JP6167665B2 - Driving assistance device - Google Patents

Description

  The present invention relates to a vehicle driving support apparatus having a function of controlling the magnitude of a reaction force applied to an accelerator pedal.

  In recent years, various driving support devices for reducing the burden of driving operation of a driver have been proposed. For example, Patent Document 1 discloses a vehicle control device having a constant speed traveling control function for traveling while maintaining a vehicle speed at a set target vehicle speed, and a function for controlling the magnitude of a reaction force of an accelerator pedal. ing. According to this device, the driver can travel at the target vehicle speed only by placing his foot lightly on the accelerator pedal during cruise traveling, and can reduce the driving load.

  Patent Document 2 discloses an accelerator pedal system provided with a reaction force device that applies a reaction force to the accelerator pedal. This accelerator pedal system is capable of changing the reaction force of the accelerator pedal to alert the driver when the vehicle speed exceeds the speed limit.

JP 2006-143120 A JP 2008-152750 A

  By the way, even if the vehicle does not have the constant speed traveling control function as in Patent Document 1 described above, it is possible to require an active accelerator operation by the driver by controlling the magnitude of the reaction force applied to the accelerator pedal. Instead, the vehicle can be controlled to travel at the set target vehicle speed. In such a case, the amount of operation of the accelerator pedal (accelerator opening) that can be driven at the set target vehicle speed is grasped, and the reaction force is controlled so that the accelerator opening that can be driven at the set target vehicle speed is obtained. It is possible.

  However, even if the reaction force is controlled in this way, for example, before the actual vehicle speed increases or decreases and converges to the target vehicle speed due to the influence of the control state of the engine, transmission, etc. It may shift to constant speed running at a deviated vehicle speed. In such a case, in order to travel at a constant speed at the target vehicle speed, the driver must perform the accelerator operation against the reaction force applied to the accelerator pedal, and there is a risk that the accelerator operation may be hindered rather than supporting the accelerator operation. is there.

This case was devised in view of such a problem, and was set in a vehicle having a function of controlling the magnitude of the reaction force applied to the accelerator pedal without requiring an active accelerator operation by the driver. It is an object of the present invention to provide a driving support device that can eliminate a deviation between a target vehicle speed and a vehicle speed and can travel at a constant speed at the target vehicle speed.
The present invention is not limited to this purpose, and is a function and effect derived from each configuration shown in the embodiments for carrying out the invention described later, and other effects of the present invention are to obtain a function and effect that cannot be obtained by conventional techniques. Can be positioned.

(1) A driving assistance device disclosed herein is a vehicle equipped with an actuator that supports an operation of controlling the magnitude of a reaction force applied to an accelerator pedal to bring the actual accelerator opening closer to the set target accelerator opening. A driving support device for detecting a vehicle speed of the vehicle; a target vehicle speed setting unit for setting a target vehicle speed that is a target value of the vehicle speed; and a target vehicle speed set by the target vehicle speed setting unit. The absolute value of the difference between the target accelerator opening setting means for setting the corresponding accelerator opening as the target accelerator opening, and the target vehicle speed set by the target vehicle speed setting means and the vehicle speed detected by the vehicle speed detection means The target accelerator opening based on the magnitude relationship between the target vehicle speed and the vehicle speed at the time of shifting to the constant speed driving when the value shifts to the constant speed driving in a state where the value is equal to or greater than a predetermined value. It comprises a correcting means for correcting the target accelerator opening set by the constant means. Further, based on an accelerator opening detecting means for detecting the actual accelerator opening as an actual accelerator opening, and a magnitude relationship between the actual accelerator opening detected by the accelerator opening detecting means with respect to the target accelerator opening. A mode setting means for setting any one of an increasing mode for increasing the reaction force, a maintenance mode for maintaining the reaction force, and a decreasing mode for decreasing the reaction force; and the mode setting means configured to set the mode setting means. Control means for controlling the actuator in accordance with the mode. Further, when the target accelerator opening is corrected by the correction means, the mode setting means sets the mode based on the magnitude relationship of the actual accelerator opening with respect to the corrected target accelerator opening, Furthermore, the control means maintains the reaction force even when the mode is the decrease mode when the target accelerator opening is corrected to the decrease side by the correction means, and the correction means opens the target accelerator. When the degree is corrected to the increase side, the actuator is controlled so as to maintain the reaction force even when the mode is the increase mode.

The accelerator opening corresponding to the target vehicle speed is the amount of depression of the accelerator pedal that can travel at the target vehicle speed, that is, when the vehicle speed is assumed to have been traveled while continuing to depress the accelerator pedal on a flat road. It means the amount of depression of the accelerator pedal that converges to the target vehicle speed.
When the vehicle speed at the time of shifting to the constant speed traveling is larger than the target vehicle speed, the correcting means corrects the set target accelerator opening in a direction to decrease, and conversely, the constant speed traveling is performed. When the vehicle speed at the time of transition is smaller than the target vehicle speed, the set target accelerator opening is corrected to be increased.

(2) The correction means has at least one of a first condition that the change in the amount of fuel injected by the engine is within a predetermined range and a second condition that the change in the actual accelerator opening is within the predetermined range. When satisfy | filling, it is preferable to determine with having changed to the said constant speed driving | running | working.
That is, the correction means is either a first condition that the fuel amount is within a certain range or a second condition that the change amount or change rate of the actual accelerator opening is equal to or less than a predetermined threshold value. When either or both of them are established, it is determined that the accelerator operation by the driver is constant and the vehicle has shifted to the constant speed traveling.

( 3 ) It is preferable that the correction means sets a correction amount of the target accelerator opening in accordance with the difference at the time of shifting to the constant speed running.
For example, the correction means may set the correction amount to be larger as the absolute value of the difference is larger. In this case, the difference can be quickly eliminated in a short time. On the contrary, the correction means may set the correction amount to be smaller as the absolute value of the difference is larger. In this case, the difference can be eliminated smoothly over a long time.

( 4 ) Moreover, it is preferable that the said correction | amendment means sets the correction time of the said target accelerator opening according to the said difference at the time of transfering to the said constant speed driving | running | working.
For example, the correction means may set the correction time longer as the absolute value of the difference is larger. In this case, the difference can be gradually eliminated with a small correction amount. On the contrary, the correction means may set the correction time shorter as the absolute value of the difference is larger, and in this case, the difference can be eliminated at once with a large correction amount.

  According to the disclosed driving support device, when the absolute value of the difference between the set target vehicle speed and the actual vehicle speed is greater than or equal to a predetermined value and the vehicle shifts to constant speed driving, the set target accelerator opening is equal to the target vehicle speed. Is corrected based on the magnitude relationship between the vehicle speed and the actual vehicle speed. Since the target accelerator opening is a reference for controlling the magnitude of the reaction force, an appropriate reaction force can be applied to the accelerator pedal by correcting this. Thereby, even if the driver does not consciously perform the accelerator operation, the vehicle speed can be adjusted by relying on the reaction force applied to the accelerator pedal, and constant speed traveling at the target vehicle speed can be realized. That is, the deviation between the set target vehicle speed and the actual vehicle speed can be eliminated.

It is a figure which illustrates the block configuration of ECU in the driving assistance device which concerns on one Embodiment. 1 is a diagram illustrating a block configuration of a driving support device according to an embodiment and a configuration of a vehicle to which the driving support device is applied. It is the map in which the value of the target accelerator opening with respect to the target vehicle speed was set. (A) is a map in which a correction amount for the deviation amount of the actual vehicle speed from the target vehicle speed is set, and (b) is a map in which a correction time for the deviation amount of the actual vehicle speed from the target vehicle speed is set. It is a figure explaining the area | region corresponding to three modes set on the basis of target accelerator opening. It is a map in which an initial reaction force value with respect to the actual accelerator opening is set. (A) is the graph which illustrated the change of the reaction force in reduction mode or a maintenance mode, (b) is the graph which illustrated the change of the reaction force in each mode. It is a flowchart which illustrates the setting procedure and correction | amendment procedure of target accelerator opening. FIG. 9 is a sub-flowchart of the flowchart of FIG. 8, where (a) is a flowchart of constant speed running determination, and (b) is a flowchart of correction processing. It is a flowchart which illustrates the control procedure of the reaction force given to an accelerator pedal. 11 is a sub-flowchart of the flowchart of FIG. 10, where (a) is a decrease mode, (b) is a maintenance mode, and (c) is an increase mode. It is a time chart in case it transfers to constant speed driving | running | working in the state in which an actual vehicle speed is lower than a target vehicle speed, (a) shows a vehicle speed, (b) shows an accelerator opening. It is a time chart in case it transfers to constant speed driving | running | working in the state in which an actual vehicle speed is higher than a target vehicle speed, (a) shows a vehicle speed, (b) shows an accelerator opening.

Hereinafter, embodiments will be described with reference to the drawings. Note that the embodiment described below is merely an example, and there is no intention to exclude various modifications and technical applications that are not explicitly described in the following embodiment.
[1. overall structure]
As shown in FIG. 2, the driving assistance apparatus of the present embodiment includes a so-called active pedal provided with an actuator 2 b that can apply a reaction force F to the accelerator pedal 2 a. The magnitude of the reaction force F applied to the accelerator pedal 2a by the actuator 2b is controlled by a vehicle ECU (electronic control unit) 10. The present driving assistance device applies an appropriate reaction force F to the accelerator pedal 2a so that the vehicle speed of the vehicle 1 smoothly reaches the target vehicle speed V _T that is the target value. Here, the vehicle 1 is assumed to be a general automobile using the engine 8 as a drive source.

