JP4691994B2 - VEHICLE DRIVE OPERATION ASSISTANCE DEVICE AND VEHICLE PROVIDED 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.

  Conventional vehicle driving assistance devices inform the driver of the environment around the vehicle by changing the reaction force characteristic of the accelerator pedal (see, for example, Patent Document 1). This device controls the operation reaction force generated in the accelerator pedal based on the degree of risk corresponding to the traveling situation.

Prior art documents related to the present invention include the following.
Japanese Patent Laid-Open No. 2003-205760

  The conventional device described above can transmit the degree of risk around the host vehicle to the driver via the accelerator pedal reaction force when the driver steps on the accelerator pedal. However, it is difficult to apply a reaction force from the accelerator pedal to the driver outside the area where the accelerator pedal is not depressed or the throttle valve opening is changed by the accelerator pedal operation. It was difficult to perform effectively using reaction force.

The vehicle driving assistance device according to the present invention calculates the risk potential around the host vehicle based on the situation recognition means for detecting the vehicle state of the host vehicle and the traveling environment around the host vehicle, and the detection result of the situation recognition means. A risk potential calculating means; a pedal reaction force calculating means for calculating an operation reaction force to be generated in the accelerator pedal based on the risk potential calculated by the risk potential calculating means; and an operation reaction force calculated by the pedal reaction force calculating means. a pedal reaction force generating means for generating the accelerator pedal, and a play area expanding means for expanding the play area of the accelerator pedal relative position change area opening of the throttle valve is changed in accordance with the operation amount of the accelerator pedal includes, play area expansion means accession the position of the accelerator pedal in a state where the accelerator pedal is released By moving the return direction of Rupedaru to extend the play area.
The vehicle driving assistance device according to the present invention calculates the risk potential around the host vehicle based on the situation recognition means for detecting the vehicle state of the host vehicle and the traveling environment around the host vehicle, and the detection result of the situation recognition means. A risk potential calculating means; a pedal reaction force calculating means for calculating an operation reaction force to be generated in the accelerator pedal based on the risk potential calculated by the risk potential calculating means; and an operation reaction force calculated by the pedal reaction force calculating means. A pedal reaction force generating means for causing the accelerator pedal to generate, a play area expanding means for extending the play area of the accelerator pedal with respect to the opening change area in which the opening of the throttle valve changes according to the amount of operation of the accelerator pedal, Road gradient detecting means for detecting the road gradient of the road on which the host vehicle travels, Extend the play area by adjusting the throttle-on position the throttle valve opening starts to change according to the operation amount of Kuserupedaru, play area expanding means sets the throttle on position according to the road gradient.
The vehicle driving assistance device according to the present invention calculates the risk potential around the host vehicle based on the situation recognition means for detecting the vehicle state of the host vehicle and the traveling environment around the host vehicle, and the detection result of the situation recognition means. A risk potential calculating means; a pedal reaction force calculating means for calculating an operation reaction force to be generated in the accelerator pedal based on the risk potential calculated by the risk potential calculating means; and an operation reaction force calculated by the pedal reaction force calculating means. A pedal reaction force generating means for causing the accelerator pedal to generate, a play area expanding means for extending the play area of the accelerator pedal with respect to the opening change area in which the opening of the throttle valve changes according to the amount of operation of the accelerator pedal, A throttle valve that adjusts the relationship of the throttle valve opening to the operation amount of the accelerator pedal The play area expanding means expands the play area by adjusting the throttle-on position where the throttle valve opening starts to change according to the amount of operation of the accelerator pedal, and the throttle valve opening adjusting means When the play area is expanded by the play area extending means, the inclination of the throttle valve opening with respect to the accelerator pedal operation amount is increased when the operation amount of the accelerator pedal is increased in the opening change region.
The vehicle driving assistance device according to the present invention calculates the risk potential around the host vehicle based on the situation recognition means for detecting the vehicle state of the host vehicle and the traveling environment around the host vehicle, and the detection result of the situation recognition means. A risk potential calculating means; a pedal reaction force calculating means for calculating an operation reaction force to be generated in the accelerator pedal based on the risk potential calculated by the risk potential calculating means; and an operation reaction force calculated by the pedal reaction force calculating means. A pedal reaction force generating means for generating an accelerator pedal, and a play area expanding means for extending the play area of the accelerator pedal with respect to an opening change area in which the opening of the throttle valve changes according to the amount of operation of the accelerator pedal. The play area expanding means is provided for accelerating the position of the accelerator pedal when the accelerator pedal is released. With return movement in the direction of Rupedaru to extend the play area by adjusting the throttle-on position the throttle valve opening starts to change according to the operation amount of the accelerator pedal.

  In a vehicular driving assist device that generates an operation reaction force on a pedal based on a risk potential around the host vehicle, the play of the pedal with respect to an opening change region in which the operation amount of the vehicle device changes according to the operation amount of the pedal. By expanding the region, the frequency of contact between the driver's foot and the pedal can be increased to effectively transmit the risk potential.

<< First Embodiment >>
FIG. 1 is a system diagram showing a configuration of a vehicle driving assistance device 1 according to the first embodiment of the present invention, and FIG. 2 is a configuration diagram of a vehicle on which the vehicle driving assistance device 1 is mounted. .

  First, the configuration of the vehicle driving assistance device 1 will be described. The laser radar 10 is attached to a front grill part or a bumper part of the vehicle, and scans the front area of the host vehicle by irradiating infrared light pulses in the horizontal direction. The laser radar 10 measures the reflected wave of the infrared light pulse reflected by a plurality of reflectors in front (usually the rear end of the preceding vehicle), and determines the inter-vehicle distance to the preceding vehicle from the arrival time of the reflected wave. Detect relative speed. The detected inter-vehicle distance and relative speed are output to the controller 50. The forward area scanned by the laser radar 10 is about ± 6 deg with respect to the front of the host vehicle, and a forward object existing within this range is detected.

  The front camera 20 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. An image signal from the front camera 20 is output to the controller 50. The detection area by the front camera 20 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 controller 50 performs predetermined image processing on the image signal input from the front camera 20.

The vehicle speed sensor 30 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 seat position detection sensor 40 is a sensor that detects the position of the driver's seat in the vehicle front-rear direction. The sheet position detected by the sheet position detection sensor 40 is input to the controller 50.

  The controller 50 includes a CPU and CPU peripheral components such as a ROM and a RAM, and performs overall control of the vehicle driving assistance device 1. The controller 50 calculates a risk potential RP around the host vehicle from signals such as the host vehicle speed, the inter-vehicle distance, and the relative speed input from the laser radar 10, the front camera 20, and the vehicle speed sensor 30. Then, the reaction force generated by the accelerator pedal 80 is controlled based on the calculated risk potential RP. As described above, the vehicle driving operation assistance device 1 notifies the driver of the risk potential RP around the host vehicle through the accelerator pedal reaction force.

  The information transmission through the accelerator pedal reaction force can be effectively performed when the driver is stepping on the accelerator pedal 80, but the information transmission is performed when the driver's foot is away from the accelerator pedal 80. Can't do it. Therefore, in the first embodiment, the accelerator pedal is operated so that the information can always be transmitted via the accelerator pedal reaction force, that is, the driver's foot and the accelerator pedal 80 are always in contact with each other. The position of the pedal 80 is adjusted. Here, the position of the accelerator pedal 80 means a position in the operation direction of the accelerator pedal 80 (hereinafter referred to as an initial position) in a state where the driver removes his / her foot from the accelerator pedal 80. By adjusting the initial position, the movable range of the accelerator pedal 80 changes.

