JP2007001402A - VEHICLE DRIVE OPERATION ASSISTANCE DEVICE AND VEHICLE WITH VEHICLE DRIVE OPERATION ASSISTANCE DEVICE - Google Patents

Abstract

【Task】
Provided is a vehicular driving operation assisting device that performs reaction force control that matches a driver's feeling in consideration of the traveling state of the host vehicle and the driver's driving operation concentration.
[Solution]
The vehicular driving operation assisting device calculates a risk potential representing the degree of approach to the preceding vehicle using the margin time and the inter-vehicle time between the host vehicle and the preceding vehicle. When the host vehicle is approaching the ETC toll booth or when a half-door warning is output, such as when the host vehicle is in a traveling state where the host vehicle needs to be decelerated, a correction value is added to the risk potential. If the driver is repeatedly switching the navigation device or listening to high-tempo music at a high volume, such as when the driver's concentration level is predicted to be low, the risk potential Is multiplied by the correction factor. Based on the corrected risk potential, an operation reaction force generated from the accelerator pedal and an operation reaction force generated from the brake pedal are calculated.
[Selection] Figure 1

Description

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

  In the vehicle driving assistance device that transmits the magnitude of the risk of approaching obstacles around the vehicle to the driver via the operating reaction force generated from the accelerator pedal, it depends on the characteristics of each driver What performs reaction force control is known (for example, refer to patent documents 1). Specifically, when the host vehicle is following the preceding vehicle, it is determined whether the driver is sensitive to the risk of approaching the preceding vehicle based on the change in the time between the host vehicle and the preceding vehicle. If the driver is sensitive, the correction is made so that the operation reaction force becomes small.

Prior art documents related to the present invention include the following.
JP 2004-249846 A

  The device of Patent Document 1 described above can perform an operation reaction force control that matches the driver's feeling based on the driving characteristics of the driver when the host vehicle is traveling following the preceding vehicle. However, in terms of whether the driver is concentrating on the driving operation of the host vehicle, the operation reaction force is not corrected, and information transmission through the operation reaction force is performed when there is no preceding vehicle. Absent. In such a driving operation assisting device for a vehicle, a fine response that assists the driving operation of the driver in various situations when the host vehicle travels is desired.

The vehicular driving operation assisting device according to the present invention is based on at least a traveling state detecting means for detecting a distance between an obstacle present around the own vehicle and the own vehicle and the own vehicle speed, and a signal from the traveling state detecting means. The risk potential calculation means for calculating the risk potential, which is a physical quantity indicating the degree of approach between the host vehicle and the obstacle, the driving state detection means for detecting the driving state of the host vehicle, and the driver for driving the host vehicle. Driving operation concentration degree calculating means for calculating how concentrated the driving operation is, risk risk calculated by the risk potential calculating means, driving state of the host vehicle detected by the driving state detecting means, and driving operation Notification means for notifying the driver of the driving operation concentration degree calculated by the concentration degree calculation means.
The vehicle driving operation assistance method according to the present invention is a physical quantity indicating the degree of approach between the host vehicle and the obstacle based on at least the distance between the host vehicle and the obstacle existing around the host vehicle and the host vehicle speed. The risk potential is calculated, the driving state of the host vehicle is detected, and the driving operation concentration degree indicating how much the driver is concentrated on the driving operation of the host vehicle is calculated. The risk potential, the driving state of the host vehicle, and the driving are calculated. Informs the driver of the degree of operation concentration.
The vehicle according to the present invention includes at least a traveling state detection means for detecting a distance between an obstacle present around the own vehicle and the own vehicle, and the own vehicle speed, and a signal from the traveling state detection means. Risk potential calculation means for calculating the risk potential, which is a physical quantity indicating the degree of approach to the obstacle, driving state detection means for detecting the driving state of the host vehicle, and how concentrated the driver is on the driving operation of the host vehicle A driving operation concentration degree calculating means for calculating a driving operation concentration degree, a risk potential calculated by the risk potential calculating means, a driving state of the host vehicle detected by the driving state detecting means, and a driving operation concentration degree calculating means A vehicle driving operation assisting device is provided that includes notifying means for notifying the driver of the calculated driving operation concentration degree.

  According to the present invention, not only the risk potential indicating the degree of approach between the host vehicle and the obstacle, but also the driving state of the host vehicle and the driver's driving operation concentration level are notified to the driver, so the driver's attention is drawn. Thus, it is possible to prompt an appropriate driving operation.

<< 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 an 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.

  The vehicle operation assisting device 1 includes a vehicle control system ITS (Intelligent Transport Systems) system 10 and an information system IT system 20. First, the configuration of the vehicle control system ITS system 10 will be described. The vehicle control system ITS system 10 includes a laser radar 110, a front camera 120, a rear side camera 130, a vehicle speed sensor 140, a controller 150, a steering reaction force control device 160, an accelerator pedal reaction force control device 170, and a brake pedal reaction force control. A device 180 or the like is provided.

  The laser radar 110 is attached to the front grill or bumper of the vehicle and scans infrared light pulses in the horizontal direction. The laser radar 110 measures the reflected wave of the infrared light pulse reflected by a plurality of reflectors in front (usually the rear end of the front vehicle), and determines the distance from the arrival time of the reflected wave to the plurality of front obstacles. The relative vehicle speed between the relative distance and the host vehicle is detected. The detected relative distance and relative vehicle speed are output to the controller 150. The forward area scanned by the laser radar 110 is about ± 6 deg with respect to the front of the host vehicle, and a forward object existing in this range is detected.

  The front camera 120 is a small CCD camera, a CMOS camera, or the like attached to the upper part of the front window, detects the state of the front road as an image, and outputs it to the controller 150. The detection area by the front camera 120 is about ± 30 deg in the horizontal direction, and the front road scenery included in this area is captured as an image. The rear side camera 130 is two small CCD cameras or CMOS cameras mounted near the left and right ends of the upper part of the rear window. The rear side camera 130 detects the road behind the host vehicle, particularly the situation on the adjacent lane as an image, and outputs it to the controller 150.

  The vehicle speed sensor 140 detects the vehicle speed of the host vehicle by measuring the number of wheel rotations and the number of rotations on the output side of the transmission, and outputs the detected host vehicle speed to the controller 150.

  The controller 150 is composed of a CPU and CPU peripheral components such as a ROM and a RAM, and controls the entire vehicle control system ITS system 1 by a software form of the CPU. The controller 150 uses the vehicle speed input from the vehicle speed sensor 140, the distance information input from the laser radar 110, and the image information around the vehicle input from the front camera 120 and the rear side camera 130 to Detect obstacle status. The controller 150 detects an obstacle situation around the host vehicle by performing image processing on image information input from the front camera 120 and the rear side camera 130.

  Here, the obstacle situation around the host vehicle represents a relative relationship between the host vehicle and the obstacle existing around the host vehicle, and specifically, the host vehicle. Inter-vehicle distance to other vehicles traveling in front, presence / absence and proximity of other vehicles approaching the adjacent lane from the rear of the own vehicle, and the left / right position of the vehicle relative to the lane identification line (white line), that is, relative position and angle, and further lane For example, the shape of the identification line. Also, pedestrians and motorcycles that cross the front of the vehicle are detected as obstacles.

  The controller 150 calculates the risk potential of the host vehicle for each obstacle based on the detected obstacle situation. “Risk Potential” means “potential risk / emergency”. In particular, the risk potential increases with the proximity of the vehicle and obstacles around the vehicle. To express. Therefore, it can be said that the risk potential is a physical quantity representing how close the host vehicle and the obstacle are, that is, the degree of approach (the degree of approach) between the host vehicle and the obstacle.

