JP5600907B2 - Vehicle operation assistance device, vehicle operation assistance method, and automobile - Google Patents

Description

  The present invention relates to a vehicle driving operation assistance device that assists a driver's operation, a vehicle driving operation assistance method, and an automobile.

As a conventional vehicle driving operation assistance device, a technique for avoiding an obstacle ahead of the host vehicle is known.
For example, in the technique described in Patent Document 1, when there is a puddle in the traveling direction of the host vehicle, the puddle is avoided by performing steering control.

JP 2007-14137 A

However, in the conventional techniques for avoiding obstacles ahead of the host vehicle including the technique described in Patent Document 1, the obstacle avoidance operation intended by the driver does not match the avoidance operation by the control of the device. In this case, the driver may feel uncomfortable with the avoidance operation by the control of the device. In particular, when the device performs different avoidance operations depending on obstacles, the driver feels more uncomfortable.
As described above, in the related art, there is a possibility that the driver cannot be appropriately assisted in driving the vehicle.
An object of the present invention is to assist a driver in driving a vehicle more appropriately.

In order to solve the above-described problems, a vehicle driving assistance device according to the present invention includes:
The obstacle discriminating unit discriminates the type of the obstacle detected by the obstacle detecting unit, and the virtual road surface setting unit sets a virtual road surface having an inclination angle based on the discrimination result of the obstacle discriminating unit. Further, the vehicle body control means controls the active suspension device in correspondence with the inclination angle of the virtual road surface set by the virtual road surface setting means, tilts the vehicle body, and the steering reaction force control means uses the obstacle detection means. The steering reaction force is controlled according to the detected degree of approach to the obstacle.

According to the present invention, when the obstacle avoidance assistance by the steering reaction force is performed, the vehicle body is tilted according to the type of the obstacle, so that the driver can easily understand the avoidance operation by the control of the device. Thereby, it can suppress that a driver | operator feels uncomfortable in the avoidance operation | movement by control of an apparatus.
Therefore, it is possible to assist the driver in driving the vehicle more appropriately.

It is a schematic block diagram of the motor vehicle 1A provided with the driving operation assistance apparatus 1 for vehicles which concerns on 1st Embodiment. It is a system configuration diagram showing a control system of the automobile 1A. It is a figure which shows the damping force calculation control map at the time of performing steering reaction force control. It is a figure which shows the specific structure of the active suspension mechanism which 1A of motor vehicles have. It is a flowchart which shows the risk parameter calculation process which the controller 50 performs. It is a flowchart which shows the driving operation assistance process which the controller 50 performs. Is a diagram showing the relationship between the distance to the lane marker steering reaction force T _R. It is a figure which shows the relationship between the inclination of a road surface, and the force which acts on a vehicle. It is a figure which shows the kind of obstruction. It is a control block diagram which shows a driving operation assistance process. It is a table which shows the outline | summary of operation | movement of the motor vehicle 1A. It is a figure which shows the state of the steering reaction force at the time of detecting a water pool as an obstruction, and the inclination state of the vehicle body. It is a figure which shows the steering reaction force at the time of detecting a falling object as an obstruction, and the state of the inclination of the vehicle body. It is a figure which shows the steering reaction force at the time of detecting a person as an obstruction, and the state of the inclination of the vehicle body 3. FIG. It is a flowchart which shows the driving operation assistance process in 2nd Embodiment.

Embodiments of an automobile to which the present invention is applied will be described below with reference to the drawings.
(First embodiment)
FIG. 1 is a schematic configuration diagram of an automobile 1A including a vehicle driving assistance device 1 according to a first embodiment of the present invention.
In FIG. 1, an automobile 1A includes wheels 2FR, 2FL, 2RR, 2RL, a vehicle body 3, an active suspension 4FR, 4FL, 4RR, 4RL installed between the vehicle body 3 and each wheel, and a steering wheel 5. And the steering device 6 installed between the steering wheel 5 and the steering wheels 2FR and 2FL, the accelerator pedal 7, the brake pedal 8, and the front and rear, left and right of the vehicle body 3, respectively, Cameras 9F, 9R, 9SR, and 9SL are provided, and signals from various devices mounted on the automobile 1A are input to a controller 50 described later.

FIG. 2 is a system configuration diagram showing a control system of the automobile 1A.
In FIG. 2, the control system of the automobile 1A includes a laser radar 10, cameras 9F, 9R, 9SR, 9SL, a vehicle speed sensor 30, a controller 50, a steering reaction force control device 60, and servo motors 61, 81, 91. A steering angle sensor 62, a steering actuator 63, an accelerator pedal reaction force control device 80, a brake pedal reaction force control device 90, a driving force control device 100, a braking force control device 110, an active type Actuators 120FR, 120FL, 120RR, 120RL, vehicle vertical acceleration detectors 130FR, 130FL, 130RR, 130RL, and a vehicle state detector 140, which are provided in the suspensions 4FR, 4FL, 4RR, 4RL, respectively, are provided.

  Of these, laser radar 10, cameras 9F, 9R, 9SR, 9SL, vehicle speed sensor 30, controller 50, steering reaction force control device 60, servo motors 61, 81, 91, rudder angle sensor 62, steering actuator 63, accelerator pedal reaction force control device 80, brake pedal reaction force control device 90, driving force control device 100, braking force control device 110, actuators 120FR, 120FL, 120RR, 120RL, vehicle body vertical acceleration detectors 130FR, 130FL, 130RR, 130RL and the vehicle state detector 140 constitute the vehicle driving assistance device 1 according to the present invention.

The laser radar 10 is attached to a grill part or a bumper part in front of the vehicle and scans infrared light pulses in the horizontal direction.
The laser radar 10 detects a reflected wave of an infrared light pulse reflected by a plurality of reflectors in front (usually the rear end of the front vehicle), and determines the distance between the plurality of front vehicles from the arrival time of the reflected wave. Detect the distance and its direction. The detected inter-vehicle distance and presence direction are output to the controller 50.
In the present embodiment, the presence direction of the front object can be expressed as a relative angle with respect to the front surface of the host vehicle. The forward area scanned by the laser radar 10 is about ± 6 deg with respect to the front of the host vehicle, and a forward object existing within this range is detected.
Further, the laser radar 10 detects not only the inter-vehicle distance to the vehicle ahead and the direction in which it is present, but also the relative distance to the obstacle such as a pedestrian or a fallen object existing in front of the host vehicle and the direction in which it exists.

  The camera 9F is an imaging device such as a small CCD (Charge Coupled Devices) camera or a CMOS (Complementary Metal Oxide Semiconductor) camera mounted on the upper part of the front window, and detects the situation of the road ahead as an image, and detects the detected image. Is output to the controller 50. The detection area by the camera 9F is about ± 30 deg in the horizontal direction, and the front road scenery included in this area is captured as an image.

  The cameras 9SR and 9SL are imaging devices such as small CCD cameras or CMOS cameras attached to the upper portions of the left and right rear doors. The cameras 9SR and 9SL detect the situation on the side of the host vehicle, particularly the situation on the adjacent lane, as an image, and output the detected image to the controller 50. Since the cameras 9SR and 9SL capture a wider area than the camera 9F that captures the front, the detection area is about ± 60 deg in the horizontal direction.

Furthermore, the camera 9 </ b> R is an imaging device such as a small CCD camera or a CMOS camera attached to the upper part of the rear window, detects the situation of the rear road as an image, and outputs the detected image to the controller 50. Similar to the camera 9F, the detection area by the camera 9R is about ± 30 deg in the horizontal direction, and the rear road scenery included in this area is captured as an image.
The vehicle speed sensor 30 detects the traveling vehicle speed of the host vehicle from the rotational speed of the wheels and outputs the detected vehicle speed to the controller 50.
The controller 50 is composed of a CPU (Central Processing Unit) and CPU peripheral components such as a ROM (Lead Only Memory) and a RAM (Random Access Memory), and the entire control system of the vehicle driving assistance device 1 and the automobile 1A. Take control.