  The accelerator pedal reaction force control device 60 controls the accelerator pedal reaction force according to a command from the controller 50. The accelerator pedal initial position control device 70 adjusts the initial position of the accelerator pedal 80. FIG. 3 shows a configuration diagram of the accelerator pedal 80 and its surroundings. Servo motor units 65 and 75 and an accelerator pedal stroke sensor 81 are connected to the accelerator pedal 80 via a link mechanism (not shown). The servo motor unit 65 includes a reaction force control servo motor that generates an operation reaction force on the accelerator pedal 80, and the servo motor unit 75 includes a position control servo motor that adjusts the initial position of the accelerator pedal 80. Yes.

  The reaction force control servo motor unit 65 controls the torque and the rotation angle in accordance with a command from the accelerator pedal reaction force control device 60, and generates an operation reaction force generated when the driver operates the accelerator pedal 80. Control arbitrarily. On the other hand, the servo motor unit 75 for position control can change the initial position of the accelerator pedal 80 linearly within a predetermined range by controlling the cam 76.

  The accelerator pedal stroke sensor 81 detects the stroke amount (operation amount) SA of the accelerator pedal 80 converted into the rotation angle of the reaction force control servo motor unit 65 via a link mechanism (not shown). The accelerator pedal stroke sensor 81 is configured to detect the operation amount SA even when the initial position of the accelerator pedal 81 is adjusted as will be described later. The brake pedal stroke sensor 91 detects a stroke amount (operation amount) SB of the brake pedal 90.

Next, the operation of the vehicle driving assistance device 1 according to the first embodiment of the present invention will be described. First, the outline will be described.
As shown by a broken line in FIG. 4, the operation reaction force F generated in the accelerator pedal 80 is set to increase as the accelerator pedal operation amount SA increases, that is, as the accelerator pedal 80 is depressed. While the driver is operating the accelerator pedal 80, that is, while in contact with the accelerator pedal 80, the risk reaction RP generated by the accelerator pedal 80 is changed to change the risk potential RP of the host vehicle to the driver. Can communicate.

  In general, the accelerator pedal 80 is provided with play, and the engine speed starts to increase when the driver depresses the accelerator pedal 80 beyond the play area. In FIG. 4, assuming that the initial position of the accelerator pedal 80 in the normal state is O, the throttle-on position where the engine speed starts to increase is O1, and the maximum value of the accelerator pedal operation amount SA is Smax, the play area is O ≦ SA <O1. The throttle-on region where the engine speed changes with respect to the accelerator pedal operation amount SA can be expressed as O1 ≦ SA ≦ Smax. The accelerator pedal reaction force F changes gently in the play area (O ≦ SA <O1), and rapidly changes in the throttle-on area (O1 ≦ SA ≦ SAmax).

  In the first embodiment, as shown in FIG. 4, the initial position O of the accelerator pedal 80 is changed to the position O ′ in the same direction as the pedal return direction. Thus, only the play area is expanded without changing the throttle-on area, and the area where the accelerator pedal reaction force F can be generated is increased as shown by the solid line in FIG.

  Below, operation | movement of the driving operation assistance apparatus 1 for vehicles in 1st Embodiment is demonstrated in detail using FIG. FIG. 5 is a flowchart showing the processing procedure of the driving operation assistance control program in the controller 50. This processing content is continuously performed at regular intervals (for example, 50 msec).

  In step S110, it is determined whether or not the accelerator pedal reaction force is currently controlled based on the risk potential RP. When the reaction force control is being executed, the process proceeds to step S120, and when the reaction force control is not being executed, this process is ended. In step S120, the environment information of the host vehicle is acquired. Specifically, the traveling state of the host vehicle and the surroundings of the vehicle is read from captured images of the laser radar 10, the vehicle speed sensor 30, and the front camera 20. For example, the inter-vehicle distance D between the preceding vehicle existing in front of the host vehicle and the host vehicle, the relative speed Vr (= the preceding vehicle speed−the host vehicle speed), and the host vehicle speed V1 are acquired. Further, the operation amount SA of the accelerator pedal 80 and the operation amount SB of the brake pedal 90 are read from the accelerator pedal stroke sensor 81 and the brake pedal stroke sensor 91, respectively.

  In step S130, the risk potential RP of the host vehicle relative to the preceding vehicle is calculated. In order to calculate the risk potential RP, first, a margin time TTC and an inter-vehicle time THW for the preceding vehicle are calculated.

The margin time TTC is a physical quantity indicating the current degree of proximity of the host vehicle with respect to the preceding vehicle. The allowance time TTC is a value indicating how many seconds later the inter-vehicle distance D becomes zero and the host vehicle and the preceding vehicle come into contact with each other when the current traveling state continues, that is, when the host vehicle speed V1 and the relative speed Vr are constant. It is. The margin time TTC is obtained by the following (Equation 1).
TTC = −D / Vr (Formula 1)

  The smaller the margin time TTC value, the closer the contact with the preceding vehicle, and the greater the degree of approach to the preceding vehicle. For example, when approaching a preceding vehicle, it is known that most drivers start a deceleration action before the margin time TTC becomes 4 seconds or less.

The inter-vehicle time THW is an effect when it is assumed that the degree of influence on the margin time TTC due to a change in the vehicle speed of the assumed vehicle ahead, that is, the relative vehicle speed Vr changes when the host vehicle is following the preceding vehicle. It is a physical quantity indicating the degree. The inter-vehicle time THW is expressed by the following (Formula 2).
THW = D / V1 (Formula 2)

  The inter-vehicle time THW is obtained by dividing the inter-vehicle distance D by the own vehicle speed V1, and indicates the time until the own vehicle reaches the current position of the preceding vehicle. The greater the inter-vehicle time THW, the smaller the predicted influence level with respect to the surrounding environmental changes. That is, when the inter-vehicle time THW is large, even if the vehicle speed of the preceding vehicle changes in the future, the degree of approach to the preceding vehicle is not greatly affected, and the margin time TTC does not change so much. If the host vehicle follows the preceding vehicle and the host vehicle speed V1 = the preceding vehicle speed, the inter-vehicle time THW can be calculated using the preceding vehicle speed instead of the host vehicle speed V1 in (Equation 2).

The risk potential RP is calculated from the following (Equation 3) using the margin time TTC and the inter-vehicle time THW calculated as described above.
RP = A / THW + B / TTC (Formula 3)
Here, A and B are constants for appropriately weighting the inter-vehicle time THW and the margin time TTC, and appropriate values are set in advance. The constants A and B are set to A = 1, B = 8 (A <B), for example.

  In step S140, the physique of the driver is estimated for the initial position control of the accelerator pedal 80. Specifically, the front-rear direction position of the driver's seat detected by the seat position sensor 40 is read, and it is estimated that the physique of the driver is smaller as the front-rear direction position of the seat is in front of the vehicle.