  The controller 150 transmits the calculated risk potential to the driver as an operation reaction force generated from a driving operation device that is operated when the driver drives the host vehicle. Processing in the controller 150 will be described later. The driving operation devices are, for example, a steering wheel 162, an accelerator pedal 172, and a brake pedal 182.

  The steering reaction force control device 160 is incorporated in the vehicle steering system and controls the torque generated by the servo motor 161 in accordance with a command from the controller 150. The servo motor 161 controls the torque generated according to the command value from the steering reaction force control device 160, and can arbitrarily control the steering reaction force generated when the driver operates the steering wheel 162.

  The accelerator pedal reaction force control device 170 controls the torque generated by the servo motor 171 incorporated in the link mechanism of the accelerator pedal 172 in response to a command from the controller 150. The servo motor 171 controls the reaction force generated according to the command value from the accelerator pedal operation reaction force control device 170, and arbitrarily controls the operation reaction force generated when the driver operates the accelerator pedal 172. Can do.

  The brake pedal reaction force control device 180 controls the brake assist force generated by the brake booster 181 in response to a command from the controller 150. The brake booster 181 controls the brake assist force generated according to the command value from the brake pedal reaction force control device 180, and arbitrarily controls the operation reaction force generated when the driver operates the brake pedal 182. Can do. As the brake assist force increases, the brake pedal operation reaction force decreases, and the brake pedal 182 is easily depressed.

  The information system IT system 20 includes a navigation device 210, an audio device 220, a hands-free device 230, a voice recognition device 240, a vehicle information aggregation device 250, an ETC device 260, and the like. The navigation device 210 includes a GPS receiver, a display monitor, and the like, and performs route search, route guidance, and the like. Furthermore, by connecting a mobile phone or a car phone to the navigation device 210, it is possible to use telematics that transmits / receives information to / from an external information center using a public telephone network. The audio device 220 can reproduce music such as CD, radio, and MD, and video such as DVD.

  The hands-free device 230 includes a microphone and a speaker (not shown), and can make a call on the hands-free phone using a public telephone network by connecting to a mobile phone or a car phone. Further, the hands-free device 230 has a function of displaying various information and e-mails required in the vehicle such as traffic information, weather forecasts, and news received from the information center on the display monitor of the navigation device 210 or reading them out by voice. have. The voice recognition device 240 performs voice recognition processing of an occupant input via the microphone of the hands-free device 230 in order to perform voice operations such as the navigation device 210, the audio device 220, and the hands-free phone.

  The vehicle information aggregating apparatus 250 acquires signals from various sensors of the vehicle, calculates various information representing the vehicle state, and displays the information on, for example, the display unit of the navigation apparatus 210. The vehicle information calculated by the vehicle information aggregating apparatus 250 includes, for example, a half-door warning indicating that the door and the trunk are not completely closed, and a PKB drag indicating that the vehicle is traveling without completely releasing the parking brake (PKB). These are warnings, continuous travel time and travel distance of the vehicle, and remaining fuel. The travel distance of the vehicle can be calculated from the travel time and the vehicle speed, for example.

  The ETC device 260 communicates data necessary for fee payment stored in the ETC card with the road side by wireless communication.

  The controller 150 of the vehicle control system ITS system 10 acquires information from the information system IT system 20, and corrects the risk potential representing the magnitude of the potential risk of the host vehicle based on the acquired information.

Next, the operation of the vehicular driving assist device 1 according to the first embodiment will be described. First, the outline will be described.
The controller 150 determines the relative speed between the host vehicle and the obstacle, such as the traveling speed of the host vehicle, the relative position with respect to the obstacle around the host vehicle, the moving direction thereof, and the relative position with respect to the lane identification line (white line) of the host vehicle. Recognize the obstacle situation around the vehicle for calculating the risk potential indicating the degree of approach. The controller 150 calculates a risk potential for the obstacle based on the recognized obstacle situation, and calculates a control amount of the operation reaction force of the driving operation device according to the calculated risk potential. Thereby, the risk potential for the obstacle is transmitted to the driver as an operation reaction force generated from the driving operation device, and the driving operation of the driver is appropriately assisted.

  Note that the potential risk when the host vehicle is traveling is affected not only by the status of obstacles around the host vehicle but also by the driver's concentration level and the state / running environment of the host vehicle. Specifically, when the driver performs a switch operation of the navigation device 210 or the audio device 220 and the concentration level for the driving operation such as an accelerator pedal operation (hereinafter referred to as a driving operation concentration level) is reduced. Is considered to increase the potential risk of the vehicle. Further, when the host vehicle is traveling on a curve or approaching an ETC toll gate, it is considered that the risk of deviation from the own lane or the risk of contact with the ETC toll gate opening / closing bar (ETC bar) increases.

  Therefore, the controller 150 acquires information from the information system IT system 20, determines the driver's concentration of driving operation and the traveling state of the host vehicle, and corrects the risk potential for the obstacle. Then, the control amount of the operation reaction force of the driving operation device is calculated based on the corrected risk potential. Here, information related to the traveling of the host vehicle, such as the shape of the road on which the host vehicle travels, the presence / absence of an ETC toll booth, and the remaining amount of fuel, is the traveling state of the host vehicle.

  Below, operation | movement of the driving operation assistance apparatus 1 for vehicles by 1st Embodiment is demonstrated using FIG. FIG. 3 is a flowchart showing a processing procedure of the driving operation assistance control processing in the controller 150 according to the first embodiment. Here, an operation reaction force that is generated when the driver operates the accelerator pedal 172 or the brake pedal 182 according to the risk potential with respect to the preceding vehicle is detected as an obstacle around the own vehicle. A case where the control is performed will be described as an example. This processing content is continuously performed at regular intervals, for example, every 50 msec.

  First, in step S110, the traveling state of the host vehicle is read. Here, the traveling state is information including a traveling environment of the host vehicle and an obstacle state around the host vehicle. Specifically, the relative distance and relative angle to the front obstacle detected by the laser radar 110, and the relative position of the white line with respect to the own vehicle based on the image input from the front camera 120 and the rear side camera 130 (ie, left and right) Direction displacement and relative angle), white line shape, and relative distance and angle to obstacles around the vehicle. Further, the vehicle speed detected by the vehicle speed sensor 140 is read. Further, based on the images detected by the front camera 120 and the rear side camera 130, the type of obstacle existing around the own vehicle, that is, whether the obstacle is a four-wheeled vehicle, a two-wheeled vehicle, a pedestrian, or the like. recognize. Note that when calculating the risk potential RP for the preceding vehicle, the information on the other vehicle existing behind the host vehicle is not necessary, and therefore the acquisition of the captured image of the rear side camera 130 can be omitted.

  In step S120, the current vehicle surrounding situation is recognized based on the driving situation data read and recognized in step S110. Here, the relative position of each obstacle with respect to the host vehicle detected before the previous processing cycle and stored in the memory of the controller 150, its moving direction / moving speed, and the current traveling state data obtained in step S110. Thus, the current relative position of each obstacle to the host vehicle, the moving direction and the moving speed thereof are recognized. Then, it recognizes how other vehicles or white lines that are obstacles to the traveling of the host vehicle are arranged around the host vehicle and how they move relatively.

