JP4742657B2 - VEHICLE DRIVE OPERATION ASSISTANCE DEVICE AND VEHICLE WITH VEHICLE DRIVE OPERATION ASSISTANCE DEVICE - Google Patents

Description

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

  In a conventional vehicular driving assist device, the possibility that the host vehicle comes into contact with a front object is detected, and the engine output characteristics are changed based on the detected contact possibility (see, for example, Patent Document 1). This device reduces the generation amount of the driving torque with respect to the depression amount of the accelerator pedal as the contact possibility is higher.

Prior art documents related to the present invention include the following.
JP 2004-76724 A

  The above-described conventional device can give a warning to the driver by reducing the amount of generated drive torque and making it impossible to obtain the expected acceleration feeling when the possibility of contact is high. However, for example, in a situation where the host vehicle tries to overtake the preceding vehicle while accelerating, there is a possibility that the driver will feel uncomfortable with a delay in starting acceleration with respect to the driver's accelerator pedal operation.

The vehicle driving operation assisting device according to the present invention includes an obstacle detecting unit that detects an obstacle ahead of the host vehicle, a traveling state detecting unit that detects a traveling state of the host vehicle, an obstacle detecting unit, and a traveling state detecting unit. Based on the detection result, a risk potential calculation means for calculating a risk potential related to the possibility of contact between the host vehicle and an obstacle, a braking / driving force control means for controlling a braking / driving force generated in the host vehicle, and a risk potential The operation reaction force control means for controlling the operation reaction force generated by the accelerator pedal according to the operation, the operation amount detection means for detecting the operation amount of the vehicle operation equipment by the driver, and the operation of the vehicle operation equipment after the start of the control based on the risk potential was based on the additional operation amount determination means for determining intervention operation by the driver in the control to control the braking and driving force control means, the risk potential And decrease the ability to increase or decrease the braking driving force based on the risk potential calculated by the detecting means, when it is determined that there is intervention operation by the determining means when the driving force is reduced on the basis of the risk potential, the risk potential A processing means having an adjustment function for adjusting the driving force in an increasing direction in a region between the driving force after being reduced based on the driving force when not reduced, and the processing means is Based on the operation reaction force generated in the accelerator pedal according to the risk potential, the increase amount is determined so that the increase amount of the driving force increases as the operation reaction force increases.
The method for assisting driving operation of a vehicle according to the present invention detects an obstacle ahead of the host vehicle and the traveling state of the host vehicle, and based on the detected result of the obstacle and the traveling state, the possibility of contact between the host vehicle and the obstacle The risk potential is calculated, the braking / driving force generated in the vehicle is controlled, the reaction force generated in the accelerator pedal is controlled according to the risk potential, the amount of operation of the vehicle operating device by the driver is detected, the risk Based on the additional amount of operation of the vehicle operating device after starting the control based on the potential, the intervention operation of the driver under control is judged, and the braking / driving force is increased / decreased based on the risk potential. If it is determined that there is intervention operation when being lowered on the basis of the driving force after being reduced on the basis of the risk potential, if not decrease The driving force is adjusted in the increasing direction in the region between the power and the adjustment in the increasing direction of the driving force is based on the operating reaction force generated in the accelerator pedal according to the risk potential. The increase amount is determined so that the increase amount of the driving force becomes large.

  According to the present invention, the driving force is adjusted in the increasing direction based on the additional operation amount operated on the vehicle operating device when the driving force is reduced based on the risk potential. The risk potential is transmitted to the driver, and when the driver intervenes in the control of the system, the control in accordance with the driver's driving intention can be realized.

<< 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 a first embodiment of the present invention.

  First, the configuration of the vehicle driving assistance device 1 will be described. The vehicle driving assistance device 1 includes a radar device 10, a vehicle speed sensor 20, a rudder angle sensor 30, an obstacle detection device 40, a controller 50, an accelerator pedal reaction force generation device 60, a driving force control device 70, and a braking force control device. 90 grade.

  The radar apparatus 10 is a laser radar attached to, for example, a front grill part or a bumper part of a vehicle. The radar apparatus 10 irradiates an infrared laser beam in a horizontal direction to scan a front area of the vehicle and detects an obstacle ahead of the host vehicle. . FIG. 2 is a diagram illustrating the principle of obstacle detection by the radar apparatus 10. As shown in FIG. 2, the radar apparatus 10 includes a light emitting unit 10 a that outputs laser light, and a light receiving unit 10 b that detects reflected light reflected by a reflector in front of the host vehicle (usually the rear end of the front vehicle). And. The light emitting unit 10a is combined with a scanning mechanism, and is configured to swing as shown by an arrow in FIG. The light emitting unit 10a sequentially emits light within a predetermined angle range while changing the angle. The radar apparatus 10 measures the distance from the host vehicle to the obstacle based on the time difference from the emission of the laser beam by the light emitting unit 10a to the reception of the reflected wave by the light receiving unit 10b.

  The radar apparatus 10 calculates the distance to the obstacle when the reflected light is received for each scanning position or scanning angle while scanning the front area of the host vehicle by the scanning mechanism. Furthermore, the radar apparatus 10 also calculates the position of the obstacle in the left-right direction with respect to the host vehicle based on the scanning angle when the obstacle is detected and the distance to the obstacle. That is, the radar apparatus 10 detects the relative position of the obstacle with respect to the host vehicle along with the presence or absence of the obstacle.

  FIG. 3 shows an example of an obstacle detection result by the radar apparatus 10. By specifying the relative position of the obstacle with respect to the host vehicle at each scanning angle, a planar presence state diagram of a plurality of objects that can be detected within the scanning range can be obtained as shown in FIG. .

  The obstacle detection device 40 acquires information on the front obstacle based on the detection results of the radar device 10 and the vehicle speed sensor 20. Specifically, the obstacle detection device 40 determines the motion of the detected object based on the detection result output from the radar device 10 for each scanning period or each scanning angle, and also determines the proximity state and motion between the objects. Based on the similarity or the like, it is determined whether the detected object is the same object or a different object.

  The obstacle detection device 40 recognizes the inter-vehicle distance and relative speed between the host vehicle and the front obstacle and the distance in the left-right direction of the front obstacle with respect to the host vehicle based on signals from the radar device 10 and the vehicle speed sensor 20. To do. The obstacle detection device 40 acquires information about each obstacle when a plurality of front obstacles are detected. The obstacle detection device 40 outputs the acquired obstacle information to the controller 50.

  The steering angle sensor 30 is an angle sensor or the like attached in the vicinity of a steering column or a steering wheel (not shown), detects rotation of the steering shaft as a steering angle, and outputs it to the controller 50.

  The accelerator pedal 61 is provided with an accelerator pedal stroke sensor 62 that detects the amount of depression (operation amount) of the accelerator pedal 61. The accelerator pedal operation amount detected by the accelerator pedal stroke sensor 62 is output to the controller 50 and the driving force control device 70. The brake pedal 91 is provided with a brake pedal stroke sensor 92 that detects the amount of depression (operation amount). The brake pedal operation amount detected by the brake pedal stroke sensor 92 is output to the braking force control device 90.

  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 calculates the possibility of contact between the host vehicle and the front obstacle based on the obstacle information detected by the obstacle detection device 40, and the braking / driving generated in the host vehicle based on the calculated contact possibility. While controlling force, the control reaction force which generate | occur | produces in the accelerator pedal 61 is controlled.

  The accelerator pedal reaction force generator 60 includes a servo motor (not shown) incorporated in the link mechanism of the accelerator pedal 61. The accelerator pedal reaction force generator 60 controls the torque generated by the servo motor in response to a command from the controller 50, and can arbitrarily control the operation reaction force generated when the driver operates the accelerator pedal 61. it can. Note that the accelerator pedal reaction force when the reaction force control is not performed is set to be proportional to the operation amount of the accelerator pedal 61.

  The driving force control device 70 controls the engine (not shown) so as to generate a driving force according to the operation state of the accelerator pedal 61, and changes the driving force to be generated according to an external command. FIG. 4 is a block diagram showing the configuration of the driving force control device 70. FIG. 5 shows a characteristic map that defines the relationship between the accelerator pedal operation amount SA and the driver required driving force Fda. As shown in FIG. 4, the driving force control device 70 includes a driver required driving force calculation unit 70a, an adder 70b, and an engine controller 70c.

