JP4752263B2 - VEHICLE DRIVE OPERATION ASSISTANCE DEVICE AND VEHICLE WITH VEHICLE DRIVE OPERATION ASSISTANCE DEVICE - Google Patents

Description

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

  2. Description of the Related Art Conventionally, there is known a vehicular driving operation assisting device that assists a driving operation of a driver so as to prevent the departure when the host vehicle tends to deviate from the traveling lane (see, for example, Patent Document 1). When it is determined that the host vehicle tends to deviate from the driving lane, this device applies a braking force to the wheel on the opposite side of the deviating direction among the left and right wheels, and avoids the deviation due to the difference in the braking force between the left and right wheels. Generate yaw moment in the direction.

Prior art documents related to the present invention include the following.
JP 2000-33860 A

  In the above-described conventional device, even if the driver intentionally tends to depart from the lane to change the lane, the yaw moment is given to the own vehicle to avoid the lane departure. There was a problem that the driver felt uncomfortable with the condition.

The vehicle driving operation assistance device according to the present invention includes a driving condition detection unit that detects a driving condition of the host vehicle, and a deviation that calculates a risk potential that the host vehicle departs from the host lane based on a detection result of the driving condition detection unit. A risk potential calculating means, a yaw moment calculating means for calculating a target yaw moment for avoiding a deviation of the host vehicle from the own lane based on the risk potential calculated by the risk potential calculating means, and a yaw moment calculating means Based on the yaw moment generation means for generating the calculated target yaw moment in the host vehicle, the accelerator pedal operation amount detection means for detecting the operation amount of the accelerator pedal, and the accelerator pedal operation amount detected by the accelerator pedal operation amount detection means To reduce the generation of the target yaw moment The accelerator pedal reaction force increase amount is calculated according to the amount of suppression of the target yaw moment by the engine control means and the yaw moment suppression means, and the calculated accelerator pedal reaction force increase amount is preset according to the accelerator pedal operation amount. An accelerator pedal reaction force control means for adding to the accelerator pedal reaction force characteristic . The accelerator pedal reaction force control means increases the accelerator pedal reaction force increase amount as the target yaw moment suppression amount increases, and the yaw moment suppression means The suppression amount of the target yaw moment is increased as the accelerator pedal operation amount increases .
The method for assisting driving operation of a vehicle according to the present invention detects a traveling state of the host vehicle, calculates a risk potential that the host vehicle deviates from the lane based on the traveling state, and calculates from the own lane of the host vehicle based on the risk potential. The target yaw moment is calculated to avoid the departure of the vehicle, the target yaw moment is generated in the host vehicle, the suppression amount of the target yaw moment increases as the accelerator pedal operation amount increases , and the suppression amount of the target yaw moment increases. The accelerator pedal reaction force increase amount is calculated so as to increase, and the calculated accelerator pedal reaction force increase amount is added to the accelerator pedal reaction force characteristic set in advance according to the accelerator pedal operation amount.
The vehicle according to the present invention includes a traveling state detection unit that detects a traveling state of the host vehicle, and a departure risk potential calculation unit that calculates a risk potential that the host vehicle departs from the own lane based on a detection result of the traveling state detection unit. , Based on the risk potential calculated by the risk potential calculation means, yaw moment calculation means for calculating a target yaw moment for avoiding deviation of the host vehicle from the lane, and target yaw calculated by the yaw moment calculation means Based on the yaw moment generating means for generating the moment in the host vehicle, the accelerator pedal operation amount detecting means for detecting the operation amount of the accelerator pedal, and the accelerator pedal operation amount detected by the accelerator pedal operation amount detecting means. Yaw moment suppressing means for suppressing occurrence of -The accelerator pedal reaction force increase amount is calculated according to the amount of suppression of the target yaw moment by the moment suppression means, and the calculated accelerator pedal reaction force increase amount is converted to the accelerator pedal reaction force characteristic set in advance according to the accelerator pedal operation amount. possess an accelerator pedal reaction force control means for adding, the accelerator pedal reaction force control means increases the accelerator pedal reaction force increment as the amount of inhibition of the target yaw moment is large, the yaw moment reducing means is an accelerator pedal operation amount Is provided with a vehicle driving operation assisting device that increases the amount of suppression of the target yaw moment as the value increases .

  According to the present invention, when the target yaw moment is generated in the direction of avoiding the departure based on the deviation risk potential from the own lane, the target yaw moment is suppressed based on the accelerator pedal operation amount, and the target yaw moment Since the accelerator pedal reaction force is controlled according to the amount of restraint, the driver does not feel uncomfortable when the driver performs the accelerator pedal operation while controlling the vehicle behavior so as to avoid deviation from the own lane. Control can be performed.

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

  First, the configuration of the vehicle driving assistance device 1 will be described. The vehicle driving operation assistance device 1 includes a front camera 10, an image processing device 15, a vehicle speed sensor 20, a controller 50, a driving force control device 60, an accelerator pedal 61, an accelerator pedal stroke sensor 62, a braking force control device 70, and a brake pedal 71. And an accelerator pedal reaction force generator 80 and the like.

  The front camera 10 is a small CCD camera, a CMOS camera or the like attached to the upper part of the front window, and detects the state of the road ahead as an image. The detection area by the front camera 10 is about ± 30 deg in the horizontal direction with respect to the center line in the front-rear direction of the vehicle, and the front road scenery included in this area is captured as an image. The image processing device 15 detects the lane marker of the host vehicle by detecting a lane marker such as a white line from the captured image of the vehicle front area captured by the front camera 10.