In step S130, the risk potential RP for the recognized forward obstacle, specifically, the preceding vehicle is calculated. In order to calculate the risk potential RP, first, a margin time TTC and an inter-vehicle time THW between the host vehicle and the preceding vehicle are calculated. In the allowance time TTC, when the current driving state continues, that is, when the own vehicle speed Vf, the preceding vehicle speed Va, and the relative vehicle speed Vr are constant, the inter-vehicle distance D becomes zero and the own vehicle and the preceding vehicle come into contact with each other. This is a value indicating whether or not to be obtained, and is obtained by the following (Equation 1).
TTC = D / Vr (Formula 1)

  The allowance time TTC is a physical quantity indicating the current degree of approach of the host vehicle with respect to the preceding vehicle. The smaller the allowance time TTC is, the closer the contact to the preceding vehicle is and the greater the degree of approach. 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 calculated using the following (Equation 2).
THW = D / Vf (Formula 2)

  The inter-vehicle time THW is obtained by dividing the inter-vehicle distance D by the own vehicle speed Vf, 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 due to changes in the surrounding environment. 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. When the host vehicle follows the preceding vehicle and the host vehicle speed Vf = the preceding vehicle speed Va, the preceding vehicle speed Va can be used instead of the host vehicle speed Vf in (Equation 2).

The risk potential RP, which is a physical quantity indicating the degree of approach to the preceding vehicle, is calculated from the following (Equation 3) based on the margin time TTC and the inter-vehicle time THW.
RP = a / THW + b / TTC (Formula 3)
As shown in (Formula 3), the risk potential RP is a physical quantity that is continuously expressed by adding the margin time TTC and the inter-vehicle time THW. Here, a and b are parameters for appropriately weighting the inter-vehicle time THW and the margin time TTC, and are set to about a = 1 and b = 8, for example (a <b).

  In step S140, the risk potential RP for the preceding vehicle calculated in step S130 is corrected based on the driver's driving operation concentration level and the traveling state of the host vehicle. This process will be described with reference to the flowchart of FIG.

  First, in step S1401, the traveling state of the host vehicle is calculated. Specifically, various information is acquired from the information-related IT system 20, the fuel remaining amount of the own vehicle, the relative positional relationship between the ETC toll gate and the own vehicle, the presence or absence of an abnormality in the ETC device 260, the road on which the own vehicle is traveling Whether there is a T-junction or a right-angle curve, whether there are accidents, etc., whether the location of the vehicle registered in advance (registration point) and the vehicle's relative position, and half-door warning or PKB drag warning are output. The traveling state of the host vehicle such as whether or not is calculated.

  In step S1402, it is determined whether or not to correct the risk potential RP for the preceding vehicle based on the information related to the traveling state of the host vehicle calculated in step S1401. FIG. 5 shows the relationship between the traveling state of the host vehicle and the risk potential RP correction method. If the traveling state of the host vehicle satisfies the conditions shown in FIG. 5, the process proceeds to step S1403 to correct the risk potential RP.

  In step S1403, the correction value α of the risk potential RP is set according to various traveling states of the host vehicle. Here, the correction value α is set to either large (for example, α = + 0.5), medium (for example, α = + 0.3), or small (for example, α = + 0.1) according to the traveling state of the host vehicle. . When the remaining amount of fuel of the host vehicle detected by the vehicle information aggregating apparatus 240 is less than a predetermined ratio (for example, 20% when the tank is full, 8L in the case of a 40L tank), the accelerator pedal 172 is reduced as the fuel weight decreases. Since the acceleration with respect to the stepping operation becomes better and the speed may be exceeded, the correction value α is set to +0.3.

  If there is an ETC toll booth on the road where the vehicle is traveling, the distance from the vehicle to the ETC certification point, that is, the antenna installed on the roadside, is a predetermined distance in order to sufficiently slow down in front of the opening / closing bar of the ETC toll booth. When it is less than (for example, 100 m), the correction value α is set to +0.3. After the ETC authentication is completed, the correction value α is set to +0.1 so as to promote smooth merging with other vehicles that have passed through the toll gate until a predetermined distance (for example, 30 m) from the ETC authentication point. If there is an abnormality in the ETC device 260 or the ETC toll gate system, or if the ETC card is not inserted in the ETC device 260, the correction is made when the distance from the host vehicle to the ETC toll gate is a predetermined distance (for example, 100 m) or less. Set the value α to +0.5.

  From the road information obtained from the navigation device 210, if there is a T-shaped road or a curve close to a right angle ahead of the road on which the host vehicle is traveling, it is necessary to decelerate before turning right or left. When the distance to the point is a predetermined distance (for example, 30 m) or less, the correction value α is set to +0.3. It should be noted that the correction value α can be similarly set even when an intersection with no signal is detected ahead of the host vehicle from the road information of the navigation device 210 or the front image captured by the front camera 120.

  When approaching a registered point such as a location where accidents frequently occur or where the driver has registered in advance, the correction value α is set when the distance from the host vehicle to the registered point is equal to or less than a predetermined distance (for example, 100 m) so as to encourage deceleration. = Set to +0.1. When the vehicle information aggregating apparatus 250 outputs a half-door warning for notifying that the door or trunk of the host vehicle is not completely closed, or a PKB dragging warning for notifying that the vehicle is running while dragging the parking brake In order to prompt quick deceleration, the correction value α is set to +0.5.

  In this way, the largest value is selected with the select high from the correction value α set in accordance with various driving conditions. When α = + 0.1 is the largest, the process proceeds to step S1404, and the correction value α used for correcting the risk potential RP is set to +0.1. If α = + 0.3 is the largest, the process proceeds to step S1405, and the correction value α used for correcting the risk potential RP is set to +0.3. If α = + 0.5 is the largest, the process proceeds to step S1406, and the correction value α used for correcting the risk potential RP is set to +0.5.

  In step S1407, the risk potential RP is corrected by adding the correction value α set in any of steps S1404 to S1406 to the risk potential RP for the preceding vehicle. If it is determined in step S1402 that the risk potential RP is not corrected, the correction value α = 0 is set and the process proceeds to step S1407.

  In step S1408, the degree of concentration of the driver with respect to the driving operation is calculated. Specifically, various information is acquired from the information system IT system 20, the switch operation state of the in-vehicle electrical equipment such as the navigation device 210 and the audio device 220, the presence or absence of the voice recognition operation by the voice recognition device 240, the hands-free device 230 and Various information for determining the driver's concentration of driving operation, such as the use status of telematics, the continuous driving time of the driver, and the type of music reproduced by the audio device 220, is calculated.

  In step S1409, it is determined whether or not the risk potential RP for the preceding vehicle is to be corrected based on the information for determining the driving concentration calculated in step S1408. FIG. 6 shows the relationship between the driving operation concentration level of the driver and the risk potential RP correction method. If the information for determining the driving operation concentration degree satisfies the condition shown in FIG. 6, the process proceeds to step S1410 to correct the risk potential RP.

  In step S1410, the risk potential RP correction coefficient β is set in accordance with various types of information indicating the driving operation concentration level. Here, the correction coefficient β is set to one of large (for example, β = + 20%), medium (for example, β = + 10%), and small (for example, β = + 5%) according to the driving operation concentration degree.

  When the driver frequently performs the switch operation of the navigation device 210 or the audio device 220, for example, the greater the number of switch operations within a predetermined time or the longer the continuous operation time of the switch, the more concentrated the driver is on the driving operation. It can be predicted that the degree is decreasing. Therefore, for example, when the number of switch operations per minute is 3 to 4 times or when the continuous operation time of the switch is 1 to 2 seconds, the correction coefficient β is set to + 10%. For example, when the switch operation per minute exceeds four times, or when the continuous switch operation time exceeds 2 seconds, the correction coefficient β is set to + 20%.

  The number of switch operations is determined by the number of times the driver has continuously pressed the switch, and is reset when 1 second or more has elapsed since the switch was pressed. For example, the continuous operation time of the switch counts the operation time when the map displayed on the display unit of the navigation device 210 is scrolled. When the map is scrolled, the number of times the switch is operated is counted as one, but it is considered that the degree of concentration with respect to the driving operation decreases while scrolling, so this time is calculated as the continuous operation time.