  The driver required driving force calculation unit 70a uses the map as shown in FIG. 5 to determine the driving force (driver request) requested by the driver according to the operation amount (accelerator pedal operation amount) SA when the accelerator pedal 61 is depressed. Driving force) Fda is calculated. The adder 70b calculates a target driving force by adding a driving force correction amount ΔDa described later to the calculated driver required driving force Fda, and outputs the target driving force to the engine controller 70c. The engine controller 70c calculates an engine control command value according to the target driving force. Here, the engine control command value is, for example, a control command value for the throttle valve opening, and the engine controller 70c controls the throttle valve opening so as to achieve the target driving force.

  The braking force control device 90 controls the brake fluid pressure so as to generate a braking force according to the operation state of the brake pedal 91, and changes the brake fluid pressure to be generated according to an external command. FIG. 6 is a block diagram showing the configuration of the braking force control device 90. FIG. 7 shows a characteristic map that defines the relationship between the brake pedal operation amount SB and the driver-requested braking force Fdb. As shown in FIG. 6, the braking force control device 90 includes a driver required braking force calculation unit 90a, an adder 90b, and a brake fluid pressure controller 90c.

  The driver requested braking force calculation unit 90a uses a map as shown in FIG. 7 to calculate the braking force (driver requested braking force) Fdb requested by the driver according to the depression amount (brake pedal operation amount) SB of the brake pedal 91. calculate. The adder 90b calculates a target braking force by adding a braking force correction value ΔDb described later to the calculated driver request braking force Fdb, and outputs the target braking force to the brake hydraulic pressure controller 90c. The brake fluid pressure controller 90c calculates a brake fluid pressure command value according to the target braking force. In response to a command from the brake fluid pressure controller 90c, the brake device 95 provided on each wheel operates.

  Below, operation | movement of the driving operation assistance apparatus 1 for vehicles by the 1st Embodiment of this invention is demonstrated. First, an outline of the operation will be described. The controller 50 recognizes the traveling state of the host vehicle using the host vehicle speed input from the vehicle speed sensor 20 and the obstacle information input from the obstacle detection device 40. Then, the controller 50 calculates a risk potential representing the possibility of contact between the host vehicle and the front obstacle based on the traveling situation, and controls the braking / driving force control and accelerator pedal reaction of the host vehicle based on the risk potential for the obstacle. Force control is performed. As a result, the possibility of contact is reduced, and the driver's attention is alerted by giving a feeling of deceleration and an accelerator pedal reaction force.

  If the braking / driving force is controlled based on the possibility of contact as described above, the driver feels uncomfortable without obtaining the desired acceleration in a situation where the host vehicle overtakes after approaching the preceding vehicle. May give. That is, in a state where the driving force is suppressed according to the contact possibility, even if an attempt is made to change the lane while accelerating, the acceleration of the host vehicle is delayed with respect to the accelerator pedal operation.

  Therefore, in the first embodiment, when the driver performs an intervention operation such as depressing the accelerator pedal 61 in a state where the control is performed by the system, the accelerator is considered in consideration of the driver's acceleration intention. Correct the engine output characteristics with respect to the pedal operation amount.

  The operation of the vehicle driving assistance device 1 according to the first embodiment will be described in detail with reference to FIG. FIG. 8 is a flowchart of the processing procedure of the driving operation assist control processing in the controller 50 of the first embodiment. This processing content is continuously performed at regular intervals, for example, every 50 msec.

  First, in step S110, data of the host vehicle speed V1 detected by the vehicle speed sensor 20 and the steering angle δ of the host vehicle detected by the steering angle sensor 30 are read. In step S120, the accelerator pedal operation amount SA detected by the accelerator pedal stroke sensor 62 is read. In subsequent step S130, information on the front obstacle calculated by the obstacle detection device 40 in accordance with the detection results of the radar device 10 and the vehicle speed sensor 20 is read. When a plurality of obstacles are detected, information on each obstacle is read. The information regarding the obstacle is, for example, a distance in the front-rear direction (inter-vehicle distance) D to each obstacle, and a left-right direction position x and a front-rear direction position y of the obstacle with respect to the host vehicle.

In step S140, the course of the host vehicle is estimated based on the host vehicle speed V1 and the steering angle δ read in step S110. Below, the estimation method of a predicted course is demonstrated using FIG. 9 and FIG. In order to estimate the predicted course, a turning radius R when the host vehicle is traveling in the direction of the arrow is calculated as shown in FIG. First, the turning curvature ρ (1 / m) of the host vehicle is calculated. The turning curvature ρ can be calculated by the following (Equation 1) based on the vehicle speed V1 and the steering angle δ.
ρ = 1 / {L (1 + A · V1 ² )} × δ / N (Expression 1)
Here, L: wheel base of the host vehicle, A: stability factor (positive constant) determined according to the vehicle, and N: steering gear ratio.

The turning radius R is expressed by the following (Equation 2) using the turning curvature ρ.
R = 1 / ρ (Formula 2)
By using the turning radius R calculated using (Equation 2), the traveling track of the host vehicle can be predicted as an arc of radius R as shown in FIG. And as shown in FIG. 10, the area | region of the width | variety Tw centering on the circular arc of turning radius R is set as a predicted course where the own vehicle will drive | work. The width Tw is set appropriately in advance based on the width of the host vehicle.

  In step S150, an object closest to the host vehicle is selected as a front obstacle from among a plurality of obstacles detected by the obstacle detection device 40 in the predicted course of the host vehicle set in step S140.

  In subsequent step S160, a risk potential representing the possibility of contact between the front obstacle selected in step S150 and the host vehicle is calculated. The risk potential for a front obstacle, for example, a preceding vehicle is calculated as follows.

First, a margin time TTC (Time To Contact) for the preceding vehicle is calculated. The allowance time TTC is a physical quantity indicating the current degree of approach of the host vehicle to the preceding vehicle, and when the current traveling state continues, that is, when the host vehicle speed V1 and the relative vehicle speed Vr (= host vehicle speed-preceding vehicle speed) are constant. In addition, this is a value indicating how many seconds later the inter-vehicle distance D becomes zero and the host vehicle and the preceding vehicle come into contact with each other. The margin time TTC for the obstacle is obtained by the following (Equation 3).
TTC = D / Vr (Formula 3)

  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.

Next, an inter-vehicle time THW between the host vehicle and the preceding vehicle is calculated. The inter-vehicle time THW is an effect when it is assumed that the degree of influence on the margin time TTC due to a change in the vehicle speed of the assumed vehicle ahead, that is, the relative vehicle speed Vr changes when the host vehicle is following the preceding vehicle. It is a physical quantity indicating the degree. The inter-vehicle time THW is expressed by the following (formula 4).
THW = D / V1 (Formula 4)

  The inter-vehicle time THW is obtained by dividing the inter-vehicle distance D by the own vehicle speed V1, and represents the time until the own vehicle reaches the current position of the preceding vehicle. The greater the inter-vehicle time THW, the smaller the predicted influence level with respect to the surrounding environmental changes. That is, when the inter-vehicle time THW is large, even if the vehicle speed of the preceding vehicle changes in the future, the degree of approach to the preceding vehicle is not greatly affected, and the margin time TTC does not change so much. When the own vehicle follows the preceding vehicle and the own vehicle speed = the preceding vehicle speed, the inter-vehicle time THW can be calculated using the preceding vehicle speed instead of the own vehicle speed V1 in (Equation 4).

  As described above, the smaller the margin time TTC and the smaller the inter-vehicle time THW, the higher the possibility of contact between the host vehicle and the front obstacle. Therefore, the extra time TTC and the inter-vehicle time THW are respectively set to the own vehicle and the front obstacle. It can be called a risk potential that represents the possibility of contact with an object.

  In step S170, the repulsive force Fc used for the control is calculated based on the margin time TTC and the inter-vehicle time THW with the front obstacle calculated in step S160. The repulsive force Fc is calculated as follows.

  As for the calculation of the control repulsive force Fc, as shown in FIG. 11A, it is assumed that a virtual elastic body having a length L is provided in front of the host vehicle, and this virtual elastic body hits the front vehicle and is compressed. Consider a model that generates pseudo running resistance against the vehicle. The control repulsive force Fc is defined as a repulsive force when the virtual elastic body is compressed by hitting the vehicle ahead as shown in FIG.