  The vehicle speed sensor 20 detects the vehicle speed of the host vehicle by measuring the number of rotations of the wheels and the number of rotations on the output side of the transmission, and outputs the detected host vehicle speed to the controller 50. The accelerator pedal stroke sensor 62 detects the depression amount (operation amount) of the accelerator pedal 61 and outputs the detected accelerator pedal operation amount to the controller 50.

  The controller 50 includes a CPU and CPU peripheral components such as a ROM and a RAM, and controls the vehicle driving operation assisting device 1 as a whole. The controller 50 reads the information on the lane marker detected by the image processing device 15 based on the host vehicle speed detected by the vehicle speed sensor 20 and the captured image of the front camera 10, and recognizes the traveling state of the host vehicle. The controller 50 calculates the risk that the host vehicle deviates from the host lane based on the recognized traveling state, and controls the behavior of the host vehicle so as to avoid the departure when there is a risk of deviating. Further, the controller 50 adjusts the behavior of the host vehicle so as not to give the driver a sense of incongruity when the driver is intentionally moving in the lane departure direction in order to change the lane or the like. Various processes in the controller 50 will be described later.

  The driving force control device 60 controls the engine (not shown) so as to generate a driving force according to the operation state of the accelerator pedal 61, and changes the driving force to be generated according to an external command. The driving force control device 60 is an engine controller that calculates a control command value to the engine according to the driver's requested driving force according to the accelerator pedal operation amount and the control content of the host vehicle calculated by the controller 50. (Shown).

  The braking force control device 70 controls the brake fluid pressure so as to generate a braking force according to the operation state of the brake pedal 71, and changes the brake fluid pressure to be generated according to an external command. The braking force control device 70 generates a braking force by controlling the hydraulic pressure of a wheel cylinder (not shown) provided in the front, rear, left and right wheels 70FR, 70FL, 70RR, 70RL. The braking force control device 70 calculates the brake fluid pressure command value according to the driver's requested braking force according to the depression amount of the brake pedal 71 and the control content of the host vehicle calculated by the controller 50. A controller (not shown) is provided.

  The accelerator pedal reaction force generator 80 includes a servo motor (not shown) incorporated in the link mechanism of the accelerator pedal 61. The accelerator pedal reaction force generator 80 controls the torque generated by the servo motor in response to a command from the controller 50, and can arbitrarily control the operation reaction force generated when the driver operates the accelerator pedal 61. it can. Note that the normal reaction force characteristic when the reaction force control is not performed is set such that the accelerator pedal reaction force increases linearly with an increase in the accelerator pedal operation amount.

Below, operation | movement of the driving operation assistance apparatus 1 for vehicles by the 1st Embodiment of this invention is demonstrated.
The controller 50 calculates a departure risk potential RP that represents the risk that the host vehicle deviates from the host lane based on the traveling state of the host vehicle. When the departure risk potential RP is higher than a predetermined value and there is a risk of departure, a yaw moment is generated in a direction to avoid the departure by giving a braking force difference between the left and right wheels. Furthermore, in order to obtain an effective departure prevention effect due to the generation of the yaw moment, the driving force generated in the host vehicle is reduced with respect to the required driving force corresponding to the operation amount of the accelerator pedal 61.

  However, if the driver intentionally moves in a direction that increases the deviation risk potential RP in order to change the lane, etc., the generation of the yaw moment is suppressed so as not to give the driver a sense of incongruity, and the accelerator A driving force corresponding to the amount of pedal operation is generated.

  In this way, the controller 50 calculates the risk of departure from the own lane, and controls the behavior of the own vehicle so as to avoid the departure while considering the driver's intention to change lanes. By suppressing the yaw moment when changing the lane, the driver can perform a driving operation for changing the lane without a sense of incongruity. However, it is difficult for the driver to intuitively understand whether the yaw moment is suppressed by detecting the lane change intention or whether the yaw moment is decreased after the lane departure prevention control is finished. Therefore, when the driver intends to depart from the lane with intention, the amount of yaw moment that should be generated according to the deviation risk potential RP is controlled as a reaction force generated from the accelerator pedal 61. Let people perceive.

  Below, operation | movement of the driving operation assistance apparatus 1 for vehicles by 1st Embodiment is demonstrated in detail using FIG. FIG. 2 is a flowchart of the processing procedure of the driving operation assist control processing in the controller 50 of the first embodiment. This processing content is continuously performed at regular intervals, for example, every 50 msec.

  First, in step S110, the host vehicle speed Vh detected by the vehicle speed sensor 20 and the accelerator pedal operation amount SA detected by the accelerator pedal stroke sensor 62 are read. In step S120, based on the information of the lane marker detected by the image processing device 15 from the image captured by the front camera 10, the yaw angle Φ representing the direction of the host vehicle with respect to the traveling lane, and the side of the host vehicle in the lane from the center of the lane. The displacement X is calculated.

  FIG. 3 schematically shows the yaw angle Φ and the lateral displacement X of the host vehicle. The yaw angle Φ is expressed as a positive value when the host vehicle is facing the right side with respect to the lane, and as a negative value when the host vehicle is facing the left side as shown in FIG. Further, the lateral displacement X is expressed as a positive value when the host vehicle center O is in the right region from the center of the lane, and as a negative value when it is in the left region as shown in FIG. When the lane width is L, the lateral displacement X is X = L / 2 at the right end of the lane and X = −L / 2 at the left end of the lane.

  In step S130, a deviation risk potential RP from the own lane is calculated. The deviation risk potential RP is calculated as an estimated deviation from the own lane at a future position ahead of the predetermined distance D from the current position of the own vehicle. The estimated lateral displacement of the host vehicle from the center of the current traveling lane at the future position ahead of the distance D is expressed as (X + DΦ) using the current lateral displacement X and the current yaw angle Φ.