  When the voice recognition operation is performed by the voice recognition device 240 in order to perform voice operations on the navigation device 210 and the audio device 220, the correction coefficient β is set to + 10%. Since it is necessary for the driver to speak in order to operate the in-vehicle electrical equipment with voice, it is considered that the driving operation concentration level is lowered.

  When receiving a call with a hands-free phone or receiving an e-mail using telematics, the incoming call or e-mail operation starts at an unintended timing, which disturbs the driver's concentration on driving operations. There is a possibility that. In addition, during a call using a hands-free phone, and while reading an e-mail or received information, the content of the conversation or the e-mail is distracted, and the driving operation concentration is lowered.

  Therefore, when a hands-free phone call is performed via the hands-free device 230, it is considered that the driving operation concentration level is lowered, so the correction coefficient β is set to + 20%. The correction coefficient β is set to + 10% during the hands-free phone or e-mail incoming operation, and the correction coefficient β is set to + 20% while the content of the e-mail is automatically read out by voice after the incoming call. Further, the correction coefficient β is set to + 20% while information such as traffic information received from the information center is automatically read out by voice.

  When the driver is driving the vehicle continuously for a long time, it can be predicted that the degree of concentration on the driving operation is reduced due to fatigue. Therefore, the elapsed time after the ACC (Adaptive Cruise Control) function is turned on is detected, and the number of hours of continuous operation after the ACC function is turned on is calculated. When the continuous operation time is 2 hours or more and 4 hours or less, the correction coefficient β is set to + 10%. When the continuous operation time exceeds 4 hours, the correction coefficient β is set to + 20%.

  When music is played on the audio device 220, the driver's feelings are enhanced when the volume is high or the tempo of the song is fast, and the attention to the surrounding situation is distracted. That is, it can be predicted that the driver's concentration of driving operation decreases as the volume of music played back by the audio device 220 increases and the tempo increases. Therefore, when the volume of the music being played back by the audio device 220 is 90 decibels or more, or 60 beats per minute or more, the correction coefficient β is set to + 10%. When the volume is 90 dB or more and 60 beats or more per minute, the correction coefficient β is set to + 20%.

  In this way, the largest value is selected at the select high from the correction coefficient β set in accordance with various kinds of information indicating the driving operation concentration degree. If β = + 5% is the largest, the process proceeds to step S1411, and the correction coefficient β used for correcting the risk potential RP is set to + 5%. When β = + 10% is the largest, the process proceeds to step S1412, and the correction coefficient β used for correcting the risk potential RP is set to + 10%. If β = + 20% is the largest, the process proceeds to step S1413, and the correction coefficient β used for correcting the risk potential RP is set to + 20%.

  FIG. 7 schematically shows the relationship between the driver's driving operation concentration level and the operation reaction force generated from the driving operation device. As shown in FIG. 7, the driver's attention is drawn by generating a larger reaction force from the driving operation device as the degree of concentration on the driving operation of the driver decreases. Here, as described above, the correction coefficient β is set according to the driving operation concentration degree and the risk potential RP is corrected, thereby realizing the relationship shown in FIG.

In step S1414, the risk potential RP corrected in step S1407 is multiplied by the correction coefficient β set in any of steps S1411 to S1413 to correct the risk potential RP. The corrected risk potential RP (hereinafter referred to as risk potential correction value RPc) is expressed by the following (formula 4).
RPc = (RP + α) × (100 + β) / 100 (Formula 4)

  If it is determined in step S1409 that correction according to the driver's driving operation concentration level is not performed, the correction coefficient β is set to 0%, and the process proceeds to step S1414.

  Thus, after calculating the risk potential correction value RPc in step S140, the process proceeds to step S150. In step S150, control command values FA and FB for the reaction force generated by the accelerator pedal 172 and the brake pedal 182 are calculated based on the risk potential correction value RPc. As for the accelerator pedal 172, as the risk potential correction value RPc is larger, an operation reaction force is generated in a direction in which the accelerator pedal 172 is returned. Further, with respect to the brake pedal 182, as the risk potential correction value RPc is larger, an operation reaction force is generated in a direction in which the brake pedal 172 is more easily depressed.

  FIG. 8 shows the relationship between the risk potential correction value RPc and the accelerator pedal reaction force control command value FA. As shown in FIG. 8, the accelerator pedal reaction force control command value FA is calculated so as to generate a larger accelerator pedal reaction force as the risk potential correction value RPc is larger. When the risk potential RP is larger than the predetermined value RPmax, the accelerator pedal reaction force control command value FA is fixed to the maximum value FAmax so that the maximum accelerator pedal reaction force is generated.

  FIG. 9 shows the relationship between the risk potential correction value RPc and the brake pedal reaction force control command value FB. As shown in FIG. 9, when the risk potential correction value RPc is larger than the predetermined value RPmax, the brake pedal reaction force is generated so that the smaller the risk potential correction value RPc, the smaller the brake pedal reaction force, that is, the greater the brake assist force. Force control command value FB is calculated. When the risk potential correction value RPc becomes larger than the predetermined value RP1, the reaction force control command value FB is fixed to FBmin so as to generate the minimum brake pedal reaction force. When the risk potential correction value RPc is smaller than the predetermined value RPmax, the brake pedal reaction force control command value FB is set to zero and the brake pedal reaction force characteristic is not changed.

  As shown in FIG. 8, when the risk potential correction value RPc is smaller than the predetermined value RPmax, the accelerator pedal reaction force characteristic is changed to notify the driver of the magnitude of the risk potential correction value RPc as the accelerator pedal operation reaction force. When the risk potential correction value RPc exceeds a predetermined value RPmax, the accelerator pedal reaction force control command value FA is maximized to prompt the driver to release the accelerator pedal 62, and the brake pedal reaction force control command value FB is decreased. Thus, control is performed so that the driver can easily depress the brake pedal 92 when shifting to the brake operation.

  In step S160, the accelerator pedal reaction force control command value FA and the brake pedal reaction force control command value FB calculated in step S150 are output to the accelerator pedal reaction force control device 170 and the brake pedal reaction force control command value 180, respectively. The accelerator pedal reaction force control device 170 and the brake pedal reaction force control device 180 control the servo motor 171 and the brake booster 181 in accordance with a command from the controller 150, and an operation reaction force when the driver operates the accelerator pedal 172. And the reaction force when operating the brake pedal 182 is controlled. Thus, the current process is terminated.

Below, the effect | action of the driving assistance device 1 for vehicles by 1st Embodiment is demonstrated.
For example, if the inter-vehicle distance D = 50 m between the host vehicle and the preceding vehicle traveling ahead of the host vehicle, the inter-vehicle time THW = 2.8 seconds and the margin time TTC = 7 seconds, the risk potential RP for the preceding vehicle is as described above. RP = 1.5 is calculated using (Expression 3) (a = 1, b = 8). At this time, when the remaining amount of fuel of the own vehicle is 20% or less of the full tank and the driver is driving while talking on the hands-free phone, the correction value α and the correction coefficient β are set according to FIGS. , Α = + 0.3, β = + 20%.

  In this case, the risk potential correction value RPc is calculated as (RPc = (1.5 + 0.3) × (100 + 20) /100=2.16) using (Expression 4). RPc = 2.16 corresponds to the risk potential RP when the inter-vehicle time THW = 1 second and the margin time TTC = 7 seconds, and the inter-vehicle time THW for the preceding vehicle is virtually shortened by 1.8 seconds. . That is, if the host vehicle speed Vf = 50 km / h, a margin of 25 m is created in the inter-vehicle distance D.