The controller 50 determines the vehicle surroundings from the vehicle speed input from the vehicle speed sensor 30, the distance information input from the laser radar 10, and the image information around the vehicle input from the cameras 9F, 9R, 9SR, 9SL. Detect obstacle status.
The controller 50 detects an obstacle situation around the host vehicle by performing image processing on image information input from the cameras 9F, 9R, 9SR, and 9SL.
Here, the obstacle situation around the host vehicle includes the puddles and falling objects in front of the host vehicle, persons existing in the lane, the inter-vehicle distance to other vehicles traveling in front of the host vehicle, and the adjacent lane. The presence / absence and degree of approach of other vehicles approaching from behind, the left and right positions of the host vehicle with respect to the lane marker (lane identification line), that is, the relative position and angle, and the shape of the lane marker can be exemplified.

  The controller 50 calculates a risk parameter of the own vehicle for each obstacle (a physical quantity representing the degree of approach of the own vehicle to the obstacle) based on the detected obstacle situation. As will be described later, the controller 50 controls the vehicle in the left-right direction (control of the steering reaction force or the turning angle) and the control in the vertical direction (control of the suspension length of the active suspension) according to the risk parameter. Control for driving operation assistance.

Regarding the damping characteristics of the active suspensions 4FR, 4FL, 4RR, 4RL, the controller 50 controls the pressure of the damper provided in the active suspensions 4FR, 4FL, 4RR, 4RL or the suspension stroke.
That is, the controller 50 receives the vertical acceleration detection signals X ″ _{2FL to} X ″ _2RR output from the vehicle vertical acceleration detectors 130FR, 130FL, 130RR, and 130RL.
Then, the controller 50 multiplies the vehicle body vertical acceleration detection signal X ″ by a predetermined gain Km.

Further, the controller 50 multiplies the gain Kn set for the vehicle body vertical acceleration by the integral value ∫dt of the vehicle body vertical acceleration detection signal. Further, the controller 50 adds these multiplication results, and uses the addition results as command values for the hydraulic control actuators 120FR, 120FL, 120RR, 120RL in the dampers of the respective active suspensions 4FR, 4FL, 4RR, 4RL. .
Further, the controller 50 instructs the actuators 120FR, 120FL, 120RR, 120RL for hydraulic control in the dampers of the respective active suspensions 4FR, 4FL, 4RR, 4RL to have suspension lengths set according to the risk parameters. Output the value. Accordingly, the vehicle body 3 of the automobile 1A can be tilted according to the risk parameter calculated by the controller 50.

The steering reaction force control device 60 is incorporated in the steering system of the vehicle, and controls the torque generated by the servo motor 61 in response to a command from the controller 50. The servo motor 61 can control the torque generated according to the command value from the steering reaction force control device 60, and can control the steering reaction force generated when the driver operates the steering wheel to the target value.
Here, the controller 50 performs the steering reaction force control according to the risk parameter, but when the steering reaction force is applied according to the risk parameter, the damping force calculation control map shown in FIG. 3 can be used.

In this case, the steering angular speed theta 'and generated torque T _H, and calculates a damping force T _D to be added to the steering reaction force T _R. The damping force calculation control map, as shown in FIG. 3, the horizontal axis 'a, taken on the vertical axis of damping force T _D, respectively, the steering angular velocity theta' steering angular velocity theta increases in the positive direction from zero (0) Occasionally, this was reduced from proportionally damping force T _D is 0 (zero) in the negative direction, whereas, when the steering angular velocity theta 'decreases in the negative direction from 0 (zero) in proportion to the attenuation force T _D is set to increase in the positive direction from 0 (zero). Furthermore, as the generated torque T _H is large, and is configured to decrease rate of the damping force T _D with respect to the increase rate of the steering angular velocity theta '(or reduction rate) (or growth rate) increases.

The steering angle sensor 62 is an angle sensor or the like attached near the steering column or the steering wheel, detects the rotation of the steering shaft as a steering angle, and outputs it to the controller 50.
When the controller 50 tilts the vehicle body 3 according to the risk parameter, the steering actuator 63 drives the rack gear in the steering mechanism so that the steered wheels have a steering angle corresponding to the tilt.
The accelerator pedal 7 is provided with an accelerator pedal stroke sensor (not shown) that detects the amount of depression (operation amount) of the accelerator pedal 7. The accelerator pedal operation amount detected by the accelerator pedal stroke sensor is output to the controller 50.

The accelerator pedal reaction force control device 80 controls the torque generated by the servo motor 81 incorporated in the link mechanism of the accelerator pedal 82 in response to a command from the controller 50. The servo motor 81 controls the reaction force generated according to the command value from the accelerator pedal operation reaction force control device 80, and can control the pedal force generated when the driver operates the accelerator pedal 82 to a target value. it can.
The brake pedal 8 is provided with a brake pedal stroke sensor (not shown) that detects the amount of depression (operation amount). The brake pedal operation amount detected by the brake pedal stroke sensor is also output to the controller 50.

  The brake pedal reaction force control device 90 controls the brake assist force generated by the brake booster in accordance with a command from the controller 50. The brake booster can control the brake assist force generated according to the command value from the brake pedal reaction force control device 90, and can control the pedal force generated when the driver operates the brake pedal 8 to a target value. . The greater the brake assist force, the smaller the brake pedal operation reaction force, and the easier it is to depress the brake pedal 8.

The driving force control device 100 has an engine controller and controls the engine torque in accordance with a command from the controller 50.
The braking force control device 110 has a brake fluid pressure controller and controls the brake fluid pressure in accordance with a command from the controller 50.
The vehicle state detector 140 includes various sensors for detecting the state of the host vehicle, such as a lateral acceleration sensor, a yaw rate sensor, an accelerator opening sensor, a brake pressure sensor, and the detected lateral acceleration (hereinafter referred to as “lateral G” as appropriate). The detected values such as the yaw rate, the accelerator opening degree ACC, and the brake pressure BRK are output to the controller 50.

(Specific configuration of active suspension mechanism)
FIG. 4 is a diagram showing a specific configuration of the active suspension mechanism of the automobile 1A.
In FIG. 4, active suspensions 4FR, 4FL, 4RR, 4RL are active type interposed between a vehicle body side member 12 and a wheel side member 14 for individually supporting each wheel 2FR, 2FL, 2RR, 2RL. Suspension, actuators 120FR, 120FL, 120RR, 120RL, coil springs 16FR, 16FL, 16RR, 16RL, and hydraulic pressures for actuators 120FR, 120FL, 120RR, 120RL are controlled only in response to command values from the controller 50. Pressure control valves 17FR, 17FL, 17RR, and 17RL. The active suspensions 4FR, 4FL, 4RR, 4RL include a high-pressure side accumulator 28H connected in the middle of a hydraulic pipe 25 between the pressure control valves 17FL-17RR and the hydraulic power source 24, and the pressure control valves 17FL-17RR and the hydraulic pressure. A low pressure side accumulator 28L communicated with the hydraulic piping 27 between the cylinders 15FL to 15RR via a throttle valve 28V is provided.

  Here, each of the actuators 120FR, 120FL, 120RR, and 120RL has an upper pressure chamber B in which the cylinder tube 15a is attached to the vehicle body side member 12, the piston rod 15b is attached to the wheel side member 14, and is closed by the piston 15c. The hydraulic pressure inside is controlled by pressure control valves 17FL to 17RR. Each of the coil springs 16FL to 16RR is mounted in parallel with the actuators 120FR, 120FL, 120RR, and 120RL between the vehicle body side member 12 and the wheel side member 14 to support the static load of the vehicle body 3. The coil springs 16FL to 16RR may have a low spring constant that only supports the static load of the vehicle body 3.

When the pressure in the upper pressure chamber B increases (or decreases), the pressure control valves 17FL to 17RR depressurize (or increase) the pressure in the upper pressure chamber B accordingly, and the pressure control valves 17FL to 17RR The pressure increase (or pressure decrease in the upper pressure chamber B due to downward vibration input) is suppressed. Thereby, the vibration input transmitted to the vehicle body side member 14 can be reduced.
On the other hand, in the vehicle body 3, vehicle body vertical acceleration detectors 130FR, 130FL, 130RR, 130RL are disposed immediately above the wheels 2FR, 2FL, 2RR, 2RL, and these vehicle body vertical acceleration detectors 130FR, 130FL, 130RR, 130RL are disposed. Vehicle body vertical acceleration detection signals X ″ _{2FL to} X ″ _2RR are input to the controller 50.