  In the next step S150, the initial position of the accelerator pedal 80 is set based on the physique of the driver estimated in step S140. FIG. 6 shows a method for adjusting the initial position of the accelerator pedal 80. In FIG. 6, the initial position of the accelerator pedal 80 when the reaction force control according to the risk potential RP is not performed and the initial position adjustment is not performed is a reference position O. A position when the accelerator pedal 80 is moved by the offset amount ΔS in the same direction as the return direction of the accelerator pedal 80 with respect to the reference position O is set as an offset initial position O ′.

  That is, the reference position O of the accelerator pedal 80 is an initial position in a normal state set in advance, and the offset initial position O ′ is an initial position that is variable in the driver direction with respect to the reference position O. Here, the position of the accelerator pedal 80 specifically represents the position of the pedal surface 80a of the accelerator pedal 80.

  The offset amount ΔS that determines the offset initial position O ′ is calculated based on the physique of the driver. FIG. 7 shows the relationship between the driver's physique and the offset amount ΔS. As shown in FIG. 7, the offset amount ΔS increases as the driver's physique increases, that is, as the position of the driver's seat in the front-rear direction increases toward the vehicle rear. As the offset amount ΔS increases, the pedal surface 80a of the accelerator pedal 80 is positioned on the driver side with the foot released.

  In step S160, it is determined whether or not the brake pedal 90 is currently operated based on the brake pedal operation amount SB acquired in step S120. If a negative determination is made in step S160 and the brake pedal 90 is not operated, the process proceeds to step S170. In step S170, it is determined whether or not the initial position of the accelerator pedal 80 is offset from the reference position O. Here, if the offset identification value Sv = 1 indicating the presence or absence of an offset, it is determined that the initial position is offset, and the process proceeds to step S180. On the other hand, if the offset identification value Sv is not 1, the process proceeds to step S175.

  In step S175, it is determined whether the accelerator pedal 80 is currently operated based on the accelerator pedal operation amount SA acquired in step S120. If the accelerator pedal 80 is operated, the process proceeds to step S180.

  In step S180, the control command value FA of the accelerator pedal 80 is calculated based on the risk potential RP calculated in step S130 and the offset initial position O ′ set in step S150. Specifically, as shown in FIG. 8, with reference to the initial offset position O ′, the control command is such that the accelerator pedal reaction force F increases as the accelerator pedal operation amount SA increases and the risk potential RP increases. The value FA is calculated.

  In FIG. 8, the change of the accelerator pedal reaction force F with respect to the accelerator pedal operation amount SA when neither the accelerator pedal reaction force control nor the initial position adjustment is performed is indicated by a broken line. When the initial position of the accelerator pedal 80 is shifted from the reference position O to the offset initial position O ′, the area from the offset initial position O ′ to the throttle-on position O1, that is, the extended play area, is compared with the case where the initial position adjustment is not performed. A large accelerator pedal reaction force F is generated in a long range. In the extended play area, the accelerator pedal reaction force F gradually changes with respect to the change in the accelerator pedal operation amount SA. In the throttle-on region, the accelerator pedal reaction force F changes rapidly with respect to changes in the accelerator pedal operation amount SA.

  FIG. 8 shows, as an example, changes in the accelerator pedal reaction force F when the risk potential RP = 0.0, 1.0, 2.0, 3.0. When the accelerator pedal operation amount SA is the same, the accelerator pedal control command value FA is set so that the accelerator pedal reaction force F increases as the risk potential RP increases.

  In the subsequent step S190, an offset identification value Sv = 1 indicating that the initial position of the accelerator pedal 80 is offset is set.

  On the other hand, if a positive determination is made in step S160 and the brake pedal 90 is operated, or a negative determination is made in step S175 and the accelerator pedal 80 is not operated after the operation of the brake pedal 90, the process proceeds to step S200. In step S200, a control command value FA for the accelerator pedal 80 is calculated. Specifically, the accelerator pedal control command is set such that the initial position of the accelerator pedal 80 is returned to the reference position O, and the accelerator pedal reaction force F increases as the accelerator pedal operation amount SA increases and the risk potential RP increases. The value FA is calculated.

  In step S210, an offset identification value Sv = 0 indicating that the initial position of the accelerator pedal 80 is not offset is set.

  In step S220, the accelerator pedal control command value FA calculated in step S180 or S200 is output to the accelerator pedal reaction force control device 60 and the accelerator pedal initial position control device. The accelerator pedal reaction force control device 60 and the accelerator pedal initial position control device 70 output commands to the servo motor units 65 and 75, respectively, so as to realize the initial position and the accelerator pedal reaction force F according to the commands from the controller 50. To control. 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 detects the vehicle state of the host vehicle and the traveling environment around the host vehicle, and calculates a risk potential RP around the host vehicle based on the detection result. Then, based on the risk potential RP, the control command value FA for the operation reaction force generated in the accelerator pedal 80 is calculated, and the operation reaction force is generated in the accelerator pedal 80. The vehicle driving operation assistance device 1 further expands the play area of the accelerator pedal 80 with respect to the throttle-on area (opening change area) where the throttle valve opening changes according to the accelerator pedal operation amount SA. By expanding the play area of the accelerator pedal 80, it is possible to increase the frequency of contact between the driver's foot and the accelerator pedal 80, and to effectively transmit the risk potential RP using the accelerator pedal reaction force. it can.
(2) The controller 50 calculates the control command value FA for the operation reaction force so that the slope of the operation reaction force with respect to the accelerator pedal operation amount SA differs between the throttle-on region and the play region. Specifically, as shown in FIG. 8, the inclination of the accelerator pedal reaction force F in the play area is set to be smaller than the inclination in the throttle-on area. As a result, it is possible to easily tell the driver that the play area has shifted to the throttle-on area.
(3) The controller 50 extends the play area by moving the position of the accelerator pedal in a state where the accelerator pedal 80 is released, that is, the initial position in the return direction of the accelerator pedal 80. By expanding the play area that does not affect the driving force of the host vehicle to the driver side, it is possible to increase the frequency of contact between the driver's feet and the accelerator pedal 80. As a result, the risk potential RP can always be transmitted to the driver via the accelerator pedal reaction force F.
(4) The controller 50 variably sets the amount of expansion of the play area. Specifically, the offset amount ΔS of the initial position of the accelerator pedal 80 is made variable. Thereby, it is possible to set a play area corresponding to the traveling state of the host vehicle, individual differences among drivers, and the like.
(5) The controller 50 detects the driver's physique and sets an offset amount ΔS for expanding the play area based on the detected driver's physique. Specifically, the physique of the driver is estimated based on the position in the front-rear direction of the driver's seat, and as the position in the front-rear direction of the seat is behind the vehicle as shown in FIG. 7, that is, the physique of the driver is larger. The offset amount ΔS is increased as the value is increased. Thereby, the play area | region according to a driver | operator's physique can be set.
(6) When the brake pedal 90 is operated, the controller 50 releases the expansion of the play area of the accelerator pedal 80. Specifically, when the brake pedal 90 is operated, the initial position of the accelerator pedal 80 is returned to the reference position O to return to the normal play area. Accordingly, when the accelerator pedal 80 is operated after the brake pedal 90 is operated, a step difference between the accelerator pedal 80 and the brake pedal 90, that is, a so-called AB step is secured, so that an erroneous operation of the pedal can be prevented.

