JP2003320868A - Driving operation auxiliary device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving operation auxiliary device for a vehicle capable of easily recognizing switching of a vehicle control mode by a driver. <P>SOLUTION: The driving operation auxiliary device for a vehicle is provided with traveling control means 30, 40 for carrying out a traveling control of an own vehicle by any one of the vehicle control mode of an automatic control mode for following/traveling to a forwarding vehicle and a manual control mode independently traveling corresponding to an operation of an accel pedal 50; a mode switching means 30 for switching the vehicle control mode; and a changing means for temporarily changing a vehicle characteristic to a predetermined characteristic. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle drive assist device for assisting a driver's operation.

[0002]

2. Description of the Related Art As this type of vehicle driving operation assisting device, a so-called inter-vehicle distance control device is known, which causes an own vehicle to follow a preceding vehicle while maintaining a predetermined inter-vehicle distance (for example, Japanese Patent Laid-Open No. 2001-138768). Issue). In the device described in this publication, when the depression speed of the accelerator pedal becomes equal to or higher than a predetermined value during traveling by the inter-vehicle distance control, the automatic traveling mode is canceled and the manual traveling mode is switched to.

[0003]

However, it is not easy for the driver to be aware of the switching of the vehicle control mode in the vehicle driving operation assisting device as described above.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle driving operation assisting device which allows a driver to easily recognize switching of vehicle control modes.

[0005]

A vehicle driving assist system according to the present invention controls a vehicle in either an automatic control mode in which the vehicle travels following the preceding vehicle or a manual control mode in which the vehicle travels independently in response to an operation of an accelerator pedal. The vehicle includes a traveling control means for controlling the traveling of the host vehicle according to the mode, a mode switching means for switching the traveling mode, and a changing means for changing the vehicle characteristic to a predetermined characteristic when the vehicle control mode is switched by the mode switching means.

[0006]

When the vehicle control mode is switched, the vehicle characteristics are temporarily changed, so that the driver can experience the switching of the vehicle control mode.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS << First Embodiment >> Hereinafter, FIG.
1 to 8, a first embodiment of the vehicle drive assist device according to the present invention will be described. FIG. 1 is a system diagram showing a configuration of a vehicle driving operation assisting device according to a first embodiment of the present embodiment, and FIG. 2 is a configuration diagram of a vehicle equipped with this vehicle driving assisting device. Is. The configuration of the vehicle drive assist device will be described with reference to FIGS.

The laser radar 10 is attached to a front grill part or a bumper part of a vehicle and scans infrared light pulses in a horizontal direction. The laser radar 10 measures a reflected wave of an infrared light pulse reflected by a plurality of reflectors in front (usually, the rear end of the vehicle ahead), and based on the arrival time of the reflected wave, the distance between the vehicles ahead Detects the distance and its direction of existence. The detected inter-vehicle distance and existing direction are output to the automatic traveling controller 30. The front area scanned by the laser radar 10 is about ± 6 deg with respect to the front of the vehicle, and a front object existing within this range is detected. The vehicle speed sensor 20 detects the traveling vehicle speed of the host vehicle from the number of rotations of the wheels and outputs the detection signal to the automatic traveling controller 30. Accelerator pedal stroke amount detector 6
0 is, for example, a stroke sensor, which is an accelerator pedal 5
The operation amount of 0 is detected, and the detection signal is output to the automatic travel controller 30.

The automatic cruise control controller 30 executes a predetermined process based on the signals respectively input from the laser radar 10, the vehicle speed sensor 20 and the accelerator pedal stroke amount detection section 60, and gives an automatic cruise command to the engine controller 40. Alternatively, it outputs a manual travel command and a shift change command.

When an automatic travel command is output by the automatic travel control controller 30, the engine control controller 40 outputs control signals to the throttle actuator 41 and the brake actuator 42 in response to the command to drive the actuators 41 and 42. Control.
That is, the engine controller 40 causes the laser radar 10 to detect when the preceding vehicle to be followed is present in the lane.
Throttle actuator 41 and brake actuator so as to follow the preceding vehicle while maintaining a predetermined vehicle distance within a separately set vehicle speed range based on the following distance to the preceding vehicle detected by the vehicle Four
A control signal is output to 2 to control the acceleration / deceleration of the host vehicle.

When the automatic travel control controller 30 outputs a shift change command, the engine control controller 40 outputs a shift change signal to the A / T control unit 43. The shift change signal causes the A / T control unit 43 to forcibly shift the transmission gear. Automatic traveling controller 3
The processing relating to the shift change command at 0 will be described later.

Next, the operation of the vehicle driving assist system according to the present embodiment will be described. FIGS. 3A and 3B are characteristic diagrams showing the relationship between the accelerator pedal stroke amount S, the engine torque T, and the inter-vehicle distance target value D, respectively. This characteristic is divided into a normal operation region, an inter-vehicle distance control region, and an override region according to the accelerator pedal stroke amount S. A plurality of lines in FIG. 3A correspond to different gears, and a line showing a higher engine torque T corresponds to a lower gear. A selection switch 31 for selecting automatic driving / manual driving is provided in the driver's seat, and the operation when the automatic driving is selected by operating the selection switch 31 will be described below.

When the automatic driving is selected, the automatic running becomes possible within the range of the accelerator pedal stroke amount S0 <S≤S2. S0 and S2 are threshold values for determining the start and end of automatic operation and are preset. In the normal operation region where the pedal stroke amount S is S ≦ S0, the inter-vehicle distance control for the preceding vehicle is not performed even when the preceding vehicle is present in front, and the accelerator pedal stroke amount S is dealt with as shown in FIG. 3A. The engine torque T is generated. This is called manual traveling mode 1. Manual driving mode 1
Then, a manual travel command is output from the automatic travel control controller 30, and the vehicle speed increases or decreases according to the depression amount of the accelerator pedal 50.

In the inter-vehicle distance control region where the pedal stroke amount S is S0 <S≤S2, the engine control controller 40 responds to an automatic travel command from the automatic travel control controller 30.
The throttle actuator 41 and the brake actuator 42 are controlled to control the inter-vehicle distance. This is called an automatic traveling control mode. In this case, for example, in FIG.
As shown in (b), the inter-vehicle distance target value D is set according to the accelerator pedal stroke amount S. That is, in the range where the accelerator pedal stroke amount S is S0 <S ≦ S1, the inter-vehicle distance target value D linearly decreases from the maximum value Dmax to a preset minimum value Dmin, and S1 ≦ S ≦ S2.
In the range of, the inter-vehicle distance target value D is set to be constant at the minimum value Dmin. Inter-vehicle distance target values Dmax, Dm
The values of in and the stroke amounts S1 and S2 differ depending on the vehicle speed, the vehicle type, etc., and are set to optimum values based on the results obtained by the drive simulator, the field test, or the like. Note that the stroke amounts S0 and S2 may be changed according to the speed of the preceding vehicle instead of being set in advance.

In the inter-vehicle distance control area, the automatic cruise control controller 30 realizes the inter-vehicle distance target value D having the above-described characteristics in accordance with the accelerator pedal stroke amount S detected by the accelerator pedal stroke amount detecting section 60. ,
A travel command is output to the engine controller 40 to control acceleration / deceleration of the host vehicle. For example, if the accelerator pedal stroke amount S is in the range of S0 <S ≦ S1, the accelerator pedal 5
When 0 is depressed, the inter-vehicle distance target value D becomes smaller.
In response to this, the host vehicle is controlled so as to approach the preceding vehicle and follow the preceding vehicle while maintaining a small inter-vehicle distance D. As described above, even when the automatic travel control mode is selected and the inter-vehicle distance control is being performed, the control that reflects the depression operation of the accelerator pedal 50 by the driver can be performed.