When (X + DΦ)> 0 and the vehicle is estimated to be on the right side of the current lane center at the future position, the deviation risk potential RP is calculated from the following (Equation 1).
・ When (X + DΦ)> L / 2
RP = (X + DΦ) −L / 2
・ (X + DΦ) ≦ L / 2
RP = 0 (Formula 1)

If (X + DΦ) <0 and the vehicle is estimated to be on the left side of the current lane center at the future position, the deviation risk potential RP is calculated from the following (Equation 2).
・ When (X + DΦ) <− L / 2
RP = (X + DΦ) + L / 2
・ (X + DΦ) ≧ −L / 2
RP = 0 (Formula 2)

  As shown in (Expression 1) and (Expression 2), when the host vehicle has deviated from the own lane at the future position, the estimated displacement in the lateral direction from the lane edge of the current own lane, that is, the estimated deviation The quantity is calculated as the deviation risk potential RP. When the host vehicle is in the host lane at a future position (−L / 2 ≦ X + DΦ ≦ L / 2), the departure risk potential RP = 0. The deviation risk potential RP is represented by a positive value when deviating from the own lane to the right side and a negative value when deviating to the left side.

  The future position for calculating the departure risk potential RP can be set as a position where the host vehicle reaches after a predetermined time, and the distance D to the future position can be set from the predetermined time and the host vehicle speed Vh. Thereby, the future deviation risk potential RP can be calculated in consideration of the current traveling state of the host vehicle.

  In subsequent step S140, based on the departure risk potential RP calculated in step S130, a yaw moment for suppressing the own vehicle from deviating from the own lane is calculated as a control yaw moment Mc. FIG. 4 shows the relationship between the deviation risk potential RP and the control yaw moment Mc. The control yaw moment Mc is expressed as a positive value in the case of a moment that bends the host vehicle in the right direction.

  As shown in FIG. 4, the control yaw moment Mc that bends the host vehicle in the left direction gradually increases as the deviation risk potential RP in the right direction increases beyond a predetermined value R1. When the deviation risk potential RP exceeds a predetermined value R2 (> R1), the control yaw moment Mc = −Mc1 is fixed. Further, the control yaw moment Mc that bends the host vehicle in the right direction gradually increases as the deviation risk potential RP in the left direction increases beyond the predetermined value −R1. When the deviation risk potential RP exceeds a predetermined value −R2 (<−R1), the control yaw moment Mc = Mc1 is fixed. As a result, the greater the risk of departure at a future position, the greater the yaw moment in a direction to avoid the departure.

  In step S150, how much the driver is currently intervening with respect to the departure prevention control performed on the system side is calculated. Specifically, it is determined that the greater the accelerator pedal operation amount SA read in step S110, the higher the level of driver intervention.

  In step S160, the control yaw moment Mc calculated in step S140 is corrected based on the driver's intervention state calculated in step S150, and the target yaw moment Mt is calculated. First, based on the accelerator pedal operation amount SA that represents the driver's intervention state, a correction coefficient K1 for reducing and correcting the control yaw moment Mc is calculated.

  FIG. 5 shows the relationship between the accelerator pedal operation amount SA and the correction coefficient K1. When the accelerator pedal operation amount SA is equal to or less than the predetermined value S1, the correction coefficient K1 = 1. When the accelerator pedal 61 is depressed and the operation amount SA exceeds the predetermined value S1, the correction coefficient K1 gradually decreases. When the operation amount SA exceeds the predetermined value S2 (> S1), the correction coefficient K1 = 0.

Next, the target yaw moment Mt is calculated from the following (Equation 3) using the correction coefficient K1 calculated based on the accelerator pedal operation amount SA.
Mt = K1 · Mc (Formula 3)
As shown in (Expression 3), the target yaw moment Mt decreases as the accelerator pedal operation amount SA increases and the correction coefficient K1 decreases.

  Generally, when the driver intends to change lanes, acceleration is performed when changing lanes. If the host vehicle is moving in a lane departure direction and the accelerator pedal operation amount SA is large, that is, if the amount of depression of the accelerator pedal 61 is large, it can be estimated that the driver intends to change lanes. Therefore, even if the deviation risk potential RP is large and the control yaw moment Mc is large, if it is estimated that the accelerator pedal operation amount SA is large and the lane change intention is intended, the yaw moment generated in the host vehicle is reduced. The target yaw moment Mt is calculated.

  In subsequent step S170, in order to notify the driver of the control state of the departure prevention control, an increase amount ΔF of the operation reaction force generated by the accelerator pedal 61 is calculated. FIG. 6 shows the relationship between the accelerator pedal operation amount SA and the pedal reaction force increase amount ΔF. The pedal reaction force increase amount ΔF is an increased reaction force added to the normal reaction force characteristic corresponding to the accelerator pedal operation amount SA.

  As shown in FIG. 6, when the accelerator pedal operation amount SA is less than or equal to a predetermined value S1, the reaction force increase amount ΔF = 0. When the operation amount SA increases beyond the predetermined value S1, the reaction force increase amount ΔF gradually increases. When the operation amount SA exceeds the predetermined value S2, the reaction force increase amount ΔF = ΔFmax is fixed. Here, the predetermined values S1 and S2 of the accelerator pedal operation amount SA are the same as the predetermined values S1 and S2 shown in FIG. 5, and the reaction force increase amount ΔF increases as the correction coefficient K1 decreases. Therefore, when the yaw moment is suppressed by estimating the lane change intention, the reaction force increase amount ΔF corresponding to the suppression amount is given to the accelerator pedal 61.