<< Second Embodiment >>
Below, the driving assistance device for vehicles in the 2nd Embodiment of this invention is demonstrated. FIG. 9 shows a system diagram of the configuration of the vehicle driving assistance device 2 in the second embodiment. 9, parts having the same functions as those in the first embodiment shown in FIGS. 1 and 2 are denoted by the same reference numerals. Here, differences from the first embodiment will be mainly described.

  The vehicle driving operation assisting device 2 according to the second embodiment includes a play area expansion switch 42 as shown in FIG. The play area expansion switch 42 is operated by an occupant to turn on / off the play area expansion function of the accelerator pedal 80. When the play area expansion switch 42 is turned on and the play area expansion function is turned on, the controller 50A sets the offset initial position O ′ of the accelerator pedal 80 based on the risk potential RP of the host vehicle.

  Below, operation | movement of the driving operation assistance apparatus 2 for vehicles in 2nd Embodiment is demonstrated in detail using FIG. FIG. 10 is a flowchart showing the processing procedure of the driving operation assistance control program in the controller 50A. This processing content is continuously performed at regular intervals (for example, 50 msec).

  In step S310, it is determined whether or not the accelerator pedal reaction force is currently controlled based on the risk potential RP. If the reaction force control is being executed, the process proceeds to step S320, and if the reaction force control is not being executed, this process is ended. In step S320, it is determined whether or not the play area expansion switch 42 is turned on. If an affirmative determination is made in step S320 and the play area expansion function is turned on, the process proceeds to step S330. If a negative determination is made and the play area expansion function is turned off, the process proceeds to step S400.

  In step S330, the environment information of the host vehicle is acquired. In step S340, based on the information acquired in step S330, the risk potential RP of the host vehicle with respect to the preceding vehicle is calculated from (Equation 3) described above.

  In step S350, the offset amount ΔS of the accelerator pedal 80 is calculated based on the risk potential RP calculated in step S340, and the offset initial position O ′ is calculated. FIG. 11 shows the relationship between the risk potential RP and the offset amount ΔS. As shown in FIG. 11, the offset amount ΔS increases as the risk potential RP increases. Thereby, the play area of the accelerator pedal 80 is expanded as the risk potential RP is large and the necessity of information transmission is high.

  The processing in steps S360 to S420 is the same as the processing in steps S160 to S220 in the flowchart of FIG.

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 controller 50A sets the amount of expansion of the play area of the accelerator pedal 80 based on the degree of approach between the host vehicle and the preceding vehicle. Here, the risk potential RP of the host vehicle is used as the degree of approach between the host vehicle and the preceding vehicle. As shown in FIG. 11, by setting the offset amount ΔS to increase as the risk potential RP increases, the play area is expanded when there is a high need for information transmission, and the driver's foot and the accelerator pedal 80 Can increase the frequency of contact.

  As the degree of approach between the host vehicle and the preceding vehicle, the reciprocal of the above-described margin time TTC or the reciprocal of the inter-vehicle time THW can be used instead of the risk potential PR.

<< Third Embodiment >>
Below, the driving assistance device for vehicles in the 3rd Embodiment of this invention is demonstrated. FIG. 12 shows a system diagram of the configuration of the vehicle driving assistance device 3 according to the third embodiment. 12, parts having the same functions as those in the first embodiment shown in FIGS. 1 and 2 are denoted by the same reference numerals. Here, differences from the first embodiment will be mainly described.

  As shown in FIG. 12, the vehicle driving operation assistance device 3 further includes a navigation system 45 and is configured to be able to acquire a signal from the deceleration control device 100. The navigation system 45 includes a VICS receiver, and transmits the received VICS information to the controller 50B. For example, the deceleration control device 100 calculates the necessary deceleration when performing automatic braking control when it is determined that there is a possibility of contact with the preceding vehicle, or inter-vehicle distance control between the host vehicle and the preceding vehicle. Then, braking control is performed. The configuration of the deceleration control device 100 is not directly related to the present invention, and thus detailed description thereof is omitted.

  The controller 50B acquires traffic jam information from the VICS via the navigation system 45. If the road on which the vehicle is traveling is congested, the play area expansion function of the accelerator pedal 80 is disabled. Further, the controller 50B acquires the deceleration calculated by the deceleration control device 100, and sets the offset initial position O ′ of the accelerator pedal 80 based on the deceleration.

  Below, operation | movement of the driving assistance device 3 for vehicles in 3rd Embodiment is demonstrated in detail using FIG. FIG. 13 is a flowchart showing the processing procedure of the driving operation assistance control program in the controller 50B. This processing content is continuously performed at regular intervals (for example, 50 msec).

  In step S510, it is determined whether or not the accelerator pedal reaction force is currently controlled based on the risk potential RP. If the reaction force control is being executed, the process proceeds to step S520. If the reaction force control is not being executed, this process is ended. In step S520, environmental information of the host vehicle is acquired. Here, the traffic jam information of the road on which the vehicle travels is also acquired via the navigation system 45. In step S530, based on the information acquired in step S520, the risk potential RP of the host vehicle with respect to the preceding vehicle is calculated from (Equation 3) described above.

  In step S540, information from the deceleration control device 100 is acquired. When the braking control is performed by the deceleration control device 100, the deceleration command value is acquired. In step S550, an offset amount ΔS of the accelerator pedal 80 is calculated based on the deceleration command value acquired in step S540. FIG. 14 shows the relationship between the deceleration command value and the offset amount ΔS. As shown in FIG. 14, the offset amount ΔS increases as the deceleration command value increases. When the braking control is not performed, the offset amount ΔS = 0.

  In step S560, based on the traffic jam information acquired in step S520, it is determined whether or not the road on which the host vehicle is traveling is jammed. If there is no traffic jam, the process proceeds to step S570 so as to expand the play area of the accelerator pedal 80. On the other hand, if there is a traffic jam, the process proceeds to step S610, and the play area is not expanded.

The processing in steps S570 to S630 is the same as the processing in steps S160 to S220 in the flowchart of FIG.
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) The vehicular driving operation assisting device 3 is configured to be able to acquire information on the deceleration control executed in the host vehicle, and the controller 50B expands the play area based on the magnitude of the deceleration control deceleration. Set the amount. Specifically, as shown in FIG. 14, the offset amount ΔS of the initial position of the accelerator pedal 80 is set to increase as the deceleration command value acquired from the deceleration control device 100 increases. Thereby, when the necessity for deceleration is high, it is possible to reliably transmit the risk potential RP using the accelerator pedal reaction force.
(2) Based on the traffic jam information obtained via the navigation system 45, the controller 50B does not expand the play area of the accelerator pedal 80 when there is a traffic jam. Accordingly, it is possible to prevent the driver from getting bothered by shifting the initial position of the accelerator pedal 80 to the driver side in a situation where the accelerator pedal 80 is finely operated as in a traffic jam.

<< Fourth Embodiment >>
Hereinafter, a driving operation assisting device for a vehicle according to a fourth embodiment of the present invention will be described. FIG. 15 shows a system diagram of the configuration of the vehicle driving assistance device 4 in the fourth embodiment. 15, parts having the same functions as those in the first embodiment shown in FIGS. 1 and 2 are denoted by the same reference numerals. Here, differences from the first embodiment will be mainly described.