In the override region where the pedal stroke amount S> S2, the inter-vehicle distance control for the preceding vehicle is not performed even when the preceding vehicle is ahead, as in the normal operation region.
As shown in FIG. 3A, the accelerator pedal stroke amount S
The engine torque T corresponding to is generated. This is called manual traveling mode 2. In the manual travel mode 2, the automatic travel control controller 30 outputs a manual travel command, and the host vehicle travels at a vehicle speed corresponding to the amount of depression of the accelerator pedal 50 and the shift position.

As described above, the behavior of the vehicle with respect to the operation of the accelerator pedal 50 is different between the manual traveling mode and the automatic traveling mode. Therefore, in order to obtain a good operation feeling and traveling feeling, the driver controls the current vehicle. It is desirable to operate the accelerator pedal 50 while recognizing the mode. Therefore, in the present invention, when the vehicle control mode is changed, the vehicle characteristic is changed for a certain period of time, specifically, the gear is forcibly shifted to make the driver experience the mode change. That is, as shown in FIG. 3 (a), when the manual traveling mode 1 is switched to the automatic traveling control mode, the gear is shifted up (Ga → Gb), and the automatic traveling control mode is switched to the manual traveling mode 2. Shift down the gear (Gc → Gd). Hereinafter, this point will be described in detail.

FIGS. 4A and 4B and FIGS. 5A and 5B are
FIG. 6 is a diagram showing operating characteristics of a gear shift position and an accelerator pedal stroke amount S with respect to a time axis. 4 corresponds to the switching from the manual traveling mode 1 to the automatic traveling control mode, and FIG. 5 corresponds to the switching from the automatic traveling control mode to the manual traveling mode 2.

As shown in FIGS. 4 (a) and 4 (b), the manual travel mode 1, that is, the accelerator pedal stroke amount S≤S
In the range of 0, for example, when the vehicle is traveling at the third speed, when the accelerator pedal stroke amount S exceeds S0, the mode is switched to the automatic traveling control mode. At this time, the automatic cruise control controller 30 outputs a command to shift up the gear for a predetermined shift-up time Ts, and the engine control controller 40 outputs a control signal to the A / T control unit 43 in response to this command. To do. As a result, the gear shift-up time T
It shifts up to 4th speed by s, and returns to 3rd speed after the shift-up time Ts has elapsed.

The shift-up time Ts is determined as follows. As shown in FIG. 4 (b), the elapsed time from the start of the manual travel mode 1 to the present is continuously measured as the dwell time, and the shift-up time Ts corresponding to the dwell time is obtained from the predetermined characteristic of FIG. . In this case, the shift-up time is constant at the predetermined value Ts0 when the dwell time is less than or equal to the predetermined value T1, and the shift-up time Ts linearly increases with the increase of the dwell time when the dwell time exceeds the predetermined value T1.

Thus, the accelerator pedal stroke amount S
When S0 reaches S0, the gear is shifted up for a predetermined time Ts, so that the driver feels the inertial force of the vehicle, that is, the change in the behavior of the vehicle, and notices the switching from the manual traveling mode 1 to the automatic traveling control mode. be able to. Since the inter-vehicle distance control is not performed when the accelerator pedal stroke amount S is S0 or less, it is possible to prevent unnecessarily switching to the automatic traveling control mode during low speed traveling. Shift-up time T according to the time (stop time) required to start the automatic travel control mode
Since s is determined, the switching to the automatic travel control mode can be recognized more reliably. That is, when the accelerator pedal stroke amount S is slightly smaller than S0 and the driver is manually driving for a long time, it is easy to misunderstand that the driver has switched to the automatic travel control mode. Since it is extended, the recognizability of the mode change can be further enhanced.

As shown in FIGS. 5 (a) and 5 (b), when the accelerator pedal stroke amount S is in the range of S0 <S ≦ S2, for example, when the vehicle is under the inter-vehicle distance control at the fourth speed, the accelerator pedal stroke amount S is When S2 is exceeded, the automatic traveling control mode is switched to the manual traveling mode 2. At this time, the automatic cruise control controller 30 outputs a command to shift down the gear for a predetermined shift down time Ts, and the engine control controller 40 outputs a control signal to the A / T control unit 43 in response to this command. To do. As a result, as shown in FIG. 5A, the gear is downshifted to the third speed for the downshift time Ts, and is returned to the fourth speed after the downshift time has elapsed.

The shift down time Ts is determined as follows. As shown in FIG. 5B, the elapsed time from the start of the automatic travel control mode to the present is continuously measured as the dwell time, and the shift down time Ts corresponding to the dwell time is obtained from the characteristic of FIG. Although the characteristics of the shift down time and the shift up time are the same in FIG. 4, different characteristics may be set.

Thus, the accelerator pedal stroke amount S
When S reaches S2, the gear is downshifted for a predetermined time Ts. Therefore, the driver feels the inertial force of the vehicle, that is, the change in the behavior of the vehicle, and notices the switching from the automatic traveling control mode to the manual traveling mode 2. be able to. In this case, the engine speed increases and the engine sound increases due to the downshift, so that the driver can also notice the change in the behavior of the vehicle by the sound. In the manual traveling mode 2, the engine torque is generated according to the accelerator pedal stroke amount S, so that it is possible for the driver to overtake the preceding vehicle. Since the inter-vehicle distance target value D is kept constant (Dmin) in the region where the accelerator pedal stroke amount is preset from S1 to S2, the transition from the inter-vehicle distance control region to the override region can be performed smoothly. Since the downshift time is determined according to the duration time (interval time) of the inter-vehicle distance control, it is possible to more reliably recognize the switching to the manual travel mode 2. That is, when the inter-vehicle distance control is performed for a long time, the driver becomes accustomed to the follow-up running and cannot easily recognize the switch to the manual running, but in this case, the downshift time Ts is extended, so that the mode change is not performed. The recognizability can be further enhanced.

The shift change operation associated with the above mode change can be realized by the processing in the automatic cruise control controller 30. FIG. 7 is a flowchart showing an example of processing in the automatic cruise control controller 30. This flowchart is started, for example, when the automatic operation is selected by the selection switch 31, and is repeated every 100 msec.

First, in step S1, the accelerator pedal stroke amount S is calculated based on the signal from the accelerator pedal stroke amount detection unit 60. Next, in step S2, the vehicle control mode corresponding to the pedal stroke amount S is selected. When the manual travel mode 1 is selected in step S2, the process proceeds to step S3, and the engine control controller 40 outputs a manual travel command, that is, a command to generate the engine torque T according to the accelerator pedal stroke amount S. As a result, the host vehicle runs at a speed corresponding to the accelerator pedal stroke amount S. Next, in step S4, the duration time (stop time) of the manual travel mode 1 is measured, and in step S5, it is determined whether or not the pedal stroke amount S is larger than S0. When it is determined that S> S0, the process proceeds to step S6, and when it is determined that S ≦ S0, the process returns to step S1. In step S6, the shift-up time Ts corresponding to the dwell time obtained in step S4 is calculated using the characteristics of FIG. 6, and a control signal is sent to the engine controller 40 so that the gear shifts up by the shift-up time Ts. Output. As a result, the gear shifts up for the shift-up time Ts.