  First, the devices connected to the input side and the output side of the vehicle ECU 10 will be described in order with reference to FIG. A vehicle speed sensor 3, a camera 4, a radar 5, a vehicle speed setting switch 6 and an accelerator position sensor (APS) 7 are connected to the input side of the vehicle ECU 10. On the other hand, the actuator 2b is connected to the output side of the vehicle ECU 10. Moreover, vehicle ECU10 is connected with engine ECU20 which controls the engine 8 so that information transmission is possible.

  The vehicle speed sensor (vehicle speed detection means) 3 detects the vehicle speed of the vehicle 1 and outputs, for example, a vehicle speed signal (vehicle speed information) corresponding to the rotational speed of the drive wheels. Hereinafter, the vehicle speed detected by the vehicle speed sensor 3 is referred to as an actual vehicle speed V. Vehicle speed information detected by the vehicle speed sensor 3 is transmitted to the vehicle ECU 10 as needed.

  The camera 4 is, for example, a CCD camera or a CMOS camera installed at the front center of the vehicle 1 and captures an image in front of the vehicle 1. The image captured by the camera 4 is, for example, a road sign in front of the vehicle 1 or a road sign on the road surface, and includes at least a speed regulation sign and a sign. An image (still image) captured by the camera 4 is transmitted as image data to the vehicle ECU 10 as needed, and image processing is performed on each image data in the vehicle ECU 10.

  The radar 5 is, for example, a laser radar or a millimeter wave radar installed at the center of the front end portion of the vehicle 1. The radar 5 transmits a laser wave or the like to the front of the vehicle 1 and receives the reflected wave. Information on a preceding vehicle traveling ahead is detected. The information of the preceding vehicle detected here is, for example, information on the presence / absence of the preceding vehicle, distance to the preceding vehicle (inter-vehicle distance), angle (relative position), speed (relative speed), and the like. Each information detected by the radar 5 is transmitted to the vehicle ECU 10 as needed.

Vehicle speed setting switch 6, for example, handle the spokes (not shown), the driver is an operation switch provided at a position that can be operated to prepare when gripping the handle, is for setting the target vehicle speed V _T as the target value . The vehicle speed setting switch 6 may be used in combination with a conventionally known cruise control device or a vehicle speed setting switch provided as a part of the ACC device, or may be provided separately from these devices. These cameras 4, the radar 5, and vehicle speed setting switch 6, and is used for setting the target vehicle speed V _T.

  The accelerator position sensor 7 detects the opening degree of the accelerator pedal 2a (accelerator opening degree), and outputs an opening degree signal (opening degree information) corresponding to the operation amount of the accelerator pedal 2a, for example. The accelerator opening information detected by the accelerator position sensor 7 is transmitted to the vehicle ECU 10 as needed. Hereinafter, the accelerator opening detected by the accelerator position sensor 7 is referred to as an actual accelerator opening A.

  The actuator 2b applies a reaction force F to the accelerator pedal 2a in a direction in which the depression operation by the driver is pushed back (that is, a direction opposite to the depression direction of the accelerator pedal 2a by the driver). The magnitude of the reaction force F and how to apply the reaction force F are controlled by the control unit 17 described later.

  The vehicle ECU 10 and the engine ECU 20 are a CPU that executes various calculation processes, a ROM that stores programs and data necessary for the control, a RAM that temporarily stores calculation results in the CPU, and a signal between the outside. Is a computer equipped with an input / output port for inputting / outputting, a timer for counting time, and the like.

  The engine ECU 20 controls a wide variety of systems such as an ignition system, a fuel system, and an intake / exhaust system related to the engine 8, and at least a control target includes a fuel amount Q injected from an injector (not shown). Here, information on the fuel amount Q controlled by the engine ECU 20 is transmitted to the vehicle ECU 10.

[2. Control configuration]
Vehicle ECU10 according to the present embodiment, when the target vehicle speed V _T is set, by giving an appropriate reaction force F to the accelerator pedal 2a, the target without the operation of the driver consciously accelerator pedal 2a implementing the support control for constant speed running at a vehicle speed V _T. In order to implement such support control, as shown in FIG. 1, the vehicle ECU 10 includes a target vehicle speed setting unit 11, a target accelerator opening setting unit 12, a correction unit 13, a mode setting unit 14, a determination unit 15, and an initial value. A reaction force value acquisition unit 16 and a control unit 17 are provided.

  Each of these elements may be realized by an electronic circuit (hardware), may be programmed as software, or some of these functions are provided as hardware, and the other part is software. It may be a thing. In addition, although the case where all the elements are provided in one vehicle ECU10 is illustrated here, these elements are divided into a plurality of control devices, and each control device is configured to be able to transmit information. May be.

Target vehicle speed setting section (target vehicle speed setting means) 11, a camera 4, using at least one of information of the radar 5 and the vehicle speed setting switch 6 is for setting the target vehicle speed V _T of the vehicle 1. The setting method of the target vehicle speed V _T is roughly divided into manual setting and automatic setting. Here, manual setting is performed using the vehicle speed setting switch 6, and automatic setting is performed using at least one of the camera 4 and the radar 5.

Target vehicle speed setting unit 11, when detecting the operation of the vehicle speed setting switch 6 by the driver, the target vehicle speed V _T based on the operation. For example, when traveling the constant-speed running can place like a highway, manually at the target vehicle speed V _T by the driver is set.

In addition, when the vehicle 1 is equipped with ISA (Intelligent Speed Adaptation), the target vehicle speed setting unit 11 determines the speed (limit speed) of the sign from the speed restriction sign image captured by the camera 4. Set automatically as _T. Some ISAs display information in the vehicle when the vehicle recognizes the speed limit, and give a warning when the driver violates the speed, and others suppress the upper limit value of the traveling speed to the speed limit. Note that a specific configuration of the ISA is omitted.

Further, when the vehicle 1 is equipped with ACC (Adaptive Cruise Control), the target vehicle speed setting unit 11 targets the vehicle speed of the preceding vehicle so as to keep the inter-vehicle distance from the preceding vehicle detected by the radar 5 constant. automatically set as the vehicle speed V _T. The ACC is a cruise control system with inter-vehicle distance control that automatically follows the vehicle while keeping the inter-vehicle distance with the preceding vehicle safe. A specific configuration of the ACC is also omitted here. Target vehicle speed V _T set by the target vehicle speed setting unit 11 is transmitted to the target accelerator opening setting unit 12 and the correction unit 13.

Target accelerator pedal opening degree setting unit (target accelerator opening setting means) 12, for example using the map of FIG. 3, the target accelerator opening the accelerator opening degree corresponding to the target vehicle speed V _T set by the target vehicle speed setting unit 11 This is set as _AT . The target accelerator opening _AT set here is a reference for controlling the magnitude of the reaction force F, in other words, it influences the magnitude of the reaction force F applied to the accelerator pedal 2a. is there.

The target accelerator opening degree A _T is the accelerator opening degree that allows the vehicle to travel at the set target vehicle speed V _T , that is, when it is assumed that the vehicle has traveled while pressing the accelerator pedal 2a on a flat road, the actual vehicle speed V is the target vehicle speed V _{T. This} means the amount of depression of the accelerator pedal 2a that converges to _T. Target accelerator pedal opening A _T is determined by the value previously experiments according to the target vehicle speed V _T, is previously stored in the vehicle ECU10 as a map shown in FIG. Target accelerator pedal opening setting unit 12 applies the target vehicle speed V _T which is transmitted from the target vehicle speed setting unit 11 in this map, set to obtain the target accelerator pedal opening A _T. The target accelerator opening _AT set by the target accelerator opening setting unit 12 is transmitted to the correction unit 13 and the mode setting unit 14.

The correction unit (correction means) 13 is a target accelerator opening set by the target accelerator opening setting unit 12 when a predetermined correction condition is satisfied in order to eliminate the deviation of the actual vehicle speed V from the target vehicle speed V _T. This corrects _AT . The predetermined correction condition, before the actual vehicle speed V converges to the target vehicle speed V _T, i.e. in a state where the deviation was the actual vehicle speed V and the target vehicle speed V _T, is that the constant speed running is started.

First, a method for determining success or failure of the correction condition will be described. First correction unit 13, either from the target vehicle speed setting unit 11 target vehicle speed transferred from V _T and the actual vehicle speed V detected by the vehicle speed sensor 3, the state and the actual vehicle speed V and the target vehicle speed V _T is shifted not Determine whether. In this determination, for example, an absolute value (hereinafter also simply referred to as a deviation amount | ΔV |) of a difference ΔV (= V _T −V) between the target vehicle speed V _T and the actual vehicle speed V is calculated, and the deviation amount | ΔV | This is done by determining whether or not it is equal to or greater than a predetermined value V _TH . That is, the correction unit 13 determines whether or not the relationship of the following formula (1) is satisfied.
| V _T −V | ≧ V _TH (1)

Here, the predetermined value V _TH is a threshold value for determining whether or not the deviation amount | ΔV | between the target vehicle speed V _T and the actual vehicle speed V is acceptable, and is set to 1 km / h, for example. The predetermined value V _TH may be a constant value set in advance, or may be set each time according to the set target vehicle speed V _T. For example, the predetermined value V _TH may be changed depending on _whether the target vehicle speed V _T is high or low. As the predetermined value V _TH is set to a smaller value, it is possible to achieve constant speed running at a vehicle speed that is closer to the target vehicle speed V _T.