The controller 50 includes a suspension control unit 50a that performs pressure control of the active suspensions 4FR, 4FL, 4RR, and 4RL.
The suspension control unit includes a gain adjustment function for multiplying the vehicle body vertical acceleration detection signals X ″ _{2FL to} X ″ _2RR by a predetermined gain Km, a predetermined gain Kn and the vehicle body vertical acceleration detection signals X ″ _{2FL to} X ″ _2RR, respectively. It has a vehicle body vertical speed calculation and gain adjustment function that multiplies the integral value 加 算 dt, and an addition function that adds the output of the gain adjustment function and vehicle vertical speed calculation and gain adjustment function. There is supplied to the pressure control valves 17FL～17RR as a command value V _4FL ~V _4RR of the pressure control valve 17FL～17RR.

In the suspension control unit 50a of the controller 50, as shown in FIG. 4, the vehicle body vertical acceleration detected value X _"2FL ~X" _2RR are supplied to the integrator 51, the vehicle body vertical velocity detection value X _'2FL made in the integrated value _˜X ′ _2RR is amplified by the amplifier 52 in which the predetermined gain Kn is set. On the other hand, the vehicle body vertical acceleration detection values X " _{2FL to} X" _2RR are supplied to the amplifier 53 having a predetermined amplification degree Km and amplified, and the amplified outputs of the amplifiers 52 and 53 are input to the adder 54 and added. The Further, the vehicle body vertical acceleration detection values X " _{2FL to} X" _2RR are also supplied to, for example, a comparator 55 having a configuration of a window comparator, and the vertical acceleration detection values X " _{2FL to} X" _2RR are predetermined by the comparator 55. When the value falls within the upper limit value and the lower limit value, for example, a comparison output of a logical value “1” is output, and this comparison output is supplied to the timer circuit 56. The timer circuit 56 determines whether or not the comparison output of the logical value “1” continues for a predetermined time. When the timer circuit 56 continues for the predetermined time, the reset signal RS having the logical value “1” is sent to the integrator 51. Output and reset the accumulated data of the integrator 51.

In the active suspensions 4FR, 4FL, 4RR, 4RL configured as described above, the suspension control unit 50a of the controller 50 _{performs the} gain Km and the vehicle body vertical speed detection value X ′ _2FL to the vehicle vertical acceleration detection signals X ″ _{2FL to} X ″ _2RR. By changing the gain Kn related to X ′ _2RR, it is possible to control so as to substantially cancel the vibration input to the vehicle body 3 from the road surface, or to directly transmit the vibration input to the vehicle body 3 from the road surface. Further, by generating command values V _{4FL to} V _4RR (for example, command values for inclining the vehicle body 3) of the pressure control valves 17FL to 17RR that do not depend on the road surface input, vibrations from the road surface are suppressed. The operation (for example, control of the roll or pitch of the vehicle body 3) can be performed by the active suspensions 4FR, 4FL, 4RR, 4RL.

(Processing in the controller 50)
Next, processing executed by the controller 50 will be described.
In the present embodiment, the automobile 1A can execute control of the steering reaction force and the turning angle and the control of the suspension length according to the risk parameter RPk when the driving operation assistance device 1 assists the driving operation. It is.
Therefore, first, a risk parameter calculation process for calculating the risk parameter RPk used in these controls will be described.

(Risk parameter calculation process)
FIG. 5 is a flowchart showing a risk parameter calculation process executed by the controller 50.
The controller 50 starts the risk parameter calculation process in response to the driver inputting an instruction to start driving operation assistance by the vehicle driving operation assistance device 1.
In FIG. 5, when the risk parameter calculation process is started, the controller 50 first reads the traveling state of the host vehicle (step S1).

  Here, the traveling state is information relating to the traveling state of the host vehicle including the obstacle state around the host vehicle. Specifically, the relative distance and relative angle to the obstacle ahead of the host vehicle detected by the laser radar 10, and the relative position of the lane marker with respect to the host vehicle based on the image input from the front camera 9F (that is, the displacement in the horizontal direction). Relative angle), the shape of the lane marker, the relative distance and relative angle to the obstacle ahead of the host vehicle, and the relative to the traveling vehicle existing behind the adjacent lane based on the image input from the cameras 9R, 9SR, 9SL. Read distance and relative angle. Further, the vehicle speed detected by the vehicle speed sensor 30 is read. Further, based on the images detected by the cameras 9F, 9R, 9SR, 9SL, the type of obstacle existing around the host vehicle, that is, the obstacle is a four-wheeled vehicle, a two-wheeled vehicle, a pedestrian, or others (falling objects etc.) Recognize whether At this time, the controller 50 can recognize a four-wheeled vehicle, a two-wheeled vehicle, a person, etc. by matching the shape of the sample memorize | stored beforehand with the shape of the image | photographed obstacle, for example. In addition, if the obstacle type cannot be recognized from the shape, it is recognized as a fallen object here.

Next, the controller 50 recognizes the current vehicle surrounding situation based on the running state data (running state data) read in step S1 (step S2).
Here, the relative position of each obstacle with respect to the host vehicle detected before the previous processing cycle and stored in a memory (not shown), its moving direction / speed, and the current running state data obtained in step S1 Thus, the current relative position of each obstacle to the host vehicle, the moving direction and the moving speed thereof are recognized. And it recognizes how the other vehicle and lane marker which become an obstacle with respect to driving | running | working of the own vehicle are arrange | positioned around the own vehicle, and how it moves relatively.

Next, the controller 50 calculates a margin time TTC (Time To Collision) for each obstacle recognized in step S2 for each obstacle (step S3).
The margin time TTCk for the obstacle k can be obtained by the following equation (1).
TTCk = (Dk−σ (Dk)) / (Vrk + σ (Vrk)) (1)
Here, Dk: relative distance from the host vehicle to the obstacle k, Vrk: relative speed of the obstacle k with respect to the host vehicle, σ (Dk): variation in relative distance, σ (Vrk): variation in relative speed, respectively Show.

Relative distance and relative speed variations σ (Dk), σ (Vrk) are sensors that recognize obstacle k in consideration of the degree of influence in the event of uncertainties in the detector and unforeseen circumstances. And the type of the recognized obstacle k.
The laser radar 10 has a correct distance regardless of the detection distance, that is, the relative distance between the vehicle and the obstacle, as compared with the detection of the obstacle by the cameras 9F, 9R, 9SR, 9SL using a camera such as a CCD. Can be detected.
Therefore, when the laser radar 10 detects the relative distance Dk to the obstacle k, the variation σ (Dk) is set to a substantially constant value regardless of the relative distance Dk.

On the other hand, when the relative distance Dk is detected by the cameras 9F, 9R, 9SR, and 9SL, the variation σ (Dk) is set to increase exponentially as the relative distance Dk increases. However, when the relative distance Dk of the obstacle k is small, the relative distance can be detected more accurately by the camera than when the relative distance Dk is detected by the laser radar. Set to a smaller value.
For example, when the relative distance Dk is detected by the laser radar 10, the variation σ (Vrk) of the relative speed Vrk is set to increase in proportion to the relative speed Vrk. On the other hand, when the relative distance Dk is detected by the cameras 9F, 9R, 9SR, and 9SL, the relative speed variation σ (Vrk) is set to increase exponentially as the relative speed Vrk increases.

When an obstacle state is detected by the cameras 9F, 9R, 9SR, and 9SL, the type of the obstacle can be recognized by performing image processing on the detected image. Therefore, when the obstacle status is detected by the cameras 9F, 9R, 9SR, and 9SL, the relative distance and the relative speed variation σ (Dk) and σ (Vrk) are set according to the type of the recognized obstacle.
The relative distance Dk is detected by the cameras 9F, 9R, 9SR, and 9SL. The larger the size of the obstacle k, the higher the detection accuracy. Therefore, the relative distance variation σ (Dk) when the obstacle is a four-wheeled vehicle. Is set smaller than the variation σ (Dk) in the case of a two-wheeled vehicle or a pedestrian.