  By calculating the reaction force control command values FA and FB according to the risk potential correction value RPc, an operation reaction force larger than the value according to the actual risk potential RP for the preceding vehicle is generated in the accelerator pedal 172 and the brake pedal 182. To do. Therefore, when the driver's driving operation concentration level is low or when the host vehicle needs to decelerate, a relatively large operation reaction force is applied from the stage where the risk potential RP for the preceding vehicle is small, The driver's attention can be alerted from an early stage.

Thus, in the first embodiment described above, the following operational effects can be achieved.
(1) In the vehicle control system ITS system 10, the vehicle driving operation assistance device 1 detects at least the distance D between the obstacle present around the host vehicle and the host vehicle, and the host vehicle speed Vf, and the detection results thereof. The risk potential RP, which is a physical quantity indicating the degree of approach between the host vehicle and the obstacle, is calculated based on the above. Further, the vehicle control system ITS system 10 detects the driving state of the host vehicle based on the signal from the information system IT system 20, and also indicates how much the driver is concentrated on the driving operation of the host vehicle. The degree is calculated, and the risk potential RP, the traveling state of the host vehicle, and the driving operation concentration degree are notified to the driver. As a result, the driver can be informed not only of the magnitude of the potential risk due to the obstacle situation around the host vehicle but also the driving state of the host vehicle and the driver's degree of concentration with respect to the driving operation. It becomes possible to assist driving operation appropriately.
(2) The vehicular driving operation assisting apparatus 1 notifies the driver via an operation reaction force generated in a driving operation device for driving the driver's own vehicle. Therefore, the controller 150 corrects the risk potential RP based on at least one of the traveling state of the host vehicle and the driving operation concentration, and the operation reaction force generated in the driving operation device based on the corrected risk potential RP. Is calculated. As a result, when the driver is operating the driving operation device, the driver can intuitively inform the driver of the driving state of the host vehicle and the concentration level of the driving operation together with the risk potential RP. Can be done.
(3) The controller 150 determines the driving operation concentration degree based on the operation state or the operation state of at least one of the navigation device 210, the hands-free device 230, the audio device 220, and the voice recognition device 240 mounted on the host vehicle. To do. Here, the operation state means an operation state of a switch or a dial when the driver operates a device such as the navigation device 210, and the operation state is, for example, whether the voice recognition device 240 is operating or not. Means the state of operation. Accordingly, the degree of concentration of the driver with respect to the driving operation can be determined from the viewpoint of whether the driver is distracted by an operation or situation other than the driving operation.
(4) The controller 150 determines, as the traveling state of the host vehicle, the road condition of the road on which the host vehicle travels obtained from the navigation device 210, the vehicle information of the host vehicle detected by the vehicle information aggregation device 250, and the ETC device 260. Detect at least one of the operating states. Here, the vehicle information is information of the host vehicle that is preferably to accelerate the deceleration of the host vehicle or call the driver's attention, such as the remaining fuel level of the host vehicle or a half-door warning. As a result, it is possible to notify the driver of a situation where it is desirable to promote deceleration when the host vehicle travels.
(5) The controller 150 sets a correction coefficient β that increases as the degree of driving operation concentration decreases, and corrects the risk potential RP by multiplying the risk potential RP by the correction coefficient β. Thereby, when it is predicted that the driver is not concentrated on the driving operation, the risk potential RP is corrected so as to increase, and the driver's attention can be drawn from an early stage.
(6) The controller 150 detects the number of switch operations by the driver per a predetermined time (for example, 1 minute) of the navigation device 210 or the audio device 220, or the continuous operation time of the switch. It is determined that the driving operation concentration is lower as the time is longer. As a result, the degree of concentration of the driving operation can be accurately determined based on how much the driver is performing an operation other than the driving operation.
(7) The controller 150 detects the voice recognition operation by the voice recognition device 240 and determines that the driving operation concentration degree is lower during the voice recognition operation than when the voice recognition operation is not performed. As a result, the degree of concentration of the driving operation can be accurately determined based on how much the driver is performing an operation other than the driving operation.
(8) The controller 150 is at least one of a hands-free phone call using the hands-free device 230, an incoming operation of information or an e-mail from an information center outside the vehicle, and an automatic reading operation using the received information or an e-mail voice. When a hands-free phone call, an incoming call operation, or an automatic reading operation is performed, it is determined that the driving operation concentration level is lower than when these operations are not performed. Thereby, the driving operation concentration degree can be accurately determined based on whether the driver is aware of the situation other than the driving operation occurring in the vehicle.
(9) The controller 150 detects the volume or tempo of the music being played on the audio device 220, and determines that the higher the music volume or the faster the tempo, the lower the driving operation concentration. As a result, it is possible to accurately determine the driving operation concentration degree based on whether the attention is distracted by being distracted by music.
(10) The controller 150 detects, as the traveling state of the host vehicle, information on a T-junction, a right-angle curve, or an intersection without a signal of the road on which the host vehicle travels, from the navigation device 210. When there is a T-junction, a right-angle curve or an intersection without a signal ahead, a predetermined correction value α (for example, α = + 0.3) is added to the risk potential RP to correct the risk potential RP. To do. As a result, it is possible to prompt the driver to perform a deceleration operation at a point where the host vehicle needs to be decelerated. Further, since the correction value α is added to the risk potential RP, even when there is no obstacle, for example, a preceding vehicle around the host vehicle, and the risk potential RP = 0 is calculated, the operation reaction force generated from the driving operation device. Can be raised to alert the driver.
(11) The controller 150 detects the fuel remaining amount of the host vehicle as the traveling state of the host vehicle, and when the fuel remaining amount is less than a predetermined value (for example, 20% or less when full), a predetermined correction value α By adding (for example, α = + 0.3) to the risk potential RP, the risk potential RP is corrected to be increased. This makes it possible to prevent the vehicle from suddenly starting or accelerating in a situation where the weight of the entire vehicle decreases as the fuel decreases and the power performance improves. It is possible to obtain a substantially constant output.
(12) The controller 150 detects the operating state of the ETC device 260 mounted on the host vehicle as the traveling state of the host vehicle. If the ETC device 260 is abnormal before or after passing the ETC toll gate, By adding the correction amount α to the risk potential RP, the risk potential RP is corrected to be increased. As a result, it is possible to prevent contact with the opening / closing bar of the ETC toll gate and to smoothly merge with other vehicles after passing through the ETC toll gate.

<< Second Embodiment >>
Below, the driving operation assistance device for a vehicle according to the second embodiment of the present invention will be described. The basic configuration of the vehicle driving operation assistance device according to the second embodiment is the same as that of the first embodiment shown in FIGS. 1 and 2. Here, differences from the above-described first embodiment will be mainly described.

  In the first embodiment described above, the risk potential RP indicating the degree of approach to the preceding vehicle is corrected based on the driver's driving operation concentration level and the traveling state of the host vehicle. In the second embodiment, the accelerator pedal reaction force control command value FA and the brake pedal reaction force control command value FB are calculated based on the risk potential RP for the preceding vehicle, and the calculated accelerator pedal reaction force control command value is calculated. The FA and the brake pedal reaction force control command value FB are corrected based on the driver's driving operation concentration level and the traveling state of the host vehicle.

  The operation of the vehicle driving assistance device according to the second embodiment will be described in detail with reference to FIG. FIG. 10 is a flowchart showing the processing procedure of the driving operation assistance control processing in the controller 150 according to the second embodiment. This processing content is continuously performed at regular intervals, for example, every 50 msec. The processes in steps S210 to S230 are the same as steps S110 to S130 in the flowchart of FIG.

  In step S240, the accelerator pedal reaction force control command value FA and the brake pedal reaction force control command value FB are calculated according to the maps of FIGS. 8 and 9 using the risk potential RP for the preceding vehicle calculated in step S230. Here, in FIG. 8 and FIG. 9, the reaction potential control command values FA and FB are calculated by replacing the risk potential correction value RPc with the risk potential RP.

