger. When the risk potential RP is increased, the driver's sensitivity to the deceleration generated in the host vehicle increases. Therefore, the display threshold THTHw, THttc is reduced to display the driver at an earlier timing. Can be displayed to suit the sense of

  In the first to sixth embodiments described above, the repulsive forces of the two virtual elastic bodies associated with the inter-vehicle time THW and the margin time TTC between the host vehicle and the front obstacle are calculated as the risk potential RP. However, the present invention is not limited to this, and it is also possible to calculate only the repulsive force of the virtual elastic body associated with the inter-vehicle time THW or the margin time TTC as the risk potential RP. Alternatively, the risk potential RP can be calculated by adding a function of the reciprocal of the inter-vehicle time THW and a function of the reciprocal of the surplus time TTC, or by selecting from these.

  In the fourth to sixth embodiments, the blinking cycle can be set as in the third embodiment described above. Further, the fourth to sixth embodiments can be combined with the first embodiment so that the icon is not blinked.

  In the above-described first to sixth embodiments, as shown in FIG. 14, the display device 120 is provided with the own vehicle display unit 122, the preceding vehicle detection display unit 123, and the target deceleration display unit 124. An icon was displayed. However, the present invention is not limited to this, and various display forms are possible as long as the operating state of the braking / driving force control according to the risk potential RP can be transmitted to the driver as visual information. For example, it is possible to provide only the target deceleration display unit 124 and display only an icon related to the target deceleration Dd. Further, the preceding vehicle detection display unit 123, the target deceleration display unit 124, and the own vehicle display unit 122 can be displayed side by side in the vertical direction. Further, the display device 120 can be arranged other than the combination meter 121, or can be configured as a display means other than the dot matrix type.

  In the second to sixth embodiments described above, the blinking cycle of the icon displayed on the display device 120 is variable according to the target deceleration Dd. However, the present invention is not limited to this. For example, the ratio of turning on and off the icon can be changed.

  In the fourth embodiment, the display threshold correction values THthwc and THttcc are calculated according to the operation speed Apv of the accelerator pedal 90 as the driving operation status of the host vehicle. Of course, parameters other than the accelerator pedal operation speed Apv can be used as the driving operation status of the host vehicle. For example, the operation amount SA of the accelerator pedal 90 can be used, or the operation speed of the brake pedal can be used. In the fifth embodiment, the display threshold correction values THthwc and THttcc are calculated according to the rate of change RPv of the risk potential RP as the vehicle front situation. Of course, parameters other than the risk potential change rate RPv can be used as the vehicle front situation. For example, the inter-vehicle distance D and the relative speed Vr between the host vehicle and the obstacle can be used.

  The relationship between the risk potential RP and the reaction force increase amount ΔF is not limited to that shown in FIG. 10, and can be set such that the reaction force increase amount ΔF increases as the risk potential RP increases. In the first to sixth embodiments described above, the accelerator pedal operation reaction force control according to the risk potential RP is performed. The accelerator pedal 90 is a driving operation device that is operated when the driver operates the host vehicle, and can continuously transmit the risk potential RP as an operation reaction force to the driver. Note that, for example, a brake pedal or a steering wheel can be used as the driving operation device, and an operation reaction force generated on the brake pedal or the steering wheel can be controlled according to the risk potential RP.

  In the above-described first to sixth embodiments, the operation reaction force control for controlling the operation reaction force generated in the driving operation device according to the risk potential RP and the braking / driving force control for generating the target deceleration Dd are performed. . However, the present invention is not limited to this, and the present invention can be applied to a system that performs only braking / driving force control according to the risk potential RP. Of the braking / driving force control, only the driving force control can be performed.