  In step S180, the target driving force is calculated based on the departure risk potential RP. Specifically, a pseudo accelerator pedal operation amount SAs that is an accelerator pedal operation amount corresponding to the target driving force is calculated. When the yaw moment is generated in the host vehicle to avoid the departure, the accelerator pedal operation amount SA at the time when the absolute value of the departure risk potential RP becomes larger than the predetermined value R1 is used as an initial value, and gradually from the initial value. A value that decreases to 0 is set as the pseudo accelerator pedal operation amount SAs.

  In the case where the yaw moment is suppressed by estimating the lane change intention, the accelerator pedal detected by the accelerator pedal stroke sensor 62 from the pseudo accelerator pedal operation amount SAs when the accelerator pedal operation amount SA becomes larger than the predetermined value S1. A value that gradually increases until it coincides with the operation amount SA is set as the pseudo accelerator pedal operation amount SAs. When the pseudo accelerator pedal operation amount SAs coincides with the accelerator pedal operation amount SA sequentially read, the accelerator pedal operation amount SA is set as the pseudo accelerator pedal operation amount SA.

  When the absolute value of the deviation risk potential RP is equal to or less than the predetermined value R1, that is, when the yaw moment for avoiding the deviation is not generated, the simulation is performed when the absolute value of the deviation risk potential RP becomes equal to or less than the predetermined value R1. A value that gradually increases from the accelerator pedal operation amount SAs until it coincides with the sequentially read accelerator pedal operation amount SA is set as a pseudo accelerator pedal operation amount SAs.

  In step S190, the target yaw moment Mt calculated in step S160 is output to the braking force control device 70. Based on the target yaw moment Mt input from the controller 50, the brake fluid pressure controller of the braking force control device 70 calculates the brake fluid pressure command value Ps so as to generate a braking force difference between the left and right wheels.

  Assuming that the vehicle equipped with the vehicle driving operation assisting device 1 according to the first embodiment is a rear wheel drive vehicle equipped with an automatic transmission and a conventional differential gear, the absolute value of the target yaw moment Mt is less than a predetermined value Mt0. In this case, a difference is generated only in the braking force of the rear left and right wheels 70RR and 70RL. When the absolute value of the target yaw moment Mt is equal to or greater than the predetermined value Mt0, a difference is generated in the braking force between the front and rear left and right wheels 70FR, 70FL, 70RR, and 70RL.

Therefore, when | Mt | <Mt0, the brake fluid pressure difference ΔPsf between the front left and right wheels 70FR and 70FL and the brake fluid pressure difference ΔPsr between the rear left and right wheels 70RR and 70RL are calculated from the following (Equation 4).
ΔPsf = 0
ΔPsr = 2 · Kbr · | Mt | / T (Expression 4)
In (Expression 4), T is a tread (the same applies to the front and rear wheels), and Kbr is a conversion coefficient for converting the braking force into the brake fluid pressure. The coefficient Kbr is determined by brake specifications.

When | Mt | ≧ Mt0, the front left and right wheel brake hydraulic pressure difference ΔPsf and the rear left and right wheel brake hydraulic pressure difference ΔPsr are calculated from the following (formula 5).
ΔPsf = 2 · Kbf · (| Mt | −Mt0) / T
ΔPsr = 2 · Kbr · Mt0 / T (Formula 5)
In (Expression 5), Kbf is a conversion coefficient determined by the brake specifications in order to convert the braking force into the brake fluid pressure.

When the target yaw moment Mt> 0 and the own vehicle is about to deviate to the left of the own lane, the brake fluid pressure command value Ps to the wheel cylinder of each wheel is calculated from the following (Equation 6). Here, hydraulic pressure command values Psfr, Psfl, Psrr, Psrl of the respective wheel cylinders of the front right wheel 70FR, the front left wheel 70FL, the rear right wheel 70RR, and the rear left wheel 70RL are calculated.
Psfr = Pm + ΔPsf
Psfl = Pm
Psrr = Pmr + ΔPsr
Psrl = Pmr (Formula 6)
In (Expression 6), Pm is the master cylinder pressure of the master cylinder that supplies the hydraulic pressure to each wheel cylinder, and is detected by a master cylinder pressure sensor (not shown). Pmr is the rear wheel master cylinder pressure based on the front / rear braking force distribution.

When the host vehicle is about to deviate to the right of the host lane with the target yaw moment Mt <0, the brake fluid pressure command value Ps to the wheel cylinder of each wheel is calculated from (Equation 7) below.
Psfr = Pm
Psfl = Pm + ΔPsf
Psrr = Pmr
Psrl = Pmr + ΔPsr (Expression 7)

  The braking force control device 70 controls the hydraulic pressure of each wheel cylinder in accordance with the brake hydraulic pressure command value Ps calculated as described above, and generates a target braking force difference between the front, rear, left and right wheels, thereby setting the target yaw moment Mt on the host vehicle. generate.

  In step S200, the reaction force increase amount ΔF calculated in step S170 is output to the accelerator pedal reaction force generator 80. The accelerator pedal reaction force generator 80 controls the accelerator pedal reaction force according to the command value input from the controller 50.