  Here, assuming a model in which a first virtual elastic body associated with the inter-vehicle time THW and a second virtual elastic body associated with the margin time TTC are set between the host vehicle and the front obstacle, The repulsive force by the virtual elastic body and the second virtual elastic body is calculated as the control repulsive force Fc1 based on the inter-vehicle time THW and the control repulsive force Fc2 based on the margin time TTC. This process will be described with reference to the flowchart of FIG.

First, in step S1701, 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, 1 sec) (THW <Th1), the process proceeds to step S1702. In step S1702, a control repulsive force Fc1 based on the inter-vehicle time THW is calculated from the following (Equation 5).
Fc1 = k1 × (Th1-D) (Formula 5)
In (Expression 5), k1 is the spring constant of the virtual elastic body associated with the inter-vehicle time THW. The spring constant k1 is a gain that determines the characteristics of the control repulsive force Fc1, and an appropriate value is set in advance. On the other hand, if it is determined in step S1701 that THW ≧ Th1, that is, if the first virtual elastic body based on the inter-vehicle time THW is not compressed by the preceding vehicle, the process proceeds to step S1703 and the control repulsive force Fc1 = 0. .

In subsequent step S1704, the margin time TTC is compared with the threshold value Th2. When the margin time TTC is smaller than the threshold value Th2 (for example, 10 seconds) (TTC <Th2), the process proceeds to step S1705. In step S1705, the control repulsive force Fc2 based on the margin time TTC is calculated from the following (Equation 6).
Fc2 = k2 × (Th2-D) (Formula 6)
In (Expression 6), k2 is the spring constant of the virtual elastic body associated with the margin time TTC. The spring constant k2 is a gain that determines the characteristics of the control repulsive force Fc2, and is appropriately set in advance so that k2> k1. On the other hand, if it is determined in step S1704 that TTC ≧ Th2, that is, if the second virtual elastic body with the allowance time TTC is not compressed by the preceding vehicle, the process proceeds to step S1706 to set the control repulsive force Fc2 = 0. .

  In step S1707, the larger value of the control repulsive force Fc1 based on the inter-vehicle time THW calculated in step S1702 or S1703 and the control repulsive force Fc2 based on the margin time TTC calculated in step S1705 or S1706 is finally determined. The control repulsive force Fc is selected.

  Thus, after calculating the control repulsive force Fc in step S170, the process proceeds to step S180. In step S180, the driving force characteristic corresponding to the accelerator pedal operation is calculated. Specifically, the accelerator pedal is used to obtain acceleration that does not give the driver a sense of incongruity when changing lanes while controlling braking / driving force according to the risk potential of contact possibility. The driver's required driving force Fda with respect to the operation amount SA is adjusted. This process will be described with reference to the flowchart of FIG.

  First, in step S1801, it is determined whether or not there is an intervention operation by the driver during system override, that is, during system operation. The override determination process performed here will be described with reference to the flowchart of FIG. First, in step S1851, it is determined whether control according to the risk potential of contact possibility has already been performed. If the system is inactive and no control is performed, the process proceeds to step S1852.

  In step S1852, although control has not been performed until the previous cycle, it is determined whether or not control is started from the current cycle. If it is determined that the control is started, the process proceeds to step S1853, and the accelerator pedal operation amount SA at this time is stored in the memory of the controller 50 as an initial value SA0. On the other hand, if a negative determination is made in step S1852, the initial value is not stored. In the subsequent step S1854, since the system is not operating, it is determined that there is no override.

  If it is determined in step S1851 that control according to the risk potential has already been performed, the process proceeds to step S1855. In step S1855, the current accelerator pedal operation amount SA detected by the accelerator pedal stroke sensor 62 is compared with the accelerator pedal operation amount initial value SA0. If SA ≧ SA0 and the accelerator pedal 61 is depressed more than the initial value SA0, the process proceeds to step S1856.

  In step S1856, it is determined whether or not the difference (SA−SA0) between the current operation amount SA of the accelerator pedal 61 and the initial value SA0 is greater than a predetermined threshold value SA_ovr. Here, the threshold value SA_ovr is a threshold value for determining whether or not there is an override. For example, how much the driver generally depresses the accelerator pedal 61 when changing lanes while accelerating, for example. Is set to an appropriate value. If it is determined that SA-SA0> SA_ovr, the process advances to step S1857 to determine that there is an override.

  If it is determined in step S1855 that SA <SA0, the process proceeds to step S1858, and the accelerator pedal operation amount initial value SA0 is replaced with the current accelerator pedal operation amount SA. That is, when the accelerator pedal 61 is operated in the return direction during the control operation, the accelerator pedal operation amount SA at that time is set again as the initial value SA0. Thereafter, the process proceeds to step S1859, where it is determined that there is no override.

  After performing the override determination in step S1801 as described above, the process proceeds to step S1802. In step S1802, it is determined whether control by the system has already been performed. If the control operation is not being performed, the process proceeds to step S1803, and the drive torque coefficient K_tq for adjusting the driver request drive force Fda is set to 1. If the control has already been performed, the process proceeds to step S1804. In step S1804, it is determined whether or not there is an override from the determination result in step S1801.

  If it is determined in step S1804 that there is no override, that is, the driver has not performed a driving operation for overtaking, for example, the process proceeds to step S1805. In step S1805, the drive torque coefficient K_tq is set to a reference value K_tq1 for performing control according to the risk potential of contact possibility. For example, K_tq1 is 0.6. If it is determined in step S1804 that there is an override, that is, it is determined that the driver has performed a driving operation for overtaking or the like, the process proceeds to step S1806, where the drive torque coefficient K_tq is set to a predetermined value K_tq2. K_tq2 is set to a value larger than the reference value K_tq1 during the control operation, for example, K_tq2 = 0.8 so as to satisfy the driver's acceleration request at the time of overtaking.

  In the subsequent step S1807, a change amount ΔSA (= current value−previous value) of the accelerator pedal operation amount SA from the previous cycle is calculated. In step S1808, a change amount ΔTQ of the driver required driving force Fda corresponding to the accelerator pedal operation amount change amount ΔSA calculated in step S1807 is calculated. The controller 50 stores a map similar to that in FIG. 5, and calculates a driver requested driving force change amount ΔTQ corresponding to the accelerator pedal operation amount change amount ΔSA as shown in FIG.

In step S1809, the driver required driving force Fda is updated using the driving torque coefficient K_tq calculated in step S1803, S1805, or S1806 and the driver required driving force change amount ΔTQ calculated in step S1808. Here, the updated value of the driver required driving force Fda is represented as TQ_new, and the value set in the previous cycle is represented as TQ_old. The driver request driving force update value TQ_new is calculated from the following (formula 7).
TQ_new = TQ_old + K_tq · ΔTQ (Expression 7)

  As a result, the drive torque coefficient K_tq is smaller than 1 during the control operation, so that the increase amount of the driver request drive force is small. However, when it is determined that there is an override, the driver request drive force is increased compared to the case where there is no override. The amount increases.

Thus, after calculating a driving force characteristic by step S180, it progresses to step S190.
In step S190, the driving force correction amount ΔDa and the braking force correction amount when performing the braking / driving force correction using the control repulsive force Fc calculated in step S170 and the driver requested driving force update value TQ_new calculated in step S180. ΔDb is calculated. The braking / driving force correction amount calculation processing in step S190 will be described with reference to FIG.

  First, in step S1901, it is determined whether or not the accelerator pedal 61 is depressed based on the accelerator pedal operation amount SA read in step S120. If the accelerator pedal 61 is not depressed, the process proceeds to step S1902, and it is determined whether or not the accelerator pedal 61 is suddenly released. For example, when the operation speed of the accelerator pedal 61 calculated from the accelerator pedal operation amount SA is less than a predetermined value, it is determined that the accelerator pedal 61 is slowly returned, and the process proceeds to step S1903. In step S1903, 0 is set as the driving force correction amount ΔDa, and in step S1904, the control repulsive force Fc is set as the braking force correction amount ΔDb.