On the other hand, when the automatic traveling control mode is selected in step S2, the process proceeds to step S7, and an automatic traveling command is output to the engine controller 40, that is, a command for performing inter-vehicle distance control according to the accelerator pedal stroke amount S is output. To do. As a result, the accelerator pedal stroke amount S
The own vehicle follows the preceding vehicle while maintaining the following distance. Next, in step S8, the duration of the automatic travel control (stop time) is measured, and in step S9 it is determined whether or not the pedal stroke amount S is larger than S2. When it is determined that S> S2, the process proceeds to step S10, and when it is determined that S ≦ S2, the process returns to step S1. In step S10, the downshift time T corresponding to the dwell time obtained in step S8
s is calculated, and a control signal is output to the engine controller 40 so that the gear is downshifted for the downshift time Ts. As a result, the gear is downshifted for the downshift time Ts. When the manual traveling mode 2 is selected in step S2, the process proceeds to step S11, and the manual traveling command is output to the engine controller 40.
As a result, the vehicle runs at a speed corresponding to the accelerator pedal stroke amount S. Next, in step S12, the duration time (stop time) of the manual travel mode 2 is measured.

The automatic controller 30 described above is used.
Of the processing in step S3, step S7, step S
11 is the traveling control means, step S2 is the mode switching means, steps S6, S10 are the changing means, and steps S4, S8, S12 are the measuring means,
Equivalent to each.

In the above, the accelerator pedal stroke amount S
The case where the manual traveling mode 1 is switched to the automatic traveling control mode and the automatic traveling control mode is switched to the manual traveling mode 2 by the increase of Even when the automatic travel control mode is switched to the manual travel mode 1, the gears may be similarly shift-shifted. FIG. 8 shows an example of processing in the automatic cruise control controller 30 in this case. In addition,
The same parts as those in FIG. 7 are designated by the same reference numerals, and differences will be mainly described.

As shown in FIG. 8, when the dwell time of the manual traveling mode 2 is measured in step S12, the process proceeds to step S13, and it is determined whether or not the accelerator pedal stroke amount S is S≤S2. If the result at step S13 is affirmative, the routine proceeds to step S10, where the gear is downshifted for the downshift time Ts corresponding to the stationary time obtained at step S12. As a result, the gear shifts down when shifting from the manual travel mode 2 to the automatic travel control mode due to the decrease in the pedal stroke amount S, and the driver can be notified of the switching of the vehicle control mode. When step S13 is denied, the process returns to step S1.

When it is determined in step S9A that S≤S2, the process proceeds to step S14, and the accelerator pedal stroke amount S
Determines whether or not S ≦ S0. If the result at step S14 is affirmative, the routine proceeds to step S6, at which the gear is upshifted. As a result, the gear shifts up when shifting from the automatic travel control mode to the manual travel mode 1, and the driver can be informed of the switching of the travel mode. On the other hand, if step S14 is denied, the process returns to step S1.

According to the vehicle driving assist system according to the first embodiment of the present invention, the following effects can be obtained. (1) Since the vehicle characteristic is temporarily changed when the vehicle control mode is switched, the driver can feel the switching of the vehicle control mode. If the vehicle characteristics are changed by the shift change, the switching of the vehicle control mode can be easily perceived as the behavior change of the vehicle. (2) Since the vehicle characteristics are temporarily changed when the vehicle control mode is changed by operating the accelerator pedal 50, the driver can feel the switching of the vehicle control mode. Further, since the gear is changed by changing the gear for a predetermined time Ts to change the vehicle characteristic, the driver can easily experience the switching of the vehicle control mode. As a result, it is possible to avoid a delay in recognizing the mode change, and it is possible to perform an appropriate driving operation. Further, it is possible to reduce the cost without separately providing a display device or the like for notifying the vehicle control mode. (3) Since the inertial force of the vehicle changes due to the gear shift change, the driver can easily experience the change in vehicle characteristics. (4) Since the gear is shifted up at the time of switching from the manual travel 1 mode to the automatic travel control mode, the switching from the manual travel mode 1 to the automatic travel control mode can be easily recognized. (5) Since the gear is downshifted when switching from the automatic travel control mode to the manual travel mode 2, it is possible to easily recognize the switching from the automatic travel control mode to the manual travel mode 2. Further, since the engine sound rises, the driver can recognize the mode switching also by the information from the ear. (6) Since the shift change time Ts is changed according to the current duration (stop time) of the vehicle control mode, the driver can appropriately experience the switching of the vehicle control mode.

<< Second Embodiment >> A vehicle driving assist system according to a second embodiment of the present invention will be described with reference to the drawings. The second embodiment does not include the selection switch 31 for selecting the vehicle control mode, and the inter-vehicle distance control is performed when the accelerator pedal stroke amount S is detected to be in a predetermined region. Different from the embodiment. Here, differences from the first embodiment will be mainly described.

Next, the operation of the vehicle driving assist system according to the second embodiment will be described. 9 (a) and 9 (b)
FIG. 6 is a characteristic diagram showing a relationship between an accelerator pedal stroke amount S, an engine output torque T, and an inter-vehicle distance target value D. These characteristics correspond to the low speed region a in the manual traveling mode 1 depending on the accelerator pedal stroke amount S,
It is divided into an inter-vehicle control area b in the automatic travel control mode and a high speed area c in the manual travel mode 2. FIG. 9 (a)
The plurality of lines shown in (1) correspond to gears different from each other, and a line showing a higher engine torque T corresponds to a lower gear.

The automatic cruise control controller 30 selects the vehicle control mode according to the stroke amount S of the accelerator pedal 50 which is depressed by the driver. The vehicle control in the manual traveling mode 1, the automatic traveling control mode, and the manual traveling mode 2 is the same as that of the first embodiment described above, and thus detailed description thereof will be omitted.

In the second embodiment of the present invention, similarly to the above-described first embodiment, when the vehicle control mode is switched, the driver recognizes the vehicle control mode switching. Change the vehicle characteristics for a predetermined time. Specifically, the switching of the vehicle control mode is performed by detecting the switching of the vehicle control mode from the accelerator pedal stroke amount S and forcibly shifting down the gear for a predetermined time Ts to change the behavior of the vehicle. Make people feel it. As shown in FIG. 9A, for example, when switching between the manual traveling mode 1 and the automatic traveling control mode, the gear is downshifted from G1 to G2, and the automatic traveling control mode and the manual traveling mode 2 are switched. When switching, the gear is downshifted from G3 to G4.

Here, the downshifting of gears when switching from the automatic travel control mode to the manual travel mode 2 will be described with reference to FIG. FIG. 10 shows the gear shift position with respect to the time axis. As shown in FIG.
For example, when the accelerator pedal stroke amount S exceeds a predetermined value S2 and is switched to the manual traveling mode from the automatic traveling control mode in which the host vehicle is performing the inter-vehicle distance control at the fourth speed,
The automatic traveling controller 30 outputs a command to downshift the gear for a predetermined downshift time Ts. The engine controller 40 outputs a control signal to the A / T control unit 43 in response to this command. As a result, as shown in FIG. 10, the gear shifts down to the third speed for the downshift time Ts and returns to the fourth speed after the downshift time Ts has elapsed.

In each mode switching, similarly, the gear is downshifted for a predetermined time Ts so that the driver can feel the inertial force of the vehicle, that is, the behavior of the vehicle, to switch the vehicle control mode. Awaken. However, the second
In the embodiment, the shift down time Ts is set according to the importance of the order in which the vehicle control modes are switched, and the importance of the vehicle mode switching thereafter. Here, the importance of the switching of the vehicle control mode is the magnitude of the degree of influence on the driving operation by the driver due to the switching of the vehicle control mode, that is, making the driver aware of the switching of the vehicle control mode. Set based on the importance and need of. The importance of switching the vehicle control mode and the setting of the shift down time Ts according to the importance will be described below.