Correcting unit 13, a state in which the actual vehicle speed V and the target vehicle speed V _T is shifted, that is, when it is determined that satisfies the above relationship formula (1), followed by whether the constant-speed running is started judge. This determination is performed, for example, by determining whether or not the following first condition and second condition are satisfied. The first condition and the second condition are for determining whether or not the accelerator operation amount (that is, the actual accelerator opening A) by the driver is in a substantially constant state, thereby shifting to constant speed driving. Determine whether or not. Here, the correction unit 13 determines that the vehicle has shifted to the constant speed when the state where both conditions are satisfied continues for a predetermined time _tTH , and simultaneously determines that the correction condition is satisfied.

First condition: The change in the fuel amount Q is within a predetermined range.
Second condition: The change in the actual accelerator opening A is within a predetermined range.
The first condition is, for example, when the fuel amount Q per unit time (number of unit injections) injected from the injector is within a certain range, or when the change amount or rate of change of the fuel amount Q is a predetermined value or less. It is determined that Moreover, it determines with the 2nd condition having been satisfied, for example, when the variation | change_quantity and variation | change_rate of the real accelerator opening A are below a predetermined value.

On the other hand, the correction unit 13 is not a condition and the actual vehicle speed V and the target vehicle speed V _T is shifted, that is, when it is determined not to satisfy the above relationship formula (1), said first condition and second condition Of course, it is determined that the correction condition is not satisfied. Further, even if the relationship of the above equation (1) is satisfied, the relationship of the equation (1), the first condition, and the first condition before the predetermined time t _TH elapses from when the first condition and the second condition are satisfied. Even when any one of the two conditions is not satisfied, it is determined that the correction condition is not satisfied. When it is determined that the correction condition is satisfied, the correction unit 13 corrects the target accelerator opening degree _AT when the correction condition is satisfied, and when it is determined that the correction condition is not satisfied, the correction unit 13 sets the target accelerator opening degree _AT . Do not make corrections.

Next, the content of correction performed by the correction unit 13 will be described. When it is determined that the correction condition is satisfied, the correction unit 13 determines the difference ΔV between the target vehicle speed V _T and the actual vehicle speed V at the time when the correction condition is satisfied (that is, at the time of shifting to constant speed travel), obtaining a correction amount .DELTA.A _T of target accelerator pedal opening a _T. Here, the correction unit 13 uses the map in FIG. 4 (a), the absolute value in the form of the deviation amount of the difference [Delta] V | Get the size of the correction amount .DELTA.A _T corresponding to | [Delta] V.

4 (a) is the deviation amount | [Delta] V | is a map that is set so as correction amount .DELTA.A _T away from the predetermined value V _TH increases, are previously stored in the vehicle ECU 10. Correcting unit 13, the deviation amount at the time of establishment correction condition | [Delta] V | is calculated, and the displacement amount | obtains a correction amount .DELTA.A _T to be applied to the map of FIG. 4 (a) | ΔV. That Here, the correction unit 13, the deviation amount at the time of the transition to the constant-speed running | [Delta] V | larger the obtains the large correction amount .DELTA.A _T.

Correcting unit 13, the acquired correction amount .DELTA.A _T, corrects the target accelerator opening A _T by subtracting the target accelerator pedal opening A _T. Specifically, the correction unit 13 first compares the magnitude relationship between the actual vehicle speed V and the target vehicle speed V _T when the correction condition is satisfied. Then, as shown in FIG. 12A, when the actual vehicle speed V when the correction condition is satisfied is lower than the target vehicle speed V _T (when ΔV> 0), as shown in FIG. by adding the correction amount .DELTA.A _T target accelerator opening setting unit 12 target accelerator pedal opening a _T set in, it is corrected in a direction (increasing direction) to increase the set target accelerator opening a _T.

On the contrary, as shown in FIG. 13A, when the actual vehicle speed V is higher than the target vehicle speed V _T (when ΔV <0), as shown in FIG. 13B, the acquired correction amount ΔA _T Is subtracted from the target accelerator opening _AT set by the target accelerator opening setting unit 12 to correct the direction in which the set target accelerator opening _AT is reduced (decrease direction). That is, the correction unit 13 opens the target accelerator according to the magnitude of the deviation (deviation amount | ΔV |) and the deviation direction (sign of ΔV) between the actual vehicle speed V and the target vehicle speed V _T when the correction condition is satisfied. Correct the degree _AT .

The correction unit 13 sets a target accelerator opening degree A _T ′ (hereinafter also referred to as a corrected target accelerator opening degree A _T ′) corrected when the correction condition is satisfied from when the correction condition is satisfied until a predetermined correction time ta elapses. held, correction time ta increases or decreases the corrected target accelerator opening a _T 'at a constant rate from the time that has elapsed, as close to the target accelerator opening a _T. When the corrected target accelerator opening A _T ′ substantially matches the target accelerator opening A _T , the correction is terminated.

In other words, the correction unit 13 performs correction for setting the target accelerator opening degree _AT to the corrected target accelerator opening degree _AT 'until the correction time ta elapses after the correction condition is satisfied. Then, gradually returned to the pre-correction target accelerator pedal opening A _T (ie, the target accelerator opening A _T set by the target accelerator opening setting unit 12) at the time the correction time ta has elapsed. Here, the correction time ta is a preset constant value.

The target accelerator opening degree A _T ′ corrected by the correction unit 13 is transmitted to the mode setting unit 14. Further, correction information in the correction unit 13 is transmitted to the determination unit 15. Correction information mentioned here includes information on whether the target accelerator opening A _T is corrected, the correction direction information of target accelerator pedal opening A _T, ie corrected to reduce the target accelerator pedal opening A _T Or whether the correction is made in the direction of increasing.

Mode setting section (mode setting means) 14, the actual accelerator opening degree A on the corrected in target accelerator pedal opening A _T or correction unit 13 set by the target accelerator opening setting unit 12 target accelerator pedal opening A _T ' Based on the magnitude relationship, a control mode for the reaction force F applied to the accelerator pedal 2a is set. The mode set here is any one of three modes of an increase mode for increasing the reaction force F, a maintenance mode for maintaining the reaction force F, and a decrease mode for decreasing the reaction force F.

FIG. 5 is a schematic diagram showing three regions determined based on the target accelerator opening degree _AT or the corrected target accelerator opening degree _AT '. As shown by the broken line in the figure, the actual accelerator opening A is set to 0 (reference) at the position of the tread surface 2c of the accelerator pedal 2a that is not operated, and from this state, the amount of depression of the accelerator pedal 2a increases. Increase. Note that D, K, and I in FIG. 5 correspond to a region that becomes the decrease mode, a region that becomes the maintenance mode, and a region that becomes the increase mode, respectively.

The mode setting unit 14 sets the range before and after the target accelerator opening degree _AT or the corrected target accelerator opening degree _AT '(for example, up to several percent) as the maintenance mode region K. When the actual accelerator opening A is within the maintenance mode region K, the mode setting unit 14 sets the control mode of the reaction force F to “maintenance mode”. That is, maintenance mode, range from only a small position A ₁ predetermined opening than the target accelerator opening A _T position to A ₂ greater by a predetermined angle than the target accelerator pedal opening A _T (e.g., A _T ± 1% This range is set when the actual accelerator opening A is included in the range (1).

The mode setting unit 14 sets the range on the depression side of the accelerator pedal 2a relative to the maintenance mode region K as the increase mode region I. When the actual accelerator opening A is in the increase mode region I, the mode setting unit 14 sets the control mode of the reaction force F to “increase mode”. That is, the increase mode is set when the actual accelerator opening A is included in the range from the position A _{2 that is} larger than the target accelerator opening _AT by a predetermined opening to the maximum value A ₃ of the actual accelerator opening A. The

Further, the mode setting unit 14 sets the range in which the actual accelerator opening A is smaller than the region K in the maintenance mode as the region D in the decrease mode. When the actual accelerator opening A is in the decrease mode region D, the mode setting unit 14 sets the control mode of the reaction force F to “decrease mode”. That is, the decrease mode is set when the actual accelerator opening A is included in the range from the reference position of the actual accelerator opening A to the position A ₁ smaller than the target accelerator opening _AT by a predetermined opening.

The mode set by the mode setting unit 14 is the actual accelerator opening A because the regions D, K, and I in FIG. 5 change as the target accelerator opening _AT is corrected by the correction unit 13. May change even if has not changed. For example, when the position of the target accelerator opening degree _AT shown in FIG. 5 is corrected to the depression side, the positions of A ₁ and A ₂ in FIG. 5 also change to the depression side, so the position of the maintenance mode region K increases. The mode shifts to the region I side. As a result, the increase mode region I becomes smaller and the decrease mode region D becomes larger, so that the mode can change even if the actual accelerator opening A is the same position. The mode set by the mode setting unit 14 is transmitted to the control unit 17.

  The determination unit 15 determines whether or not the following condition A or condition B is satisfied, and when the condition is satisfied, sends a control command corresponding to the satisfied condition to the control unit 17. Specifically, if the determination unit 15 determines that the condition A is established, the determination unit 15 maintains the reaction force F with respect to the control unit 17 even when the mode set by the mode setting unit 14 is the decrease mode. Send a command to. Further, when the determination unit 15 determines that the condition B is satisfied, the determination unit 15 sends a command to the control unit 17 so as to maintain the reaction force F even if the mode set by the mode setting unit 14 is the increase mode. . That is, the decrease mode when the condition A is satisfied is a mode equivalent to the maintenance mode. Similarly, the increase mode when the condition B is satisfied is a mode equivalent to the maintenance mode.