  On the other hand, if it is determined in step S1902 that the accelerator pedal 61 is suddenly returned, the process proceeds to step S1905. In step S1905, the driving force correction amount ΔDa is gradually decreased, and in step S1906, the braking force correction amount ΔDb is gradually increased to the control repulsive force Fc. Specifically, when the accelerator pedal 61 is suddenly returned, the driving force correction amount ΔDa (= −Fc) set so as to decrease the driving force by the control repulsive force Fc during the operation of the accelerator pedal. ) Is gradually changed to zero. Further, after the accelerator pedal 61 is suddenly returned, the braking force correction amount ΔDb is gradually increased to the control repulsive force Fc. Thus, when the accelerator pedal 61 is suddenly returned, the driving force correction amount ΔDa is finally changed to 0 and the braking force correction amount ΔDb is changed to Fc.

  On the other hand, if the determination in step S1901 is affirmative and the accelerator pedal 61 is depressed, the process proceeds to step S1907, and the driver requested driving force update value TQ_new calculated in step S180 is read. In step S1908, the magnitude relationship between the driver request driving force update value TQ_new read in step S1907 and the control repulsive force Fc is compared. If the driver requested driving force update value TQ_newFda is greater than or equal to the control repulsive force Fc (TQ_new ≧ Fc), the process proceeds to step S1909.

  In step S1909, -Fc is set as the driving force correction amount ΔDa, and 0 is set in the braking force correction amount ΔDb in step S1910. That is, since TQ_new−Fc ≧ 0, the positive driving force remains even after the driving force (TQ_new) is corrected by the control repulsive force Fc. Therefore, the correction amount can be output only by the driving force control device 60. In this case, the vehicle is in a state where the driving force as expected can not be obtained even though the driver steps on the accelerator pedal 61. When the corrected driving force is larger than the running resistance, the driver feels that the acceleration is slow, and when the corrected driving force is smaller than the running resistance, the driver feels that the behavior is decelerating.

  On the other hand, when a negative determination is made in step S1908 and the driver requested driving force update value TQ_new is smaller than the control repulsive force Fc (TQ_new <Fc), the driving force control device 60 alone cannot output the target correction amount. Therefore, in step S1911, -TQ_new is set as the driving force correction amount ΔDa, and in step S1912, the shortage of the correction amount (Fc-TQ_new) is set as the braking force correction amount ΔDb. In this case, the driver perceives the deceleration behavior of the vehicle.

  After calculating the braking / driving force correction amount in step S190 as described above, the process proceeds to step S200. In step S200, based on the control repulsive force Fc calculated in step S170, the control amount of the operating reaction force generated in the accelerator pedal 61, that is, the accelerator pedal reaction force control command value FA is calculated.

  FIG. 17 shows the relationship between the control repulsive force Fc and the accelerator pedal reaction force control command value FA. In FIG. 17, the normal accelerator pedal reaction force when the accelerator pedal reaction force control is not performed is indicated by a broken line. Here, the accelerator pedal reaction force when the accelerator pedal operation amount SA is constant is shown. As shown in FIG. 17, the accelerator pedal reaction force control command value FA increases with respect to the normal value as the control repulsive force Fc increases. When the control repulsive force Fc exceeds the predetermined value Fca, the increasing rate of the accelerator pedal reaction force control command value FA increases. As described above, as the braking / driving force correction amount increases, the operation reaction force generated in the accelerator pedal 61 increases.

  In step S210, the driving force correction amount ΔDa and the braking force correction amount ΔDb calculated in step S190 are output to the driving force control device 70 and the braking force control device 90, respectively. The driving force control device 70 calculates a target driving force from the driving force correction amount ΔDa and the required driving force Fda, and outputs a command to the engine controller 70c so as to generate the calculated target driving force. Further, the braking force control device 90 calculates a target braking force from the braking force correction amount ΔDb and the required braking force Fdb, and outputs a command to the brake fluid pressure controller 90c so as to generate the target braking force.

  In the subsequent step S220, the accelerator pedal reaction force control command value FA calculated in step S200 is output to the accelerator pedal reaction force generator 60. The accelerator pedal reaction force generator 60 controls the accelerator pedal reaction force according to the command value input from the controller 50. Thus, the current process is terminated.

  Next, the operation of the above-described first embodiment will be described with reference to FIG. FIG. 18 schematically shows the drive torque generated in the host vehicle with respect to the accelerator pedal operation amount SA. When the system control operation is not being performed, that is, during normal operation, the driving torque increases as the accelerator pedal operation amount SA increases as shown by the dotted line. On the other hand, when the control according to the risk potential of the contact possibility is performed, the change of the driving torque with respect to the change of the accelerator pedal operation amount SA becomes gentle as shown by the solid line in FIG. Thereby, when there is a possibility of contact, the driver can be given a sense of deceleration and alerted.

  However, in situations where you want to overtake the preceding vehicle after accelerating, the increase in driving force is suppressed by the system control, so even if the accelerator pedal 61 is depressed, the expected acceleration cannot be obtained. The driver feels uncomfortable. When overtaking the preceding vehicle, it can be predicted that the possibility of contact with the preceding vehicle will decrease in the future, so the driving force is adjusted in the increasing direction as shown by the arrow in FIG. Specifically, the slope of the driving force with respect to the accelerator pedal operation amount SA increases as compared to the state during the control operation indicated by the solid line. Accordingly, it is possible to realize acceleration that does not give the driver a sense of incompatibility when it is determined that there is an override while transmitting risk information based on the possibility of contact.

Thus, in the first embodiment described above, the following operational effects can be achieved.
(1) The vehicle driving assist device 1 calculates a risk potential related to the possibility of contact between the host vehicle and the obstacle based on the obstacle detection result in front of the host vehicle and the detection result of the running state of the host vehicle. To do. The vehicle driving operation assisting device 1 includes a driving force control device 70 and a braking force control device 90 that control the braking / driving force generated in the host vehicle, the amount of operation of the vehicle operating device by the driver, specifically, the accelerator pedal 61. An accelerator pedal stroke sensor 62 that detects the operation amount SA and a controller 50 that controls the entire vehicle driving operation assisting device 1 are provided. The controller 50 controls the driving force control device 70 and the braking force control device 90 to increase / decrease the braking / driving force based on the risk potential, and to operate the vehicle when the driving force is reduced based on the risk potential. And an adjustment function for adjusting the driving force in the increasing direction based on the additional operation amount operated by the device. As a result, by changing the braking / driving force to give a feeling of deceleration, the risk potential is transmitted to the driver, and when the driving force is reduced, the driver adds the operation of the vehicle operating device. When intervening in control, it is possible to perform control that respects the driver's intention to accelerate.
(2) The vehicle driving operation assisting device 1 includes an accelerator pedal reaction force generating device 60 that controls an operation reaction force generated by the accelerator pedal 61 in accordance with the risk potential. Thus, when the driver operates the accelerator pedal 61, the risk potential can be intuitively transmitted to the driver as a reaction force from the accelerator pedal 61.
(3) In the adjustment function, the controller 50 is a driving force according to the additional operation amount of the vehicle operating device in a region between the driving force after being reduced based on the risk potential and the driving force when not being reduced. Adjust. Specifically, when the difference between the current operation amount of the accelerator pedal 61 and the initial value SA0 (SA−SA0) exceeds the threshold value SA_ovr, as shown in FIG. The drive torque is adjusted so that it falls within the region between the normal values. As a result, it is possible to perform control according to the driver's feeling while reducing the driving force and transmitting the risk potential.

<< Second Embodiment >>
Below, the driving operation assistance device for a vehicle according to the second embodiment of the present invention will be described. The basic configuration of the vehicle driving assistance device according to the second embodiment is the same as that of the first embodiment described above. Here, differences from the first embodiment will be mainly described.

  In the second embodiment, the driving force characteristic at the time of override is variably set. Specifically, when it is determined that there is an override, the driving torque coefficient K_tq for calculating the driver requested driving force update value TQ_new is variably set according to the override amount. This process will be described with reference to the flowchart of FIG. In FIG. 19, steps that execute the same processing as in the flowchart shown in FIG. 13 are assigned the same step numbers, and descriptions thereof are omitted.