  In step S210, a control signal is output to the driving force control device 60 so as to generate a driving force corresponding to the pseudo accelerator pedal operation amount SAs calculated in step S180. That is, when the absolute value of the departure risk potential RP is equal to or less than the predetermined value R1 and the host vehicle does not tend to depart from the lane, a driving force corresponding to the accelerator pedal operation amount SA detected by the accelerator pedal stroke sensor 62 is generated. On the other hand, if the absolute value of the departure risk potential RP exceeds the predetermined value R1 and tends to depart from the lane, the driving force is decreased. At this time, if it is estimated that the accelerator pedal operation amount SA exceeds the predetermined value S1 and the driver intends to change the lane, the driving force gradually increases to the driving force corresponding to the accelerator pedal operation amount SA, and the driver accelerates. A driving force according to the intention is generated. Thus, the current process is terminated.

Thus, in the first embodiment described above, the following operational effects can be achieved.
(1) The vehicle driving assistance device 1 calculates a risk potential RP that the vehicle deviates from the own lane based on the traveling state of the vehicle, and avoids the departure from the lane based on the departure risk potential RP. A target yaw moment Mt is calculated. The controller 50 suppresses the generation of the target yaw moment Mt based on the accelerator pedal operation amount SA, and controls the accelerator pedal reaction force generated when the driver operates the accelerator pedal 61 according to the suppression amount. As described above, when the departure risk potential RP increases, a yaw moment is generated in a direction to avoid the departure, and the behavior of the own vehicle is controlled so as to prevent the departure of the own vehicle. When the departure prevention control is performed, by suppressing the generation of the yaw moment according to the accelerator pedal operation amount SA, the driver's driving operation is performed when the vehicle is intentionally moving in the departure direction in order to change the lane. Can be prevented. At this time, by controlling the accelerator pedal reaction force according to the suppression amount of the yaw moment, it is possible to make the driver recognize that the generation of the yaw moment is suppressed according to the driver's intention to change the lane. .
(2) The controller 50 increases the accelerator pedal reaction force as the yaw moment suppression amount increases. Specifically, as shown in FIGS. 5 and 6, the accelerator pedal reaction force increase amount ΔF is increased as the correction coefficient K1 for calculating the target yaw moment Mt decreases. Thus, how much the generation of the yaw moment is suppressed according to the driver's intention to change the lane can be easily communicated to the driver via the accelerator pedal reaction force.
(3) As shown in FIG. 5, the controller 50 increases the correction coefficient K1 as the accelerator pedal operation amount SA increases, and increases the suppression amount of the target yaw moment Mt. As a result, when the operation amount SA of the accelerator pedal 61 is large and an acceleration operation is to be performed in accordance with a lane change, the yaw moment generated according to the departure risk potential RP is suppressed to meet the driver's intention. Control can be performed.
(4) The driving force generated in the host vehicle is reduced as the departure risk potential RP increases, and when the target yaw moment Mt is suppressed, the driving force is gradually increased to further increase the lane departure prevention control. In addition, when the driver performs an acceleration operation, rapid acceleration can be realized.

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

  In the second embodiment, the correction coefficient K1 for correcting the decrease in the control yaw moment Mc according to the depression amount of the accelerator pedal 61 from the time point when the departure prevention control is started according to the departure risk potential RP, and the counter A force increase amount ΔF is calculated. That is, as shown in FIG. 4, the accelerator pedal operation amount SA when the absolute value of the deviation risk potential RP exceeds a predetermined value R1 and the control yaw moment Mc starts to change from 0 is set as the reference value S0.

  FIG. 7 shows the relationship between the accelerator pedal operation amount SA and the correction coefficient K1, and FIG. 8 shows the relationship between the accelerator pedal operation amount SA and the reaction force increase amount ΔF. As shown in FIG. 7, the correction coefficient K1 is set to 1 until the predetermined amount S1 is depressed from the accelerator pedal operation amount S0 when the departure prevention control is started. When the pedal is depressed beyond the predetermined amount S1, the correction coefficient K1 gradually decreases, and when the accelerator pedal operation amount SA exceeds a predetermined value (S0 + S2), the correction coefficient K1 = 0.

  As shown in FIG. 8, the reaction force increase amount ΔF = 0 is set from the accelerator pedal operation amount S0 when the departure prevention control is started until the predetermined amount S1 is depressed. When the pedal is depressed beyond the predetermined value S1, the reaction force increase amount ΔF gradually increases, and when the accelerator pedal operation amount SA exceeds the predetermined value (S0 + S2), the reaction force increase amount ΔF = ΔFmax. When the accelerator pedal operation amount SA is smaller than the reference value S0, the correction coefficient K1 = 1 and the reaction force increase amount ΔF = 0.

  Note that, as shown in FIG. 7, the target driving force is set to the accelerator pedal stroke sensor 62 so that the pseudo accelerator pedal operation amount SAs gradually increases as the correction coefficient K1 decreases and the yaw moment generated in the host vehicle decreases. The amount is gradually increased to the accelerator pedal operation amount SA detected in step S2.

Thus, in the second embodiment described above, the following operational effects can be obtained in addition to the effects of the first embodiment described above.
The target yaw moment Mt is suppressed according to the depression amount of the accelerator pedal 61 from the time when departure prevention control is started, that is, from the time when generation of the target yaw moment Mt corresponding to the departure risk potential RP is started. Specifically, when the accelerator pedal 61 is increased by a predetermined amount S1 or more from the start of the departure prevention control, the correction coefficient K1 is decreased to suppress the yaw moment generated in the host vehicle. As a result, the acceleration operation associated with the lane change can be detected more reliably, and the yaw moment generated according to the departure risk potential RP can be reduced in accordance with the driver's intention.