From the automatic drive control mode to the manual drive mode 2
When the vehicle is switched to, the inter-vehicle distance control area b shifts to the high speed area c, and the control for following the preceding vehicle is canceled. At this time, the inter-vehicle distance to the preceding vehicle is the minimum value Dmin, and the accelerator pedal stroke amount S is stepped to S2, so that the driver recognizes the switching to the manual control and performs the driving operation. That is important for smooth running. Therefore, the importance of switching from the automatic travel control mode (inter-vehicle control area b) to the manual travel mode 2 (high speed area c) is set to be the highest. That is, in consideration of the necessity of making the driver aware of the switching of the vehicle control modes, the automatic driving control mode to the manual driving mode 2 (inter-vehicle control region) are selected in order of importance of the vehicle control mode switching. b to high speed area c), automatic travel control mode to manual travel mode 1 (inter-vehicle distance control area b to low speed area a), manual travel mode 2 to automatic travel control mode (high speed area c to inter-vehicle distance control area b), manual travel mode 1 to the automatic traveling control mode (low speed region a to inter-vehicle distance control region b).

The shift down time Ts is the shift down time T1, T2, T3, T4 generated when the vehicle control mode is switched to, where T1>T2>T3> T4.
To meet the relationship. That is, the higher the importance of switching the vehicle control mode is, the longer the shift down time Ts is set. Note that these downshift times T1, T
2, T3, and T4 are set in advance based on the results of experiments and the like so that the driver recognizes that the gear is downshifted and that the driving operation thereafter is not hindered.

The automatic cruise control controller 30 detects the switching of the vehicle control mode based on the accelerator pedal stroke amount S, shifts down the gears for a shift down time T1 to T4 according to the importance of switching the vehicle control mode, and thereafter. Engine controller 4 to restore
The command is output to 0. As a result, the higher the importance of vehicle control mode switching, the longer the downshift time Ts,
It is possible for the driver to more reliably recognize the switching of the vehicle control mode.

The shift-down time Ts may be set to T4 = 0 and T3 = 0 in switching the vehicle control mode. In this case, the annoyance can be reduced by not actively notifying the driver of the vehicle control mode switching, which is of low importance. In addition, by not downshifting the gears when switching the vehicle control mode of low importance, the shift down performed when switching the vehicle control mode of high importance is emphasized, and the vehicle control mode switching of high importance to the driver. It is also possible to obtain the function and effect of more surely recognizing.

The above-described control processing relating to the vehicle control mode switching and the shift-down at the time of switching the vehicle control mode is executed by the automatic cruise control controller 30. FIG. 11 is a flowchart showing a processing procedure of driving operation assist control in the automatic travel control controller 30 according to the second embodiment of the present invention. This process is started by turning on the ignition switch, and is repeated, for example, every 100 msec.

First, in step S21, the vehicle control mode is selected. Here, the accelerator pedal stroke amount S detected by the accelerator pedal stroke amount detection unit 60 is read, and one of the manual traveling mode 1, the automatic traveling control mode, and the manual traveling mode 2 is selected according to the read accelerator pedal stroke amount S. Select the vehicle control mode of. That is, it is determined whether the accelerator pedal stroke amount S is in the low speed region a, the inter-vehicle distance control region b, or the high speed region c, and the vehicle control mode corresponding to the region is selected. When the manual traveling mode 1 is selected in step S21, the process proceeds to step S22. In step S12, the engine control controller 40 is manually instructed to travel, that is, the engine torque T according to the accelerator pedal stroke amount S.
Output a command that causes As a result, in the low speed region a where the accelerator pedal stroke amount S ≦ S0, the vehicle travels at the vehicle speed corresponding to the accelerator pedal stroke amount S.

When the automatic traveling control mode is selected in step S21, the process proceeds to step S23. In step S23, an automatic travel command, that is, a command for performing inter-vehicle distance control according to the accelerator pedal stroke amount S is output to the engine controller 40. As a result, in the inter-vehicle distance control region b in which the accelerator pedal stroke amount S is S0 <S ≦ S2, the host vehicle is controlled so as to follow the preceding vehicle while maintaining the inter-vehicle distance D according to the accelerator pedal stroke amount S.

On the other hand, in step S21, the manual traveling mode 2
If is selected, the process proceeds to step S24. Step S2
In 4, the manual running command is output to the engine controller 40. As a result, in the high speed region c where the accelerator pedal stroke amount S> S2, the vehicle travels at the vehicle speed corresponding to the accelerator pedal stroke amount S.

In step S25, the current accelerator pedal stroke amount S detected by the accelerator pedal stroke amount detection unit 60 is read. In step S26, it is determined whether to change the vehicle control mode based on the accelerator pedal stroke amount S read in step S25. Here, for example, the vehicle control mode according to the current accelerator pedal stroke amount S is determined, and if this is different from the vehicle control mode selected in step S21, it is determined to change the vehicle control mode. That is, when the region of the accelerator pedal stroke amount S changes, the vehicle control mode is changed. If an affirmative decision is made in step S26 that the vehicle control mode has been changed, the operation proceeds to step S27.

In step S27, the region of the accelerator pedal stroke amount S read in step S21 and the accelerator pedal stroke amount S read in step S25.
Compare with the area of. If the region of the accelerator pedal stroke amount S is changing from the inter-vehicle distance control region b to the high speed region c, a positive determination is made in step S27, and step S28 is performed.
Go to. In step S28, the shift down time Ts of the shift down performed when switching the vehicle control mode is set to T1.

When a negative determination is made in step S27, the process proceeds to step S29, and it is determined whether or not the region of the accelerator pedal stroke amount S has changed from the inter-vehicle distance control region b to the low speed region a. If an affirmative decision is made in step S29, the operation proceeds to step S30, where the downshift time Ts is set to T2. If the determination in step S29 is negative, step S3
In step 1, it is determined whether the region of the accelerator pedal stroke amount S has changed from the high speed region c to the headway distance control region b. If the determination in step S31 is affirmative, step S3
2, the shift down time Ts is set to T3. If a negative decision is made in step S31, the operation proceeds to step S33. In step S33, it is determined that the region of the accelerator pedal stroke amount S has changed from the low speed region a to the inter-vehicle distance control region b, and the process proceeds to step S34 to shift down time Ts.
To T4.

Steps S28, S30, S32, S34
When the downshift time Ts is determined in step S35, step S35
Then, the engine control controller 40 is instructed to shift down the gear for the determined shift down time Ts. If it is determined in step S26 that the region of the accelerator pedal stroke amount S has not changed, the vehicle control mode is not changed.

As described above, the following effects can be achieved in the second embodiment. (1) Since the vehicle characteristics are changed according to the importance of the order in which the vehicle control modes are switched, it is possible to recognize the switching of the vehicle control modes according to the necessity of transmission to the driver. Since the driver feels the change of the vehicle control mode as a change of the vehicle characteristic, the driver can surely recognize the change and can smoothly perform the driving operation after the change of the vehicle control mode. Further, it is not necessary to separately provide a display device or the like for notifying the vehicle mode, and the cost can be reduced. (2) When switching from the automatic travel control mode to the high speed region of the manual travel mode, the change of the vehicle characteristics is emphasized, so the follow-up control is canceled from the state in which the follow-up control to the preceding vehicle is being performed. The driver can surely recognize the shift to and can perform an appropriate driving operation. (3) The higher the importance of switching the vehicle control mode is, the more the change of the vehicle characteristics is emphasized. Therefore, the driver can be surely notified according to the importance. (4) When the vehicle control mode is switched, the gear shift is changed to change the inertial force of the vehicle. The higher the importance of switching, the larger the inertial force and the longer the shift change time. It is possible to easily experience a high change in the vehicle control mode. Furthermore, if you downshift the gear to generate inertial force, you can easily experience the change in inertial force and the engine sound also rises, so you can also recognize the change in vehicle control mode from the information from your ears. can do. (5) If the vehicle characteristics are not changed when the low speed range of the manual control mode is switched to the automatic travel control mode, or when the high speed range of the manual control mode is switched to the automatic travel control mode, it is important that the vehicle characteristics are not changed. It is possible to reduce the annoyance to the driver without notifying the change of the vehicle control mode that is low. (6) Since the vehicle control mode is changed according to the accelerator pedal stroke amount, it is possible to perform a driving operation as the driver desires while experiencing the change in the vehicle control mode.