  In the first to sixth embodiments described above, the laser radar 10, the vehicle speed sensor 20, and the front camera 30 function as obstacle detection means, and the risk potential calculation unit 151 functions as risk potential calculation means. The deceleration calculation unit 153 functions as a target deceleration calculation unit, the engine electronic controller 100 and the brake actuator 110 function as a braking / driving force control unit, and the target deceleration display control unit 154 includes a display control unit and a display threshold value. It can function as a setting means. Further, the accelerator pedal reaction force command value calculation unit 152 and the accelerator pedal reaction force control device 70 can function as an operation reaction force control means. However, the present invention is not limited thereto, and another type of millimeter wave radar or the like can be used as the obstacle detection means. It is also possible to use either one of the engine electronic control controller 100 and the brake actuator 110 as the braking / driving force control means, or to generate a deceleration in the own vehicle by means other than these. The above description is merely an example, and when interpreting the invention, there is no limitation or restriction on the correspondence between the items described in the above embodiment and the items described in the claims.

1 is a system diagram of a vehicle driving assistance device according to a first embodiment of the present invention. The block diagram of the vehicle carrying the driving operation assistance apparatus for vehicles by 1st Embodiment. The block diagram around an accelerator pedal. The figure which shows the relationship between an accelerator pedal operation amount and a driver request | requirement drive force. The figure which shows the relationship between a brake pedal operation amount and a driver request | requirement braking force. The figure which shows the display apparatus installed in a combination meter. The flowchart which shows the process sequence of the driving operation assistance control program for vehicles by 1st Embodiment. (A) (b) The figure explaining the calculation method of risk potential. The flowchart which shows the process sequence of a risk potential calculation process. The figure which shows the relationship between risk potential and reaction force increase amount. The figure which shows the relationship between a risk potential and target deceleration. The flowchart which shows the process sequence of a target deceleration display content setting process. The figure which shows the relationship between target deceleration and a display threshold value. FIG. 6 shows a display example of a display device. The figure which shows the relationship between target deceleration and the display area of a target deceleration display part. The figure which shows the relationship between target deceleration and the display color of a target deceleration display part. The flowchart which shows the process sequence of the target deceleration display content setting process in 2nd Embodiment. The figure which shows the relationship between target deceleration and the blink period of a display icon. The figure which shows the relationship between the target deceleration in 3rd Embodiment, and the blink period of a display icon. The flowchart which shows the process sequence of the target deceleration display content setting process in 4th Embodiment. The figure which shows the relationship between target deceleration change rate and display threshold value correction amount. The figure which shows the relationship between the accelerator pedal operating speed and display threshold value correction amount in 5th Embodiment. The figure which shows the relationship between the risk potential change rate and display threshold value correction amount in 6th Embodiment.

Explanation of symbols

10: laser radar, 20: vehicle speed sensor, 30: front camera, 50: controller, 70: accelerator pedal reaction force control device, 100: engine electronic control controller, 110: brake actuator, 120: display device

Claims (19)