<< Third Embodiment >>
Below, the driving operation assistance apparatus for vehicles by the 3rd Embodiment of this invention is demonstrated. FIG. 9 shows a system diagram of the configuration of the vehicle driving assistance device 2 according to the third embodiment. 9, parts having the same functions as those of the first embodiment shown in FIG. 1 are denoted by the same reference numerals. Here, differences from the first embodiment will be mainly described.

  The vehicle driving operation assistance device 2 according to the second embodiment further includes a lane change detection device 90 that detects that the driver changes lanes. The lane change detection device 90 is, for example, a winker operation detection switch. When the turn signal ON operation is detected, the lane change detection device 90 determines that the lane change is performed in the direction in which the winker is operated. Further, the lane change detection device 90 can also be configured from a steering angle sensor. In this case, when the steering angle by the driver exceeds a predetermined amount, it is determined that the lane change in the steering direction is to be performed.

  When the departure risk potential RP increases as in the first embodiment described above, the vehicular driving assistance device 2 generates a yaw moment in a direction to avoid departure. Further, when the accelerator pedal operation amount SA increases, the yaw moment generated in the host vehicle is suppressed by the departure prevention control, and the accelerator pedal reaction force is increased corresponding to the suppression amount. In the second embodiment, when the lane change detection device 90 detects that the driver changes the lane, the generation of the yaw moment and the accelerator pedal reaction force is terminated.

  When the controller 50A detects that the lane change detection prime minister 90 changes the lane, the controller 50A quickly decreases the yaw moment generated in the host vehicle, and the accelerator pedal reaction force increase amount ΔF is less than the decrease in the yaw moment. Set to drop later. FIG. 10 shows a time change of the target yaw moment Mt by the deviation prevention control, and FIG. 11 shows a time change of the reaction force increase amount ΔF. FIGS. 10 and 11 show a case where the target yaw moment Mt and the accelerator pedal reaction force increase amount ΔF have already occurred according to the deviation risk potential RP and the accelerator pedal operation amount SA.

  As shown in FIG. 10, when it is determined that the driver changes lanes at time ta, the target yaw moment Mt is gradually decreased. In this case, regardless of the accelerator pedal operation amount SA, the target yaw moment Mt decreases to 0 at a time tb after a predetermined time from the determination of the lane change. When the target yaw moment Mt decreases to 0, the reaction force increase amount ΔF gradually decreases as shown in FIG.

  The target driving force gradually increases the pseudo accelerator pedal operation amount SAs to the accelerator pedal operation amount SA detected by the accelerator pedal stroke sensor 62 so as to gradually increase as the target yaw moment Mt decreases.

Thus, in the third embodiment described above, the following operational effects can be achieved in addition to the effects of the first embodiment described above.
(1) When the lane change detection device 90 detects a lane change of the host vehicle, the controller 50A stops generating the target yaw moment Mt according to the deviation risk potential RP and gradually decreases the accelerator pedal reaction force. Let Specifically, as shown in FIGS. 10 and 11, the target yaw moment Mt and the accelerator pedal reaction force are generated according to the deviation risk potential RP and the accelerator pedal operation amount SA representing the driver's acceleration intention. Thus, when a lane change is detected, the target yaw moment Mt is reduced and the accelerator pedal reaction force increase amount ΔF is reduced. Since the target yaw moment Mt and the accelerator pedal reaction force are reduced, the driver's driving operation is not hindered when actually changing the lane.
(2) When the lane change of the host vehicle is detected, the controller 50A gradually decreases the accelerator pedal reaction force with a predetermined time delay with respect to the stop of the generation of the target yaw moment. Specifically, the target yaw moment Mt is gradually reduced from the time ta when the lane change is detected, and the accelerator pedal reaction force is gradually reduced from the time tb when the target yaw moment Mt is reduced to zero. As a result, the target yaw moment Mt is quickly lowered to increase the degree of freedom of the behavior of the host vehicle, while maintaining the accelerator pedal reaction force, the accelerator pedal 61 is depressed undesirably, and the behavior of the host vehicle is changed. Prevent wobbling.

<< Fourth Embodiment >>
The vehicle driving operation assistance device according to the fourth embodiment of the present invention will be described below. FIG. 12 shows a system diagram of the configuration of the vehicle driving assistance device 3 according to the fourth embodiment. In FIG. 12, parts having the same functions as those of the first embodiment shown in FIG. Here, differences from the first embodiment will be mainly described.

  The vehicle driving operation assisting device 3 according to the fourth embodiment further includes a steering reaction force generating device 100 that controls a steering reaction force generated when the driver operates a steering wheel (not shown). The steering reaction force generating device 100 is incorporated in the steering system of the host vehicle, and controls torque generated by a servo motor (not shown) in response to a command from the controller 50B. The steering reaction force generated on the steering wheel is controlled by the torque generated by the servo motor.

  When the departure risk potential RP increases as in the first embodiment described above, the vehicle driving assistance device 3 generates a yaw moment in a direction to avoid departure. Further, when the accelerator pedal operation amount SA increases, the yaw moment generated in the host vehicle is suppressed by the departure prevention control, and the accelerator pedal reaction force is increased corresponding to the suppression amount. In the fourth embodiment, the steering reaction force generated in the steering wheel is also controlled according to the departure risk potential RP and the accelerator pedal operation amount SA.

  Below, operation | movement of the driving assistance device 3 for vehicles by 4th Embodiment is demonstrated in detail using FIG. FIG. 13 is a flowchart of a processing procedure of driving assistance control processing in the controller 50B of the fourth embodiment. This processing content is continuously performed at regular intervals, for example, every 50 msec. The processing in steps S310 to S380 is the same as the processing in steps S110 to S180 shown in FIG.