On the other hand, the relative speed variation σ (Vrk) is set so that the variation σ (Vrk) increases as the moving speed assumed for each obstacle k increases. That is, since the moving speed of the four-wheeled vehicle is assumed to be higher than the moving speed of the two-wheeled vehicle or the pedestrian, the variation σ (Vrk) when the obstacle k is a four-wheeled vehicle when the relative speed Vrk is the same. It is set larger than the variation σ (Vrk) in the case of a two-wheeled vehicle or a pedestrian.
When the obstacle k is detected by both the laser radar 10 and the cameras 9F, 9R, 9SR, and 9SL, for example, the obstacle k using the larger variations σ (Dk) and σ (Vrk). The margin time TTCk with respect to can be calculated.

Next, the controller 50 calculates the risk parameter RPk for each obstacle k using the margin time TTCk calculated in step S3 (step S4).
Here, the risk parameter RPk for each obstacle k is obtained by the following equation (2).
RPk = (1 / TTCk) (2)
As shown in the equation (2), the risk parameter RPk is expressed as a function of the allowance time TTCk using the reciprocal of the allowance time TTCk. The larger the risk parameter RPk, the greater the degree of approach to the obstacle k. Show.

Next, the controller 50 stores the calculated margin time TTCk and risk parameter RPk of each obstacle in a memory (not shown) in association with information indicating the type of the obstacle (step S5). Thus, the margin time TTCk, the risk parameter RPk, and the information indicating the type stored in the memory are in a state that can be used in other processes.
After step S5, the controller 50 repeats the risk parameter calculation process until the driver inputs an instruction to end driving assistance.

(Driving operation assistance processing)
Next, the driving operation assist process executed by the controller 50 will be described.
FIG. 6 is a flowchart showing the driving operation assisting process executed by the controller 50.
The controller 50 starts the driving operation assisting process in response to the driver inputting an instruction to start the driving operation assisting by the vehicle driving operation assisting device 1.
In FIG. 6, when the driving operation assist process is started, the controller 50 calculates the virtual road surface inclination angle θ ₁ regarding the left and right lane markers of the lane in which the host vehicle is traveling (step S101).
Here, the controller 50, the camera 9F, 9R, 9SR, based on the image taken by 9SL, detects the distance Y between the vehicle and the right and left lane markers, depending on the detected distance Y, the steering reaction force T _R Set.

Figure 7 is a diagram showing the relationship between the distance to the lane marker steering reaction force T _R.
As shown in FIG. 7, the steering reaction force T _R is (among distances between the lane marker of the left and right shall select whichever smaller.) The distance between the vehicle and lane marker increases as decreases. And it becomes the characteristic which is saturated with the upper limit set about steering reaction force.
The controller 50, based on the steering reaction force T _R set from the distance between the lane marker and calculates the virtual road surface inclination angle theta ₁ as follows.

FIG. 8 is a diagram showing the relationship between the slope of the road surface and the force acting on the vehicle.
As shown in FIG. 8, an acceleration of ½ · g · sin 2θ acts on the vehicle placed on the road surface with the inclination angle θ in the horizontal direction (see FIG. 8A). In FIG. 8, m is the weight of the vehicle, and g is the acceleration of gravity.
Therefore, from the relationship shown in FIG. 8B, the relationship of the following equation can be defined for the road surface inclination angle θ ₁ that generates the steering reaction force T _R (= F).
F = 1/2 · m · g · sin 2θ ₁ (3)
In step S101, the road surface inclination angle (inclination angle of the vehicle body 3) θ ₁ is calculated from the relationship of equation (3).

Next, the controller 50 calculates the virtual road surface inclination angle θ ₂ related to the curvature of the lane in which the host vehicle is traveling (step S102).
Here, the controller 50 detects the curvature 1 / R of the lane (R is a curve radius) by the camera 9F.
When traveling on a road having a curvature of 1 / R at a vehicle speed V, the necessary centripetal acceleration can be expressed by the following equation.
V ² / R (4)

Further, from FIG. 8, when the virtual road surface inclination angle is θ ₂ , the generated horizontal acceleration can be expressed by the following equation.
1/2 ・ g ・ sinθ ₂ （５）
From the equations (4) and (5), the relationship of the following equation can be defined.
V ² / R = 1/2 · g · sin 2θ ₂ (6)
From the equation (6), the virtual road surface inclination angle θ ₂ necessary for traveling at the vehicle speed V with the curvature 1 / R is obtained.

Next, the controller 50 calculates a virtual road surface inclination angle θ ₃ (= θ ₁ + θ ₂ ) based on the left and right lane markers and the curvature of the traveling lane (step S103).
Next, the controller 50 determines the type of obstacle (step S104).
Specifically, the controller 50 determines the type of the obstacle based on the obstacle image captured by the cameras 9F, 9R, 9SR, and 9SL. Here, it is assumed that the type of the nearest obstacle ahead is determined.

FIG. 9 is a diagram illustrating the types of obstacles.
As shown in FIG. 9, the types of obstacles are the first group: those that cannot pass through the position of the obstacle and are prohibited from approaching (for example, people and bicycles), and the second group: the position of the obstacle. And is allowed to approach (for example, falling objects such as materials), and third group: those that can pass through the position of the obstacle (for example, water pool).
The controller 50 discriminates the type of the detected obstacle by matching the image captured by the camera with the shapes of various obstacles.
When the type of obstacle is notified by the infrastructure, the type of obstacle can be determined using the notified information.

Next, the controller 50 calculates the correction values θ _α and θ _β of the virtual road surface inclination angle related to the obstacle (step S105).
At this time, the controller 50 calculates the risk parameter for the obstacle ahead of the host vehicle by the risk parameter calculation process.
Then, according to the obstacle type shown in FIG. 9, when the obstacle type is the first group, if the value of the risk parameter RPk is equal to or greater than the threshold value α, the correction value θ of the virtual road surface inclination angle according to the following equation: _α is calculated.
θ _α = B × (RPk−α) (7)

Note that the coefficient B is a value set based on the experimental result of actually tilting the vehicle body 3.
When the obstacle type is the second group, if the value of the risk parameter RPk is equal to or greater than the threshold value β (where α <β), the virtual road surface inclination angle correction value θ _β is calculated according to the following equation.
θ _β = B × (RPk−β) (8)
When the obstacle type is the third group, the correction value of the virtual road surface inclination angle regarding the obstacle is set to 0 degree.

  Thus, by setting the correction value of the virtual road surface inclination angle, it is possible to inform the driver of the presence of an obstacle that should not pass. In addition, when the correction value of the road surface inclination angle related to the obstacle is given, by making the timing given to the first group earlier than the second group as described above, among obstacles that should not pass, It is possible to inform the driver of the existence of things that must not be approached.

Next, the controller 50 calculates the virtual road surface inclination angle by reflecting the actual road surface shape (step S106).
At this time, the controller 50, the detected values such as the lateral acceleration sensor and a yaw rate sensor of the vehicle state detector 140 detects the tilt angle theta _a roll direction of the vehicle.
Then, based on the inclination angle theta _a real road surface, and calculates the inclination angle theta of the virtual road surface according to the following equation.
θ = θ ₃ -θ _a + θ _α + θ _β (9)
If it is determined that the type of the obstacle is the first group or the second group and one of θ _α and θ _β is calculated according to the type of the obstacle, the other of θ _α and θ _β is zero. Is set.

Next, the controller 50 tilts the vehicle body 3 according to the virtual road surface inclination angle θ, and transmits the acceleration in the lateral direction of the vehicle to the driver (step S107).
Specifically, the controller 50 tilts the vehicle body 3 by changing the lengths of the suspensions in the active suspensions 4FR, 4FL, 4RR, 4RL according to the virtual road surface inclination angle θ.
In this way, by giving the driver the acceleration caused by the posture change of the vehicle body 3 and the change in the field of view, the virtual road surface inclination can be transmitted.