  If it is determined in step S1804 that there is an override, the process proceeds to step S1806A, and a drive torque coefficient K_tq is calculated. FIG. 20 shows the relationship between the difference (SA−SA0) between the current value SA of the accelerator pedal operation amount representing the override amount and the initial value SA0 (SA−SA0) and the drive torque coefficient K_tq. As shown in FIG. 20, when (SA−SA0) is smaller than the threshold value SA_ovr, the drive torque coefficient K_tq is set to a reference value K_tq1 (for example, K_tq1 = 0.6) during control operation. When (SA−SA0) becomes larger than the threshold value SA_ovr, the driving torque coefficient K_tq also gradually increases, and K_tq = 1 is set in a region equal to or greater than the predetermined value SA1.

  In the processing after step S1807, the driver requested driving force update value TQ_new is calculated using the driving torque coefficient K_tq calculated in step S1803, S1805, or S1806A.

  As the difference between the current value SA of the accelerator pedal operation amount SA and the initial value SA0 (SA-SA0) is larger, that is, the amount of depression of the accelerator pedal 61 after the start of the control operation is larger, the driver increases acceleration at the time of override. It can be determined that it is requesting. Therefore, by increasing the drive torque coefficient K_tq as the difference (SA−SA0) increases as shown in FIG. 20, it becomes possible to realize a driving force that further meets the driver's expectations.

  Thus, in the second embodiment described above, the following operational effects can be obtained. In the adjustment function, the controller 50 determines an increase amount of the driving force according to the additional operation amount. Specifically, as shown in FIG. 20, the driving torque coefficient K_tq for calculating the driver requested driving force update value TQ_new is set according to the difference in the operation amount of the accelerator pedal 61 (SA−SA0). This makes it possible to perform control that matches the driver's feeling.

-Modification 1 of the second embodiment-
The driving torque coefficient K_tq can be set based on the accelerator pedal reaction force when it is determined that there is an override instead of the difference (SA−SA0) in the accelerator pedal operation amount SA. FIG. 21 shows the relationship between the accelerator pedal reaction force command value FA calculated based on the control reaction force Fc at the time when it is determined that there is an override, and the drive torque coefficient K_tq. As shown in FIG. 21, as the accelerator pedal reaction force command value FA increases, the drive torque coefficient K_tq is gradually increased from the reference value K_tq1. When the accelerator pedal reaction force command value FA reaches a predetermined maximum value FAmax, the drive torque coefficient K_tq = 1.

  When the accelerator pedal 61 is stepped on and overridden in a state where a large reaction force is generated in the accelerator pedal 61, it can be determined that the driver's request for acceleration is stronger. Therefore, as the reaction force command value FA is larger and the accelerator pedal reaction force is larger, the driving torque coefficient K_tq is increased. As shown in FIG. 22, the driving force is smaller than when the reaction force command value FA is smaller (particularly K_tq = K_tq1). Increase the slope. As a result, it is possible to realize a control operation that matches the driver's feeling.

-Modification 2 of the second embodiment-
Here, the drive torque coefficient K_tq is set based on the operation amount SA of the accelerator pedal 61 when it is determined that there is an override. FIG. 23 shows the relationship between the accelerator pedal operation amount SA and the driving torque coefficient K_tq when it is determined that there is an override. As shown in FIG. 23, the driving torque coefficient K_tq is gradually increased from the reference value K_tq1 as the accelerator pedal operation amount SA increases. When the accelerator pedal 61 is depressed to the maximum extent, the driving torque coefficient K_tq = 1.

  If the accelerator pedal 61, which is a vehicle operating device, is largely depressed, and the accelerator pedal 61 is further depressed and overridden, it can be determined that the driver's request for acceleration is stronger. Therefore, by increasing the driving torque coefficient K_tq as the accelerator pedal operation amount SA is larger, it is possible to realize a control operation that suits the driver's feeling.

-Modification 3 of the second embodiment-
Here, the drive torque coefficient K_tq is set based on the inter-vehicle distance D with the preceding vehicle when it is determined that there is an override. FIG. 24 shows the relationship between the inter-vehicle distance D between the host vehicle and the preceding vehicle and the driving torque coefficient K_tq when it is determined that there is an override. As shown in FIG. 24, the driving torque coefficient K_tq is gradually reduced to the reference value K_tq1 as the inter-vehicle distance D becomes smaller. When the inter-vehicle distance D is greater than the predetermined distance D1, the driving torque coefficient K_tq = 1 is set.

  Even when it is determined that there is an override based on the overtaking operation, it is possible to prevent the driver from feeling uncomfortable by reducing the driving torque coefficient K_tq when the inter-vehicle distance D with the preceding vehicle is small.

-Modification 4 of the second embodiment-
Here, the drive torque coefficient K_tq is set based on the relative speed Vr when it is determined that there is an override. FIG. 25 shows the relationship between the relative speed Vr (= own vehicle speed−preceding vehicle speed) between the host vehicle and the preceding vehicle and the drive torque coefficient K_tq when it is determined that there is an override. As shown in FIG. 25, the driving torque coefficient K_tq gradually decreases from 1 as the host vehicle speed increases with respect to the preceding vehicle speed and the relative speed Vr increases. When the relative speed Vr becomes equal to or higher than the predetermined value Vr1, the driving torque coefficient K_tq = 1 is set.

  Even when it is determined that there is an override based on the overtaking operation, it is possible to prevent the driver from feeling uncomfortable by reducing the driving torque coefficient K_tq when the relative speed Vr with the preceding vehicle is large.

-Modification 5 of the second embodiment-
Here, the drive torque coefficient K_tq is set based on the host vehicle speed V1 when it is determined that there is an override. FIG. 26 shows the relationship between the host vehicle speed V1 and the driving torque coefficient K_tq at the time when it is determined that there is an override. As shown in FIG. 26, the driving torque coefficient K_tq is gradually increased from the reference value K_tq1 as the host vehicle speed V1 increases. When the host vehicle speed V1 is equal to or higher than the predetermined value V1_1, the driving torque coefficient K_tq = 1 is set.

  Since a higher output is required for further acceleration from a state in which the host vehicle speed V1 is high, a control operation suitable for the driver's feeling is realized by increasing the drive torque coefficient K_tq as the host vehicle speed V1 increases. It becomes possible.

<< Third Embodiment >>
Below, the driving operation assistance apparatus for vehicles by the 3rd Embodiment of this invention is demonstrated. The basic configuration of the vehicle driving assistance device according to the third embodiment is the same as that of the first embodiment shown in FIG. Here, differences from the first embodiment will be mainly described.

  In the third embodiment, whether or not there is an intervention operation by the driver for overriding the system, that is, performing overtaking while the system is operating, is determined based on the steering operation of the driver. The override determination process according to the third embodiment will be described with reference to the flowchart of FIG. This process is executed in step S1801 of the flowchart shown in FIG.

  First, in step S1871, it is determined whether control according to the risk potential of contact possibility has already been performed. If the system is not operating and no control is performed, the process proceeds to step S1872 and it is determined that there is no override.

  If it is determined in step S1871 that control according to the risk potential has already been performed, the process proceeds to step S1873. In step S1873, the steering angular velocity δ 'is calculated based on the steering angle δ detected by the steering angle sensor 30. In the subsequent step S1874, the steering angular velocity δ 'is compared with a preset threshold value δ0. Since the steering angle δ and the steering angular velocity δ ′ are expressed by positive or negative values according to the steering direction, the absolute value | δ ′ | of the steering angular velocity is compared with a threshold value δ0 here.

  If | δ ′ |> δ0, the process advances to step S1875 to add a timer for overriding determination. In subsequent step S1876, it is determined whether or not the timer value calculated in step S1875 is larger than a preset threshold value. This threshold value is a threshold value for determining whether the driver is changing the lane by the steering operation and overtaking the preceding vehicle, that is, whether there is an override due to the driver's intervention operation. An appropriate value is set in advance in consideration of characteristics and the like.

  If an affirmative determination is made in step S1876 and the state where the steering angular velocity δ 'is large continues for a predetermined time or more, the process proceeds to step S1877 and it is determined that there is an override. On the other hand, if a negative determination is made in step S1876, the process proceeds to step S1872, and it is determined that there is no override.

  If a negative determination is made in step S1874 and the absolute value | δ '| of the steering angular velocity is equal to or smaller than the threshold value δ0, the process proceeds to step S1878 to reset the timer for determining the override. After performing the override determination in this way, the process proceeds to step S1802 in the flowchart of FIG.