Condition A: The target accelerator opening degree A _T is corrected in the decreasing direction (A _T > A _T ′).
Condition B: The target accelerator opening degree A _T is corrected in the increasing direction (A _T <A _T ′).
This is detail below, prevents the actual vehicle speed V is back in the vicinity of the speed of the previous correction of the target accelerator opening A _T, in order to quickly converge to the target vehicle speed V _T.
If the determination unit 15 determines that the condition A or the condition B is satisfied, the determination unit 15 sends a corresponding command to the control unit 17.

The initial reaction force value acquisition unit 16 acquires an initial value of the reaction force F generated by the actuator 2b (hereinafter referred to as initial reaction force value F ₀ ) using the map of FIG. Here, the initial reaction force value F ₀ is an initial reaction force value for notifying the driver that the reaction force F has occurred, and a value corresponding to the actual accelerator opening A is obtained in advance through experiments or the like. It is stored in the vehicle ECU 10 as a map as shown in FIG. The initial reaction force value acquisition unit 16 applies the actual accelerator opening A (that is, the initial accelerator opening A ₀ ) at the time of setting the target vehicle speed V _T to this map, and acquires the initial reaction force value F ₀ . The initial reaction force value F ₀ acquired by the initial reaction force value acquisition unit 16 is transmitted to the control unit 17.

The control unit (control means) 17 controls the actuator 2b in accordance with the mode set by the mode setting unit 14, and gives an appropriate reaction force F to the accelerator pedal 2a. When the set mode is the decrease mode, the control unit 17 controls the actuator 2b so as to reduce the reaction force F. That is, in the decrease mode, the actual accelerator opening A is smaller than the target accelerator opening _AT (the amount of operation of the accelerator pedal 2a is insufficient), and therefore the accelerator pedal 2a is reduced by reducing the reaction force F. Make it easier to step on and change to maintenance mode.

  Further, when the set mode is the maintenance mode, the control unit 17 controls the actuator 2b so as to maintain the reaction force F. That is, since the operation amount of the accelerator pedal 2a is appropriate in the maintenance mode, the operation amount at that time is maintained by maintaining the reaction force F.

Furthermore, when the set mode is the increase mode, the control unit 17 controls the actuator 2b to increase the reaction force F. That is, in the increase mode, the actual accelerator opening A is larger than the target accelerator opening _AT (too much depressed), so by increasing the reaction force F, the driver's foot is pushed back and the maintenance mode is entered. And change.

  The above contents will be described more specifically with reference to FIGS. 7A and 7B. FIG. 7A is a graph illustrating the change in the reaction force F in the decrease mode or the maintenance mode, and FIG. 7B is a graph illustrating the change in the reaction force F in each mode. Note that D, K, and I in FIGS. 7A and 7B indicate the set modes, and correspond to the decrease mode, the maintenance mode, and the increase mode, respectively.

In FIG. 7A, the time when the mode is set by the mode setting unit 14 is t ₀ . When the mode set at time t ₀ is the decrease mode, the control unit 17 sets the reaction force F to zero. This makes it easier for the driver to depress the accelerator pedal 2a. When the set mode changes from the decrease mode to the maintenance mode at time t ₁ , the control unit 17 quickly increases the reaction force F in a stepped manner, and the initial reaction force value F transmitted from the initial reaction force value acquisition unit 16. The value is maintained when ₀ is reached (ie, F = F ₀ ).

As described above, when the reaction mode F is changed to the maintenance mode, the reaction force F is quickly increased to the initial reaction force value F _{0 in a} stepped manner, so that the driver can notice that the reaction force F has been generated. An accelerator operation can be suppressed. Further, by maintaining the reaction force F, the actual accelerator opening A is kept near the target accelerator opening _AT by following the control of the control unit 17 without the driver consciously operating the accelerator pedal 2a. be able to.

As shown in FIG. 7 (a), at time t _2, the when changes decrease mode from the set mode is maintained mode, the control unit 17 decreases the reaction force F from the initial resistance value F ₀ linearly. This is because when the reaction force F is reduced, it is not necessary to make the driver aware of it, and the accelerator pedal 2a can be gradually depressed by reducing the reaction force F linearly. When the reaction force F reaches 0 in the decrease mode, the state of the reaction force 0 is maintained.

Then, at time t ₃ , when the mode again changes from the decrease mode to the maintenance mode, the control unit 17 quickly increases the reaction force F to the initial reaction force value F _{0 in a} stepped manner as in the maintenance mode from time t _1. When the reaction force value F ₀ is reached, the value is maintained. Thereafter, when the mode is changed again from the maintenance mode to the decrease mode at time t ₄ , the control unit 17 linearly decreases the reaction force F from the initial reaction force value F ₀ as in the decrease mode from time t ₂ .

Here, at time t ₅ before the reaction force F reaches 0, if the set mode is changed to the maintenance mode from the reduction mode, the reaction force F at time t ₅ to quickly initial resistance value F ₀ The initial reaction force value F ₀ is maintained by increasing in steps. As described above, when the mode set by the mode setting unit 14 is the decrease mode or the maintenance mode, the control unit 17 sets the reaction force F to 0 or more and the initial reaction force value F ₀ or less (0 ≦ F ≦ F ₀ ). The actuator 2b is controlled so that

Further, in FIG. 7 (b), the time at which the mode is set by the mode setting unit 14 and t _6. When the mode set at time t ₆ is the maintenance mode, the control unit 17 quickly increases the reaction force F in a stepped manner and reaches the initial reaction force value F ₀ transmitted from the initial reaction force value acquisition unit 16. Incidentally maintains its value (i.e., the F = F _0). At time t ₇ , when the maintenance mode is changed to the increase mode, the control unit 17 increases the reaction force F from the initial reaction force value F _{0 in a} stepped manner. At this time, the increasing speed of the reaction force F is slower than the increasing speed of the reaction force F in the maintenance mode. This is because by gradually increasing the reaction force F, the driver's foot is gradually pushed back to change to the maintenance mode.

The controller 17 continues to increase the reaction force F in the increase mode, and maintains the maximum reaction force value F _MAX after reaching the maximum reaction force value F _MAX . Then, at time t _8, when the set mode is changed to the maintenance mode from the increase mode, the control unit 17 maintains the reaction force F at time t _8. When the reaction force F changes from the increase mode to the maintenance mode before reaching the maximum reaction force value F _MAX , the control unit 17 maintains the reaction force F at the time when the mode changes. The reaction force F in this case is larger than the initial reaction force value F _{0 and} smaller than the maximum reaction force value F _MAX (F ₀ <F <F _MAX ).

When changing the reduction mode from the maintain mode at time t _9, the control unit 17, after reducing the reaction force F at the time the mode is changed by a predetermined reaction force value F _D, decreases linearly. Thus, by reducing the reaction force F at the time of the mode change, it is possible to easily understand the timing when the accelerator pedal 2a can be depressed. In particular, when the reaction force F is increased to about the maximum reaction force value F _MAX , the reaction force F is reduced at a stroke when the mode is changed from the maintenance mode to the decrease mode, so that the reaction force F can be quickly reduced to the initial reaction force value. can be reduced to about F _0, it is possible to quickly secure a depression ease of the accelerator pedal 2a.

When the reaction force F at the time of changing to the decrease mode is larger than the initial reaction force value F ₀ , the control unit 17 reduces the reaction force F at a stroke when the mode is changed. The predetermined reaction force value F _D to be decreased at this time may be a predetermined constant value or a value set according to the magnitude of the reaction force F before changing to the decrease mode. Good.

Control unit 17, when a decrease mode has reduced the reaction force F, if the reaction force F is changed to the decrease mode from the maintain mode at time t ₁₀ before reaching the initial resistance value F _0, the time t Maintain reaction force F at ₁₀ . When the reaction force F changes to the maintenance mode when the reaction force F becomes smaller than the initial reaction force value F ₀ , the control unit 17 changes the reaction force F to the initial reaction force as at time t _{5 in} FIG. The initial reaction force value F ₀ is maintained by increasing the value to the value F _{0 in a} stepped manner. Thus, when the mode set by the mode setting unit 14 changes in the decrease mode, the maintenance mode, and the increase mode, the control unit 17 sets the reaction force F to 0 or more and the maximum reaction force value F _MAX or less (0 ≦ The actuator 2b is controlled so as to satisfy F ≦ F _MAX .

However, when a command is sent from the determination unit 15, the control unit 17 gives priority to the command from the determination unit 15. Specifically, the control unit 17 has a content that the command sent from the determination unit 15 is “maintain the reaction force F even if the mode set by the mode setting unit 14 is the decrease mode”. In this case, the actuator 2b is controlled according to this command. That is, the control unit 17 reduces the mode set by the mode setting unit 14 while the target accelerator opening _AT set by the target accelerator opening setting unit 12 is corrected in the decreasing direction by the correction unit 13. The reaction force F is maintained in the mode and the maintenance mode, and the reaction force F is increased in the increase mode.

The fact that the target accelerator opening degree _AT is corrected in the decreasing direction in this way is a case where the actual vehicle speed V is shifted to the constant speed running in a state where the actual vehicle speed V is higher than the target vehicle speed V _T. At this time, if the reduction mode is set by the mode setting unit 14 and the control unit 17 reduces the reaction force F as usual, the accelerator pedal 2a is easily depressed, and the actual vehicle speed V increases again from the target vehicle speed V _T. There is a risk of leaving. Therefore, when the control unit 17 receives the above command from the determination unit 15, the actual vehicle speed V becomes the target by maintaining the reaction force F even when the mode setting unit 14 sets the decrease mode. prevents revert to near the speed before the correction of the accelerator opening degree a _T, to quickly converge to the target vehicle speed V _T.