Obstacle detection means for detecting obstacles existing in front of the host vehicle;
Risk potential calculation means for calculating the risk potential of the host vehicle for the obstacle based on the detection result of the obstacle detection means;
Target deceleration calculation means for calculating a target deceleration to be generated in the host vehicle based on the risk potential calculated by the risk potential calculation means;
Braking / driving force control means for controlling braking / driving force generated in the host vehicle so as to generate the target deceleration calculated by the target deceleration calculating means;
Display for controlling display of the target deceleration on the display means when the target deceleration is larger than a display threshold value for determining whether the target deceleration is displayed on the display means. Control means ,
The risk potential calculation means calculates a first risk potential based on an inter-vehicle time between the host vehicle and the obstacle, and a second risk potential based on a margin time between the host vehicle and the obstacle;
The target deceleration calculating means calculates the target deceleration based on the larger value of the first risk potential and the second risk potential,
The display control means displays the display threshold for the target deceleration calculated based on the second risk potential, with the display threshold for the target deceleration calculated based on the first risk potential. A vehicular driving operation assisting device that is set to be larger than a threshold value . The vehicle driving assistance device according to claim 1,
The vehicle driving operation assisting device , wherein the display control means controls to continuously light a display indicating the target deceleration when the target deceleration is larger than the display threshold . The vehicle driving assistance device according to claim 1 ,
The vehicle driving operation assisting device , wherein the display control means controls to blink a display indicating the target deceleration when the target deceleration is larger than the display threshold . The vehicle driving assistance device according to claim 3 ,
The display control means changes a blinking cycle of a display indicating the target deceleration in accordance with the target deceleration . The vehicle driving operation assistance device according to claim 4,
The vehicular driving operation assisting apparatus , wherein the display control means shortens the blinking period as the target deceleration increases . In the driving assistance device for a vehicle according to claim 4 or 5 ,
The vehicle operation assisting device for a vehicle , wherein the display control means changes the blinking cycle according to a change direction of the target deceleration . The vehicle driving operation assistance device according to claim 6 ,
The vehicle display operation assisting device , wherein the display control means makes the blinking cycle during which the target deceleration is increasing shorter than the blinking cycle during which the target deceleration is decreasing . In the driving assistance device for vehicles according to any one of claims 1 to 7 ,
The vehicle driving operation assistance device further comprising display threshold value setting means for setting the display threshold value in accordance with a change rate of the target deceleration . The vehicle driving operation assistance device according to claim 8 ,
The vehicle driving operation assisting device, wherein the display threshold value setting means sets the display threshold value to be smaller as the increase rate of the target deceleration is larger . In the driving assistance device for vehicles according to any one of claims 1 to 7 ,
A vehicle driving operation assisting device , further comprising display threshold setting means for setting the display threshold according to a driving operation status of the host vehicle by a driver . The vehicle driving operation assistance device according to claim 10 ,
The display threshold value setting means sets the display threshold value according to an operation speed of an accelerator pedal as a driving operation status of the host vehicle. The vehicle driving operation assistance device according to claim 11,
The vehicle display operation setting device, wherein the display threshold value setting means sets the display threshold value to increase as the depression speed of the accelerator pedal increases . The vehicle driving assist device for a vehicle according to claim 11 or 12 ,
The vehicle display operation setting device, wherein the display threshold value setting means sets the display threshold value to be smaller as the return speed of the accelerator pedal is larger . In the driving assistance device for vehicles according to any one of claims 1 to 7 ,
A vehicle driving operation assisting device , further comprising display threshold value setting means for setting the display threshold value according to a vehicle front situation . The vehicle driving operation assistance device according to claim 14,
The display threshold value setting means, as the vehicle front situation, the display threshold vehicle driving assist system characterized that you set the according to the rate of change of the risk potential. The vehicular driving assist device according to claim 15 ,
The vehicle display operation setting device, wherein the display threshold value setting means sets the display threshold value to be smaller as the rate of increase of the risk potential increases . The vehicular driving assist device according to any one of claims 1 to 16 ,
The vehicle further comprising an operation reaction force control means for controlling an operation reaction force generated in the driving operation device based on a larger one of the first risk potential and the second risk potential. Operation assisting device.   Detect obstacles in front of your vehicle,
  Based on the detection result of the obstacle, the risk potential of the host vehicle for the obstacle is calculated,
  Based on the calculated risk potential, a target deceleration to be generated in the host vehicle is calculated,
  Controlling the braking / driving force generated in the host vehicle so as to generate the calculated target deceleration,
  When the target deceleration is larger than a display threshold for determining whether to display the target deceleration on the display means, a display showing the target deceleration is displayed on the display means,
  In the calculation of the risk potential, a first risk potential based on an inter-vehicle time between the host vehicle and the obstacle, and a second risk potential based on a margin time between the host vehicle and the obstacle are calculated.
  Calculating the target deceleration based on the larger value of the first risk potential and the second risk potential;
  The display threshold value for the target deceleration calculated based on the first risk potential is larger than the display threshold value for the target deceleration calculated based on the second risk potential. A driving operation assisting method for a vehicle, characterized by being set as follows.   A vehicle comprising the vehicular driving assist device according to any one of claims 1 to 17.

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