  The vehicle driving operation assistance device 4 according to the fourth embodiment does not include the accelerator pedal initial position control device 70. Accordingly, as shown in FIG. 16, the vehicular driving operation assisting device 4 maintains the initial position of the accelerator pedal 80 at the reference position O point, that is, without changing the movable range of the accelerator pedal 80, the throttle on position. The play area is expanded by moving Os1 in the pedal depression direction.

  Specifically, the controller 50C adjusts the relationship between the accelerator pedal operation amount SA and the throttle valve opening depending on whether or not the accelerator pedal reaction force control is performed according to the risk potential RP around the host vehicle. Thus, the play area of the accelerator pedal 80 is expanded.

  By expanding the play area of the accelerator pedal 80, the throttle-on area with respect to the accelerator pedal operation amount SA is narrowed. Therefore, the controller 50C further adjusts the relationship between the accelerator pedal operation amount and the throttle valve opening so that a sufficient driving force according to the accelerator pedal operation can be obtained even when the play area is expanded. Engine controller 110 controls the opening of the throttle valve in accordance with the throttle valve opening command value from controller 50C.

  Below, operation | movement of the driving assistance device 4 for vehicles in 4th Embodiment is demonstrated in detail using FIG. FIG. 17 is a flowchart showing the processing procedure of the driving operation assistance control program in the controller 50C. This processing content is continuously performed at regular intervals (for example, 50 msec).

  In step S710, it is determined whether or not the accelerator pedal reaction force is currently controlled based on the risk potential RP. If the reaction force control is being executed, the process proceeds to step S720. If the reaction force control is not being executed, this process is ended. In step S720, the environment information of the host vehicle is acquired. In step S730, based on the information acquired in step S720, the risk potential RP of the host vehicle relative to the preceding vehicle is calculated from (Equation 3) described above.

  In step S740, an offset position of the throttle-on position (hereinafter referred to as offset throttle-on position Os1) is calculated in order to expand the play area. Assuming that the normal throttle-on position when the play area is not expanded is Os0, the offset throttle-on position Os1 is set in the pedal depression direction with respect to the normal throttle-on position Os1. The offset throttle-on position Os1 is set to an appropriate value in advance in consideration of information transmission in the play area via the accelerator pedal reaction force and the degree of driving force generation according to the accelerator pedal operation in the throttle-on area. Keep it.

  In step S750, the control command value FA of the accelerator pedal 80 is calculated based on the risk potential RP calculated in step S730. Specifically, as shown in FIG. 18, the control command value FA is calculated so that the accelerator pedal reaction force F increases as the accelerator pedal operation amount SA increases and the risk potential RP increases. In FIG. 18, the accelerator pedal reaction force characteristic when the play area is not expanded and the reaction force control according to the risk potential RP is not performed is indicated by a broken line.

  FIG. 18 shows, as an example, changes in the accelerator pedal reaction force F when the risk potential RP = 0.0, 1.0, 2.0, 3.0. When the accelerator pedal operation amount SA is the same, the accelerator pedal control command value FA is set so that the accelerator pedal reaction force F increases as the risk potential RP increases.

  As shown in FIG. 18, by expanding the play area by the offset throttle on position Os1, it is possible to easily convey the magnitude of the risk potential RP to the driver via the accelerator pedal reaction force in the extended play area. In the extended play area and the throttle-on area, the rate of change of the accelerator pedal reaction force F with respect to the accelerator pedal operation amount SA is set to be different. Thus, when operating the accelerator pedal 80, the driver can intuitively understand the change between the extended play area and the throttle-on area.

  In step S760, a throttle valve opening command value Tv is calculated based on the accelerator pedal operation amount SA. When the play area is not expanded as shown by the broken line in FIG. 19, the throttle valve opening command value Tv increases as the accelerator pedal operation amount SA increases. When the play area is expanded, as shown by the solid line in FIG. 19, the throttle valve opening command value Tv at the maximum value Smax of the accelerator pedal operation amount SA becomes smaller than when the play area shown by the broken line is not expanded. That is, even when the accelerator pedal 80 is fully depressed, the throttle valve opening is not maximized. On the other hand, as indicated by the dotted line, if the throttle valve opening is suddenly increased as soon as the throttle-on region is entered, there is a possibility that the driver may feel uncomfortable.

  Therefore, when the play area is expanded, for example, as shown by a solid line in FIG. 20, the inclination of the throttle valve opening command value Tv with respect to the accelerator pedal operation amount SA is changed in the throttle on area. The throttle valve opening command value Tv is gradually changed from the offset throttle-on position Os1 to the predetermined value S1, and is rapidly changed from the predetermined value S1 to the maximum value Smax. The controller 50C calculates a throttle valve opening command value Tv corresponding to the accelerator pedal operation amount SA according to the map shown in FIG.

  In step S770, the accelerator pedal control command value FA calculated in step S750 is output to the accelerator pedal reaction force control device 60. The accelerator pedal reaction force control device 60 outputs a command to the servo motor unit 65 and performs control so as to realize an accelerator pedal reaction force F according to the command from the controller 50C.

In step S780, the throttle valve opening command value Tv calculated in step S760 is output to the engine controller 110. The engine controller 110 controls the throttle valve opening in accordance with a command from the controller 50C. Thus, the current process is terminated.
Thus, in the fourth embodiment described above, the following operational effects can be achieved.
(1) The vehicle driving assistance device 4 detects the vehicle state of the host vehicle and the traveling environment around the host vehicle, and calculates the risk potential RP around the host vehicle based on the detection result. Then, based on the risk potential RP, the control command value FA for the operation reaction force generated in the accelerator pedal 80 is calculated, and the operation reaction force is generated in the accelerator pedal 80. The vehicle driving operation assisting device 4 further expands the play area of the accelerator pedal 80 with respect to the throttle-on area (opening change area) in which the throttle valve opening changes according to the accelerator pedal operation amount SA. By expanding the play area of the accelerator pedal 80, it is possible to increase the frequency of contact between the driver's foot and the accelerator pedal 80, and to effectively transmit the risk potential RP using the accelerator pedal reaction force. it can.
(2) The controller 50C calculates an operation reaction force control command value FA so that the inclination of the operation reaction force with respect to the accelerator pedal operation amount SA differs between the throttle-on region and the play region. Specifically, as shown in FIG. 18, the inclination of the accelerator pedal reaction force F in the play area is set to be smaller than the inclination in the throttle-on area. As a result, it is possible to easily tell the driver that the play area has shifted to the throttle-on area.
(3) The controller 50C expands the play area of the accelerator pedal 80 by adjusting the throttle-on position at which the throttle valve opening begins to change according to the accelerator pedal operation amount SA. Specifically, as shown in FIG. 18, the throttle-on position is moved from the normal position Os0 to the offset position Os1. As a result, it is possible to extend the play area without changing the movable range of the accelerator pedal 80 and to transmit the risk potential RP effectively.
(4) The vehicle driving operation assisting device 4 has a function of adjusting the relationship of the throttle valve opening degree with respect to the accelerator pedal operation amount SA. Specifically, in the controller 50C, when the play area is expanded as shown in FIG. 20, when the accelerator pedal operation amount SA increases in the throttle-on area, the throttle valve opening command value Tv with respect to the accelerator pedal operation amount SA. Increase the slope of. Thereby, even when the throttle-on area is reduced due to the expansion of the play area, the throttle valve opening can be maximized.