<< Third Embodiment >> A vehicle driving assist system according to a third embodiment of the present invention will be described below. FIG. 12 is a system diagram showing the configuration of the vehicle driving assistance device according to the third embodiment.
FIG. 1 is a configuration diagram of a vehicle equipped with a vehicle driving assistance device. The elements having the same functions as those of the first and second embodiments shown in FIGS. 1 and 2 are designated by the same reference numerals, and detailed description thereof will be omitted. Here, differences from the second embodiment will be mainly described.

First, the structure of the vehicle driving assist system according to the third embodiment will be described. As shown in FIGS. 12 and 13, the third embodiment includes a reaction force control device 70 that controls the operation reaction force of the accelerator pedal 50. Figure 1
4 shows a configuration diagram around the accelerator pedal 50. A servomotor 80 is attached to the accelerator pedal 50 via a link mechanism 51, and the reaction force of the accelerator pedal 50 is arbitrarily controlled by controlling the torque generated in the servomotor by the reaction force control device 70. can do. In the third embodiment, since the gear shift change is not performed when the vehicle control mode is switched, the A / T control unit 43 is omitted.

In the third embodiment of the present invention, when the vehicle control mode is switched, the accelerator pedal operation reaction force is changed to allow the driver to experience the vehicle control mode switching. Hereinafter, the operation of the vehicle drive assist device will be described in detail.

FIGS. 15A and 15B are characteristic diagrams showing changes in the accelerator pedal stroke amount S and changes in the accelerator pedal operation reaction force F with respect to the time axis, respectively. Note that FIGS. 15A and 15B correspond to the switching from the automatic travel control mode to the manual travel mode 2. As shown in FIG. 15A, the accelerator pedal stroke amount S is S0 <S.
When the driver depresses the accelerator pedal 50 from the inter-vehicle distance control region b of ≦ S2 and the accelerator pedal stroke amount S exceeds S2, the automatic traveling control mode is switched to the manual traveling mode 2. At this time, the automatic traveling control controller 30 outputs a command to increase the accelerator pedal reaction force F in a pulse form to the reaction force control device 70, as shown in FIG. In response to this command, the reaction force control device 70 controls the servomotor 80 so as to increase the accelerator pedal reaction force F in a pulse form by ΔF1.

In this way, when the automatic traveling control mode is switched to the manual traveling mode 2, the accelerator pedal reaction force F
By temporarily increasing ΔF1 by ΔF1, the driving vehicle can experience the switching of the vehicle control mode. Since the accelerator pedal reaction force F is changed in a pulsed manner, it is possible to notify the change in the vehicle control mode without significantly affecting the driving operation.

Although the accelerator pedal reaction force control at the time of switching from the automatic driving control mode to the manual driving mode 2 has been described here, the accelerator pedal reaction force can be similarly applied at the time of switching to other vehicle control modes. Control F.
The accelerator pedal reaction force control corresponding to the switching from the manual traveling mode 1 to the automatic traveling control mode will be described below as an example.

16 (a) and 16 (b) show the operating characteristics of the accelerator pedal stroke amount S and the accelerator pedal operation reaction force F with respect to the time axis. When the accelerator pedal stroke amount S changes from the low speed region a of S ≦ S0 to the inter-vehicle distance control region b of S0 <S ≦ S2, the manual traveling mode 1 is switched to the automatic traveling control mode. At this time, the automatic traveling control controller 30 outputs a command to increase the accelerator pedal reaction force F in a pulse shape to the reaction force control device 70, as shown in FIG. In response to this command, the reaction force control device 70 controls the servomotor 80 so as to increase the accelerator pedal reaction force F in a pulse form by ΔF4.

The magnitude of the pulse-like reaction force change amount ΔF generated when the vehicle control mode is switched is set according to the degree of importance of the vehicle control mode switching. As described in the second embodiment, from the order of importance of vehicle control mode switching, from the automatic travel control mode to the manual travel mode 2 (inter-vehicle control area b to high speed area c) and from the automatic travel control mode to manual. Travel mode 1 (inter-vehicle distance control area b to low speed area a), manual travel mode 2 to automatic travel control mode (high speed area c to inter-vehicle distance control area b), manual travel mode 1 to automatic travel control mode (low speed area a to inter-vehicle distance control) Area b).

The reaction force change amounts ΔF are the reaction force change amounts ΔF1 and ΔF respectively generated when the vehicle control modes are switched to.
F2, ΔF3 and ΔF4 are ΔF1>ΔF2>ΔF3> Δ
It is determined so as to satisfy the relationship of F4. That is, the reaction force change amount ΔF is set to be larger as the importance of switching the vehicle control mode is higher. The amount of change ΔF in the accelerator pedal reaction force F and the duration of the reaction force change depend on the driver
It is sufficient that it can be recognized that the number is increasing and that it does not hinder the subsequent driving operation.

The automatic running controller 30 detects the switching of the vehicle control mode by the accelerator pedal stroke amount S, and applies the accelerator pedal reaction force F by the reaction force change amounts ΔF1 to ΔF4 according to the importance of the vehicle control mode switching. A command is output to the reaction force control device 70 so as to increase in pulse form. As a result, the higher the importance of vehicle control mode switching, the larger the reaction force change amount ΔF, and the more reliably the driver can recognize the vehicle control mode switching.

When the vehicle control mode is switched, the reaction force change amount ΔF is set to ΔF4 = 0 and ΔF3 = 0, respectively.
Therefore, the annoyance can be reduced by positively notifying the driver of the vehicle control mode switching which is less important. Furthermore, if the accelerator pedal reaction force control is not performed when switching the vehicle control mode, which is of low importance, the increase in the accelerator pedal reaction force performed when switching the vehicle control mode, which is of high importance, is emphasized, and High vehicle control mode switching can be recognized more reliably.

The above-described processing relating to vehicle control mode switching and accelerator pedal reaction force control at the time of vehicle control mode switching is executed by the automatic cruise control controller 30. FIG. 17 is a flowchart showing a processing procedure of driving operation assist control in the automatic travel control controller 30 according to the third embodiment of the present invention. This process is started by turning on the ignition switch, and is repeated, for example, every 100 msec. In FIG. 17, the same steps as those in the second embodiment shown in FIG. 11 are designated by the same step numbers, and the description thereof will be omitted.

If it is determined positively in step S27 that the accelerator pedal stroke amount S has changed from the inter-vehicle distance control region b to the high speed region c, the process proceeds to step S28A. In step S28A, the reaction force change amount ΔF of the accelerator pedal reaction force control performed when the vehicle control mode is switched is set to ΔF1.

When a negative determination is made in step S27, the process proceeds to step S29, and it is determined whether or not the region of the accelerator pedal stroke amount S has changed from the inter-vehicle distance control region b to the low speed region a. If an affirmative decision is made in step S29, the operation proceeds to step S30A, where the reaction force change amount ΔF is set to ΔF2. If the determination in step S29 is negative, step S3
In step 1, it is determined whether the region of the accelerator pedal stroke amount S has changed from the high speed region c to the headway distance control region b. If the determination in step S31 is affirmative, step S3
2A, the reaction force change amount ΔF is set to ΔF3. If a negative decision is made in step S31, the operation proceeds to step S33. In step S33, it is determined that the region of the accelerator pedal stroke amount S has changed from the low speed region a to the inter-vehicle distance control region b, the process proceeds to step S34A, and the reaction force change amount ΔF is set to Δ.
Set to F4.

