JP5028789B2 - Driving assistance device for vehicle - Google Patents

Description

  The present invention relates to a vehicular driving operation assist device, and more particularly to a vehicular driving operation assist device that controls a pedal effort required to depress an accelerator pedal based on a speed limit of a road.

  A driver of a vehicle such as an automobile controls the vehicle speed by operating an accelerator pedal and a brake pedal in order to travel suitable for various road conditions such as a life road, a main road such as a national road, and a highway. . When a driving vehicle enters an automobile-only road with a high speed limit such as a highway, rapid acceleration is required to merge with the flow of the vehicle traveling at a high speed, and to maintain a high speed thereafter The driver needs to maintain the depression amount of the accelerator pedal in a predetermined state. On the other hand, when the vehicle moves from a highway to a general road such as a national road with a lower speed limit, the speed limit may be exceeded if the amount of depression of the accelerator pedal is maintained when driving on the highway. Therefore, the driver needs to pay attention to driving such as consciously reducing the amount of depression of the accelerator pedal.

Rather than relying on the driver's attention to prevent such a tendency to exceed the speed limit, there is a vehicle driving assistance device that is realized by the vehicle automatically controlling the vehicle speed. Use to identify the current position of the vehicle in the light of map data, and based on information such as speed limit and temporary stop regulation at the specified point, or road surface conditions such as freezing of the road surface obtained by other sensors, etc. Devices that control the speed of the host vehicle based on the above information are known.
JP 2005-173909 A

  However, the invention described in Patent Document 1 increases the reaction force of the accelerator pedal only when the vehicle speed exceeds a predetermined speed such as a speed limit, but when the vehicle speed is less than the predetermined speed. Does not increase the reaction force of the accelerator pedal and can only be dealt with after the fact. As a result, the vehicle speed tends to exceed the predetermined speed.

  In view of the above problems, an object of the present invention is to provide a vehicular driving assist device that increases or decreases a pedaling force required to depress an accelerator pedal according to a speed limit or the like regardless of the speed of the vehicle.

  In order to achieve the above object, a vehicle driving assistance device according to a first aspect of the present invention includes a speed limit detecting means for detecting a speed limit of a road on which the vehicle travels, and a speed limit detected by the speed limit detecting means. And a pedal force control means for increasing / decreasing the pedal force required to depress the accelerator pedal.

  Further, the second invention is a vehicle driving operation assisting device according to the first invention, wherein the pedaling force control means is provided when the speed limit detected by the speed limit detecting means is lower than a predetermined speed. The stepping force required to depress the accelerator pedal is increased.

  A third aspect of the invention is the vehicle driving assistance device according to the first or second aspect of the invention, wherein the pedaling force control means is configured such that the speed limit detected by the speed limit detecting means is greater than a predetermined speed. When it is high, the pedal force required to depress the accelerator pedal is reduced.

  A fourth aspect of the present invention is the vehicular driving operation assisting device according to the first to third aspects of the present invention, wherein the pedaling force control means is configured such that when the vehicle speed is higher than a predetermined speed, the accelerator opening degree It is characterized in that the rate of increase in the pedaling force required to depress the accelerator pedal that increases with the increase in the pedal is changed.

  According to a fifth aspect of the present invention, there is provided a driving assistance device for a vehicle, wherein a speed limit detecting means for detecting a speed limit of a road on which the vehicle travels, and a speed of the vehicle satisfying the speed limit detected by the speed limit detecting means. And a pedal force control means for reducing the pedal force required to depress the accelerator pedal when there is no pedal.

  According to the present invention, it is possible to provide a vehicular driving operation assisting device that increases or decreases a pedaling force required to depress an accelerator pedal according to a speed limit or the like regardless of the speed of the vehicle.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a diagram illustrating a configuration example of a vehicle driving assistance device according to the present invention. The vehicle driving assist device 100 includes a control unit 1 and a reaction force actuator 2, and is connected to an ETC (Electronic Toll Collection System) ECU (Electronic Control Unit) 3, a navigation system 4, and a vehicle speed sensor 5.

  The control unit 1 has speed limit detection means 10 and pedal force control means 11, ROM (Read Only Memory), RAM (Random Access Memory), and CPU (Central Processing Unit) (not shown), which are stored in the ROM. The program is expanded in the RAM and the CPU executes the above-described means.