  In step S390, the steering reaction force FS generated in the steering wheel is calculated based on the departure risk potential RP calculated in step S330 and the accelerator pedal operation amount SA indicating the driver intervention state calculated in step S350. FIG. 14 shows the relationship between the departure risk potential RP and the steering reaction force command value FS. The steering reaction force command value FS represents a torque in the right direction as a positive value.

  As shown in FIG. 14, the steering reaction force FS gradually increases so as to generate torque in the left direction as the deviation risk potential RP in the right direction increases beyond a predetermined value R3. When the deviation risk potential RP exceeds a predetermined value R4 (> R3), the steering reaction force FSc = −FS1 is fixed. Further, as the deviation risk potential RP in the left direction increases beyond the predetermined value −R3, the steering reaction force FS gradually increases so as to generate the torque in the right direction. When the deviation risk potential RP exceeds a predetermined value −R4 (<−R3), the steering reaction force FS is fixed to FS1. As a result, the greater the risk of departure at a future position, the greater the steering torque generated in the direction of avoiding departure when steering operation is performed.

Further, the steering reaction force FS is corrected to decrease by using the correction coefficient K1 calculated according to the accelerator pedal operation amount SA in step S360. Therefore, the target steering reaction force FSt is calculated from the following (Equation 8).
FSt = K1 · FS (Formula 8)
As shown in (Expression 8), the target steering reaction force FSt decreases as the accelerator pedal operation amount SA increases and the correction coefficient K1 decreases, similarly to the target yaw moment Mt.

  In step S400, the target yaw moment Mt calculated in step S360 is output to the braking force control device 70. In step S410, the reaction force increase amount ΔF calculated in step S370 is output to the accelerator pedal reaction force generator 80, and in step S420, a driving force corresponding to the pseudo accelerator pedal operation amount SAs calculated in step S380 is generated. Then, a control signal is output to the driving force control device 60. Finally, in step S430, the target steering reaction force FSt calculated in step S390 is output to the steering reaction force generator 100. The steering reaction force generator 100 controls the steering reaction force in accordance with a command from the controller 50B. Thus, the current process is terminated.

Thus, in the fourth embodiment described above, the following operational effects can be achieved in addition to the effects of the first embodiment described above.
By controlling the reaction force generated in the steering wheel, which is a vehicle operating device, according to the departure risk potential RP, it is possible to perform more reliable departure prevention control of the host vehicle. Furthermore, by suppressing the generation of the reaction force of the steering wheel operation based on the accelerator pedal operation amount SA, the driver's steering operation is not hindered when changing the lane.

  In the third embodiment described above, the reaction force increase amount ΔF is gradually reduced from the time point tb when the target yaw moment Mt is reduced to 0, as shown in FIGS. However, the present invention is not limited to this, and the reaction force increase amount ΔF can be decreased at the same time as the target yaw moment Mt starts to decrease. However, considering the vehicle operability and vehicle behavior at the time of lane change, after the target yaw moment Mt starts to decrease, the reaction force increase amount ΔF is decreased, or a decrease rate smaller than the decrease rate of the target yaw moment Mt It is preferable to reduce the reaction force increase amount ΔF.

  In the first to fourth embodiments described above, in order to prevent the own vehicle from deviating from the own lane, the yaw moment is generated in the own vehicle and the driving force is reduced. However, the present invention is not limited to this, and the lane departure prevention control can be performed only by generating the yaw moment.

  In the first to fourth embodiments described above, the front camera 10, the image processing device 15, and the vehicle speed sensor 20 function as running state detection means, and the controllers 50, 50 </ b> A, 50 </ b> B are departure risk potential calculation means, It can function as yaw moment calculating means, yaw moment suppressing means, and yaw moment generation stopping means. Further, the braking force control device 70 functions as a yaw moment generation means, the accelerator pedal stroke sensor 62 functions as an accelerator pedal operation amount detection means, and the controllers 50, 50A, 50B and the accelerator pedal reaction force generation device 80 function as an accelerator pedal reaction. Functions as force control means, controller 50B and steering reaction force generator 100 function as operation reaction force control means, controller 50B functions as operation reaction force suppression means, and lane change detection device 90 functions as lane change detection means can do. The controllers 50, 50A, 50B and the driving force control device 60 can function as driving force reducing means and driving force increasing means. However, the present invention is not limited to this, and it is also possible to detect the traveling state of the host vehicle using, for example, road-to-vehicle communication. In addition, the above description is an example to the last, and when interpreting invention, it is not limited or restrained at all by the opposing relationship of the description matter of said embodiment, and the description matter of a claim.

1 is a system diagram of a vehicle driving assistance device according to a first embodiment of the present invention. The flowchart which shows the process sequence of the driving operation assistance control program in 1st Embodiment. The figure which shows the lateral displacement and yaw angle in the lane of the own vehicle. The figure which shows the relationship between deviation risk potential and control yaw moment. The figure which shows the relationship between the accelerator pedal operation amount and the correction coefficient of a yaw moment. The figure which shows the relationship between an accelerator pedal operation amount and an accelerator pedal reaction force increase amount. The figure which shows the relationship between the accelerator pedal operation amount by 2nd Embodiment, and the correction coefficient of a yaw moment. The figure which shows the relationship between an accelerator pedal operation amount and an accelerator pedal reaction force increase amount. The system diagram of the driving assistance device for vehicles by a 3rd embodiment. The figure which shows the relationship between the accelerator pedal operation amount and the correction coefficient of a yaw moment. The figure which shows the relationship between an accelerator pedal operation amount and an accelerator pedal reaction force increase amount. The system diagram of the driving assistance device for vehicles by a 4th embodiment. The flowchart which shows the process sequence of the driving operation assistance control program in 4th Embodiment. The figure which shows the relationship between deviation risk potential and steering reaction force command value.