  In step S250, the accelerator pedal reaction force control command value FA and the brake pedal reaction force control command value FB calculated in step S240 are corrected based on the driver's driving operation concentration level and the traveling state of the host vehicle. This processing will be described with reference to the flowchart of FIG.

  In step S2501, the amount of fuel remaining in the host vehicle, the relative positional relationship between the ETC toll gate and the host vehicle, whether or not the ETC device 260 is abnormal, and whether or not a T-junction or a right-angle curve exists on the road on which the host vehicle is traveling. The vehicle calculates the relative positional relationship between a pre-registered point (registered point) such as an accident occurrence point and the own vehicle, and whether or not a half-door warning or a PKB dragging warning is output.

  In step S2502, it is determined whether or not to correct the reaction force control command values FA and FB based on the information related to the traveling state of the host vehicle calculated in step S2501. If the traveling state of the host vehicle satisfies the conditions shown in FIG. 5, the process proceeds to step S2503 to correct the reaction force control command values FA and FB.

  In step S2503, correction values α of reaction force control command values FA and FB are set according to various traveling states of the host vehicle. Here, as shown in FIG. 5, the correction value α is large (for example, α = + 1), medium (for example, α = + 0.5), or small (for example, α = + 0.3) as shown in FIG. Set it. Then, the largest value is selected with select high from the correction value α set in accordance with various traveling states. When α = + 0.3 is the largest, the process proceeds to step S2504, and the correction value α used for correcting the reaction force control command values FA and FB is set to +0.3. When α = + 0.5 is the largest, the process proceeds to step S2505, and the correction value α used for correcting the reaction force control command values FA and FB is set to +0.5. When α = + 1 is the largest, the process proceeds to step S2506, and the correction value α used for correcting the reaction force control command values FA and FB is set to +1.

  In step S2507, the correction value α set in any of steps S2504 to S2506 is added to the accelerator pedal reaction force control command value FA and the brake pedal reaction force control command value FB (subtracted from the brake pedal reaction force control command value FB). Then, the accelerator pedal reaction force control command value FA and the brake pedal reaction force control command value FB are corrected. If it is determined in step S2502 that the reaction force control command values FA and FB are not corrected, the correction value α = 0 is set and the process proceeds to step S2507.

  In the next step S2508, switch operation states of in-vehicle electrical devices such as the navigation device 210 and the audio device 220, presence / absence of voice recognition operation by the voice recognition device 240, usage status of the hands-free device 230 and telematics, continuous driving time of the driver, In addition, various types of information for determining the driver's concentration of driving operation, such as the type of music played back by the audio device 220, are calculated.

  In step S2509, it is determined whether or not to correct the accelerator pedal reaction force control command value FA and the brake pedal reaction force control command value FB based on the information for determining the degree of driving concentration calculated in step S2508. When the information for determining the driving operation concentration degree satisfies the condition shown in FIG. 6, the process proceeds to step S2510 in order to correct the reaction force control command values FA and FB.

  In step S2510, the reaction coefficient control command values FA and FB correction coefficients β are set in accordance with various types of information representing the driving operation concentration level. Here, the correction coefficient β is set to one of large (for example, β = + 20%), medium (for example, β = + 10%), and small (for example, β = + 5%) according to the driving operation concentration degree. Then, the largest value is selected with select high from the correction coefficient β set according to various information indicating the degree of concentration of driving operation. When β = + 5% is the largest, the process proceeds to step S2511 and the correction coefficient β used for correcting the reaction force control command values FA and FB is set to + 5%. If β = + 10% is the largest, the process proceeds to step S2512 and the correction coefficient β used for correcting the reaction force control command values FA and FB is set to + 10%. If β = + 20% is the largest, the process proceeds to step S2513, and the correction coefficient β used for correcting the reaction force control command values FA, FB is set to + 20%.

In step S2514, the reaction force control command values FA and FB corrected in step S2507 are multiplied by the correction coefficient β set in any of steps S2511 to S2513 to correct the reaction force control command values FA and FB. The corrected accelerator pedal reaction force control command value FA and brake pedal reaction force control command value FB (hereinafter referred to as accelerator pedal reaction force command value correction value FAc and brake pedal reaction force command value correction value FBc) are as follows: (Expression 5) (Expression 6)
FAc = (FA + α) × (100 + β) / 100 (Formula 5)
FBc = (FB−α) × (100 + β) / 100 (Expression 6)
If it is determined in step S2509 that correction according to the driver's concentration of driving operation is not performed, the correction coefficient β is set to 0%, and the process proceeds to step S2514.

  In this way, after calculating the accelerator pedal reaction force command value correction value FAc and the brake pedal reaction force command value correction value FBc in step S250, the process proceeds to step S260, where the reaction force command value correction values FAc and FBc are respectively determined by the accelerator pedal reaction force. Output to control device 170 and brake pedal reaction force control command value 180. The accelerator pedal reaction force control device 170 and the brake pedal reaction force control device 180 control the servo motor 171 and the brake booster 181 in accordance with a command from the controller 150, and an operation reaction force when the driver operates the accelerator pedal 172. And the reaction force when operating the brake pedal 182 is controlled. Thus, the current process is terminated.

Thus, according to the second embodiment described above, the following operational effects can be achieved.
(1) The vehicular driving operation assisting apparatus 1 notifies the driver through an operation reaction force generated in a driving operation device for driving the driver's own vehicle. Therefore, the controller 150 calculates an operation reaction force to be generated by the driving operation device based on the risk potential RP, and corrects the calculated operation reaction force based on at least one of the traveling state of the host vehicle and the driving operation concentration degree. . As a result, as an operation reaction force generated when the driver is operating the driving operation device, the driver can intuitively inform the driver of the driving state of the vehicle and the concentration of driving operation together with the risk potential RP. It becomes possible to perform driving support with high accuracy.
(2) The controller 150 sets a correction coefficient β that increases as the driving operation concentration level decreases, and multiplies the operation reaction force calculated based on the risk potential RP by the correction coefficient β, for example, an accelerator. The pedal reaction force control command value FA and the brake pedal reaction force control command value FB are corrected. Accordingly, when it is predicted that the driver is not concentrated on the driving operation, the driver's attention can be drawn from an early stage by correcting the driving operation device so that a large operating reaction force is generated.
(3) The controller 150 detects, as the traveling state of the host vehicle, information on a T-junction, a right-angle curve, or an intersection without a signal from the navigation device 210 on the road on which the host vehicle travels. When there is a T-junction, a right-angle curve or an intersection without a signal ahead, a predetermined correction value α (for example, α = + 0.5) is added to the operation reaction force so that the operation reaction force is corrected. To do. Specifically, the correction value + α is added to the accelerator pedal reaction force control command value FA, and the correction value (−α) is added to the brake pedal reaction force control command value FB. As a result, it is possible to prompt the driver to perform a deceleration operation at a point where the host vehicle needs to be decelerated. In addition, since the correction value α is added to the operation reaction force, even when there is no obstacle, for example, a preceding vehicle around the host vehicle and the risk potential RP = 0 is calculated, the operation reaction force generated from the driving operation device. Can be raised to alert the driver.
(4) The controller 150 detects the fuel remaining amount of the host vehicle as the traveling state of the host vehicle, and when the fuel remaining amount is less than a predetermined value (for example, 20% or less when full), a predetermined correction value α By adding (for example, α = + 0.5) to the operation reaction force, the operation reaction force is corrected so as to increase. Specifically, the correction value + α is added to the accelerator pedal reaction force control command value FA, and the correction value (−α) is added to the brake pedal reaction force control command value FB. This makes it possible to prevent the vehicle from suddenly starting or accelerating in a situation where the weight of the entire vehicle is reduced and the power performance is improved as the fuel decreases. It is possible to obtain a substantially constant output.
(5) The controller 150 detects the operating state of the ETC device 260 mounted on the host vehicle as the traveling state of the host vehicle. If the ETC device 260 is abnormal before or after passing the ETC toll gate, By adding the correction amount α to the operation reaction force, the operation reaction force is corrected to be increased. Specifically, the correction value + α is added to the accelerator pedal reaction force control command value FA, and the correction value (−α) is added to the brake pedal reaction force control command value FB. As a result, it is possible to prevent contact with the opening / closing bar of the ETC toll gate and to smoothly merge with other vehicles after passing through the ETC toll gate.