Similarly, the control unit 17 may have a content that the command sent from the determination unit 15 is “maintain the reaction force F even if the mode set by the mode setting unit 14 is the increase mode”. The actuator 2b is controlled in accordance with this command. That is, the control unit 17 increases the mode set by the mode setting unit 14 while the target accelerator opening _AT set by the target accelerator opening setting unit 12 is corrected in the increasing direction by the correction unit 13. The reaction force F is maintained in the mode and the maintenance mode, and the reaction force F is decreased in the decrease mode.

The fact that the target accelerator opening degree _AT is corrected in the increasing direction in this way is a case where the vehicle shifts to the constant speed running in a state where the actual vehicle speed V is lower than the target vehicle speed V _T. At this time, if the increase mode is set by the mode setting unit 14 and the control unit 17 increases the reaction force F as usual, the foot of the driver is pushed back, and the actual vehicle speed V decreases again to leave the target vehicle speed V _T. There is a risk that. Therefore, when the control unit 17 receives the above command from the determination unit 15, the actual vehicle speed V is set to the target by maintaining the reaction force F even when the increase mode is set by the mode setting unit 14. prevents revert to near the speed before the correction of the accelerator opening degree a _T, to quickly converge to the target vehicle speed V _T.

[3. flowchart]
Next, an example of a control procedure executed by the vehicle ECU 10 will be described with reference to the flowcharts of FIGS. FIG. 8 is a flowchart showing a setting procedure and a correction procedure of the target accelerator opening degree _AT , and FIGS. 9A and 9B are sub-flowcharts of FIG. FIG. 10 is a flowchart illustrating a control procedure of the reaction force F by the vehicle ECU 10, and FIGS. 11A to 11C are sub-flowcharts of FIG. These flowcharts are executed in a predetermined control cycle when the ignition switch of the vehicle is turned on.

First, a flowchart executed by the target vehicle speed setting unit 11 and the correction unit 13 will be described. As shown in FIG. 8, in step S10, the target vehicle speed setting unit 11 determines whether or not the target vehicle speed _VT is set. If the target vehicle speed V _T is not set or the setting of the target vehicle speed V _T is cancelled, this flow is returned. That is, the following process is executed only when the target vehicle speed _VT is set.

If the target vehicle speed V _T is being set, it is determined in step S20 whether or not the target vehicle speed V _T is new. When the target vehicle speed V _T is new, that is, when the target vehicle speed V _T is set for the first time or when the setting of the target vehicle speed V _T is updated, the process proceeds to step S30, and if the target vehicle speed V _T is the same as the previous cycle. Proceed to step S40. In step S30, the target accelerator opening A _FT corresponding to the target vehicle speed V _T by the target accelerator opening setting unit 12 is set, the process proceeds to step S40. That is, the process of step S30 is performed only once when the target vehicle speed _VT is new.

In step S40, it is determined whether or not the flag D is 0. Here, the flag D is used for determining whether or not the correction of the target accelerator opening degree _AT is performed by the correction unit 13, and the flag D = 1 corresponds to the correction being performed, and the flag D = 0 Corresponds to a state in which no correction is performed. This flag information is transmitted to the flowchart of FIG. When the flag D is D = 0 in step S40, the process proceeds to step S50, where the actual vehicle speed V is detected by the vehicle speed sensor 3. In the following step S60, whether or not the absolute value (ie, deviation | ΔV |) of the difference ΔV between the set target vehicle speed V _T and the actual vehicle speed V detected in step S50 is a predetermined value V _TH or more. Is determined. This determination is a determination as to whether or not the relationship of the above formula (1) is satisfied.

In step S60, if the absolute value of the difference ΔV between the target vehicle speed V _T and the actual vehicle speed V is less than the predetermined value V _TH, this flow is returned. That is, if the deviation amount | ΔV | is less than the predetermined value V _TH , the target accelerator opening degree _AT is not corrected. On the other hand, when the absolute value of the difference ΔV between the target vehicle speed V _T and the actual vehicle speed V is equal to or greater than the predetermined value V _{TH, the} process proceeds to step S70, and the constant speed running determination flow shown in FIG.

  As shown in FIG. 9A, in the constant speed running determination, in step S71, information on the fuel amount Q injected from the engine 8 from the engine ECU 20 is acquired. In the subsequent step S72, it is determined whether or not the absolute value of the difference between the fuel amount Q acquired in step S71 and the fuel amount Q ′ acquired in the previous cycle is less than a predetermined value Qp. This determination is a determination as to whether or not the first condition is satisfied. If the change in the fuel amount Q is within the predetermined range, the process proceeds to step S73, the fuel amount Q acquired in step S71 is stored as the previous value Q ', and the process proceeds to step S75. On the other hand, if the change in the fuel amount Q is not within the predetermined range, the process proceeds to step S74, the fuel amount Q acquired in step S71 is stored as the previous value Q ', and the process proceeds to step S85.

  In step S75, the actual accelerator opening A is detected by the accelerator position sensor 7, and in the subsequent step S76, the absolute value of the difference between the actual accelerator opening A and the actual accelerator opening A 'detected in the previous cycle is predetermined. It is determined whether it is less than the value Ap. This determination is a determination as to whether or not the second condition is satisfied. If the change in the actual accelerator opening A is within the predetermined range, the process proceeds to step S77, the actual accelerator opening A detected in step S75 is stored as the previous value A ', and the process proceeds to step S80. On the other hand, if the change in the actual accelerator opening A is not within the predetermined range, the process proceeds to step S78, the actual accelerator opening A detected in step S75 is stored as the previous value A ', and the process proceeds to step S85.

In step S80, a value obtained by adding 1 to the count value C is set as a new count value C, and this flow is ended. On the other hand, in step S85, the count value C is set to 0, and this flow ends. Here, the count value C is for determining whether or not the state in which the first condition and the second condition are satisfied has continued for a predetermined time _tTH , and when both the first condition and the second condition are satisfied. When the count value C is added and at least one of the first condition and the second condition is not satisfied, the count value C is reset to zero.

As shown in FIG. 8, when the sub-flowchart for determining the constant speed in step S70 is completed, the process proceeds to step S90, and it is determined whether or not the count value C is equal to or greater than a predetermined value _CTH . The predetermined value C _TH is a value corresponding to the predetermined time t _TH described above, and the time until the count value C becomes equal to or greater than the predetermined value C _TH in step S80 of FIG. Is set to a value such that the predetermined time t _TH is reached. This flow is returned until the count value C reaches the predetermined value C _TH , and when the count value C becomes equal to or greater than the predetermined value C _TH , the process proceeds to step S100 because the above correction condition is satisfied.

  In step S100, the count value C is reset to 0, and in the subsequent step S110, the flag D is set to D = 1 and the measurement by the timer is started. This timer measures the correction time ta. In step S120, the correction processing flow shown in FIG. 9B is performed.

As shown in FIG. 9B, in step S122, the correction amount ΔA _T is acquired using the deviation amount | ΔV | between the target vehicle speed V _T and the actual vehicle speed V detected in step S50 of this control cycle. At the same time, a predetermined correction time ta is acquired. In step S124, the magnitude relationship between the target vehicle speed V _T and the actual vehicle speed V is compared. If the actual vehicle speed V is lower than the target vehicle speed V _T , the process proceeds to step S126, where the actual vehicle speed V is higher than the target vehicle speed V _T. In this case, the process proceeds to step S128.

In step S126, a value obtained by adding the correction amount ΔA _T acquired in step S122 to the target accelerator opening _AT set in step S30 is used as a corrected target accelerator opening A _T ′. In step S127, a flag is set. Z is set to Z = 0, and this flow ends. In step S128, the set target accelerator opening A _T in step S30, those obtained correction amount .DELTA.A _T is subtracted in step S122 is corrected target accelerator pedal opening A _T ', the subsequent step S129 At this time, the flag Z is set to Z = 1, and this flow ends. Here, the flag Z is for determining whether the target accelerator opening degree _AT is corrected in the increasing direction or the decreasing direction by the correcting unit 13, and the flag Z = 0 is corrected in the increasing direction. The flag Z = 1 corresponds to the case where correction is made in the decreasing direction.

As shown in FIG. 8, when the sub-flowchart of the correction process in step S120 is completed, the process proceeds to step S130, and it is determined whether or not the timer value started in step S110 is equal to or longer than the correction time ta. If the timer value is less than the correction time ta, this flow is returned. In the next control cycle, if the target vehicle speed V _T is set with the previous cycle, the process proceeds from step S20 to step S40. Here, since the flag D is set to D = 1 in step S110 of the previous cycle, the process proceeds to step S130, and it is determined again whether or not the timer value is equal to or longer than the correction time ta.

If the timer value becomes equal to or longer than the correction time ta as a result of the flow being repeatedly executed in this way, the process proceeds from step S130 to step S132, and it is determined whether or not the flag Z is Z = 0. This flag Z is set in step S127 or step S129. That is, in step S132, the correction direction of the target accelerator opening degree _AT is determined. When the flag Z is Z = 0, in step S134, a value obtained by subtracting the predetermined value B from the corrected target accelerator opening A _T 'set in step S126 is set as the new corrected target accelerator opening A _T '. Is done.

On the other hand, when the flag Z is Z = 1, in step S136, a value obtained by adding a predetermined value B to the corrected target accelerator opening A _T 'set in step S128 is a new corrected target accelerator opening A _T '. Set to Here, the predetermined value B, 12 of the gradient and corresponding to the gradient from the time t ₁₆ in the graph of FIG. 13 (b), the unit time (unit control cycle) per from the time t ₁₃ of the graph of (b) The amount of change (constant) is set.