  The reaction force actuator 2 is a device that generates a force against the depression force of the accelerator pedal. When the reaction force is increased, a large depression force is required to depress the accelerator pedal, making it difficult for the driver to depress the accelerator pedal. On the other hand, when the reaction force is reduced, the pedaling force required to depress the accelerator pedal can be reduced, and the driver can easily depress the accelerator. The reaction force actuator 2 controls the reaction force according to the signal received from the control unit 1.

  The ETC ECU 3 detects the passage of the ETC gate and transmits information related to the passage of the ETC gate to the control unit 1. The speed limit detecting means 10 of the control unit 1 determines whether the host vehicle will travel on a highway or the like or a general road based on a signal from the ETC ECU 3, and detects the speed limit. Here, the “speed limit” means the legally limited speed set for national roads, prefectural roads, etc., the exact speed limit specific to the road being passed, or a predetermined value is added to or subtracted from the speed limit. In addition to the equal speed, it may be a speed level of about three stages, low speed, medium speed, or high speed.

  The navigation system 4 includes a GPS (Global Positioning System) 40, a display 41, and an HDD 42, and detects where the vehicle is located on the map. The GPS 40 is a system that receives a signal from an artificial satellite and measures the longitude, latitude, and altitude of the host vehicle. The display 41 displays map data stored in the HDD 42 and displays position information acquired by the GPS 40. Display on the map. In addition to the map information, the HDD 42 has travel regulation information such as speed limit, temporary stop, and one-way traffic. The speed limit detecting means 10 of the control unit 1 can detect the speed limit of the road on which the vehicle is traveling based on the information from the navigation system 4. In this case, the speed limit detection means 10 can read out a specific speed limit determined for a road that is passing from the map information or the like, and can be used for traffic jam information such as VICS (Vehicle Information and Communication System) and weather information. Based on this, the speed limit temporarily restricted can be read out.

  The vehicle speed sensor 5 is attached to the drive shaft, measures the speed of the vehicle, and transmits vehicle speed information to the control unit 1. The vehicle speed information measured by the vehicle speed sensor 5 is used to control the force against the pedal effort of the accelerator pedal by the reaction force actuator 2.

  FIG. 2 is a flowchart showing a flow of processing in which the vehicle driving operation assistance device 100 controls the reaction force actuator 2. FIG. 2 (A) shows the flow of processing for changing the rate of increase in the pedal effort required to depress the accelerator pedal based on the vehicle speed. Note that the pedal effort required to depress the accelerator pedal increases as the accelerator opening increases, and the rate of increase refers to the slope of the increasing tendency.

  On the other hand, FIG. 2 (B) shows the flow of processing when increasing the pedaling force required to depress the accelerator pedal regardless of the host vehicle speed, and FIG. 2 (C) shows the accelerator pedal regardless of the host vehicle speed. The flow of a process in the case of reducing the treading force required for stepping on is shown. The processing shown in FIG. 2 (B) and FIG. 2 (C) changes the stepping force required to depress the accelerator pedal and does not change the rate of increase, but changes the rate of increase. There may be.

  Note that the controller 1 determines whether the speed limit detected by the speed limit detecting means 10 is higher or lower than the predetermined speed for switching whether to increase or decrease the pedal force required to depress the accelerator pedal. Is done.

  Here, the “predetermined speed” is a speed set in advance by the vehicular driving operation assisting apparatus 100 and can be changed. Note that the “predetermined speed” may have different values depending on whether the pedal force required to depress the accelerator pedal is increased or decreased.

  Hereinafter, the details of the process in which the vehicle driving assistance device 100 controls the reaction force actuator 2 will be described.

  In FIG. 2A, when the vehicle driving assistance device 100 receives a signal from the ETC ECU 3 and detects that the vehicle has passed through the exit gate of the ETC (YES in step S1), the speed limit is set. The detection means 10 detects that the host vehicle will travel on a general road and the speed limit will be 60 km / h, for example. The speed limit detecting means 10 may detect the speed limit based on information from the navigation system. In this case, compared to detection by ETC, the navigation system is more likely to misjudge that the vehicle has exited the expressway even though the vehicle has not exited the expressway due to the positioning error. The detection accuracy can be improved by adding that the vehicle is on the road (hereinafter referred to as “rampway”) between the main road of the expressway and the exit toll gate. Since the ramp way has a curve with a predetermined distance and a predetermined curvature, the speed limit detecting means 10 can detect the ramp way based on the traveling locus of the own vehicle detected by the gyro sensor or the like even if a positioning error exists in the navigation system. It is because it can recognize.