  In the case of overtaking, the steering angular velocity δ ′ of the steering wheel increases, so that the override due to the driver's intervention operation can be accurately determined also by using the steering angular velocity δ ′ as described above. It is also possible to make an override determination using the steering angle δ instead of the steering angular velocity δ ′.

  It is also possible to combine the third embodiment described above and the second embodiment. In this case, the drive torque coefficient K_tq is calculated using the steering angle δ or the steering angular velocity δ ′ instead of the accelerator pedal operation amount SA.

-Modification of the third embodiment-
The override determination process can also be performed based on a winker operation by the driver. This process will be described with reference to the flowchart of FIG. First, in step S1891, it is determined whether control according to the risk potential of contact possibility has already been performed. If the system is not operating and no control is performed, the process proceeds to step S1892 and it is determined that there is no override.

  If it is determined in step S1891 that control according to the risk potential has already been performed, the process proceeds to step S1893. In step S1893, based on a signal from a sensor (not shown) that detects the operating state of the winker, it is determined whether or not the winker is turned on. If the winker is turned on, the process proceeds to step S1894, and a timer for overriding determination is added. In step S1895, it is determined whether the timer value calculated in step S1894 is larger than a preset threshold value. This threshold value is a threshold value for determining whether the driver is changing the lane by the steering operation and overtaking the preceding vehicle, that is, whether there is an override due to the driver's intervention operation. An appropriate value is set in advance in consideration of characteristics and the like.

  If the determination in step S1895 is affirmative and the turn-on operation of the winker continues for a predetermined time or more, the process proceeds to step S1896, and it is determined that there is an override. On the other hand, if a negative determination is made in step S1895, the process proceeds to step S1892, and it is determined that there is no override. If the determination in step S1893 is negative and the winker is not turned on, the process proceeds to step S1897 to reset the timer for determining override. After performing the override determination in this way, the process proceeds to step S1802 in the flowchart of FIG.

<< Fourth Embodiment >>
The vehicle driving operation assistance device according to the fourth embodiment of the present invention will be described below. FIG. 29 is a system diagram showing the configuration of the vehicle driving operation assistance device 2 according to the fourth embodiment. In FIG. 29, parts having the same functions as those of the first embodiment shown in FIG. Here, differences from the first embodiment will be mainly described.

  As shown in FIG. 29, the vehicle driving operation assistance device 2 does not include the accelerator pedal reaction force generation device 60 that generates an operation reaction force on the accelerator pedal 61. Therefore, the controller 50A of the vehicle driving operation assistance device 2 performs only the braking / driving force control according to the risk potential of the possibility of contact between the host vehicle and the preceding vehicle. The flowchart of FIG. 30 shows the procedure of the driving assistance control process in the controller 50A of the fourth embodiment.

  The processing in steps S110 to S190 in FIG. 30 is the same as that in the first embodiment shown in FIG. In the fourth embodiment, after calculating the braking / driving force correction amount in step S190, the braking / driving force correction amount is output in step S210 without calculating the accelerator pedal reaction force command value, and the process ends. In this way, even by controlling the braking / driving force according to the risk potential of contact possibility, it is possible to give the driver a sense of deceleration and call attention. However, more effective information transmission can be performed by combining with accelerator pedal reaction force control.

  It is of course possible to variably set the drive torque coefficient K_tq using the map shown in any of FIGS. 20 and 23 to 26 by combining the fourth embodiment and the second embodiment.

  In the first to third embodiments described above, the accelerator pedal reaction force control according to the contact risk potential with the front obstacle is performed. However, the present invention is not limited to this, and the reaction force generated in the brake pedal can be controlled in addition to the control of the accelerator pedal reaction force. It is also possible to control the steering reaction force generated in the steering wheel.

  In the first to fourth embodiments described above, the driving force characteristic with respect to the accelerator pedal operation amount SA is corrected in a decreasing direction according to the contact risk potential, and the braking force characteristic with respect to the brake pedal operation amount SB is increased. Corrected in the direction. However, the present invention is not limited to this, and the present invention can be applied to a system that performs only driving force control.

  In the first to fourth embodiments described above, the margin time TTC and the inter-vehicle time THW between the host vehicle and the obstacle are calculated as risk potentials related to the possibility of contact with the obstacle. However, the present invention is not limited to this, and only the inter-vehicle time THW can be calculated as the risk potential.

  It is also possible to combine the third embodiment and the fourth embodiment described above. Specifically, the reduction correction amount Tr of the threshold value T1 is changed according to the deceleration af of the preceding vehicle, and the restoration amount ΔT of the threshold value T1 is also changed. Similarly, when the reduction correction amount kr of the spring constant k1 is changed according to the deceleration af of the preceding vehicle, the restoration amount Δk can be changed. As a result, when the preceding vehicle is decelerating, it is possible to suppress the decrease in the control repulsive force Fc and increase the return speed of the reduced control repulsive force Fc. As a result, even when the inter-vehicle time THW is large, when the front obstacle is decelerating, the driver can be alerted by giving a feeling of deceleration.

  In the second embodiment described above, the difference between the current accelerator pedal operation amount SA and the initial value SA0, the accelerator pedal reaction force command value FA, the accelerator pedal operation amount SA, the inter-vehicle distance D, the relative speed at the time of overriding determination. The example in which the drive torque coefficient K_tq is calculated using Vr and the host vehicle speed V1 has been described. However, the driving torque coefficient K_tq can be calculated using other factors. Alternatively, the driving torque coefficient K_tq can be calculated by select high using a plurality of factors among the above-described factors.

<< Fifth Embodiment >>
Below, the driving assistance device for vehicles by the 5th embodiment of the present invention is explained. The basic configuration of the vehicle driving assistance device according to the fifth embodiment is the same as that of the first embodiment described above. Here, differences from the first embodiment will be mainly described.

  When the braking / driving force is controlled by the system in a state where the relative speed Vr between the host vehicle and the preceding vehicle is large and the host vehicle is approaching the preceding vehicle, even if the accelerator pedal 61 is depressed to overtake the preceding vehicle The acceleration that the driver expects is not obtained. In particular, when the braking / driving force is controlled based on the margin time TTC between the host vehicle and the preceding vehicle, the relative speed Vr increases as the host vehicle approaches the preceding vehicle during overtaking. Fc increases. As a result, the driving force generated in the host vehicle decreases with respect to the driving force requested by the driver, and the acceleration according to the driver's intention is hindered.

  Therefore, in the fifth embodiment, when it is determined that the system is overridden in a state where the relative speed Vr between the own vehicle and the preceding vehicle is large and the own vehicle is approaching the preceding vehicle, Increase the acceleration generated in Specifically, if it is determined that there is an override, the control repulsive force Fc is decreased.

  The operation of the vehicle driving assistance device according to the fifth embodiment will be described in detail with reference to FIG. FIG. 31 is a flowchart of a processing procedure of the driving operation assist control processing in the controller 50 according to the fifth embodiment. This processing content is continuously performed at regular intervals, for example, every 50 msec. The processing in steps S510 to S570 is the same as the processing in steps S110 to S170 in the flowchart of FIG.

  In step S580, the control repulsive force Fc calculated in step S570 is corrected so that acceleration that does not give the driver a sense of incongruity when changing lanes or the like is obtained. This process will be described with reference to the flowchart of FIG.

  In step S5801, it is determined whether there is an override operation by the driver during system override, that is, system operation. Here, an override determination process is performed according to the flowchart shown in FIG. In step S5802, it is determined whether control by the system has already been performed. When the control operation is not being performed, the control repulsive force Fc calculated in step S570 is used as it is. On the other hand, if control has already been performed, the process proceeds to step S5803.

  In step S5803, it is determined whether the braking / driving force control by the system is performed based on the margin time TTC between the host vehicle and the preceding vehicle. Specifically, it is determined whether or not the control repulsive force Fc calculated in step S570 is the control repulsive force Fc2 calculated based on the margin time TTC. If a positive determination is made in step S5803, the process proceeds to step S5804, and it is determined whether or not there is an override from the determination result in step S5801.

If it is determined in step S5804 that there is an override, that is, the driver has performed a driving operation for overtaking or the like, the process proceeds to step S5805. In step S5805, it is determined whether or not the control repulsive force Fc calculated based on the margin time TTC is greater than the threshold value Fc0. Here, the threshold Fc0 corresponds to a change amount of longitudinal force at the time of increasing the acceleration of the vehicle at the time of overriding, for example set to a value of deceleration equivalent 0.7 m / s ^2. The deceleration of 0.7 m / s ² is about 1200 N when the vehicle weight is 1700 kg.