Steps S28A, S30A, S32A,
When the reaction force change amount ΔF is determined in S34A, step S3
5A, the reaction force controller 7 increases the accelerator pedal reaction force F in pulses by the determined reaction force change amount ΔF.
The command is output to 0.

As described above, in the third embodiment, the following effects can be obtained in addition to the effects of the first and second embodiments described above. That is, the accelerator pedal operation reaction force is changed when the vehicle control mode is switched, so that the driver can easily experience the change in the vehicle control mode. Further, if the increase amount of the accelerator pedal reaction force is increased as the importance of the switching is increased, the switching of the vehicle control mode can be more reliably felt.

<< Fourth Embodiment >> A vehicle driving assist system according to a fourth embodiment of the present invention will be described below. The structure of the vehicle drive assist device according to the fourth embodiment is the same as that of the third embodiment shown in FIGS. 12 to 14. Hereinafter, the operation of the vehicle drive assist device will be described in detail.

18A and 18B show changes in the accelerator pedal stroke amount S and changes in the accelerator pedal operation reaction force F with respect to the time axis, respectively. As shown in FIG. 18A, the accelerator pedal stroke amount S is S0 <S ≦.
From the inter-vehicle distance control region b of S2, the driver depresses the accelerator pedal 50 and the accelerator pedal stroke amount S
When S exceeds S2, the automatic travel control mode is switched to the manual travel mode 2. At this time, as shown in FIG. 18B, the automatic travel control controller 30 outputs a command to the reaction force control device 70 to cause the accelerator pedal 50 to vibrate according to a predetermined condition. The vibration generated in the accelerator pedal 50 is, for example, a vibration having an amplitude (reaction force change amount) ΔF10 and a cycle f10 in the operation reaction force of the accelerator pedal 50 is generated for a duration T10, and the accelerator pedal reaction force F is changed little by little. Can be realized by
The reaction force control device 70 controls the servo motor 80 to vibrate the accelerator pedal 50 in response to a command from the automatic travel control controller 30.

As described above, when the automatic traveling control mode is switched to the manual traveling mode 2, the vehicle control mode is switched by vibrating the accelerator pedal 50 with the amplitude ΔF10 and the cycle f10 for the duration T. You can experience the car. By vibrating the accelerator pedal 50, the change in the vehicle control mode can be notified more reliably than in the case where the accelerator pedal reaction force F is increased in a pulsed manner.

Although the accelerator pedal vibration control at the time of switching from the automatic driving control mode to the manual driving mode 2 has been described here, the accelerator pedal 50 is similarly vibrated at the time of switching to other vehicle control modes. Let
The accelerator pedal reaction force control corresponding to the switching from the manual traveling mode 1 to the automatic traveling control mode will be described below as an example.

FIGS. 19A and 19B show changes in the accelerator pedal stroke amount S and the accelerator pedal reaction force F with respect to the time axis, respectively. As shown in FIG. 19A, when the accelerator pedal stroke amount S exceeds S0 from the low speed region a of S ≦ S0, the manual traveling mode 1 is switched to the automatic traveling control mode. At this time, the automatic travel control controller 30 outputs a command to the reaction force control device 70 to cause the accelerator pedal 50 to generate vibration of amplitude ΔF40 and cycle f40 for the duration T40. Reaction force control device 70
Controls the servomotor 80 to vibrate the accelerator pedal 50 in response to this command.

The amplitude ΔF, the cycle f and the duration T of the vibration generated in the accelerator pedal 50 when the vehicle control mode is switched are set according to the importance of the vehicle control mode switching. From the order of importance of vehicle control mode switching,
From the automatic travel control mode to the manual travel mode 2 (inter-vehicle distance control area b to high speed area c), from the automatic travel control mode to the manual travel mode 1 (inter-vehicle distance control area b to low speed area a),
From the manual drive mode 2 to the automatic drive control mode (high speed region c
From the inter-vehicle control region b) to the manual traveling mode 1 to the automatic traveling control mode (from the low speed region a to the inter-vehicle control region b), the amplitude ΔF, the period f, and the duration T of the vibration generated at each switching are respectively set. , ΔF10, ΔF
20, ΔF30, ΔF40, f10, f20, f30,
f40, T10, T20, T30, T40. Here, the vibration amplitude ΔF, the cycle f, and the duration T are determined so as to satisfy the following conditions. Amplitude ΔF: ΔF10>ΔF20>ΔF30> ΔF40 Period f: f10>f20>f30> f40 Duration T: T10>T20>T30> T40 These values indicate that the accelerator pedal reaction force F is increasing for the driver. As long as it can be recognized and does not hinder the subsequent driving operation.

The automatic traveling control controller 30 detects the switching of the vehicle control mode by the accelerator pedal stroke amount S, and generates a vibration on the accelerator pedal 50 according to the importance of switching the vehicle control mode.
Command is output to. As a result, the greater the degree of importance of the vehicle control mode switching, the larger the vibration that occurs for a long time, and the driver can more reliably recognize the switching of the vehicle control mode.

Further, when the vehicle control mode is changed, the vibration amplitude ΔF is changed to ΔF40 = 0 and ΔF30 = 0, respectively.
Therefore, the annoyance can be reduced by positively notifying the driver of the vehicle control mode switching which is less important. Furthermore, if the accelerator pedal reaction force control is not performed when switching the vehicle control mode, which is of low importance, the increase in the accelerator pedal reaction force performed when switching the vehicle control mode, which is of high importance, is emphasized, and High vehicle control mode switching can be recognized more reliably.

Furthermore, when the vehicle control mode is switched,
Similar to the vibration generated in the accelerator pedal 50, the driver may be notified of the switching of the vehicle control mode by vibrating the steering wheel, the driver's seat, or the like according to the importance of switching the vehicle control mode.

The above-described vehicle control mode switching and the processing relating to the accelerator pedal reaction force control when switching the vehicle control mode are executed by the automatic cruise control controller 30. FIG. 20 is a flowchart showing a processing procedure of driving operation assist control in the automatic travel control controller 30 according to the fourth embodiment of the present invention. This process is started by turning on the ignition switch, and is repeated, for example, every 100 msec. Note that, in FIG. 20, the same steps as those in the second embodiment shown in FIG. 11 are designated by the same step numbers, and description thereof will be omitted.

If it is determined positively in step S27 that the accelerator pedal stroke amount S has changed from the headway distance control region b to the high speed region c, the process proceeds to step S28B. In step S28B, the amplitude ΔF, the cycle f, and the duration T of the vibration generated in the accelerator pedal 50 when the vehicle control mode is switched.
Are set to ΔF10, f10, and T10, respectively.

When the determination in step S27 is negative, the routine proceeds to step S29, where it is determined whether or not the region of the accelerator pedal stroke amount S has changed from the inter-vehicle distance control region b to the low speed region a. If an affirmative decision is made in step S29, the operation proceeds to step S30B, in which the amplitude ΔF, the cycle f, and the duration T are
Set to ΔF20, f20, and T20, respectively. If a negative decision is made in step S29, the operation proceeds to step S31,
It is determined whether or not the region of the accelerator pedal stroke amount S has changed from the high speed region c to the headway distance control region b. If an affirmative decision is made in step S31, the operation proceeds to step S32B,
The amplitude ΔF, the period f, and the duration T are ΔF30,
Set to f30 and T30. If a negative decision is made in step S31, the operation proceeds to step S33. In step S33, the region of the accelerator pedal stroke amount S is the low speed region a.
Is determined to have changed to the inter-vehicle distance control region b, and step S3
4B, the amplitude ΔF, the period f, and the duration T are set to ΔF40, f40, and T40, respectively.