  Thereafter, the control unit 1 compares the host vehicle speed with the speed limit (60 Km / h) of the road on which the host vehicle is traveling while monitoring the host vehicle speed (step S2). When the host vehicle speed is equal to or higher than the speed limit (YES in step S2), the control unit 1 causes the pedal force control means 11 to transmit a signal to the reaction force actuator 2, and the rate of increase in the pedal force required to depress the accelerator pedal. Is increased (step S3), and the process is terminated. Note that the control unit 1 may control the pedal force control means 11 so that, for example, the pedaling force required to depress the accelerator pedal is increased from the normal time, regardless of the host vehicle speed.

  Thereby, when getting off from a highway to a general road, it is possible to prevent the speed from being deviated from being overspeeded by increasing the depression force of the accelerator pedal. Furthermore, when the host vehicle speed exceeds the speed limit, the excessive speed can be suppressed by further increasing the depression force of the accelerator pedal.

  On the other hand, when the host vehicle speed is less than the speed limit (NO in step S2), the control unit 1 ends the process without causing the pedal force control means 11 to transmit a signal. In this case, the control unit 1 may control the pedaling force control means 11 so as to reduce the pedaling force required to depress the accelerator pedal as compared with normal. As a result, the vehicular driving assist device 100 can quickly accelerate the vehicle to the speed limit and smoothly join the traffic flow of the other vehicle.

  Next, another processing flow in which the vehicle driving assistance device 100 controls the reaction force actuator 2 will be described.

  In FIG. 2 (B), as in FIG. 2 (A), the vehicle driving assist device 100 receives a signal from the ETC ECU 3 and detects that the vehicle has passed through the ETC exit gate ( In step S11, YES), the speed limit detecting means 10 detects that the host vehicle is going off the expressway and traveling on a general road.

  Thereafter, regardless of the vehicle speed, the control unit 1 causes the pedal force control means 11 to transmit a signal to the reaction force actuator 2 to increase the pedal force required to depress the accelerator pedal (step S12).

  Thereby, when getting off from a highway to a general road, it is possible to prevent the speed from being deviated from being overspeeded by increasing the depression force of the accelerator pedal.

  Thereafter, the control unit 1 measures the time after the pedal force control means 11 transmits a signal to the reaction force actuator 2 (step S13), and when the predetermined time has elapsed (YES in step S13), the pedal force control means. 11 to transmit a signal to the reaction force actuator 2 to end the control to increase the pedaling force required to depress the accelerator pedal (step S14), and the process is terminated. Until the predetermined time has elapsed (NO in step S13), the control unit 1 continues to control the reaction force actuator 2 so as to increase the pedaling force required for the accelerator pedal to be depressed.

  The reason why the control by the reaction force actuator 2 is terminated after a predetermined time elapses is that it is considered that the shift in the speed sensation is resolved when the predetermined time elapses after getting off from the highway to the general road. This process may be executed in FIG.

  Next, a flow of still another process in which the vehicle driving assistance device 100 controls the reaction force actuator 2 will be described.

  In FIG. 2C, when the vehicle driving assistance device 100 receives a signal from the ETC ECU 3 and detects that the vehicle has passed the ETC entrance gate (YES in step S21), the speed limit is set. The detection means 10 detects that the host vehicle will travel on the highway and the speed limit is 100 km / h, for example.

  Thereafter, regardless of the vehicle speed, the control unit 1 causes the pedal force control means 11 to transmit a signal to the reaction force actuator 2 to reduce the pedal force required to depress the accelerator pedal (step S22).

  Thereby, when entering an expressway from a general road, acceleration to a speed suitable for the expressway can be promoted by facilitating depression of the accelerator pedal.

  Thereafter, the control unit 1 measures the time after the pedal force control means 11 transmits a signal to the reaction force actuator 2 (step S23), and when the predetermined time has elapsed (YES in step S23), the pedal force control means. 11 to transmit a signal to the reaction force actuator 2 to end the control for reducing the pedaling force required to depress the accelerator pedal (step S24), and the process is terminated. Until the predetermined time elapses (NO in step S23), the control unit 1 continues to control the reaction force actuator 2 so as to reduce the pedaling force required to depress the accelerator pedal.

  Next, a control pattern when the vehicle driving assistance device 100 controls the reaction force actuator 2 will be described.

  FIG. 3 is a graph showing the relationship between the reaction force generated by the reaction force actuator 2 and the accelerator opening, and is a graph showing a control pattern of the reaction force actuator 2. Here, the accelerator opening is approximately proportional to the amount of depression of the accelerator pedal.