Next, the controller 50 calculates an external force estimated to be applied to the wheel from the virtual road surface inclination (step S108).
The force F acting on the center of gravity of the vehicle due to the inclination of the virtual road surface is calculated according to the following equation using the inclination angle θ of the virtual road surface.
F = m · g · sinθ (10)
If this force F is applied equally to the four wheels, the external force f applied to each wheel is f = F / 4.

Next, the controller 50 calculates the yaw rate γ generated in the vehicle by the external force F calculated in step S108 (step S109).
Specifically, the external force F applied to the wheel calculated in step S108 is generated by turning the front tire. The yaw rate γ generated by turning can be calculated from the relationship of the following equation based on the equivalent two-wheel model, assuming that the external force F1 = 2 × f acting on the two front and rear wheels.

Here, tp is a tuning parameter, I is a rotational moment in the yaw direction of the vehicle, lf is a distance between the vehicle center of gravity and the front axle, and lr is a distance between the vehicle center of gravity and the rear axle.
Further, the controller 50 calculates the steered wheel turning angle δ from the calculated yaw rate γ (step S110).
Specifically, when As is a stability factor, V is a vehicle speed, and 1 is a wheelbase, the turning angle δ can be calculated based on the relationship of the following equation.

Further, the controller 50 calculates a steering reaction force based on the risk parameter RPk (step S111).
Specifically, the magnitude of the risk parameters RPk, calculates a steering reaction force T _R according to the following equation, applying a steering reaction force to the driver by driving the servo motor 61. Here, the coefficient A is a value determined by an experiment that gives a steering reaction force to the driver.
Fa = A × RPk (15)
Then, the controller 50 controls the steering actuator 63 so that the steering angle δ calculated in step S110 (step S112), so that the steering reaction force T _R calculated in step S111, the servo motor 61 Is controlled (step S113).
Thereafter, the controller 50 repeats the driving operation assisting process.

(Control block diagram of driving assistance process)
FIG. 10 is a control block diagram showing the driving operation assisting process.
The driving operation assisting process shown in FIG. 6 is shown in a control block diagram as shown in FIG.
10 calculates a steering reaction force T _R from the distance between the left and right lane marker, further calculates the virtual road surface inclination angle theta _1.
Further, the virtual road surface inclination angle θ ₂ is calculated from the road curvature 1 / R.
Further, as an actual road surface shape, and it detects the inclination theta _a in the roll direction (left-right direction of the vehicle).

On the other hand, the correction values θ _α and θ _β of the virtual road surface inclination angle corresponding to the type of the obstacle are calculated from the risk parameter RPk related to the obstacle around the vehicle.
Then, from the addition result of the virtual road surface inclination angles θ ₁ and θ ₂ , the actual road surface inclination angle θ _a is subtracted and the virtual road surface inclination angle correction values θ _α and θ _β according to the type of obstacle are added. The virtual road surface inclination angle θ is calculated.
The virtual road surface inclination angle θ is used to control the inclination of the vehicle body 3, calculate an external force corresponding to the virtual road surface inclination angle θ, and calculate a turning angle equivalent to the external force using an equivalent two-wheel model, The steering actuator 63 is driven.
Moreover, the risk parameters calculated for obstacles, so to calculate a steering reaction force T _R, to realize the steering reaction force T _R, driving the servo motor 61.
Thereby, the function of a driving operation assistance process is realizable.

(Operation)
Next, the operation will be described.
In the automobile 1A, as a basic control, as shown in FIG. 4, the active suspensions 4FR, 4FL, 4RR, and 4RL are controlled to suppress vibrations input to the vehicle body 3.
That is, the active suspensions 4FR, 4FL, 4RR, 4RL are controlled so as to substantially cancel the vibrations input to the vehicle body 3 from the road surface, or to transmit the vibrations input to the vehicle body 3 from the road surface as they are. Yes.

When the controller 50 starts the driving operation assisting process, the virtual road surface inclination angle θ ₃ corresponding to the distance from the left and right lane markers of the lane in which the host vehicle is traveling and the road curvature is calculated, and the active suspension is driven. Then, control is performed to make the vehicle body inclination angle corresponding to the virtual road surface inclination angle θ ₃ (steps S101 and S102).
At this time, the automobile 1A drives the steering actuator 63 so as to generate the yaw rate γ corresponding to the external force F corresponding to the virtual road surface inclination angle θ ₃ and performs steering control of the steered wheels (step). S110, S112).

In addition, the automobile 1A drives the servo motor 61 to control the steering reaction force based on the risk parameter RPk calculated by the risk parameter calculation process (steps S111 and S113).
Here, when an obstacle is detected in front of the host vehicle, the automobile 1A determines the type of the obstacle (step S104). Then, the automobile 1A drives the active suspension to give the inclination angle of the vehicle body 3 corresponding to the virtual road surface inclination angle θ at the timing and the inclination angle corresponding to the type of obstacle (steps S105 and S106).

Thereby, the driver can grasp what kind of obstacle (which kind shown in FIG. 9) is from the inclination of the vehicle body 3 (virtual road surface inclination). .
On the other hand, an automobile 1A is steering the reaction force T _R is the intensity is controlled so as to increase in accordance with the margin time to the obstacle (arrival time).
Thereby, the driver can grasp the margin time to the obstacle from the steering reaction force.

The automobile 1A calculates an external force F corresponding to the virtual road surface inclination angle (step S108), and drives the steering actuator 63 so that the yaw rate γ corresponding to the external force is generated (steps S110 and S112). .
Thereby, a steered wheel can be steered in the direction which avoids an obstruction. Further, since the steered wheels are steered in conjunction with the provision of the inclination angle of the vehicle body 3, the driver can easily recognize that the automobile 1A is trying to avoid an obstacle. .
When such control is performed, the operation of the automobile 1A can be outlined as shown in FIG.

FIG. 11 is a table showing an outline of the operation of the automobile 1A.
Note that the values described for the steering reaction force and the inclination angle of the vehicle body 3 in FIG. 11 are normalized values to show the characteristics of the operation.
In FIG. 11, the operation of the automobile 1 </ b> A differs in the manner of giving the inclination angle of the vehicle body 3 according to the type of obstacle.
Specifically, the inclination angle of the vehicle body 3 is not given to the vehicle that can pass the position of the obstacle.
On the other hand, the inclination angle of the vehicle body 3 is given to the vehicle that cannot pass the position of the obstacle.

Further, among the vehicles that cannot pass through the position of the obstacle, the tilt angle is given at an earlier timing to those that are not allowed to approach than those that are allowed to approach. Further, when the comparison is made with the same margin time, a larger inclination angle is given to those that are not allowed to approach than those that are allowed to approach.
Thus, the driver can grasp what kind of obstacle is from the inclination angle of the vehicle body 3.
On the other hand, with respect to the steering reaction force, a larger steering reaction force is applied as the margin time becomes shorter regardless of the type of obstacle.
Thereby, the driver can grasp the margin time to the obstacle from the magnitude of the steering reaction force.

12 to 14 are schematic diagrams illustrating control performed by the automobile 1A in a specific traveling state.
FIG. 12 is a diagram illustrating a steering reaction force and a state of inclination of the vehicle body 3 when a water pool is detected as an obstacle.
In FIG. 12, the puddle is an obstacle classified into the third group (which can pass through the position of the obstacle) in FIG. 9, and this kind of obstacle is in a state where the margin time t is long to short. In addition, the vehicle body 3 is not inclined based on the obstacle.

On the other hand, with respect to the steering reaction force, when the margin time t is long, a small steering reaction force is applied, and the steering reaction force is increased as the margin time shifts from a middle to a short state.
Therefore, in a situation where only the steering reaction force is applied, the driver can grasp that the front obstacle belongs to the third group, and determine the distance from the obstacle to the strength of the steering reaction force. Can be grasped from.

FIG. 13 is a diagram illustrating a steering reaction force and a state of inclination of the vehicle body 3 when a falling object is detected as an obstacle.
In FIG. 13, falling objects are obstacles classified into the second group in FIG. 9 (those that cannot pass through the position of the obstacle and are allowed to approach).
For this type of obstacle, when the margin time t is long, the vehicle body 3 is not inclined based on the obstacle, the margin time t is medium, the vehicle body 3 is moderately inclined, and the margin time t becomes short. The inclination of the vehicle body 3 is further increased.