Next, in step S138, it is determined whether or not the corrected target accelerator opening degree _AT 'set in step S134 or step S136 substantially coincides with the target accelerator opening degree _AT set in step S30. The process of step S134 or step S136 is repeatedly performed until the corrected target accelerator opening degree _AT 'and the target accelerator opening degree _AT substantially coincide. Then, when the corrected target accelerator opening degree A _T ′ and the target accelerator opening degree _AT substantially coincide, the process proceeds to step S140.

Note that the condition of step S138, that is, the condition for ending the correction is not limited to this. For example, the number of executions or time of step S134 or step S136 may be checked, and the actual vehicle speed V matches the target vehicle speed V _T. Then, the condition may be such that it ends. In step S140, the correction of the target accelerator opening _AT is completed, and the original target accelerator opening _AT set in step S30 is restored. In step S150, the flag D is reset to D = 0, the timer is stopped and reset, and this flow is returned.

Next, a flowchart regarding control of the reaction force F will be described. As shown in FIG. 10, in step Y10, the target vehicle speed setting unit 11 determines whether or not the target vehicle speed _VT is set. When the target vehicle speed V _T is not set or when the setting of the target vehicle speed V _T is cancelled, the process proceeds to step Y160, and the actuator 2b is not particularly controlled, and the reaction force F is set to 0 in step Y170, Return this flow. That is, the following process is executed only when the target vehicle speed _VT is set.

If the target vehicle speed V _T is being set, it is determined in step Y20 whether or not the target vehicle speed V _T is new. When the target vehicle speed V _T is new, that is, when the target vehicle speed V _T is set for the first time or when the setting of the target vehicle speed V _T is updated, the process proceeds to step Y30, and if the target vehicle speed V _T is the same as the previous cycle. Proceed to step Y50. In step Y 30, together with the actual accelerator opening degree A is detected by the accelerator position sensor 7, the actual accelerator opening degree A is set to an initial accelerator opening A _0. In step Y40, the initial reaction force value acquisition unit 16 acquires the initial reaction force value F ₀ from the initial accelerator opening A ₀ set in step Y30. These steps Y30 and Y40, the target vehicle speed V _T is performed only once when a new.

In step Y50, the target accelerator opening degree _AT set by the target accelerator opening degree setting unit 12 or the target accelerator opening degree _AT 'corrected by the correction unit 13 is acquired. In step Y60, the actual accelerator opening A is detected by the accelerator position sensor 7, and the actual vehicle speed V is detected by the vehicle speed sensor 3. In the following step Y70, based on the target accelerator opening degree _AT acquired in step Y50 or the target accelerator opening degree _AT 'corrected by the correction unit 13, and the actual accelerator opening degree A detected in step Y60, The mode is set by the mode setting unit 14. In steps Y80 to Y140, the reaction force F is controlled according to the set mode.

First, in step Y80, it is determined whether or not the mode set in step Y70 is the decrease mode. If the mode is the decrease mode, the process proceeds to step Y85, and it is determined whether or not the flag D is D = 0. The This flag D is the same as the flag D used in the flowchart of FIG. That is, at step Y85, it is determined whether or not the target accelerator opening degree _AT is being corrected. When the flag D is D = 0, that is, when correction is not being performed, the process proceeds to step Y90, and the sub-flowchart of the decrease mode of FIG. 11A is executed, and when the flag D is D = 1, that is, when correction is being performed, step Y110. Proceed to

  On the other hand, if it is determined in step Y80 that the mode is not the decrease mode, the process proceeds to step Y100, and it is determined whether or not the mode set in step Y70 is the maintenance mode. If it is in the maintenance mode, the process proceeds to step Y110, and in step Y110, the sub-flowchart of the maintenance mode in FIG. 11B is executed.

If it is determined in step Y100 that the mode is not the maintenance mode, the mode set in step Y70 is the increase mode. In this case, in step Y130, it is determined whether or not the flag D is D = 0. This flag D is also the same as the flag D used in the flowchart of FIG. That is, at step Y130, as in step Y85, it is determined whether or not the target accelerator opening degree _AT is being corrected. When the flag D is D = 0, that is, when correction is not being performed, the process proceeds to step Y140, and the sub-flowchart of the increase mode of FIG. 11C is executed, and when the flag D is D = 1, that is, when correction is being performed, step Y110. Proceed to

  In the sub-flow charts of FIGS. 11A to 11C, the reaction force F applied to the accelerator pedal 2a is set. That is, in step Y90, Y110 or Y140, when any one of the sub-flow charts of FIGS. 11A to 11C is executed, the reaction force F to be generated by the actuator 2b is determined. In step Y150, the actuator 2b is controlled so as to generate the reaction force F with the variation pattern set in each mode, and this flow is returned.

As shown in FIG. 11A, in the reduction mode, first, in step Y91, it is determined whether or not the reaction force F is greater than zero. When the target vehicle speed V _T is new, when the vehicle first proceeds to the decrease mode, the reaction force F is 0 because the reaction force F is not yet applied (the actuator 2b is not controlled). Even when the target vehicle speed V _T is not new, the reaction force F may be decreased and the reaction force F may be zero in the decrease mode. In such a case, this flow is terminated. That is, in the decrease mode, when the reaction force F is 0, the value is maintained as it is (that is, the reaction force F = 0).

On the other hand, if the reaction force F is applied (if F> 0) before the actual accelerator opening A enters the decrease mode and proceeds to the maintenance mode or the increase mode, the reaction force F is the initial reaction in step Y92. It is determined whether or not the force value is greater than F ₀ . When the reaction force F is equal to or less than the initial reaction force value F ₀ , the process proceeds to step Y95, and a value obtained by subtracting the predetermined value G from the reaction force F is set as a new reaction force F, and this flow ends. That is, in the decrease mode, when the reaction force F is equal to or less than the initial reaction force value F ₀ , the reaction force F is gradually decreased from the initial reaction force value F ₀ .

If the reaction force F is greater than the initial reaction force value F ₀ , it is determined in step Y93 whether the previous cycle was also in the decrease mode. If the previous cycle does not decrease mode, i.e. when the mode from the maintain mode to the reduction mode is changed, the predetermined reaction force value F _D from reaction force F at step Y94 what is subtracted is set to a new reaction force F, This flow is finished. When the process proceeds to step Y93 again in the next control cycle, since it was in the decrease mode even in the previous cycle, the process proceeds to step Y95, and a value obtained by subtracting the predetermined value G from the reaction force F is set as a new reaction force F. This flow is finished.

In other words, in the decrease mode, when the reaction force F is larger than the initial reaction force value F ₀ , the reaction force F is decreased at a stroke by a predetermined reaction force value F _D when the mode changes, and thereafter gradually decreases to a smaller value. Is done. The predetermined value G to be subtracted from the reaction force F corresponds to the slope (for example, from time t ₂ ) in the decrease mode of the graph of FIG. 7A, and the amount of change per unit time (unit control cycle) ( Constant).

As shown in FIG. 11B, in the maintenance mode, it is determined in step Y111 whether or not the reaction force F is smaller than the initial reaction force value F ₀ . If the reaction force F is smaller than the initial reaction force value F ₀ , the process proceeds to step Y112, the reaction force F added with the predetermined value H is set as a new reaction force F, and this flow ends. The predetermined value H corresponds to the step height immediately after entering the maintenance mode of the graph of FIG. 7A (for example, immediately after time t ₁ ), and is a predetermined constant value. As a result, the reaction force F can be increased by a predetermined value H for each control cycle, so that the initial reaction force value F ₀ can be quickly increased stepwise. On the other hand, if the reaction force F is greater than or equal to the initial reaction force value F ₀ , this flow is terminated. That is, when the reaction force F is less than the initial reaction force value F ₀ , the reaction force F is increased stepwise. If the reaction force F is equal to or greater than the initial reaction force value F ₀ , the value of the reaction force F at that time is maintained. Is done.

As shown in FIG. 11 (c), in the increasing mode, in step Y141, whether the reaction force F is smaller than the initial resistance value F ₀ it is determined. If the reaction force F is smaller than the initial reaction force value F ₀ , the reaction force F is set to the initial reaction force value F ₀ in step Y142, and this flow ends. That is, in the increase mode, the reaction force F is set to be equal to or greater than the initial reaction force value F ₀ .

In step Y141, if the reaction force F is not less than initial resistance value F ₀ proceeds to step Y143, the count value X is equal to or greater than a predetermined value X _TH is determined. Here, the count value X is for determining the timing of increase when increasing the reaction force F in a stepwise manner, until equal to or greater than a predetermined value X _TH proceeds to step Y145, 1 in the count value X Is added as the new count value X. The predetermined value X _TH is a preset constant, and the time required for the count value X to reach the predetermined value X _TH is equal to the constant reaction force time when the reaction force F is increased stepwise. It is set to such a value. That is, the predetermined value X _TH corresponds to the time of a constant state of the reaction force F that increases stepwise from the time t _{7 in} the graph of FIG.

In step Y145, the count value X is incremented by 1 for each control period. In step Y147, the reaction force F is determined whether it is less than the maximum reaction force value F _MAX, the reaction force F is when less than maximum reaction force value F _MAX and the flow ends. When it is executed sub-flowchart of the increasing mode again, is implemented similar determination proceeds from step Y141 to step Y143, until the count value X becomes equal to or greater than the predetermined value X _TH, the process proceeds to step Y145, count X continues to be added.