  FIGS. 3A to 3D are examples of control patterns in the case where the pedaling force required to depress the accelerator pedal is increased. FIGS. 3E to 3G are pedaling forces required to depress the accelerator pedal. It is an example of the control pattern in the case of reducing. A line S indicated by a dotted line is a line segment indicating the relationship between the reaction force of the accelerator pedal and the accelerator opening, and is a standard line segment when the reaction force actuator 2 is not operated (hereinafter referred to as “standard reaction force”). ").

  First, a description will be given of a case where the depressing force required to depress the accelerator pedal is increased.

  In the control pattern of the reaction force actuator 2 shown in FIG. 3A, the point P indicates a point where the host vehicle speed exceeds a predetermined speed, and the line segment H1 indicates the relationship between the reaction force of the accelerator pedal and the accelerator opening. It is a line segment which shows. The reaction force of the accelerator pedal is larger than the standard reaction force even when the host vehicle speed is less than the predetermined speed. However, when the accelerator opening is increased beyond the point P, the difference As a result, the line segment H1 indicates that the rate of increase of the reaction force of the accelerator pedal is remarkably increased. Thereafter, when the accelerator opening is further increased, the rate of increase in the reaction force of the accelerator pedal is reduced to the original rate of increase, thereby allowing smooth acceleration of the vehicle. As described above, when the host vehicle speed exceeds the predetermined speed, the reaction force of the accelerator pedal is suddenly increased so that the driver can recognize that the host vehicle has reached the predetermined speed, and the vehicle speed is set to the predetermined speed. It can be kept within speed. Here, the “predetermined speed” may be a speed limit of a road on which the vehicle passes, and may be a speed based on the speed limit, such as the speed limit + 10 km / h.

  Further, in the control pattern of the reaction force actuator 2 shown in FIG. 3B, the line segment H2 shows that the reaction force of the controlled accelerator pedal is larger than the standard reaction force regardless of the vehicle speed. This indicates that the difference increases as the accelerator opening increases. In this way, by increasing the rate of increase of the reaction force of the accelerator pedal, which increases as the accelerator opening becomes larger than the rate of increase in the case of the standard reaction force, it becomes difficult to accelerate the vehicle and make the vehicle speed aware. Can be. Further, by increasing the reaction force of the accelerator pedal irrespective of the vehicle speed, the vehicle speed can be made conscious even when the vehicle speed is low.

  Further, in the control pattern of the reaction force actuator 2 shown in FIG. 3C, the line segment H3 indicates that the reaction force of the controlled accelerator pedal is smaller than the standard reaction force regardless of the vehicle speed and the accelerator opening. Indicates that it is larger by a certain amount. In this case, the increase rate of the reaction force of the controlled accelerator pedal and the standard reaction force is the same. Thus, by uniformly increasing the reaction force of the accelerator pedal, the driver can recognize that it is difficult to depress the accelerator, and the vehicle speed can be prevented from exceeding the speed limit.

  Further, in the control pattern of the reaction force actuator 2 shown in FIG. 3D, the line segment H4 has a reaction force of the controlled accelerator pedal that is larger than the standard reaction force by a predetermined amount regardless of the vehicle speed. This indicates that the rate of increase is not constant and may decrease. Thus, by increasing or decreasing the rate of increase in the reaction force of the accelerator pedal in accordance with the change in the accelerator opening, it is possible to give the driver a sense of incongruity and to prompt the driver's attention.

  As described above, the control to increase the depressing force required to depress the accelerator pedal is over speed due to the increase in the depressing force of the accelerator pedal when the vehicle gets off the expressway and shifts to a general road. Can be prevented.

  Next, a description will be given of a case where the pedaling force required to depress the accelerator pedal is reduced.

  In the control pattern of the reaction force actuator 2 shown in FIG. 3E, the line segment L1 shows that the reaction force of the controlled accelerator pedal is smaller than the standard reaction force regardless of the vehicle speed. It shows that the difference in reaction force of the accelerator pedal increases as the opening degree increases. Thus, the acceleration of the own vehicle can be facilitated by reducing the increasing rate of the reaction force of the accelerator pedal.

  In the control pattern of the reaction force actuator 2 shown in FIG. 3 (F), the line segment L2 indicates that the reaction force of the controlled accelerator pedal is a fixed amount compared to the standard reaction force regardless of the vehicle speed. Indicates small. In this way, by reducing the reaction force of the accelerator pedal uniformly, the driver can recognize that the accelerator is easy to be depressed, and the vehicle can be accelerated quickly.