On the other hand, with respect to the steering reaction force, when the margin time t is long, a small steering reaction force is applied, and the steering reaction force is increased as the margin time shifts from a middle to a short state.
Therefore, the driver can grasp that the obstacle ahead is in the second group in a situation where the vehicle body 3 tilts behind the application of the steering reaction force, and the distance from the obstacle can be steered. It can be grasped from the strength of the reaction force.

FIG. 14 is a diagram illustrating a steering reaction force and a state of inclination of the vehicle body 3 when a person is detected as an obstacle.
In FIG. 14, the person is an obstacle classified into the first group in FIG. 9 (those that cannot pass through the position of the obstacle and are prohibited from approaching).
For this type of obstacle, the inclination of the vehicle body 3 is medium with the margin time t long, and the inclination of the vehicle body 3 is increased over the medium to short state (here, the upper limit). Value to converge).

On the other hand, with respect to the steering reaction force, when the margin time t is long, a small steering reaction force is applied, and the steering reaction force is increased as the margin time shifts from a middle to a short state.
Therefore, in the situation where the vehicle body 3 starts to tilt simultaneously with the application of the steering reaction force, the driver can grasp that the obstacle in the front belongs to the first group, and the distance from the obstacle, This can be grasped from the strength of the steering reaction force.

As described above, the automobile 1A according to the present embodiment determines the type of the detected obstacle by executing the driving operation assisting process, and moves the vehicle body 3 at the timing and the inclination angle according to the type of the obstacle. Control to tilt. In addition, the automobile 1A performs control to increase the steering reaction force as the margin time to the obstacle becomes shorter.
Therefore, the driver can be informed of the type of obstacle by controlling the tilt angle of the vehicle body, and can be informed of the margin time to the obstacle by the strength of the steering reaction force.

Further, when assisting the obstacle avoidance by the steering reaction force, the tilt control of the vehicle body 3 is performed, so that the driver can easily understand the avoidance operation by the control of the vehicle driving assistance device 1. Therefore, it is possible to suppress the driver from feeling uncomfortable with the avoidance operation by the control of the device.
Furthermore, since the automobile 1 </ b> A performs the steering control according to the inclination angle of the vehicle body 3, it is possible to realize an avoidance operation without a sense of incongruity with respect to the inclination of the vehicle body 3.
That is, according to the present invention, it is possible to assist the driver in driving the vehicle more appropriately.

  In the present embodiment, the controller 50 and the active suspensions 4FR, 4FL, 4RR, 4RL correspond to the active suspension device. The cameras 9F, 9R, 9SR, 9SL, the laser radar 10 and the controller 50 correspond to obstacle detection means, and the controller 50 corresponds to obstacle discrimination means. The controller 50 corresponds to the virtual road surface setting means and the vehicle body control means, and the controller 50 and the steering reaction force control device 60 correspond to the steering reaction force control means. The controller 50 and the turning actuator 63 correspond to the turning angle control means, and the cameras 9F, 9R, 9SR, 9SL and the controller 50 correspond to the traveling environment detection means.

(Effect of 1st Embodiment)
(1) The obstacle discrimination means discriminates the kind of obstacle detected by the obstacle detection means, and the virtual road surface setting means sets a virtual road surface having an inclination angle based on the discrimination result of the obstacle discrimination means. . Further, the vehicle body control means controls the active suspension device in correspondence with the inclination angle of the virtual road surface set by the virtual road surface setting means, tilts the vehicle body, and the steering reaction force control means uses the obstacle detection means. The steering reaction force is controlled according to the detected degree of approach to the obstacle.
Therefore, when assisting obstacle avoidance by the steering reaction force, the vehicle body is inclined according to the type of obstacle, so that the driver can easily understand the avoidance operation by the control of the device. Thereby, it can suppress that a driver | operator feels uncomfortable in the avoidance operation | movement by control of an apparatus.
Therefore, it is possible to assist the driver in driving the vehicle more appropriately.

(2) The virtual road surface setting unit varies the timing of applying the inclination angle of the virtual road surface and the magnitude of the inclination angle of the virtual road surface according to the type of obstacle determined by the obstacle determination unit.
Therefore, the driver can grasp the type of obstacle from the timing when the inclination angle of the virtual road surface is given and the magnitude of the inclination angle.
(3) The obstacle determination unit classifies the obstacles into first to third types, and the virtual road surface setting unit changes the timing for giving the inclination angle of the virtual road surface for each type of obstacle.
Therefore, the driver can grasp which of the first to third types of obstacles is based on the timing at which the virtual road surface is given.

(4) The turning angle control means controls the turning angle of the steered wheels in correspondence with the force that acts when the vehicle actually travels on the road surface having the virtual road surface inclination angle.
Therefore, the inclination of the vehicle body recognized by the driver matches the behavior of the vehicle, and the driver can be prevented from feeling uncomfortable.

(5) The virtual road surface setting means sets the inclination angle of the virtual road surface according to the distance from the lane marker detected by the travel environment detection means and the curvature of the travel lane, and the type of obstacle and the approach to the obstacle The inclination angle of the virtual road surface is corrected according to the degree.
Therefore, when obstacles are not detected, avoiding obstacles when obstacles are detected while suppressing the approach to the lane marker or assisting driving by tilting the vehicle body according to the curvature of the road It is possible to create an inclination of the virtual road surface for the purpose.

(6) The type of the detected obstacle is determined, and a virtual road surface having an inclination angle is set based on the determination result. Further, the active suspension device is controlled in accordance with the set inclination angle of the virtual road surface, the vehicle body is inclined, and the steering reaction force is controlled in accordance with the detected degree of approach to the obstacle.
Therefore, when assisting obstacle avoidance by the steering reaction force, the vehicle body is inclined according to the type of obstacle, so that the driver can easily understand the avoidance operation by the control of the device. Thereby, it can suppress that a driver | operator feels uncomfortable in the avoidance operation | movement by control of an apparatus.
Therefore, it is possible to assist the driver in driving the vehicle more appropriately.

(7) The obstacle determination unit determines the type of the obstacle detected by the obstacle detection unit, and the virtual road surface setting unit sets a virtual road surface having an inclination angle based on the determination result of the obstacle determination unit. . Further, the vehicle body control means controls the active suspension device in correspondence with the inclination angle of the virtual road surface set by the virtual road surface setting means, tilts the vehicle body, and the steering reaction force control means uses the obstacle detection means. The steering reaction force is controlled according to the detected degree of approach to the obstacle.
Therefore, when assisting obstacle avoidance by the steering reaction force, the vehicle body is inclined according to the type of obstacle, so that the driver can easily understand the avoidance operation by the control of the device. Thereby, it can suppress that a driver | operator feels uncomfortable in the avoidance operation | movement by control of an apparatus.
Therefore, it is possible to assist the driver in driving the vehicle more appropriately.

(Second Embodiment)
Next, a second embodiment of the present invention will be described.
The automobile 1A according to the present embodiment has the same configuration as the automobile 1A according to the first embodiment. On the other hand, in the driving assistance process shown in FIG. The main difference is that the process of calculating the virtual road surface inclination angle θ ₁ (step S101) and the process of calculating the virtual road surface inclination angle θ ₂ according to the curvature of the traveling lane (step S102) are not performed.
Therefore, regarding the configuration of the automobile 1A according to the present embodiment, reference is made to FIGS. 1, 2, and 4 in the first embodiment, and the driving operation assisting process will be described below.

FIG. 15 is a flowchart showing the driving operation assisting process in the present embodiment.
The controller 50 starts the driving operation assisting process in response to the driver inputting an instruction to start the driving operation assisting by the vehicle driving operation assisting device 1.
In FIG. 15, when the driving operation assisting process is started, the controller 50 determines the type of risk (step S201).
Specifically, the controller 50 determines the type of obstacle (see FIG. 9) based on the obstacle image captured by the cameras 9F, 9R, 9SR, and 9SL.
Next, the controller 50 calculates virtual road surface inclination angles θ _α and θ _β related to the obstacle (step S202).