  In the first and second embodiments, the configuration has been described in which the risk potential RP for the preceding vehicle is transmitted to the driver as an operation reaction force when the accelerator pedal 172 and the brake pedal 182 are operated. However, the present invention is not limited to this, and the risk potential RP is transmitted to the driver as an operation reaction force generated from one of the accelerator pedal 172 and the brake pedal 182, or the steering generated when the steering wheel 162 is steered. It can also be transmitted to the driver as a reaction force. That is, it is possible to continuously transmit information to the driver through a reaction force or pressure from a member that the driver frequently contacts during driving. Therefore, it is also possible to transmit information using the pressing force from the driver seat. In the case where the steering reaction force is used, a larger steering reaction force is generated as the risk potential RP or the risk potential correction value RPc increases.

  In addition, the steering reaction force of the steering wheel 162 can be increased when it is predicted that the driver's concentration of driving operation is decreasing, such as when fast-tempo music is played at a high volume. That is, the information on the risk potential RP is transmitted to the driver as an operation reaction force from the accelerator pedal 172 or the brake pedal 182, and additional information such as the traveling state of the host vehicle and the concentration of the driving operation is transmitted to the steering wheel 162. It can also comprise so that a driver | operator may be notified via force.

  In addition, the configuration of the information-related IT system 20 is not limited to that shown in FIG. 1. For example, the navigation device 210 may be configured to have the functions of the hands-free device 230 and the voice recognition device 240. The controller 150 of the vehicle control system ITS system 10 acquires information from at least one device included in the information system ITS system 20, and determines the traveling state of the host vehicle or the driving operation concentration of the driver.

  In the first and second embodiments described above, the risk potential RP representing the degree of approach to the preceding vehicle is calculated using the margin time TTC and the inter-vehicle time THW between the host vehicle and the preceding vehicle. However, the present invention is not limited to this. For example, the risk potential RP can be calculated by using either the surplus time TTC or the inter-vehicle time THW. The risk potential RP for the preceding vehicle can be said to be a potential risk in the front-rear direction of the host vehicle, but the potential risk that changes depending on the situation in the left-right direction as well as the front-rear direction of the host vehicle is calculated. You can also.

  For example, margin time TTC with the host vehicle is calculated for a plurality of obstacles around the host vehicle detected by the laser radar 10, the front camera 20, and the rear side camera 130. Then, the front and rear direction components of the calculated surplus time TTC of each obstacle are integrated into a front and rear direction risk potential, and the left and right direction components of the surplus time TTC are integrated into a left and right direction risk potential. In this case, the operation reaction force generated in the accelerator pedal 172 and the brake pedal 182 is controlled based on the risk potential in the front-rear direction, and the steering reaction force generated in the steering wheel 162 is controlled based on the risk potential in the left-right direction.

  In the first and second embodiments described above, the accelerator pedal reaction force control command value FA and the brake pedal reaction force control command value FB are calculated according to the maps of FIGS. However, the relationship between the risk potential RP or the risk potential correction value RPc and the reaction force control command values FA and FB is not limited to that shown in FIGS. 8 and 9, and the accelerator pedal reaction force increases as the risk potential RP increases. It is possible to use various relationships such that the control command value FA increases and the brake pedal reaction force control command value FB increases in the negative direction.

  In the above-described first and second embodiments, the brake assist force is generated by the brake booster 91 using the negative pressure of the engine. However, the present invention is not limited to this. It can also be used to generate a brake assist force.

  The traveling state of the host vehicle used to correct the risk potential RP or the reaction force control command values FA and FB is not limited to that shown in FIG. This state can be used as a correction parameter. For example, since the acceleration with respect to the depressing operation of the accelerator pedal 172 is improved as the vehicle weight is lightened, it is possible to use the number of passengers as the traveling state in order to suppress excessive speed. Similarly, the information indicating the driving operation concentration used for correcting the risk potential RP or the reaction force control command values FA and FB is not limited to that shown in FIG.

  Further, the distance to the ETC authentication point for setting the correction value α, the number of switch operations for setting the correction coefficient β, and the like are not limited to the conditions shown in FIGS. Further, the values of the correction value α and the correction coefficient β are not limited to the above-described examples, and are set to optimum values that alert the driver and prompt an appropriate driving operation.

  In the first and second embodiments, the risk potential RP or the reaction force control command values FA and FB are corrected based on the driving operation concentration level and the traveling state of the host vehicle. However, the present invention is not limited to this, and it may be configured to perform correction based on either the driving operation concentration level or the traveling state of the host vehicle.

  In the first and second embodiments described above, the laser radar 110, the front camera 120, the rear side camera 130, and the vehicle speed sensor 140 function as a traveling state detection unit, and the controller 150 includes a risk potential calculation unit, a risk The controller 150 and the information system IT system 20 function as a traveling state detection unit and a driving operation concentration calculation unit, and function as a steering reaction force control unit 160. The accelerator pedal reaction force control device 170 and the brake pedal reaction force control device 180 can function as a notification means and an operation reaction force generation means. Further, the accelerator pedal 172, the brake pedal 182 and the steering wheel 162 function as driving operation devices. In addition, the above description is an example to the last, and when interpreting invention, it is not limited or restricted at all by the correspondence 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 block diagram of the vehicle carrying the driving operation assistance apparatus for vehicles shown in FIG. The flowchart which shows the process sequence of the driving operation assistance control process for vehicles by 1st Embodiment. The flowchart which shows the process sequence of a risk potential correction process. The figure explaining the correction method with respect to the traveling state of the own vehicle. The figure explaining the correction method with respect to a driver | operator's driving operation concentration degree. The figure which shows typically the relationship between a driver | operator's driving operation concentration and an operation reaction force control amount. The figure which shows the relationship between a risk potential and an accelerator pedal reaction force control command value. The figure which shows the relationship between a risk potential and a brake pedal reaction force control command value. The flowchart which shows the process sequence of the driving operation assistance control process for vehicles by 2nd Embodiment. The flowchart which shows the process sequence of reaction force control command value correction | amendment processing.