<< Fifth Embodiment >>
Below, the driving assistance device for vehicles in the 5th embodiment of the present invention is explained. FIG. 21 shows a system diagram of a configuration of the vehicle driving operation assisting device 5 in the fifth embodiment. In FIG. 21, parts having the same functions as those in the fourth embodiment shown in FIG. Here, differences from the above-described fourth embodiment will be mainly described.

  The vehicle driving operation assisting device 5 further includes a road gradient detecting device 47 that detects the gradient of the road on which the host vehicle travels. Normally, the driver adjusts the host vehicle speed V1 by operating the accelerator pedal. However, for example, when the host vehicle travels downhill, the driver may take his foot off the accelerator pedal 80 to adjust the vehicle speed. When the foot is away from the accelerator pedal 80, the risk potential RP cannot be transmitted to the driver via the accelerator pedal reaction force. Therefore, in the fifth embodiment, the play area of the accelerator pedal 80 is expanded so that information can be transmitted via the accelerator pedal reaction force even when traveling on a sloped road.

  Below, operation | movement of the driving assistance device 5 for vehicles in 5th Embodiment is demonstrated in detail using FIG. FIG. 22 is a flowchart showing the processing procedure of the driving assistance control program in the controller 50D. This processing content is continuously performed at regular intervals (for example, 50 msec).

  In step S810, it is determined whether the accelerator pedal reaction force based on the risk potential RP is currently being controlled. If the reaction force control is being executed, the process proceeds to step S820. If the reaction force control is not being executed, this process is ended. In step S820, environmental information of the host vehicle is acquired. In step S830, the slope of the road on which the host vehicle travels detected by the road slope detector 47 is read. In step S840, based on the information acquired in step S820, the risk potential RP of the host vehicle with respect to the preceding vehicle is calculated from (Equation 3) described above.

  In step S850, an offset throttle on position Os1 for expanding the play area is calculated based on the road gradient read in step S830. As described above, since there is a possibility of releasing the foot from the accelerator pedal 80 when traveling on the downhill, only the downhill road gradient is considered here. FIG. 23 shows the relationship between the downhill road gradient and the offset throttle position Os1. As shown in FIG. 23, the offset throttle-on position Os1 is moved from the normal throttle-on position Os0 in the pedal depression direction as the road gradient increases. Thus, the play area of the accelerator pedal 80 is expanded as the downhill slope becomes tighter.

  In step S860, an accelerator pedal control command value FA is calculated based on the risk potential RP calculated in step S840 and the offset throttle on position Os1 calculated in step S850. Similar to the fifth embodiment described above, the accelerator pedal reaction force F increases gradually as the risk potential RP increases, and the accelerator pedal reaction force F gradually increases in the extended play region, and in the throttle-on region. The accelerator pedal reaction force control command value FA is calculated so that the accelerator pedal reaction force F increases rapidly.

  In step S870, the throttle valve opening characteristic in the throttle on region is changed based on the offset throttle on position Os1, and the throttle valve opening command value Tv corresponding to the accelerator pedal operation amount SA is calculated.

  In step S880, the accelerator pedal control command value FA calculated in step S860 is output as the accelerator pedal reaction force control command value 60. In step S890, the throttle valve opening command value Tv calculated in step S870 is output to the engine controller 110. Thus, the current process is terminated.

Thus, in the fifth embodiment described above, the following operational effects can be achieved in addition to the effects of the fourth embodiment described above.
The controller 50D sets a throttle-on position for expanding the play area of the accelerator pedal 80 in accordance with the road gradient of the road on which the host vehicle is detected, which is detected by the road gradient detection device 47. Specifically, as shown in FIG. 23, the throttle-on position is offset in the pedal depression direction as the downhill road gradient increases. As a result, even in a situation where the accelerator pedal 80 is released and the speed is adjusted like a downhill, it is possible to increase the frequency with which the driver's foot and the accelerator pedal 80 are in contact with each other to effectively transmit information. Become.

<< Sixth Embodiment >>
The vehicle driving operation assistance device according to the sixth embodiment of the present invention will be described below. FIG. 24 shows a system diagram of a configuration of the vehicle driving operation assisting device 6 in the sixth embodiment. In FIG. 24, parts having the same functions as those in the fourth embodiment shown in FIG. Here, differences from the above-described fourth embodiment will be mainly described.

  The vehicle driving operation assisting device 6 includes a seat position sensor 40 that detects the position of the driver's seat in the front-rear direction, an accelerator pedal initial position control device 70 that adjusts the initial position of the accelerator pedal 80, and a brake pedal stroke sensor 91. It has more. In the sixth embodiment, the throttle-on position of the accelerator pedal 80 is moved in the pedal depression direction, and the initial position of the accelerator pedal 80 is moved in the pedal return direction based on the seat position, thereby further increasing the play area. Expand further.

  Below, operation | movement of the driving assistance device 6 for vehicles in 6th Embodiment is demonstrated in detail using FIG. FIG. 25 is a flowchart showing the processing procedure of the driving operation assistance control program in the controller 50E. This processing content is continuously performed at regular intervals (for example, 50 msec).

  In step S910, it is determined whether or not the accelerator pedal reaction force is currently controlled based on the risk potential RP. When the reaction force control is being executed, the process proceeds to step S920, and when the reaction force control is not being executed, this process is ended. In step S920, environmental information of the host vehicle is acquired. In step S930, based on the information acquired in step S920, the risk potential RP of the host vehicle with respect to the preceding vehicle is calculated from (Equation 3) described above.

  In step S940, the front-rear direction position of the driver's seat detected by the seat position sensor 40 is read. It can be estimated that the physique of the driver is smaller as the position in the front-rear direction of the seat is in front of the vehicle. In step S950, the initial position of the accelerator pedal 80 is set based on the driver's physique estimated in step S940. Specifically, the offset amount ΔS based on the position in the front-rear direction of the seat is calculated using the map of FIG. 7 described above, and the position moved in the pedal return direction by the offset amount ΔS with respect to the reference position O is set as the offset initial position O. Calculate as'.

  In the subsequent step S960, an offset throttle on position Os1 is calculated. Here, a predetermined value is used as the offset throttle on position Os1.

  In step S970, it is determined whether the brake pedal 90 is currently operated. When the brake pedal 90 is not operated, the process proceeds to step S980, and it is determined whether or not the offset identification value Sv = 1. If the offset identification value Sv = 1 and the initial position is already offset, the process proceeds to step S990. On the other hand, if the offset identification value Sv is not 1, the process proceeds to step S985, and it is determined whether or not the accelerator pedal 80 is currently operated. If the accelerator pedal 80 is being operated, the process proceeds to step S990.

  In step S990, the control command value FA of the accelerator pedal 80 is calculated based on the risk potential RP calculated in step S930, the offset initial position O ′ set in step S950, and the offset throttle on position Os1 calculated in step S960. To do. Specifically, as shown in FIG. 26, from the initial offset position O ′ to the offset throttle on position Os1 as an extended play area, the accelerator pedal reaction force increases as the accelerator pedal operation amount SA increases and the risk potential RP increases. The control command value FA is calculated so that F becomes large.