Explanation of symbols

10: radar device 15: image processing device 20: vehicle speed sensor 50, 50A, 50B: controller 60: driving force control device 61: accelerator pedal 70: braking force control device 71: brake pedal 80: accelerator pedal reaction force generator 90: Lane change detection device 100: steering reaction force generator

Claims (10)

A traveling state detecting means for detecting the traveling state of the host vehicle;
Deviation risk potential calculation means for calculating a risk potential for the own vehicle to deviate from the own lane based on the detection result of the traveling state detection means;
Yaw moment calculating means for calculating a target yaw moment for avoiding deviation of the own vehicle from the own lane based on the risk potential calculated by the risk potential calculating means;
Yaw moment generating means for generating the target yaw moment calculated by the yaw moment calculating means in the host vehicle;
An accelerator pedal operation amount detection means for detecting an operation amount of the accelerator pedal;
Yaw moment suppression means for suppressing the generation of the target yaw moment based on the accelerator pedal operation amount detected by the accelerator pedal operation amount detection means;
The accelerator pedal reaction force increase amount is calculated according to the amount of suppression of the target yaw moment by the yaw moment suppression means, and the calculated accelerator pedal reaction force increase amount is set in advance according to the accelerator pedal operation amount. An accelerator pedal reaction force control means for adding to the reaction force characteristics ,
The accelerator pedal reaction force control means increases the accelerator pedal reaction force increase amount as the suppression amount of the target yaw moment increases.
The vehicle operation assisting device for a vehicle, wherein the yaw moment suppression means increases the suppression amount of the target yaw moment as the accelerator pedal operation amount increases . The vehicle driving assistance device according to claim 1,
Based on the risk potential, an operation reaction force control means for controlling an operation reaction force generated in the vehicle operation device;
An operation assisting device for a vehicle, further comprising an operation reaction force suppressing unit that suppresses the generation of the operation reaction force based on the accelerator pedal operation amount. In the driving assistance device for vehicles according to claim 1 or 2,
The yaw moment suppression means suppresses the target yaw moment according to the depression amount of the accelerator pedal from the accelerator pedal operation amount at the time when the generation of the target yaw moment according to the risk potential is started. A driving operation assisting device for a vehicle. In the vehicle driving assistance device according to any one of claims 1 to 3,
Lane change detection means for detecting the driver's lane change intention;
When the lane change detection means detects the lane change intention, it further comprises a yaw moment generation stop means for stopping the generation of the target yaw moment by the yaw moment generation means,
The accelerator pedal reaction force control means gradually reduces the accelerator pedal reaction force increase amount when the generation of the target yaw moment is stopped . The vehicle driving operation assistance device according to claim 4 ,
The accelerator pedal reaction force control means gradually decreases the accelerator pedal reaction force increase amount with a predetermined time delay with respect to the generation stop of the target yaw moment . In the driving assistance device for a vehicle according to claim 4 or 5 ,
The vehicle lane change detecting means detects the lane change intention based on a winker operation state . In the driving assistance device for a vehicle according to claim 4 or 5 ,
The vehicle lane change detecting means detects the lane change intention based on a steering operation amount . In the driving assistance device for vehicles according to any one of claims 1 to 7 ,
Driving force reduction means for reducing the driving force generated in the host vehicle with an increase in the risk potential;
A driving operation assisting device for a vehicle , further comprising driving force increasing means for gradually increasing the driving force when the generation of the target yaw moment is suppressed according to the accelerator pedal operation amount .   Detects the driving situation of the vehicle,
  Calculating the risk potential of the vehicle deviating from the vehicle lane based on the driving situation;
  Calculating a target yaw moment for avoiding deviation of the own vehicle from the own lane based on the risk potential;
  Causing the target vehicle to generate the target yaw moment;
  Increase the amount of suppression of the target yaw moment as the accelerator pedal operation amount increases.
  The accelerator pedal reaction force increase amount is calculated so as to increase as the target yaw moment suppression amount increases, and the calculated accelerator pedal reaction force increase amount is set in advance according to the accelerator pedal operation amount. A method for assisting driving operation of a vehicle, characterized by adding to characteristics.   A traveling state detecting means for detecting the traveling state of the host vehicle;
  Deviation risk potential calculation means for calculating a risk potential for the own vehicle to deviate from the own lane based on the detection result of the traveling state detection means;
  Yaw moment calculating means for calculating a target yaw moment for avoiding deviation of the own vehicle from the own lane based on the risk potential calculated by the risk potential calculating means;
  Yaw moment generating means for generating the target yaw moment calculated by the yaw moment calculating means in the host vehicle;
  An accelerator pedal operation amount detection means for detecting an operation amount of the accelerator pedal;
  Yaw moment suppression means for suppressing the generation of the target yaw moment based on the accelerator pedal operation amount detected by the accelerator pedal operation amount detection means;
  The accelerator pedal reaction force increase amount is calculated according to the amount of suppression of the target yaw moment by the yaw moment suppression means, and the calculated accelerator pedal reaction force increase amount is set in advance according to the accelerator pedal operation amount. An accelerator pedal reaction force control means for adding to the reaction force characteristics,
  The accelerator pedal reaction force control means increases the accelerator pedal reaction force increase amount as the suppression amount of the target yaw moment increases.
  The vehicle comprising: a vehicle driving operation assisting device that increases the amount of suppression of the target yaw moment as the amount of operation of the accelerator pedal increases.

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