Steps S28B, S30B, S32B,
When the amplitude ΔF, the cycle f, and the duration T are determined in S34B, the process proceeds to step S35B, and the determined amplitude Δ
A command is output to the reaction force control device 70 to cause the accelerator pedal 50 to generate a vibration that satisfies F, the cycle f, and the duration T.

As described above, in the fourth embodiment, the following effects can be obtained in addition to the effects of the above-described first and second embodiments. Since the accelerator pedal is vibrated when the vehicle control mode is switched, the driver can intuitively recognize the switching of the vehicle control mode. Further, if the vibration of which the amplitude, the cycle, and the duration are large is generated as the importance of the switching is high, the switching of the vehicle control mode can be more surely recognized. Further, even if the steering wheel or the driver's seat is vibrated when the vehicle control mode is switched, the mode switching can be intuitively recognized.

The vehicle driving assist system according to the present invention is not limited to the above-described embodiment, and various modifications can be made. In the first and second embodiments, the vehicle characteristic is changed by the gear shift change, but the vehicle characteristic may be changed by increasing or decreasing the engine speed, for example. In addition, a continuously variable transmission, so-called C
In the case of a vehicle equipped with a VT, even if an inertial force is generated by increasing the gear ratio, the same effect as that of the above-described embodiment can be obtained.

The characteristic of the inter-vehicle distance target value D with respect to the accelerator pedal stroke amount S shown in FIGS. 3B and 9B is an example, and the vehicle control mode is switched according to the accelerator pedal stroke amount S. So long as it has any characteristics. Further, although the switching of the vehicle control mode is configured to be determined according to the accelerator pedal stroke amount S, the present invention is not limited to this, and may be performed based on the vehicle speed, for example. In this case, for example, the vehicle speed is 40 km / h to 80 km
The automatic running control mode is selected in the range of / h, and the inter-vehicle distance control is performed so as to realize the inter-vehicle distance target value D according to the accelerator pedal stroke amount S. Further, the switching of the vehicle control mode may be determined by combining the accelerator pedal stroke amount S and the vehicle speed. In the automatic traveling control mode, the follow-up traveling is controlled by keeping the inter-vehicle distance constant, but the present invention is not limited to this, and the follow-up control can be performed at a constant vehicle speed or the both can be combined to perform follow-up control.

Further, the shift change time Ts is obtained by using the dwell time as a parameter, but it may be obtained by another parameter, for example, the vehicle speed. Although the accelerator pedal 50 is vibrated by vibrating the accelerator pedal reaction force F, the invention is not limited to this. For example, a mechanism for vibrating the accelerator pedal 50 may be provided to mechanically generate vibration. .

In the above-described first embodiment, the selection switch 31 for selecting the vehicle control mode is provided, and the inter-vehicle distance control is possible when the automatic driving is selected by the selection switch 31. However, it is not limited to this. For example, as in the second embodiment, the selection switch 31 may not be provided and the automatic travel control mode may be automatically switched when the accelerator pedal stroke amount S reaches a predetermined region. Good. Similarly, a selection switch is provided in the second to fourth embodiments,
The automatic travel control mode may be selected according to the driver's intention.

In the embodiment described above, the automatic traveling controller 30, the engine controller 40, and the throttle actuator 4 are used as traveling control means.
1 and the brake actuator 42, the automatic traveling controller 30 as the mode switching means, the engine controller 40 and the A / T controller unit 43 as the changing means, or the reaction force control device 70,
Accelerator pedal stroke amount detection unit 60 as a detection means
Further, although the automatic traveling control controller 30 is used as the measuring means, the measuring means is not limited thereto. For example, the changing means may be a servomotor that controls the steering reaction force so as to vibrate the steering wheel as long as it allows the driver to experience the switching of the vehicle control mode, or it may be stepped back and forth to vibrate the driver's seat. It may be a seat slider to be moved. Further, although the engine control controller 40 is configured to control both the throttle actuator 41 and the brake actuator 42 as the traveling control means, either one of them is controlled to control the acceleration / deceleration of the host vehicle. May be.

[Brief description of drawings]

FIG. 1 is a system diagram showing the configuration of a vehicle driving assistance device according to a first embodiment of the present invention.

FIG. 2 is a configuration diagram of a vehicle equipped with the vehicle driving assistance device shown in FIG.

FIG. 3A is a relationship diagram between an accelerator pedal stroke amount and output torque, and FIG. 3B is a relationship diagram between an accelerator pedal stroke amount and an inter-vehicle distance target value.

FIG. 4 (a) is an operational characteristic diagram of a shift position of a gear when shifting from the manual traveling mode 1 to the automatic traveling mode;
(B) An operating characteristic diagram of the accelerator pedal stroke amount.

FIG. 5 (a) is an operation characteristic diagram of a gear shift position when shifting from automatic traveling mode to manual traveling mode 2;
(B) An operating characteristic diagram of the accelerator pedal stroke amount.

FIG. 6 is a diagram showing the relationship between stationary time, shift up time, and shift down time.

FIG. 7 is a flowchart showing an example of processing in the automatic travel control controller that constitutes the vehicle driving assistance system according to the first embodiment of the present invention.

FIG. 8 is a diagram showing a modification of FIG. 7.

FIG. 9A is a relationship diagram between an accelerator pedal stroke amount and an output torque, and FIG. 9B is a relationship diagram between an accelerator pedal stroke amount and an inter-vehicle distance target value.

FIG. 10: Automatic traveling control mode to manual traveling mode 2
FIG. 6 is an operational characteristic diagram of a gear shift position when shifting to (4).

FIG. 11 is a flowchart showing an example of processing in an automatic cruise control controller that constitutes the vehicle driving assistance system according to the second embodiment.

FIG. 12 is a system diagram showing the configuration of a vehicle driving operation assisting device according to a third embodiment of the present invention.

FIG. 13 is a configuration diagram of a vehicle equipped with the vehicle driving assistance device shown in FIG. 14.

FIG. 14 is a diagram showing a configuration of an accelerator pedal and its surroundings.

FIG. 15: Automatic traveling control mode to manual traveling mode 2
(A) An operation characteristic diagram of the accelerator pedal stroke amount, and (b) a diagram showing changes in the accelerator pedal reaction force when shifting to (4).

16 (a) is an operation characteristic diagram of the accelerator pedal stroke amount when shifting from the manual traveling mode 1 to the automatic traveling control mode, and FIG. 16 (b) is a diagram showing changes in the accelerator pedal reaction force.

FIG. 17 is a flowchart showing an example of processing in an automatic cruise control controller that constitutes a vehicle driving assistance device according to a third embodiment.

FIG. 18: Automatic traveling control mode to manual traveling mode 2
(A) An operation characteristic diagram of the accelerator pedal stroke amount, and (b) a diagram showing changes in the accelerator pedal reaction force when shifting to (4).

19 (a) is an operation characteristic diagram of the accelerator pedal stroke amount when shifting from the manual traveling mode 1 to the automatic traveling control mode, and FIG. 19 (b) is a diagram showing a change in the accelerator pedal reaction force.

FIG. 20 is a flowchart showing an example of processing in an automatic cruise control controller that constitutes a vehicle driving assistance device according to a fourth embodiment.