  If Fc> Fc0, the process proceeds to step S5806, and a value (Fc−Fc0) obtained by subtracting the threshold value Fc0 from the control repulsive force Fc calculated in step S570 is newly set as the control repulsive force Fc. If Fc ≦ Fc0, the process proceeds to step S5807, and the control repulsive force Fc = 0 is set. On the other hand, when a negative determination is made in step S5803 or S5804 and the braking / driving force control by the system is performed based on the inter-vehicle time THW, or when it is determined that there is no override, the control repulsive force Fc calculated in step S570 is determined. Use as is.

  After correcting the control repulsive force Fc in step S580 as described above, the process proceeds to step S590, and the control repulsive force Fda obtained in step S580 and the driver requested drive force Fda corresponding to the accelerator pedal operation amount SA are used to determine the braking / driving force. Correction amounts ΔDa and ΔDb are calculated. The processing in steps S590 to S620 is the same as steps S190 to S220 in the flowchart of FIG.

  The operation of the vehicle driving assistance device according to the fifth embodiment will be described with reference to FIG. FIG. 33 shows the change over time of the control repulsive force Fc in a state where the relative speed Vr between the host vehicle and the preceding vehicle is large and the host vehicle is approaching the preceding vehicle. As the host vehicle approaches the preceding vehicle, the control repulsive force Fc gradually increases. When this control repulsive force Fc is calculated based on the margin time TTC between the host vehicle and the preceding vehicle, if it is determined that there is an override at time t1, the control repulsive force Fc is discontinuous for the threshold value Fc0. To drop.

  When the host vehicle approaches the preceding vehicle, the driving force generated in the host vehicle decreases or the braking force increases as the control repulsive force Fc increases. For example, the driver tries to pass the preceding vehicle. When the accelerator pedal 61 is depressed, an increase in driving force generated in the host vehicle is suppressed. Therefore, by correcting the control repulsive force Fc as described above, the amount of decrease in driving force or the amount of increase in braking force generated in the host vehicle is suppressed, so when the accelerator pedal 61 is depressed for overtaking or the like. Therefore, it is possible to perform control without causing trouble to the driver.

Thus, the following effects can be obtained in the fifth embodiment described above.
(1) The controller 50 calculates a risk potential representing the possibility of contact between the host vehicle and the obstacle based on the obstacle detection result in front of the host vehicle and the detection result of the running state of the host vehicle. The controller 50 increases / decreases the braking / driving force generated in the vehicle based on the risk potential (increase / decrease function), determines whether the calculated risk potential satisfies a predetermined condition, and based on the risk potential satisfying the predetermined condition. The acceleration generated in the host vehicle is increased based on the additional operation amount operated on the vehicle operating device when the driving force is reduced (acceleration increasing function). As a result, the braking / driving force is changed to give the driver a sense of deceleration, and the risk potential is transmitted to the driver, and when the driving force is reduced, the driver adds operation of the vehicle operating device to control the system. When intervening in the vehicle, acceleration according to the driver's intention to accelerate can be realized.
(2) The controller 50 calculates the first risk degree based on the margin time TTC between the host vehicle and the front obstacle and the second risk degree based on the inter-vehicle time, respectively, and the first risk degree and the second risk degree A risk potential representing the potential risk level of the vehicle is calculated from the risk level. When the first risk degree is larger than the second risk degree, it is determined that the risk potential satisfies a predetermined condition, and the acceleration increasing function is executed. Specifically, the control repulsive force Fc2 based on the margin time TTC and the control repulsive force Fc1 based on the inter-vehicle time THW correspond to the first risk degree and the second risk degree, respectively, and the control repulsive forces Fc1 and Fc2 are large. This value corresponds to the risk potential. As a result, the acceleration increasing function is executed when the first risk degree calculated using the relative speed Vr between the host vehicle and the preceding vehicle is dominant. It is possible to perform control without giving.

<< Sixth Embodiment >>
The vehicle driving operation assistance device according to the sixth embodiment of the present invention will be described below. The basic configuration of the vehicle driving assistance device according to the sixth embodiment is the same as that of the first embodiment described above. Here, differences from the above-described fifth embodiment will be mainly described.

  In the sixth embodiment, when the relative speed Vr between the host vehicle and the preceding vehicle is large and the host vehicle is approaching the preceding vehicle, and it is determined that the system is overridden, the driver requested driving force Fda is corrected in the increasing direction.

  The operation of the driving assistance device for a vehicle according to the sixth embodiment will be described in detail with reference to FIG. FIG. 34 is a flowchart of the processing procedure of the driving assist control processing in the controller 50 of the sixth embodiment. This processing content is continuously performed at regular intervals, for example, every 50 msec. After calculating the control repulsive force Fc in step S570, the process proceeds to step S580A to correct the driving force characteristic. This process will be described with reference to the flowchart of FIG.

The processing from step S5811 to S5815 is the same as the processing from step S5801 to S5805 in the flowchart of FIG. If Fc> Fc0 is determined in step S5815, the process proceeds to step S5816. In step S5816, a value corresponding to the threshold value Fc0, for example, a value corresponding to an acceleration of 0.7 m / s ² is added to the driver required driving force Fda calculated from the same map as in FIG. 5 according to the accelerator pedal operation amount SA. The added value (Fda + Fc0) is set as the driver required driving force Fda. The acceleration of 0.7 m / s ² is about 1200 N when the vehicle weight is 1700 kg.

  If Fc ≦ Fc0, the process advances to step S5817 to set a value corresponding to the control repulsive force Fc as the driver required driving force Fda. As described above, the driver requested driving force Fda is corrected to increase so that the increase amount of the driver requested driving force Fda does not exceed the control repulsive force Fc at that time, that is, with the control repulsive force Fc as the upper limit. On the other hand, if a negative determination is made in step S5812, S5813, or S5814, the process proceeds to step S5818, and the driver required driving force Fda is calculated based on the accelerator pedal operation amount SA according to the map similar to FIG.

  After calculating the driver required driving force Fda in step S580A in this way, the process proceeds to step S590, and the braking / driving force correction amount ΔDa using the control repulsive force Fc calculated in step S570 and the driver required driving force Fda calculated in step S580A. , ΔDb is calculated. The processing in steps S590 to S620 is the same as steps S190 to S220 in the flowchart of FIG.

  The operation of the vehicle driving assistance device according to the sixth embodiment will be described with reference to FIGS. 36 (a) and 36 (b) show the time change of the control repulsive force Fc and the time of the driver required driving force Fda when the relative speed Vr between the own vehicle and the preceding vehicle is large and the own vehicle is approaching the preceding vehicle. Each change is shown. As the host vehicle approaches the preceding vehicle, the control repulsive force Fc gradually increases. At this time, it is assumed that the driver requested driving force Fda corresponding to the accelerator pedal operation amount SA is substantially constant.

  When the accelerator pedal 61 is depressed at time t1 and it is determined that there is an override, the driver required driving force Fda is indicated by a solid line as compared with a value corresponding to the accelerator pedal operation amount SA indicated by a dotted line in FIG. Thus, it is corrected in the increasing direction. As shown in FIG. 36 (a), the control repulsive force Fc increases even after it is determined that there is an override, but since the driver required driving force Fda is corrected in the increasing direction, the driving generated in the host vehicle. The amount of decrease in force or increase in braking force is suppressed. That is, the same effect as when the control repulsive force Fc is reduced as shown by the broken line can be obtained as in the fifth embodiment described above.

<< Seventh Embodiment >>
The vehicle driving operation assistance device according to the seventh embodiment of the present invention will be described below. The basic configuration of the vehicular driving assist device according to the seventh embodiment is the same as that of the first embodiment described above. Here, differences from the above-described fifth embodiment will be mainly described.

  In the seventh embodiment, when it is determined that the system is overridden in a state where the relative speed Vr between the host vehicle and the preceding vehicle is large and the host vehicle is approaching the preceding vehicle, a predetermined time has elapsed. The control repulsive force Fc is corrected until

  The correction process of the control repulsive force Fc in the seventh embodiment will be described using the flowchart of FIG. This process is performed in step S580 of the flowchart shown in FIG. The processing from step S5821 to S5824 is the same as the processing from step S5801 to S5804 in the flowchart of FIG.