  In FIG. 26, a change in the accelerator pedal reaction force F with respect to the accelerator pedal operation amount SA when neither the accelerator pedal reaction force control nor the play area is expanded is indicated by a broken line. As shown in FIG. 26, the slope of the accelerator pedal reaction force F is set to be smaller in the extended play area than in the throttle-on area. FIG. 26 shows, as an example, changes in the accelerator pedal reaction force F when the risk potential RP = 0.0, 1.0, 2.0, 3.0. When the accelerator pedal operation amount SA is the same, the accelerator pedal control command value FA is set so that the accelerator pedal reaction force F increases as the risk potential RP increases.

  In the subsequent step S1000, an offset identification value Sv = 1 indicating that the initial position of the accelerator pedal 80 is offset is set.

  On the other hand, if a positive determination is made in step S970 and the brake pedal 90 is operated, or a negative determination is made in step S985 and the accelerator pedal 80 is not operated after the operation of the brake pedal 90, the process proceeds to step S1010. In step S1010, the initial position of the accelerator pedal 80 is returned to the reference position O, and the control command value FA of the accelerator pedal 80 is calculated using the range from the reference position O to the offset throttle on position Os1 as an extended play area.

  In step S1020, the offset identification value Sv = 0 indicating that the initial position of the accelerator pedal 80 is not offset is set.

  In step S1030, the throttle valve opening characteristic in the throttle on region is changed based on the offset throttle on position Os1, and a throttle valve opening command value Tv corresponding to the accelerator pedal operation amount SA is calculated.

  In the subsequent step S1040, the accelerator pedal control command value FA calculated in step S990 or S1010 is output to the accelerator pedal reaction force control command value 60 and the accelerator pedal initial position control device 70. In step S1050, the throttle valve opening command value Tv calculated in step S1030 is output to the engine controller 110. Thus, the current process is terminated.

Thus, in the sixth embodiment described above, the following operational effects can be obtained in addition to the effects of the first and fourth embodiments described above.
(1) The controller 50E of the vehicular driving operation assisting device 6 moves the initial position of the accelerator pedal 80 in a state in which the accelerator pedal 80 is released in the pedal return direction, and the throttle valve according to the accelerator pedal operation amount SA. The play area of the accelerator pedal 80 is expanded by adjusting the throttle-on position where the opening degree starts to change. As a result, the play area can be further expanded, and information transmission using the accelerator pedal reaction force can be performed more reliably.
In the sixth embodiment, the first embodiment and the fourth embodiment described above are combined. However, the present invention is not limited to this, and the second embodiment described above is combined with the above-described second embodiment. It is also possible to combine the fourth embodiment or to combine the first embodiment and the fifth embodiment. That is, the first to third embodiments for offsetting the initial position of the accelerator pedal 80 and the fourth to fifth embodiments for shifting the throttle-on position of the accelerator pedal 80 can be arbitrarily combined. Thus, the play area can be effectively expanded.

  In the fourth to sixth embodiments described above, when the play area is expanded, for example, as shown in FIG. 20, the throttle valve opening command value Tv is linear with respect to the change in the accelerator pedal operation amount SA. Set to change. However, the present invention is not limited to this. For example, as shown in FIG. 27, the throttle valve opening command value Tv can be set to change in a curve with respect to the change in the accelerator pedal operation amount SA. However, in any case, when the accelerator pedal operation amount SA is small in the throttle-on region, the throttle valve opening command value Tv changes gently, and as the accelerator pedal operation amount SA increases, the throttle valve opening command value Tv becomes faster. Set to change to.

  In the first to sixth embodiments described above, the control command value FA is set so that the accelerator pedal reaction force F increases as the risk potential RP increases. The change of the control command value FA with respect to the risk potential RP is set so that, for example, the control command value FA increases in proportion to the risk potential RP. Alternatively, the control command value FA can be set so as to increase exponentially with respect to the risk potential RP.

  In the first to sixth embodiments described above, the risk potential RP around the host vehicle or the host vehicle is calculated using the margin time TTC and the inter-vehicle time THW. However, the present invention is not limited to this, and the margin time TTC The reciprocal or the reciprocal of the inter-vehicle time THW can also be used as the risk potential RP.

  The configuration of the accelerator pedal 80 and its surroundings is not limited to the configuration shown in FIG. For example, as shown in FIG. 28, a so-called organ-type pedal structure in which the lower part of the accelerator pedal 80 is attached to the vehicle body may be employed. Also in this case, the operation reaction force generated in the accelerator pedal 80 by the servo motor unit 65 is controlled, and the initial position of the accelerator pedal 80 is controlled by the servo motor unit 75. When the initial position of the accelerator pedal 80 is offset to the driver side, since the lower part of the accelerator pedal 8 is fixed to the vehicle body, only the upper part of the accelerator pedal 80 moves to the driver side.

In the first to third embodiments described above, the initial position of the accelerator pedal 80 that has been offset when the brake pedal 90 is operated is returned to the reference position O. At this time, even if the initial position is returned to a position slightly closer to the driver than the reference position O, it is possible to provide an AB step to prevent erroneous operation of the pedal.
In the above-described first to sixth embodiments, the example in which the play area of the accelerator pedal 80 is expanded has been described. However, the present invention is not limited to this. For example, an operation reaction force corresponding to the risk potential RP is generated in another driving operation device such as a brake pedal. It is possible to expand the play area with respect to the area where the operation amount changes.

  In the first to sixth embodiments described above, the laser radar 10, the front camera 20, and the vehicle speed sensor 30 function as situation recognition means, and the controllers 50 and 50A to 50E are risk potential calculation means and pedal reaction force calculation means. The accelerator pedal reaction force control device 60 can function as a pedal reaction force generating unit. The accelerator pedal reaction force control device 60 can function as an approach degree calculation unit, a deceleration control information acquisition unit, and a throttle valve opening adjustment unit. The controllers 50 to 50A and the accelerator pedal initial position control device 70 function as play area expansion means, the seat position sensor 40 functions as physique detection means, and the road gradient detection device 47 can function as road gradient detection means. The above description is merely an example, and when interpreting the invention, there is no limitation or restriction on the correspondence between the items described in the above embodiment and the items described in the claims.