  Further, in the control pattern of the reaction force actuator 2 shown in FIG. 3 (G), the line segment L3 has the same reaction force of the controlled accelerator pedal as the standard reaction force until a predetermined accelerator opening, If the accelerator opening (predetermined speed) is exceeded, the increase rate of the reaction force of the accelerator pedal is reduced. Thus, by reducing the increase rate of the reaction force of the accelerator pedal at a predetermined accelerator opening or more, the driver can recognize that the speed of the host vehicle has reached the predetermined speed, and in the high speed range. Acceleration can be facilitated. Here, the “predetermined speed” may be a speed limit of a road on which the vehicle passes, and may be a speed based on the speed limit, such as the speed limit + 10 km / h.

  As described above, the control to reduce the pedaling force required to depress the accelerator pedal allows smooth transition to high-speed driving by reducing the pedaling force of the accelerator pedal when the vehicle moves from a general road to a highway. To.

  As described above, the reaction force actuator 2 controls the reaction force of the accelerator pedal in various patterns when the own vehicle moves from the highway to the general road or when the vehicle moves from the general road to the highway. The accelerator pedal depressing force is increased to prevent the speed perception from becoming excessive, or the accelerator pedal depressing force is reduced to enable smooth transition to high speed running.

  FIG. 4 is a graph showing the relationship between the reaction force generated by the reaction force actuator 2 and time, and is a graph showing the control pattern of the reaction force actuator 2. A line segment indicated by a dotted line indicates the reaction force of the accelerator pedal when the reaction force actuator 2 does not operate. As described above, the reaction force actuator 2 increases or decreases the reaction force of the accelerator pedal periodically for a predetermined period when the own vehicle moves from the highway to a general road, thereby realizing the driver's awareness. By concentrating on the change in the reaction force of the accelerator pedal and raising the consciousness of the speed, it is possible to prevent the speed perception from becoming overspeed. In this case, when the driver is stepping on the accelerator pedal, the accelerator pedal reaction force increases periodically, so that the accelerator pedal is pushed back toward a smaller accelerator opening, and the vehicle speed is It will slow down.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  For example, in the above-described embodiment, the reaction force characteristic of the accelerator pedal is changed in accordance with the speed limit of the road on which the vehicle travels. However, traffic congestion information by VICS, road surface information by various sensors, driver's attention and fatigue, etc. The reaction force of the accelerator pedal may be controlled based on this information.

It is a figure which shows the structural example of the driving operation assistance apparatus for vehicles. It is a flowchart which shows the flow of a process in which the driving assistance device for vehicles controls a reaction force actuator. It is a graph which shows the relationship between the reaction force which a reaction force actuator generates, and accelerator opening. It is a graph which shows the relationship between reaction force which a reaction force actuator generates, and time.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Control part 2 Reaction force actuator 3 ECU for ETC
4 navigation system 5 vehicle speed sensor 10 speed limit detection means 11 pedal force control means 40 GPS
41 Display 42 HDD

Claims (5)

Transition detection means for detecting transition to roads with different speed limits,
Pedal force control means for increasing or decreasing the pedal force required to depress the accelerator pedal,
The pedaling force control means starts increasing or decreasing the pedaling force required to depress the accelerator pedal when accelerating the vehicle when the transition detecting means detects a transition to a road having a different speed limit;
A driving operation assisting device for a vehicle.   2. The pedaling force control unit according to claim 1, wherein the pedaling force control unit increases a pedaling force required to depress the accelerator pedal when the shift detection unit detects a shift to a road having a lower speed limit. Driving operation assist device for vehicles.   3. The pedaling force control unit according to claim 1, wherein when the shift detection unit detects a shift to a road having a higher speed limit, the pedaling force control unit reduces a pedaling force required to depress the accelerator pedal. The vehicle driving operation assistance device according to the description. It said depression force control unit, when the speed of the vehicle is higher than the speed limit of the road running of the vehicle, vary the rate of increase of pedal force required to depression of the accelerator pedal which increases with an increase in A Kuseru opening The driving operation assisting device for a vehicle according to any one of claims 1 to 3, wherein   The pedaling force control means ends the increase / decrease in the pedaling force required to depress the accelerator pedal when a predetermined time has elapsed after starting the increase / decrease in the pedaling force required to depress the accelerator pedal. The vehicle driving assistance device according to any one of claims 1 to 4.

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