  If it is determined in step S5824 that there is an override, the process proceeds to step S5825, and it is determined whether or not the elapsed time from the first determination that there is an override is greater than a predetermined time T0. Here, the predetermined time T0 indicates a period in which the control repulsive force Fc is corrected at the time of override, and an appropriate time is set in advance so that the control repulsive force Fc can be corrected so as not to bother the driver at the time of override. Set it.

  If the predetermined time T0 has elapsed since step S5825 was determined to be affirmative and it was determined that there was an override, the control repulsive force Fc is not corrected. On the other hand, if it is determined that there is an override and the predetermined time T0 has not yet elapsed, the process proceeds to step S5826, and the control repulsive force Fc is compared with the predetermined value Fc0. The processing after step S5826 is the same as the processing after step S5805 of FIG.

  In this way, by correcting the control repulsive force Fc only for a predetermined time T0 from the time of the override determination, it is possible to reduce bothersomeness at the time of the driver's intervention and to transmit the risk potential around the host vehicle. It becomes possible.

  Of course, the seventh embodiment can be performed in combination with the first to sixth embodiments described above. That is, the driving force characteristic is corrected until a predetermined time T0 has elapsed since the override determination. This also makes it possible to perform control that respects the driver's acceleration intention at the time of override, and to promptly transmit risk potential after a predetermined time T0 has elapsed.

  In the first to seventh embodiments described above, the radar device 10 and the obstacle detection device 40 function as obstacle detection means, the vehicle speed sensor 20 functions as travel state detection means, and the controllers 50 and 50A. It can function as risk potential calculation means and processing means. The driving force control device 70 and the braking force control device 90 function as braking / driving force control means, the accelerator pedal stroke sensor 62 and the steering angle sensor 30 function as operation amount detection means, and the accelerator pedal reaction force generation device 60 It can function as an operation reaction force control means. In the first to seventh embodiments described above, the example in which the laser radar is used as the radar apparatus 10 has been described. Of course, another type of radar apparatus such as a millimeter wave radar may be used instead of the laser radar. Is possible. 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 figure explaining the ranging principle of a radar apparatus. The figure which shows an example of the detection result by a radar apparatus. The figure explaining a driving force control apparatus. The figure which shows the relationship between an accelerator pedal operation amount and a request | requirement driving force. The figure explaining a braking force control device. The figure which shows the relationship between the amount of brake pedal operations, and a request | requirement braking force. The flowchart which shows the process sequence of the driving operation assistance control program in 1st Embodiment. The figure explaining the calculation method of the predicted course of the own vehicle. The figure explaining the calculation method of the predicted course of the own vehicle. (A) (b) The figure explaining the concept of braking / driving force control. The flowchart which shows the process sequence of the repulsive force calculation process of a virtual elastic body. The flowchart which shows the process sequence of a driving force characteristic calculation process. The flowchart which shows the process sequence of an override determination process. The figure explaining the calculation method of driver required driving force variation | change_quantity. The flowchart which shows the process sequence of a braking / driving force correction amount calculation process. The figure which shows the relationship between control repulsive force and an accelerator pedal reaction force command value. The figure explaining the effect | action of 1st Embodiment. The flowchart which shows the process sequence of the driving force characteristic calculation process in 2nd Embodiment. The figure which shows the relationship between the difference of an accelerator pedal operation amount, and a driving torque coefficient. The figure which shows the relationship between the accelerator pedal reaction force command value at the time of override determination, and a drive torque coefficient. The figure explaining the effect | action of the modification 1 of 2nd Embodiment. The figure which shows the relationship between the accelerator pedal operation amount at the time of an override determination, and a drive torque coefficient. The figure which shows the relationship between the distance between vehicles at the time of override determination, and a drive torque coefficient. The figure which shows the relationship between the relative speed at the time of an override determination, and a drive torque coefficient. The figure which shows the relationship between the own vehicle speed at the time of override determination, and a drive torque coefficient. The flowchart which shows the process sequence of the override determination process in 3rd Embodiment. The flowchart which shows the process sequence of the override determination process in the modification of 3rd Embodiment. The system diagram of the driving assistance device for vehicles by a 4th embodiment. The flowchart which shows the process sequence of the driving operation assistance control program in 4th Embodiment. The flowchart which shows the process sequence of the driving operation assistance control program in 5th Embodiment. The flowchart which shows the process sequence of the control repulsive force correction process in 5th Embodiment. The figure explaining the effect | action of 5th Embodiment. The flowchart which shows the process sequence of the driving operation assistance control program in 6th Embodiment. 20 is a flowchart illustrating a processing procedure of driving force characteristic correction processing according to the sixth embodiment. (A) (b) The figure explaining the effect | action of 6th Embodiment. The flowchart which shows the process sequence of the control repulsive force correction process in 7th Embodiment.

Explanation of symbols

10: Radar device 20: Vehicle speed sensor 30: Rudder angle sensor 40: Obstacle detection device 50, 50A: Controller 60: Accelerator pedal reaction force generator 61: Accelerator pedal 62: Accelerator pedal stroke sensor 70: Driving force controller 90: Braking force control device 91: Brake pedal

Claims (6)

Obstacle detection means for detecting an obstacle ahead of the host vehicle;
Traveling state detecting means for detecting the traveling state of the host vehicle;
Risk potential calculation means for calculating a risk potential related to the possibility of contact between the host vehicle and the obstacle based on detection results by the obstacle detection means and the traveling state detection means;
Braking / driving force control means for controlling braking / driving force generated in the host vehicle;
An operation reaction force control means for controlling an operation reaction force generated in the accelerator pedal in accordance with the risk potential;
An operation amount detecting means for detecting an operation amount of the vehicle operating device by the driver;
Determination means for determining an intervention operation of the driver under control based on an additional operation amount operated on the vehicle operating device after the start of control based on the risk potential;
An increase / decrease function for controlling the braking / driving force control means and increasing / decreasing the braking / driving force based on the risk potential calculated by the risk potential calculating means, and the driving force is reduced based on the risk potential. Sometimes when the determination means determines that the intervention operation is present, the driving force is reduced in a region between the driving force that has been reduced based on the risk potential and the driving force that has not been reduced. And a processing means having an adjustment function for adjusting in the increasing direction,
In the adjustment function, the processing means is configured to increase the driving force as the operation reaction force increases based on the operation reaction force generated in the accelerator pedal according to the risk potential. A driving operation assisting device for a vehicle characterized by determining an amount. The vehicle driving assistance device according to claim 1,
The vehicle operation assisting device according to claim 1, wherein the operation amount detection means detects an operation amount of an accelerator pedal as the operation amount of the vehicle operation device. The vehicle driving assistance device according to claim 1,
The operation amount detection means detects a steering angle of a steering wheel as the operation amount of the vehicle operation device. In the driving assistance device for vehicles according to any one of claims 1 to 3,
The vehicular driving operation assisting apparatus, wherein the processing means executes the adjustment function until a predetermined time elapses after the additional operation amount is added. Detecting obstacles ahead of the vehicle and the running state of the vehicle,
Based on the detection result of the obstacle and the running state, a risk potential relating to the possibility of contact between the host vehicle and the obstacle is calculated,
Controls the braking / driving force generated in the vehicle,
Control the reaction force generated in the accelerator pedal according to the risk potential,
Detects the amount of operation of the vehicle operating device by the driver,
Based on the additional operation amount that operated the vehicle operating device after the start of control based on the risk potential, determine the driver's intervention operation during the control,
The braking / driving force is increased / decreased based on the risk potential, and when it is determined that the intervention operation is performed when the driving force is decreased based on the risk potential, the braking / driving force is decreased based on the risk potential. In the region between the subsequent driving force and the driving force when not reduced, the driving force is adjusted in an increasing direction,
The adjustment in the increasing direction of the driving force is based on the operation reaction force generated in the accelerator pedal according to the risk potential so that the increase amount of the drive force increases as the operation reaction force increases. A driving operation assisting method for a vehicle, characterized in that an increase amount is determined. A vehicle comprising the vehicular driving assist device according to any one of claims 1 to 4.

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