If the count value X exceeds the predetermined value X _TH, the process proceeds to step Y144, the count value X is reset to 0, the reaction force F to a predetermined value J New what is added reaction force F at step Y146 Set to The predetermined value J corresponds to an increase amount (step height) of the reaction force F that increases stepwise from time t _{7 in} the graph of FIG. 7B, and is a predetermined constant value. And the determination of step Y147 is implemented. That is, in the increase mode, when a time until the count value X becomes equal to or greater than the predetermined value X _TH (that is, a constant reaction force time) has elapsed, the predetermined value J is added to the reaction force F, and the reaction force F is Increased in steps.

Therefore, as shown in FIG. 7B, the speed when the reaction force F is increased stepwise in the increase mode is the same as when the reaction force F is increased stepwise to the initial reaction force value F ₀ in the maintenance mode. It will be slower than the speed. Here, the case where the reaction force F increases by a predetermined value H every control cycle is illustrated in the maintenance mode, but the predetermined value H counteracts every predetermined control cycle in the maintenance mode as in the increase mode. It may be configured to be added to the force F.

When the reaction force F becomes greater than or equal to the maximum reaction force value F _MAX in step Y147, the reaction force F is set to the maximum reaction force value F _MAX in step Y148, and this flow is finished. In this way increasing mode, the reaction force F is increased from an initial reaction force value F ₀ in a stepwise manner at a constant speed, the maximum reaction force value F _MAX becomes more than the maximum reaction force value F _MAX is maintained.

[4. Action]
Next, with reference to FIGS. 12 (a) and 12 (b) and FIGS. 13 (a) and 13 (b), the correction of the target accelerator opening _AT performed by the driving support device and the change in the vehicle speed associated therewith are corrected. An example will be described. FIGS. 12A and 12B are time charts of the vehicle speed and the accelerator opening when the vehicle shifts to the constant speed running in a state where the actual vehicle speed V is lower than the target vehicle speed V _T , and FIGS. ) shows a time chart of the vehicle speed and the accelerator opening when the actual vehicle speed V has shifted to the constant speed running at a higher state than the target vehicle speed V _T.

As shown in FIG. 12 (a) and (b), the target vehicle speed V _T is set at time t _11, the target accelerator opening A _T corresponding to the target vehicle speed V _T is set. Then, a mode is set based on the magnitude relationship between the target accelerator opening _AT and the actual accelerator opening A detected by the accelerator position sensor 7, and a reaction force F corresponding to the mode is given to the accelerator pedal 2a. As a result, the actual vehicle speed V gradually increases and approaches the target vehicle speed V _T.

Here, when the actual vehicle speed V is lower than the target vehicle speed V _T at the time t ₁₂ ′ and both the first condition and the second condition are satisfied while being separated from the target vehicle speed V _T by a predetermined value V _TH or more, It is determined to have shifted to the constant-speed running at a time t ₁₂ that the predetermined time t _TH has passed from the time t ₁₂ '. Then, the deviation amount at the time of this time t ₁₂ | ΔV | is calculated, the displacement amount | [Delta] V | correction amount .DELTA.A _T corresponding to is added to the target accelerator pedal opening A _T. In other words, target accelerator pedal opening A _T is increased by the amount of the correction amount .DELTA.A _T at time t _12.

The correction to the time t ₁₃ to the correction time ta has elapsed from the time t ₁₂ which began, 'is retained, from time t _13, the corrected target accelerator opening A _T' corrected target accelerator opening A _T is When it is decreased at a constant rate and substantially coincides with the target accelerator opening degree _AT at the time t ₁₃ ′, the correction is terminated. Further, during the period in which the target accelerator opening degree _AT is corrected (from time t ₁₂ to time t ₁₃ ′), the reaction force F is maintained even if the mode set by the mode setting unit 14 is the increase mode. . Thus, the actual vehicle speed V gradually approaches the target vehicle speed V _T, the constant-speed running in the vicinity of the target vehicle speed V _T.

Further, as shown in FIG. 13 (a) and (b), the target vehicle speed V _T is set at time t _14, the target accelerator opening A _T corresponding to the target vehicle speed V _T is set. Then, a mode is set based on the magnitude relationship between the target accelerator opening _AT and the actual accelerator opening A detected by the accelerator position sensor 7, and a reaction force F corresponding to the mode is given to the accelerator pedal 2a. As a result, the actual vehicle speed V gradually increases and approaches the target vehicle speed V _T.

Here, when the actual vehicle speed V is higher than the target vehicle speed V _T at the time t ₁₅ ′ and both the first condition and the second condition are satisfied while being separated from the target vehicle speed V _T by a predetermined value V _TH or more, at time t ₁₅ the predetermined time t _TH has passed from the time t ₁₅ 'is determined to have shifted to the constant-speed running. Then, the deviation amount at the time of this time t ₁₅ | ΔV | is calculated, the displacement amount | [Delta] V | correction amount .DELTA.A _T corresponding to is subtracted from the target accelerator pedal opening A _T. In other words, smaller target accelerator pedal opening A _T only partial correction amount .DELTA.A _T at time t _15.

The correction to the time t ₁₆ to the correction time ta has elapsed from the time t ₁₅ which began, 'is retained, from the time t _16, the corrected target accelerator opening A _T' corrected target accelerator opening A _T is When it is increased at a constant rate and substantially coincides with the target accelerator opening degree _AT at time t ₁₆ ′, the correction is terminated. Further, during the period in which the target accelerator opening degree _AT is corrected (from time t ₁₅ to time t ₁₆ ′), the reaction force F is maintained even if the mode set by the mode setting unit 14 is the decrease mode. . Thus, the actual vehicle speed V gradually approaches the target vehicle speed V _T, the constant-speed running in the vicinity of the target vehicle speed V _T. Although here illustrate during any acceleration, target vehicle speed V _T is the case during deceleration which is set to a vehicle speed lower than the actual vehicle speed V, the difference ΔV between the target vehicle speed V _T and the actual vehicle speed V If the absolute value is equal to or greater than the predetermined value _VTH and the vehicle shifts to constant speed running, the same correction is made.

[5. effect]
Therefore, according to the driving support apparatus according to the present embodiment, the vehicle travels at a constant speed in a state where the absolute value of the difference ΔV between the target vehicle speed V _T set by the target vehicle speed setting unit 11 and the actual vehicle speed V is equal to or greater than the predetermined value V _TH. When the process proceeds to step S1, the correction unit 13 corrects the target accelerator opening _AT set by the target accelerator opening setting unit 12. In this correction, when the actual vehicle speed V _T is higher than the target vehicle speed V _{T, the} target accelerator opening degree _AT is decreased, and conversely, when the actual vehicle speed V is lower than the target vehicle speed V _{T, the} target accelerator opening degree _AT is increased. Is done.

That is, based on the magnitude relationship between the target vehicle speed V _T and the actual vehicle speed V, the target accelerator opening degree _AT that serves as a reference when controlling the magnitude of the reaction force F is corrected. It can be given to the accelerator pedal 2a. Thus, without the driver consciously accelerator operation, that can make the vehicle speed adjusted by leaving the reaction force F exerted on the accelerator pedal 2a, to realize the constant speed running at the target vehicle speed V _T it can.

The correction unit 13 uses a first condition that the change in the fuel amount Q injected by the engine 8 is within a predetermined range and a second condition that the change in the actual accelerator opening A is within the predetermined range. Therefore, it is possible to appropriately determine whether or not the accelerator operation by the driver has become constant. In particular, in the present embodiment, the correction unit 13 determines whether or not both the first condition and the second condition are satisfied. Therefore, the correction unit 13 can more accurately determine whether or not the driver intends to run at a constant speed. . Furthermore, it is possible to improve the determination accuracy by determining that the vehicle has shifted to the constant speed when the first condition and the second condition are satisfied for a predetermined time _tTH .

Further, on the basis of the magnitude relationship of the actual accelerator opening A with respect to the set target accelerator opening _AT or the corrected target accelerator opening _AT ', any one of the increase mode, the maintenance mode, and the decrease mode is selected. The actuator 2b is controlled according to this mode. Specifically, the variation pattern of the reaction force F applied to the accelerator pedal 2a is set for each mode in a form suitable for the mode. Therefore, an active accelerator operation by the driver is not required, and the operation amount of the accelerator pedal 2a can be brought close to the target accelerator opening degree _AT .

Further, the control unit 17 basically controls the actuator 2b according to the mode set by the mode setting unit 14, but when a command is sent from the determination unit 15, the control is performed according to the command. That is, when the target accelerator opening degree _AT is corrected in the decreasing direction (decreasing side) by the correcting unit 13, the reaction force F is maintained even if the mode is the decreasing mode, and the target accelerator opening amount is corrected by the correcting unit 13. When _AT is corrected in the increasing direction (increasing side), the reaction force F is maintained even if the mode is the increasing mode. As a result, the actual vehicle speed V can be prevented from returning to the vehicle speed before the correction of the target accelerator opening degree _AT .

Further, the correction unit 13 sets the correction amount ΔA _T of the target accelerator opening _AT according to the difference ΔV between the target vehicle speed V _T and the actual vehicle speed V at the time of shifting to the constant speed traveling, and therefore the target accelerator opening _AT can be corrected appropriately. In particular, in the present embodiment, the correction unit 13 increases the correction amount ΔA _T as the absolute value (deviation amount | ΔV |) of the difference ΔV between the target vehicle speed V _T and the actual vehicle speed V at the time of shifting to constant speed traveling is increased. Therefore, the deviation amount | ΔV | between the target vehicle speed V _T and the actual vehicle speed V can be eliminated during the predetermined correction time ta.