At this time, the controller 50 calculates the risk parameter for the obstacle ahead of the host vehicle by the risk parameter calculation process.
Then, according to the obstacle type shown in FIG. 9, when the obstacle type is the first group and the value of the risk parameter RPk is equal to or greater than the threshold value α, the correction of the virtual road surface inclination angle is performed according to the equation (7). The value θ _α is calculated.
θ _α = B × (RPk−α) (7)
When the obstacle type is the second group and the value of the risk parameter RPk is equal to or greater than the threshold value β (where α <β), the correction value θ _β of the virtual road surface inclination angle is calculated according to the equation (8). To do.
θ _β = B × (RPk−β) (8)

When the obstacle type is the third group, the correction value of the virtual road surface inclination angle regarding the obstacle is set to 0 degree.
In this way, by setting the virtual road surface inclination angle, it is possible to inform the driver of the presence of an obstacle that should not pass. Moreover, when giving the road surface inclination angle regarding an obstacle, it approaches in the obstacle which must not pass by making the timing given to the 1st group earlier than the 2nd group as mentioned above. You can tell the driver about what should not be done.

Next, the controller 50 calculates the virtual road surface inclination angle by reflecting the actual road surface shape (step S203).
At this time, the controller 50, the detected values such as the lateral acceleration sensor and a yaw rate sensor of the vehicle state detector 140 detects the tilt angle theta _a roll direction of the vehicle.
Then, based on the inclination angle theta _a real road surface, and calculates the inclination angle theta of the virtual road surface according to the following equation.
θ = θ _α + θ _β -θ _a (16)

Next, the controller 50 tilts the vehicle body 3 according to the virtual road surface inclination angle θ, and transmits the acceleration in the lateral direction of the vehicle to the driver (step S204).
Specifically, the controller 50 tilts the vehicle body 3 by changing the lengths of the suspensions in the active suspensions 4FR, 4FL, 4RR, 4RL according to the virtual road surface inclination angle θ.
In this way, by giving the driver the acceleration caused by the posture change of the vehicle body 3 and the change in the field of view, the virtual road surface inclination can be transmitted.

Next, the controller 50 calculates an external force that is estimated to be applied to the wheel from a virtual road surface inclination (step S205).
The force F acting on the center of gravity of the vehicle due to the inclination of the virtual road surface is calculated according to the equation (10) using the inclination angle θ of the virtual road surface.
F = m · g · sinθ (10)
If this force F is applied equally to the four wheels, the external force f applied to each wheel is f = F / 4.

Next, the controller 50 calculates the yaw rate γ generated in the vehicle by the external force F calculated in step S205 (step S206).
Specifically, the external force F applied to the wheel calculated in step S205 is generated by turning the front tire. The yaw rate γ generated by turning can be calculated from the relationships of equations (11) to (13) based on the equivalent two-wheel model, assuming that the external force F1 = 2 × f acting on the two front and rear wheels.

Further, the controller 50 calculates the steered wheel turning angle δ from the calculated yaw rate γ (step S207).
Specifically, when As is a stability factor, V is a vehicle speed, and 1 is a wheel base, the turning angle δ can be calculated based on the relationship of the equation (14).

Further, the controller 50 calculates a steering reaction force based on the risk parameter RPk (step S208).
Specifically, the magnitude of the risk parameters RPk, (15) to calculate a steering reaction force T _R in accordance with equation gives the steering reaction force to the driver by driving the servo motor 61. Here, the coefficient A is a value determined by an experiment that gives a steering reaction force to the driver.
Fa = A × RPk (15)
Then, the controller 50 controls the steering actuator 63 so that the steering angle δ calculated in step S207 (step S209), so that the steering reaction force T _R calculated in step S208, the servo motor 61 Is controlled (step S210).
Thereafter, the controller 50 repeats the driving operation assisting process.

As described above, the automobile 1A according to the present embodiment determines the type of the detected obstacle by executing the driving operation assisting process shown in FIG. 15, and uses the timing and the inclination angle according to the type of the obstacle. Then, control for tilting the vehicle body 3 is performed. In addition, the automobile 1A performs control to increase the steering reaction force as the margin time to the obstacle becomes shorter.
Therefore, the driver can be informed of the type of obstacle by controlling the tilt angle of the vehicle body, and can be informed of the margin time to the obstacle by the strength of the steering reaction force.

Further, when assisting the obstacle avoidance by the steering reaction force, the tilt control of the vehicle body 3 is performed, so that the driver can easily understand the avoidance operation by the control of the vehicle driving assistance device 1. Therefore, it is possible to suppress the driver from feeling uncomfortable with the avoidance operation by the control of the device.
Further, in the driving assistance process shown in FIG. 15, the situation where the tilt control of the vehicle body 3 is performed is limited to the case where an obstacle belonging to the first group and the second group is detected. By doing so, the type of obstacle can be clearly communicated to the driver.
Furthermore, since the automobile 1 </ b> A performs the steering control according to the inclination angle of the vehicle body 3, it is possible to realize an avoidance operation without a sense of incongruity with respect to the inclination of the vehicle body 3.
That is, according to the present invention, it is possible to assist the driver in driving the vehicle more appropriately.

(Effect of 2nd Embodiment)
(1) The obstacle discrimination means discriminates the kind of obstacle detected by the obstacle detection means, and the virtual road surface setting means sets a virtual road surface having an inclination angle based on the discrimination result of the obstacle discrimination means. . Further, the vehicle body control means controls the active suspension device in correspondence with the inclination angle of the virtual road surface set by the virtual road surface setting means, tilts the vehicle body, and the steering reaction force control means uses the obstacle detection means. The steering reaction force is controlled according to the detected degree of approach to the obstacle.

Therefore, when assisting obstacle avoidance by the steering reaction force, the vehicle body is inclined according to the type of obstacle, so that the driver can easily understand the avoidance operation by the control of the device. Thereby, it can suppress that a driver | operator feels uncomfortable in the avoidance operation | movement by control of an apparatus.
Further, since the virtual road surface is inclined only to the detected obstacle, the type of the obstacle can be clearly communicated to the driver by the inclination of the vehicle body.
Therefore, it is possible to assist the driver in driving the vehicle more appropriately.

(Application 1)
In the first embodiment, a process of calculating the virtual road surface inclination angle θ ₁ according to the distance between the host vehicle and the left and right lane markers, and a process of calculating the virtual road surface inclination angle θ ₂ according to the curvature of the traveling lane. The control pattern to be performed has been described. In the second embodiment, the control pattern in which these processes are not performed has been described.
On the other hand, these control patterns can be switched according to the situation where an obstacle is detected and the situation where no obstacle is detected.
That is, when no obstacle is detected, the controller 50 calculates the virtual road surface inclination angle θ ₁ according to the distance between the host vehicle and the left and right lane markers, and the virtual road surface inclination according to the curvature of the traveling lane. A process of calculating the angle θ ₂ is executed.

When an obstacle is detected, the controller 50 calculates the virtual road surface inclination angle θ ₁ according to the distance between the host vehicle and the left and right lane markers, and the virtual road surface inclination angle according to the curvature of the traveling lane. The process of calculating θ ₂ is stopped, and the virtual road surface inclination angle regarding the obstacle is given.
By adopting such a control pattern, when an obstacle is not detected, the vehicle body 3 is tilted to support traveling in the lane, or the vehicle body 3 is improved in order to improve driving feeling when traveling on a curved road. Can be tilted. When an obstacle is detected, the vehicle body 3 can be tilted corresponding to the obstacle.
Thereby, it is possible to assist the driver in driving the vehicle more appropriately.

(Application example 2)
In 1st Embodiment and 2nd Embodiment, it demonstrated as calculating the inclination-angle of the vehicle body 3 (calculating a virtual road surface inclination | tilt angle) for the one obstacle immediately before the own vehicle.
On the other hand, when a plurality of obstacles are detected, the tilt control of the vehicle body 3 can be performed on a plurality of obstacles belonging to the set margin time in front of the host vehicle.