Explanation of symbols

10: Vehicle control system ITS system 110: Laser radar 120: Front camera 130: Rear side camera 140: Vehicle speed sensor 150: Controller 160: Steering reaction force control device 170: Accelerator pedal reaction force control device 180: Brake pedal reaction force control Device 20: Information system IT system 210: Navigation device 220: Audio device 230: Hands-free device 240: Vehicle information aggregation device 250: ETC device

Claims (19)

At least traveling state detection means for detecting the distance between the obstacle and the host vehicle existing around the host vehicle and the host vehicle speed;
Risk potential calculation means for calculating a risk potential that is a physical quantity indicating the degree of approach between the host vehicle and the obstacle based on a signal from the traveling state detection means;
Traveling state detecting means for detecting the traveling state of the host vehicle;
Driving operation concentration degree calculating means for calculating a driving operation concentration degree representing how concentrated the driver is on the driving operation of the host vehicle;
The risk potential calculated by the risk potential calculating means, the driving state of the host vehicle detected by the driving state detecting means, and the driving operation concentration calculated by the driving operation concentration calculating means to the driver. A vehicular driving operation assisting device comprising: an informing means for informing. The vehicle driving assistance device according to claim 1,
The notifying means is an operation reaction force generating means for notifying a driver via an operation reaction force generated in a driving operation device for the driver to drive the host vehicle.
Risk potential correcting means for correcting the risk potential based on at least one of a traveling state of the host vehicle and the driving operation concentration degree;
An operation assisting device for a vehicle, further comprising an operation reaction force calculating unit that calculates the operation reaction force generated by the driving operation device based on the risk potential corrected by the risk potential correcting unit. The vehicle driving assistance device according to claim 1,
The notifying means is an operation reaction force generating means for notifying a driver via an operation reaction force generated in a driving operation device for the driver to drive the host vehicle.
Based on the risk potential calculated by the risk potential calculation means, an operation reaction force calculation means for calculating the operation reaction force to be generated in the driving operation device;
And further comprising an operation reaction force correction means for correcting the operation reaction force calculated by the operation reaction force calculation means based on at least one of the traveling state of the host vehicle and the driving operation concentration level. A vehicle driving operation assisting device. In the driving assistance device for vehicles according to any one of claims 1 to 3,
The driving operation concentration degree calculating means determines the driving operation concentration degree based on an operation state or an operation state of at least one of a navigation device, a hands-free device, an audio device, and a voice recognition device mounted on the host vehicle. A driving operation assisting device for a vehicle. In the driving assistance device for vehicles according to any one of claims 1 to 3,
The travel state detection means is a travel state of the host vehicle obtained from a navigation device mounted on the host vehicle as a travel state of the host vehicle, a road condition of the host vehicle detected by a vehicle information aggregating device. A vehicle driving operation assisting device that detects at least one of vehicle information and an operating state of an ETC device. The vehicle driving operation assistance device according to claim 2,
The driving operation concentration degree calculating means determines the driving operation concentration degree based on an operation state or an operation state of at least one of a navigation device, a hands-free device, an audio device, and a voice recognition device mounted on the host vehicle. And
The risk potential correction means sets a correction coefficient that increases as the driving operation concentration level decreases, and corrects the risk potential by multiplying the risk potential by the correction coefficient. Auxiliary device. The vehicle driving assistance device according to claim 3,
The driving operation concentration degree calculating means determines the driving operation concentration degree based on an operation state or an operation state of at least one of a navigation device, a hands-free device, an audio device, and a voice recognition device mounted on the host vehicle. And
The operation reaction force correction means sets a correction coefficient that increases as the driving operation concentration level decreases, and corrects the operation reaction force by multiplying the operation reaction force by the correction coefficient. Operation assisting device. In the driving assistance device for a vehicle according to any one of claims 4, 6, and 7,
The driving operation concentration degree calculating means detects the number of switch operations or switch operation time by a driver per predetermined time of the navigation device or the audio device, and the more the number of switches, the longer the switch operation time. It is determined that the driving operation concentration degree is low as much as possible. In the driving assistance device for a vehicle according to any one of claims 4, 6, and 7,
The driving operation concentration level calculating means detects a voice recognition operation by the voice recognition device, and determines that the driving operation concentration level is lower during the voice recognition operation than when the voice recognition operation is not performed. A driving operation assisting device for a vehicle. In the driving assistance device for a vehicle according to any one of claims 4, 6, and 7,
The driving operation concentration degree calculating means is at least one of a hands-free phone call using the hands-free device, an incoming operation of information or an e-mail from an information center, and an automatic reading operation by voice of the information or the e-mail. When the hands-free phone call, the incoming call operation, or the automatic reading operation is performed, it is determined that the concentration of the driving operation is lower than the case where these operations are not performed. A driving operation assisting device for a vehicle. In the driving assistance device for a vehicle according to any one of claims 4, 6, and 7,
The driving operation concentration level calculating means detects the volume or tempo of music being played back by the audio device, and determines that the driving operation concentration level is lower as the volume of the music is higher or as the tempo is faster. A driving operation assisting device for a vehicle. The vehicle driving operation assistance device according to claim 2,
The traveling state detection means detects, as a traveling state of the host vehicle, information on a T-junction of a road on which the host vehicle travels, a right-angle curve, or an intersection without a signal from a navigation device mounted on the host vehicle. ,
The risk potential correction means adds a predetermined correction value to the risk potential when there is the T-shaped road, the right-angle curve, or an intersection without the signal in front of the road on which the host vehicle is traveling. A vehicular driving assist device, wherein the risk potential is corrected so as to increase. The vehicle driving operation assistance device according to claim 2,
The traveling state detection means detects the fuel remaining amount of the host vehicle as the traveling state of the host vehicle,
The risk potential correcting means corrects the risk potential to be increased by adding a predetermined correction value to the risk potential when the fuel remaining amount of the host vehicle is less than a predetermined value. A vehicle driving operation assisting device. The vehicle driving operation assistance device according to claim 2,
The running state detecting means detects an operating state of an ETC device mounted on the own vehicle as the running state of the own vehicle,
The risk potential correcting means corrects the risk potential to be increased by adding a predetermined correction value to the risk potential before and after passing through an ETC toll gate or when there is an abnormality in the ETC device. A driving operation assisting device for a vehicle. The vehicle driving assistance device according to claim 3,
The traveling state detection means detects, as a traveling state of the host vehicle, information on a T-junction of a road on which the host vehicle travels, a right-angle curve, or an intersection without a signal from a navigation device mounted on the host vehicle. ,
The operation reaction force correction means adds a predetermined correction value to the operation reaction force when there is the T-shaped road, the right-angle curve, or an intersection without the signal in front of the road on which the host vehicle travels. Accordingly, the vehicle driving operation assisting device is corrected so that the operation reaction force is increased. The vehicle driving assistance device according to claim 3,
The traveling state detection means detects the fuel remaining amount of the host vehicle as the traveling state of the host vehicle,
The operation reaction force correction means corrects the operation reaction force to be larger by adding a predetermined correction value to the operation reaction force when the remaining amount of fuel in the host vehicle is less than a predetermined value. A driving operation assisting device for a vehicle. The vehicle driving assistance device according to claim 3,
The running state detecting means detects an operating state of an ETC device mounted on the own vehicle as the running state of the own vehicle,
The operation reaction force correction means corrects the operation reaction force to increase by adding a predetermined correction value to the operation reaction force before and after passing through an ETC toll gate or when the ETC device is abnormal. A driving operation assisting device for a vehicle. At least, based on the distance between the obstacle and the host vehicle existing around the host vehicle, and the host vehicle speed, a risk potential that is a physical quantity indicating the degree of approach between the host vehicle and the obstacle is calculated.
Detecting the running state of the vehicle,
Calculating a driving operation concentration degree indicating how concentrated the driver is on the driving operation of the host vehicle,
A method for assisting driving operation for a vehicle, comprising: notifying a driver of the risk potential, the traveling state of the host vehicle, and the degree of concentration of driving operation. At least traveling state detection means for detecting the distance between the obstacle and the host vehicle existing around the host vehicle and the host vehicle speed;
Risk potential calculation means for calculating a risk potential that is a physical quantity indicating the degree of approach between the host vehicle and the obstacle based on a signal from the traveling state detection means;
Traveling state detecting means for detecting the traveling state of the host vehicle;
Driving operation concentration degree calculating means for calculating a driving operation concentration degree representing how concentrated the driver is on the driving operation of the host vehicle;
The risk potential calculated by the risk potential calculating means, the driving state of the host vehicle detected by the driving state detecting means, and the driving operation concentration calculated by the driving operation concentration calculating means to the driver. A vehicle comprising a vehicle driving operation assisting device having a notifying means for notifying.

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