1 is a system diagram of a vehicle driving assistance device according to a first embodiment of the present invention. The block diagram of the vehicle carrying the driving operation assistance apparatus for vehicles shown in FIG. The block diagram around an accelerator pedal. The figure explaining the play area expansion method of an accelerator pedal. The flowchart which shows the process sequence of the driving operation assistance control program by the controller of 1st Embodiment. The figure which shows the reference position and offset position of the initial position of an accelerator pedal. The figure which shows the relationship between a seat front-back position and offset amount. The figure which shows the relationship between the accelerator pedal operation amount at the time of extending a play area | region, and an accelerator pedal reaction force. The system diagram of the driving assistance device for vehicles by a 2nd embodiment. The flowchart which shows the process sequence of the driving operation assistance control program by the controller of 2nd Embodiment. The figure which shows the relationship between risk potential and offset amount. The system diagram of the driving assistance device for vehicles by a 3rd embodiment. The flowchart which shows the process sequence of the driving operation assistance control program by the controller of 3rd Embodiment. The figure which shows the relationship between deceleration command value and offset amount. The system diagram of the driving assistance device for vehicles by a 4th embodiment. The figure which shows the reference position of an accelerator pedal, and an offset throttle-on position. The flowchart which shows the process sequence of the driving operation assistance control program by the controller of 4th Embodiment. The figure which shows the relationship between the accelerator pedal operation amount at the time of extending a play area | region, and an accelerator pedal reaction force. The figure explaining the relationship between the accelerator pedal operation amount at the time of extending a play area, and a throttle valve opening command value. The figure which shows the relationship after the adjustment of the accelerator pedal operation amount at the time of extending a play area | region, and throttle valve opening command value. The system diagram of the driving assistance device for vehicles by a 5th embodiment. The flowchart which shows the process sequence of the driving operation assistance control program by the controller of 5th Embodiment. The figure which shows the relationship between a road gradient and an offset throttle-on position. The system diagram of the driving assistance device for vehicles by a 6th embodiment. The flowchart which shows the process sequence of the driving operation assistance control program by the controller of 6th Embodiment. The figure which shows the relationship between the accelerator pedal operation amount at the time of extending a play area | region, and an accelerator pedal reaction force. The figure which shows another relationship after adjustment of the accelerator pedal operation amount at the time of extending a play area, and throttle valve opening command value. The figure which shows the other structure of an accelerator pedal and its periphery.

Explanation of symbols

10: Laser radar 20: Front camera 30: Vehicle speed sensor 40: Seat position sensor 42: Play area expansion switch 45: Navigation system 47: Road gradient detection device 50, 50A, 50B, 50C, 50D, 50E: Controller 60: Accelerator pedal Reaction force control device 70: accelerator pedal initial position control device 100: deceleration control device 110: engine controller

Claims (12)

A situation recognition means for detecting the vehicle state of the host vehicle and the driving environment around the host vehicle;
Risk potential calculation means for calculating a risk potential around the host vehicle based on the detection result of the situation recognition means;
Pedal reaction force calculation means for calculating an operation reaction force to be generated in the accelerator pedal based on the risk potential calculated by the risk potential calculation means;
Pedal reaction force generating means for causing the accelerator pedal to generate the operation reaction force calculated by the pedal reaction force calculating means;
And a play area expanding means for expanding the play area of the accelerator pedal relative position change region opening degree change in the throttle valve according to the operation amount of the accelerator pedal,
The play area extending means extends the play area by moving the position of the accelerator pedal in a state in which the accelerator pedal is released in a return direction of the accelerator pedal. Auxiliary device. The vehicle driving assistance device according to claim 1,
The pedal reaction force calculation means calculates the operation reaction force so that an inclination of the operation reaction force with respect to an operation amount of the accelerator pedal differs between the opening change region and the play region. Operation assisting device. In the driving assistance device for vehicles according to claim 1 or 2 ,
The vehicular driving operation assisting device, wherein the amount of expansion of the play area by the play area extending means is variable . The vehicle driving assistance device according to claim 3 ,
Further comprising a physique detection means for detecting the physique of the driver,
The play area extending means sets the amount of expansion of the play area based on the physique of the driver. The vehicle driving assistance device according to claim 3 ,
Further comprising an approach degree calculating means for calculating an approach degree between the host vehicle and the preceding vehicle;
The play area extending means sets the amount of expansion of the play area based on the degree of approach . The vehicle driving assistance device according to claim 3 ,
The vehicle further comprises deceleration control information acquisition means for acquiring information on deceleration control executed by the host vehicle,
The play area expanding means sets the expansion amount of the play area based on the magnitude of deceleration of the deceleration control acquired by the deceleration control information acquiring means. . In the driving assistance device for a vehicle according to any one of claims 1 to 6 ,
A drive operation assisting device for a vehicle , further comprising play area expansion release means for releasing expansion of the play area by the play area expansion means when a brake pedal is operated . In the driving assistance device for vehicles according to any one of claims 1 to 7 ,
The driving operation assisting device for a vehicle, wherein the play area expanding means does not expand the play area in a traffic jam . A situation recognition means for detecting the vehicle state of the host vehicle and the driving environment around the host vehicle;
Risk potential calculation means for calculating a risk potential around the host vehicle based on the detection result of the situation recognition means;
Pedal reaction force calculation means for calculating an operation reaction force to be generated in the accelerator pedal based on the risk potential calculated by the risk potential calculation means;
Pedal reaction force generating means for causing the accelerator pedal to generate the operation reaction force calculated by the pedal reaction force calculating means;
A play area expanding means for expanding a play area of the accelerator pedal with respect to an opening change area in which the opening of the throttle valve changes according to the operation amount of the accelerator pedal,
Road gradient detecting means for detecting the road gradient of the road on which the host vehicle travels,
The play area expanding means expands the play area by adjusting a throttle on position at which the throttle valve opening starts to change according to the operation amount of the accelerator pedal,
The vehicle driving operation assisting device, wherein the play area expanding means sets the throttle-on position according to the road gradient . A situation recognition means for detecting the vehicle state of the host vehicle and the driving environment around the host vehicle;
Risk potential calculation means for calculating a risk potential around the host vehicle based on the detection result of the situation recognition means;
Pedal reaction force calculation means for calculating an operation reaction force to be generated in the accelerator pedal based on the risk potential calculated by the risk potential calculation means;
Pedal reaction force generating means for causing the accelerator pedal to generate the operation reaction force calculated by the pedal reaction force calculating means;
A play area expanding means for expanding a play area of the accelerator pedal with respect to an opening change area in which the opening of the throttle valve changes according to the operation amount of the accelerator pedal,
A throttle valve opening adjusting means for adjusting a relationship of the throttle valve opening with respect to an operation amount of the accelerator pedal;
The play area expanding means expands the play area by adjusting a throttle on position at which the throttle valve opening starts to change according to the operation amount of the accelerator pedal,
The throttle valve opening adjusting means is configured to open the throttle valve with respect to the accelerator pedal operation amount when the operation amount of the accelerator pedal increases in the opening change region when the play region is expanded by the play region expanding means. A driving operation assisting device for a vehicle characterized by increasing the inclination of the degree . A situation recognition means for detecting the vehicle state of the host vehicle and the driving environment around the host vehicle;
Risk potential calculation means for calculating a risk potential around the host vehicle based on the detection result of the situation recognition means;
Pedal reaction force calculation means for calculating an operation reaction force to be generated in the accelerator pedal based on the risk potential calculated by the risk potential calculation means;
Pedal reaction force generating means for causing the accelerator pedal to generate the operation reaction force calculated by the pedal reaction force calculating means;
Play area expansion means for extending the play area of the accelerator pedal with respect to an opening change area in which the opening of the throttle valve changes according to the operation amount of the accelerator pedal,
The play area expanding means moves the position of the accelerator pedal in a state in which the accelerator pedal is released in the return direction of the accelerator pedal, and the throttle valve opening changes according to the operation amount of the accelerator pedal. A driving operation assisting device for a vehicle, wherein the play area is expanded by adjusting a throttle-on position at which the operation starts .   A vehicle comprising the vehicle driving assistance device according to any one of claims 1 to 11.

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