Specifically, for a plurality of obstacles belonging to the set margin time, the type of the obstacle is determined, the virtual road surface inclination angle is calculated for each, and the virtual road surface is obtained by continuously connecting the calculation results. To control the tilt of the vehicle body 3.
At this time, with respect to the steering reaction force, the maximum reaction reaction force calculated for each of the plurality of obstacles is selected and applied at each time point.
As a result, even when there are a plurality of obstacles in front of the host vehicle, it becomes possible to assist the driver in driving the vehicle more appropriately.

1A automobile, 1 driving assistance device for vehicle, 2FR, 2FL, 2RR, 2RL wheels, 3 vehicle body, 4FR, 4FL, 4RR, 4RL active suspension, 5 steering wheel, 6 steering device, 7 accelerator pedal, 8 brake pedal, 9F, 9R, 9SR, 9SL Camera, 10 Laser radar, 12 Car body side member, 14 Wheel side member, 16FR, 16FL, 16RR, 16RL Coil spring, 17FR, 17FL, 17RR, 17RL Pressure control valve, 30 Vehicle speed sensor, 50 controller , 60 Steering reaction force control device, 61, 81, 91 Servo motor, 62 Steering angle sensor, 63 Steering actuator, 80 Accelerator pedal reaction force control device, 90 Brake pedal reaction force control device, 100 Driving force control device, 110 Braking force system Device, 120FR, 120FL, 120RR, 120RL actuator, 130FR, 130FL, 130RR, 130RL vehicle body vertical acceleration detector, 140 vehicle state detector

Claims (7)

An active suspension device interposed between the wheel and the vehicle body;
Obstacle detection means for detecting obstacles around the vehicle;
Obstacle determination means for determining the type of obstacle detected by the obstacle detection means;
Virtual road surface setting means for setting a virtual road surface having an inclination angle based on the determination result of the obstacle determination means;
Vehicle body control means for controlling the active suspension device to incline the vehicle body in correspondence with the inclination angle of the virtual road surface set by the virtual road surface setting means;
Steering reaction force control means for controlling the steering reaction force according to the degree of approach to the obstacle detected by the obstacle detection means;
With
The obstacle determination means is a first type that does not allow passage of an obstacle position and does not allow access to an obstacle, and does not allow passage of an obstacle position and allows access to an obstacle. Classifying obstacles into two types and a third type that allows passage of obstacle positions;
The virtual road surface setting means has an inclination angle of the virtual road surface at the earliest timing for the obstacle classified into the first type by the obstacle discriminating means as compared with the obstacle classified into the other type. And for the obstacle classified into the second type by the obstacle discriminating means, the inclination angle of the virtual road surface is given at a later timing than the obstacle classified into the first type, The vehicular driving assisting device is characterized in that the virtual road surface inclination angle is not given to the obstacle classified into the third type by the obstacle discriminating means. An active suspension device interposed between the wheel and the vehicle body;
Obstacle detection means for detecting obstacles around the vehicle;
Obstacle determination means for determining the type of obstacle detected by the obstacle detection means;
Virtual road surface setting means for setting a virtual road surface having an inclination angle based on the determination result of the obstacle determination means;
Vehicle body control means for controlling the active suspension device to incline the vehicle body in correspondence with the inclination angle of the virtual road surface set by the virtual road surface setting means;
Steering reaction force control means for controlling the steering reaction force according to the degree of approach to the obstacle detected by the obstacle detection means;
A turning angle control means for controlling the turning angle of the steered wheels in correspondence with the force acting when the vehicle is actually traveling on the road surface having the inclination angle of the virtual road surface;
A driving operation assisting device for a vehicle, comprising: A driving environment detecting means for detecting the driving environment of the vehicle;
The virtual road surface setting means sets the inclination angle of the virtual road surface according to the distance from the lane marker detected by the travel environment detection means and the curvature of the travel lane, the type of the obstacle, and the approach to the obstacle The vehicular driving operation assistance device according to claim 1 or 2, wherein an inclination angle of the virtual road surface is corrected according to a degree. An obstacle detection step for detecting obstacles around the vehicle;
An obstacle determination step for determining the type of obstacle detected in the obstacle detection step;
Based on the discrimination result in the obstacle discrimination step, a virtual road surface setting step for setting a virtual road surface having an inclination angle;
A vehicle body control step for controlling the active suspension device interposed between the wheel and the vehicle body to correspond to the inclination angle of the virtual road surface set in the virtual road surface setting step and tilting the vehicle body,
A steering reaction force control step for controlling a steering reaction force according to the degree of approach to the obstacle detected in the obstacle detection step;
Including
In the obstacle discrimination step, a first type that does not allow passage of an obstacle position and does not allow access to an obstacle, and a first type that does not allow passage of an obstacle position and allows access to an obstacle. Classifying obstacles into two types and a third type that allows passage of obstacle positions;
In the virtual road surface setting step, for the obstacle classified into the first type by the obstacle discriminating means, the inclination angle of the virtual road surface at the earliest timing compared to the obstacle classified into the other type And for the obstacle classified into the second type by the obstacle discriminating means, the inclination angle of the virtual road surface is given at a later timing than the obstacle classified into the first type, The vehicular driving operation assisting method, wherein the obstacle classified into the third type by the obstacle discriminating means is not given the inclination angle of the virtual road surface. An obstacle detection step for detecting obstacles around the vehicle;
An obstacle determination step for determining the type of obstacle detected in the obstacle detection step;
Based on the discrimination result in the obstacle discrimination step, a virtual road surface setting step for setting a virtual road surface having an inclination angle;
A vehicle body control step for controlling the active suspension device interposed between the wheel and the vehicle body to correspond to the inclination angle of the virtual road surface set in the virtual road surface setting step and tilting the vehicle body,
A steering reaction force control step for controlling a steering reaction force according to the degree of approach to the obstacle detected in the obstacle detection step;
A turning angle control step for controlling the turning angle of the steered wheels in correspondence with the force acting when the vehicle is actually traveling on the road surface having the inclination angle of the virtual road surface;
A method for assisting driving operation of a vehicle, comprising: The car body,
An active suspension device interposed between a wheel and the vehicle body;
Obstacle detection means for detecting obstacles around the vehicle;
Obstacle determination means for determining the type of obstacle detected by the obstacle detection means;
Virtual road surface setting means for setting a virtual road surface having an inclination angle based on the determination result of the obstacle determination means;
Vehicle body control means for controlling the active suspension device to incline the vehicle body in correspondence with the inclination angle of the virtual road surface set by the virtual road surface setting means;
Steering reaction force control means for controlling the steering reaction force according to the degree of approach to the obstacle detected by the obstacle detection means;
With
The obstacle determination means is a first type that does not allow passage of an obstacle position and does not allow access to an obstacle, and does not allow passage of an obstacle position and allows access to an obstacle. Classifying obstacles into two types and a third type that allows passage of obstacle positions;
The virtual road surface setting means has an inclination angle of the virtual road surface at the earliest timing for the obstacle classified into the first type by the obstacle discriminating means as compared with the obstacle classified into the other type. And for the obstacle classified into the second type by the obstacle discriminating means, the inclination angle of the virtual road surface is given at a later timing than the obstacle classified into the first type, An automobile characterized in that an inclination angle of the virtual road surface is not given to an obstacle classified as a third type by the obstacle discrimination means. The car body,
An active suspension device interposed between a wheel and the vehicle body;
Obstacle detection means for detecting obstacles around the vehicle;
Obstacle determination means for determining the type of obstacle detected by the obstacle detection means;
Virtual road surface setting means for setting a virtual road surface having an inclination angle based on the determination result of the obstacle determination means;
Vehicle body control means for controlling the active suspension device to incline the vehicle body in correspondence with the inclination angle of the virtual road surface set by the virtual road surface setting means;
Steering reaction force control means for controlling the steering reaction force according to the degree of approach to the obstacle detected by the obstacle detection means;
A turning angle control means for controlling the turning angle of the steered wheels in correspondence with the force acting when the vehicle is actually traveling on the road surface having the inclination angle of the virtual road surface;
Automobile, characterized in that it comprises a.

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