In the present embodiment, the control unit 17 determines the reaction force F as the initial reaction force value when the reaction force F at the time when the set mode changes from the decrease mode to the maintenance mode is less than the initial reaction force value F _0. Step up to F ₀ . Thereby, it can be made to notice that reaction force F generate | occur | produced in the driver who has put his foot on the accelerator pedal 2a, and it can suppress that it becomes excessive accelerator operation. Further, since the reaction force F is maintained in the maintenance mode, even if the driver does not consciously operate the accelerator pedal 2a, the actual accelerator opening A is set to the vicinity of the target accelerator opening _AT by following the control by the control unit 17. can be kept to, it is possible to realize the constant speed running at the target vehicle speed V _T.

Further, if the reaction force F at the time when the set mode is changed from the maintenance mode to the decrease mode is larger than the initial reaction force value F ₀ , the control unit 17 applies the reaction force F to the predetermined reaction force when the mode is changed. Decrease by force value F _D. Thereby, it is possible to make it easy to understand when the accelerator pedal 2a can be depressed. In particular, when the reaction force F is increased to about the maximum reaction force value F _MAX , the reaction force F is reduced at a stroke when the mode is changed to the decrease mode, so that the reaction force F can be quickly reduced to the initial reaction force value F. It can be reduced to about _{0, and the} ease of depressing the accelerator pedal 2a can be secured quickly.

The present driving support device, additional controls the actuator 2b which gives a reaction force F to the accelerator pedal 2a, because the target vehicle speed V _T is for constant speed running, the actuator 2b and the vehicle ECU10 for controlling the Then, it can also be adopted for the existing accelerator pedal 2a.

In addition, the present driving support device only supports the operation of the accelerator pedal 2a by the driver, and the actual accelerator opening A and the actual vehicle speed V are not automatically changed. The accelerator operation can be performed against the control. For example, when the target vehicle speed _VT is set and the vehicle is traveling at a constant speed, if the other vehicle is interrupted ahead, the driver stops the depression of the accelerator pedal 2a by his / her own intention, or performs the brake operation. It can be done, so there is no loss of safety.

[6. Others]
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.
In the above embodiment, the correction unit 13 determines that the vehicle has shifted to the constant speed when the state satisfying both the first condition and the second condition has continued for a predetermined time _tTH, but has shifted to the constant speed travel. The determination method of whether or not is not limited to this. For example, it may be determined that the vehicle has shifted to constant speed when both the first condition and the second condition are satisfied, or the vehicle has shifted to constant speed when at least one of the first condition and the second condition is satisfied. May be determined. Or you may determine with having shifted to constant speed driving | running | working when the state which satisfy | filled at least one of the 1st condition and the 2nd condition continued for predetermined time _tTH . The method for determining whether or not the first condition and the second condition are satisfied is not limited to the method described with reference to the flowchart of FIG.

Further, the correction contents of the target accelerator opening _AT by the correction unit 13 are not limited to those of the above embodiment. For example, a preset fixed value correction amount .DELTA.A _T, the deviation amount at the time of the transition to the constant-speed running | [Delta] V | may set the correction time ta in accordance with. In this case, the correction unit 13 calculates a deviation amount | ΔV | at the time of shifting to constant speed travel, and applies the deviation amount | ΔV | to a map as shown in FIG. Get ta. FIG. 4B is a map in which the correction time ta for the deviation amount | ΔV | is set, and the correction time ta is set to be longer as the deviation amount | ΔV | is farther from the predetermined value V _TH. Yes.

Thus, the correction unit 13 sets the correction time ta for correcting the target accelerator opening degree _AT according to the difference ΔV between the target vehicle speed V _T and the actual vehicle speed V at the time of shifting to the constant speed running. The target accelerator opening degree _AT can be appropriately corrected. In particular, the correction amount ΔA _T is set by setting the correction time ta longer as the absolute value (deviation amount | ΔV |) of the difference ΔV between the target vehicle speed V _T and the actual vehicle speed V at the time of shifting to the constant speed travel is larger. The deviation amount | ΔV | between the target vehicle speed V _T and the actual vehicle speed V can be eliminated smoothly by reducing the speed.

In addition to this, the deviation amount at the time of the transition to the constant-speed running | [Delta] V | depending on, may be set a correction amount .DELTA.A _T and correction time ta. For example, when the correction amount ΔA _T is set to a larger value and the correction time ta is set to be shorter as the deviation amount | ΔV | is larger, the deviation between the target vehicle speed V _T and the actual vehicle speed V can be eliminated earlier. . Conversely, displacement amount | [Delta] V | If you set long correction time ta sets the larger the correction amount .DELTA.A _T to a small value, to be smoothly eliminate the deviation between the target vehicle speed V _T and the actual vehicle speed V it can.
The correction unit 13, instead of the correction time ta, detects the actual vehicle speed V in the correction, the difference ΔV between the actual vehicle speed V and the target vehicle speed V _T is to terminate the correction When within a predetermined range May be. By always monitoring the actual vehicle speed V in this way, it is possible to make an appropriate correction according to the traveling state.

Further, in the above embodiment, when the target accelerator opening degree _AT is corrected to the decrease side, the reaction force F is maintained even if the mode set by the mode setting unit 14 is the decrease mode, and the target accelerator is opened. When the degree _AT is corrected to the decrease side, the actuator 2b is controlled so as to maintain the reaction force F even if the mode set by the mode setting unit 14 is the increase mode. In some cases, the same control as usual may be performed. Thereby, since the process of the determination part 15 can be abbreviate | omitted, a control structure can be simplified.

In the above embodiment, the corrected target accelerator opening A _T ′ is gradually brought closer to the target accelerator opening A _T from the time when the correction time ta has elapsed from the start of correction, but the correction is made when the correction time ta elapses. May be terminated and returned to the target accelerator opening degree _AT .
The means for detecting the actual vehicle speed V is not limited to the vehicle speed sensor 3. For example, an acceleration sensor is provided instead of the vehicle speed sensor 3, and the acceleration detected by the acceleration sensor is integrated in the vehicle ECU 10 to obtain the actual vehicle speed V. Also good.

Further, the positions of the camera 4 and the radar 5 are not particularly limited, and the configuration and arrangement of the vehicle speed setting switch 6 are not limited to those described above. Furthermore, it may be employed only manual setting as a setting method of the target vehicle speed V _T. In this case, the camera 4 and the radar 5 may not be equipped. When the target vehicle speed V _T is set using ISA, GPS or a speed map database recorded in the in-vehicle system may be used instead of the information from the camera 4.
In the above-described embodiment, the vehicle 1 has been described as a general automobile using the engine 8 as a drive source. However, the vehicle 1 is not limited to an engine vehicle, and may be an electric vehicle such as a hybrid vehicle or an electric vehicle. .

1 Vehicle 2a Accelerator pedal 2b Actuator 3 Vehicle speed sensor (vehicle speed detection means)
4 Camera 5 Radar 6 Vehicle speed setting switch 7 Accelerator position sensor (APS)
8 Engine 10 Vehicle ECU
11 Target vehicle speed setting section (target vehicle speed setting means)
12 Target accelerator opening setting unit (target accelerator opening setting means)
13 Correction part (correction means)
14 Mode setting section (mode setting means)
DESCRIPTION OF SYMBOLS 15 Determination part 16 Initial reaction force value acquisition part 17 Control part (control means)
20 Engine ECU
A _T Target accelerator opening A Actual accelerator opening (actual accelerator opening)
V _T target vehicle speed V actual vehicle speed (vehicle speed)

Claims (4)

A driving support apparatus for a vehicle including an actuator for controlling an amount of reaction force applied to an accelerator pedal and supporting an operation of bringing an actual accelerator opening closer to a set target accelerator opening,
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
Target vehicle speed setting means for setting a target vehicle speed that is a target value of the vehicle speed;
Target accelerator opening setting means for setting an accelerator opening corresponding to the target vehicle speed set by the target vehicle speed setting means as the target accelerator opening;
When the absolute value of the difference between the target vehicle speed set by the target vehicle speed setting means and the vehicle speed detected by the vehicle speed detection means shifts to constant speed running in a state where the absolute value is greater than or equal to a predetermined value, the target vehicle speed and the Correction means for correcting the target accelerator opening set by the target accelerator opening setting means based on the magnitude relationship with the vehicle speed at the time of shifting to constant speed running;
An accelerator opening detecting means for detecting the actual accelerator opening as an actual accelerator opening;
Based on the magnitude relationship of the actual accelerator opening detected by the accelerator opening detecting means with respect to the target accelerator opening, the increase mode for increasing the reaction force, the maintenance mode for maintaining the reaction force, and the reaction force Mode setting means for setting any one of the decreasing modes to be reduced;
Control means for controlling the actuator according to the mode set by the mode setting means ,
The mode setting means, when the target accelerator opening is corrected by the correction means, sets the mode based on the magnitude relationship of the actual accelerator opening with respect to the corrected target accelerator opening,
The control means maintains the reaction force even when the mode is the decrease mode when the target accelerator opening is corrected to the decreasing side by the correcting means, and the target accelerator opening by the correcting means. The driving support device according to claim 1, wherein the actuator is controlled so as to maintain the reaction force even when the mode is the increase mode . When the correction means satisfies at least one of a first condition that the change in the amount of fuel injected by the engine is within a predetermined range and a second condition that the change in the actual accelerator opening is within the predetermined range. The driving support device according to claim 1, wherein it is determined that the vehicle has shifted to the constant speed running . Said correcting means, said in response to the difference at the time of the transition to constant speed running, and sets the correction amount of the target accelerator pedal opening, the driving support apparatus according to claim 1 or 2, wherein. The said correction | amendment means sets the correction time of the said target accelerator opening according to the said difference at the time of shifting to the said constant speed driving | running | working, The any one of Claims 1-3 characterized by the above-mentioned. Driving assistance device.

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