[Explanation of symbols]

10: Laser radar 20: Vehicle speed sensor 30: Automatic traveling controller 40: Engine control controller 41: Throttle actuator 42: Brake actuator 43: A / T control unit 50: accelerator pedal 60: Accelerator pedal stroke amount detection unit 70: Reaction force control device 80: Servo motor

   ─────────────────────────────────────────────────── ─── Continued front page    F-term (reference) 3D044 AA25 AA35 AC16 AC26 AC59                       AD00 AD12 AD17                 3G093 AA05 BA23 BA24 CB02 CB03                       DA06 DB05 DB16 DB23 EA00                       EB00 EB03 EC01 FB01                 3J552 MA01 NA01 NB01 PA39 PA51                       RA28 RB11 SA01 SB09 SB10                       TB02 VA70W VB01Z VD02W                       VE07W

Claims (23)

[Claims] 1. An automatic control mode for following a preceding vehicle,
Also, a travel control means for controlling the travel of the own vehicle in any one of the vehicle control modes of the manual control mode in which the vehicle travels independently according to the operation of the accelerator pedal, a mode switching means for switching the vehicle control mode, and a vehicle for the mode switching means A vehicle driving operation assisting device comprising: a changing unit that temporarily changes the vehicle characteristic to a predetermined characteristic when the control mode is switched. 2. The vehicle driving operation assisting device according to claim 1, wherein the changing unit changes the vehicle characteristic by a gear shift change. 3. A vehicle control mode of any one of a detection means for detecting a stroke amount of an accelerator pedal, an automatic control mode for following a preceding vehicle, and a manual control mode for independently traveling according to an operation of the accelerator pedal. When the vehicle control mode is switched by the traveling control means for controlling the traveling of the host vehicle, the mode switching means for switching the vehicle control mode according to the stroke amount of the accelerator pedal detected by the detecting means, and the mode control means, A driving operation assist device for a vehicle, comprising: a changing unit that temporarily changes the vehicle characteristic to a predetermined characteristic. 4. The vehicle driving assistance device according to claim 3, wherein the changing unit has a shift changing unit that shift-changes a gear, and when the vehicle control mode is switched by the mode switching unit, A vehicle drive operation assisting device that shifts gears dynamically. 5. The vehicle driving operation assisting device according to claim 3, wherein the changing unit has a shift-up unit that shifts up a gear, and when the vehicle control mode is switched by the mode switching unit, A vehicle driving assistance device characterized in that gears are automatically shifted up. 6. The vehicle drive operation assisting device according to claim 3, wherein the changing unit has a shift-down unit that shifts down a gear, and when the vehicle control mode is switched by the mode switching unit, A vehicle driving operation assisting device characterized in that a gear is downshifted. 7. The vehicle driving assistance system according to claim 5, wherein the changing means temporarily shifts up the gear when the manual control mode is switched to the automatic control mode by the mode switching means. A driving operation assisting device for a vehicle. 8. The vehicle driving operation assisting device according to claim 6, wherein the changing means temporarily shifts down the gear when the automatic control mode is switched to the manual control mode by the mode switching means. A driving operation assisting device for a vehicle. 9. The vehicle driving operation assisting device according to claim 1, further comprising a measuring unit that measures a duration time after the current vehicle control mode is started, and the change is performed. A means for changing vehicle characteristics for a time period according to the duration measured by the measuring means is a vehicle driving operation assisting device. 10. The vehicle driving operation assisting device according to claim 1, wherein the changing unit temporarily changes the vehicle characteristics according to the degree of importance of switching of the vehicle control mode, and controls the vehicle to the driver. A vehicle driving operation assisting device characterized by notifying mode switching. 11. The vehicle driving assistance device according to claim 10, wherein the manual control mode has a low speed region and a high speed region, and the automatic control mode corresponds to a medium speed region. The degree of importance of switching the control mode is the highest in switching from the automatic control mode to the high speed region of the manual control mode, and the changing unit changes the automatic control mode from the manual control mode by the mode switching unit. A vehicle driving operation assisting device, characterized in that a change in vehicle characteristics when switching to a high speed region is emphasized as compared with a change in vehicle characteristics when switching to other vehicle control modes. 12. The vehicle driving assistance device according to claim 10, wherein the manual control mode is a low speed region corresponding to the host vehicle traveling at low speed and a high speed region corresponding to the host vehicle traveling at high speed. Area, from the order of importance of switching of the vehicle control mode, switching from the automatic control mode to a high speed area of the manual control mode, from the automatic control mode to a low speed area of the manual control mode To the automatic control mode, switching from the high-speed region of the manual control mode to the automatic control mode, and switching from the low-speed region of the manual control mode to the automatic control mode, the changing means, The higher the importance of the switching, the more the emphasis is placed on the change of the vehicle characteristics performed when the vehicle control mode is switched by the mode switching means. A vehicle driving assist system according to claim. 13. The vehicle driving operation assisting device according to claim 10, wherein the changing unit has a shift changing unit that shift-changes a gear, and the shift changing unit includes the shift changing unit. A vehicle driving operation characterized in that the higher the importance of the switching of the vehicle control mode, the greater the inertial force generated in the host vehicle by the shift change and the longer the shift change time, the more the gear shift is performed. Auxiliary device. 14. The vehicle driving operation assisting device according to claim 10, wherein the changing unit includes a shift down unit that shifts down a gear, and the shift down unit includes the shift down unit. A vehicle drive assist device for a vehicle, wherein the gear is downshifted so that the downshift time for sustaining the downshift becomes longer as the vehicle control mode switching becomes more important. 15. The vehicle driving assist system according to any one of claims 10 to 12, wherein the changing means has an accelerator pedal reaction force control means for controlling a reaction force generated in the accelerator pedal. The accelerator pedal reaction force means notifies the switching of the vehicle control mode by changing the accelerator pedal reaction force. 16. The vehicle driving assist system according to claim 15, wherein the accelerator pedal reaction force control means is configured to switch the vehicle control mode by the mode switching means.
A vehicle driving operation assisting apparatus, wherein the accelerator pedal reaction force is increased in a pulse shape, and the increase amount of the accelerator pedal reaction force is increased as the importance of switching the vehicle control mode increases. 17. The vehicle driving operation assisting device according to claim 10, wherein the changing unit has an accelerator pedal vibrating unit that vibrates the accelerator pedal, and vibrates the accelerator pedal. A vehicle driving operation assisting device, characterized in that the switching of the vehicle control mode is notified by. 18. The vehicle driving assist system according to claim 17, wherein the accelerator pedal vibrating means increases the vibration amplitude, cycle, and duration as the degree of importance of switching the vehicle control mode increases. Then, the vehicle driving operation assisting device is characterized by vibrating the accelerator pedal. 19. The vehicle driving operation assisting device according to claim 10, wherein the changing unit includes a steering vibrating unit that vibrates a steering wheel, and vibrates the steering wheel. A vehicle driving operation assisting device characterized by notifying the switching of the vehicle control mode. 20. The vehicle driving operation assisting device according to claim 10, wherein the changing unit has a driver seat vibrating unit that vibrates the driver seat, and vibrates the driver seat. A vehicle driving operation assisting device, characterized in that the switching of the vehicle control mode is notified by. 21. The vehicle driving assistance device according to claim 12, wherein the changing unit switches the vehicle control mode from the automatic control mode to a high speed region of the manual control mode by the mode switching unit. When the automatic control mode is switched to the low speed region of the manual control mode, and when the high speed region of the manual control mode is switched to the automatic control mode, the vehicle characteristic is changed to A vehicle driving operation assisting device, wherein the vehicle characteristics are not changed when the low speed region is switched to the automatic control mode. 22. The vehicle driving assistance device according to claim 12, wherein the changing unit switches the vehicle control mode from the automatic control mode to a high speed region of the manual control mode by the mode switching unit. , And, when the automatic control mode is switched to the low speed region of the manual control mode, the vehicle characteristic is changed, and when the high speed region of the manual control mode is switched to the automatic control mode, the vehicle characteristic is changed. A vehicle driving operation assisting device that is not changed. 23. The vehicle driving assistance system according to any one of claims 10 to 23, further comprising detection means for detecting a stroke amount of an accelerator pedal, wherein the mode switching means is the detection means. A vehicle driving operation assisting device, characterized in that the vehicle control mode is switched in accordance with an accelerator pedal stroke amount detected by.