Source: http://www.freshpatents.com/-dt20120510ptan20120116643.php
Timestamp: 2013-06-18 20:49:24
Document Index: 334819334

Matched Legal Cases: ['Application No. 2005', 'Application No. 2006', 'Application No. 2005', 'Application No. 2006', 'art 10', 'art 10', 'art 10', 'art 10', 'art 10', 'art 10', 'art 10']

Vehicle Driving Assist System n/a views for this patent on FreshPatents.comupdated 06/14/13
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Vehicle driving assist system Abstract: A vehicle driving assist system calculates a risk potential indicative of a degree of convergence between a host vehicle and a preceding obstacle. Then, the system performs a driver notification operation that produces a driver notification stimulus based on the risk potential such as decreasing the driving force exerted against the vehicle as the risk potential increases and increasing an actuation reaction force exerted on the accelerator pedal during its operation as the risk potential increases. If a failure is detected in a reaction force generating device serving to add a reaction force to the accelerator pedal in accordance with the risk potential, then the system corrects an engine torque characteristic such that the engine torque does not increase even if the accelerator pedal is depressed to suppress an odd feeling in the vehicle performance by the driver when a failure occurs in the reaction force generating device.
Agent: Nissan Motor Co., Ltd. - Yokohama, JPInventors: Takeshi KIMURA, Yosuke KOBAYASHI, Yukinori NISHIDAUSPTO Applicaton #: #20120116643 - Class: 701 96 (USPTO) - 05/10/12 - Class 701 Related Terms: Accelerator Host Notification The Patent Description & Claims data below is from USPTO Patent Application 20120116643, Vehicle driving assist system.
This application is a divisional application of U.S. patent application Ser. No. 12/063,849 filed on Feb. 14, 2008. The entire disclosure of U.S. patent application Ser. No. 12/063,849 is hereby incorporated herein by reference.
This application also claims priority to Japanese Patent Application No. 2005-299217 filed on Oct. 13, 2005 and Japanese Patent Application No. 2006-228872 filed on Aug. 25, 2006. The entire disclosures of Japanese Patent Application No. 2005-299217 and Japanese Patent Application No. 2006-228872 are hereby incorporated herein by reference.
The present invention relates to a vehicle driving assist system configured to assist a driver with respect to the operation of a vehicle. More specifically, the present invention relates to a vehicle driving assist system that calculates a risk potential indicative of a degree of convergence between a host vehicle and a preceding obstacle, and that produces a driver notification stimulus based on the risk potential.
Several conventional vehicle driving assist systems have been proposed for detecting a degree of convergence between a host vehicle and a preceding obstacle based on the distance and relative velocity between the host vehicle and the preceding obstacle. One example of such a system is disclosed in Japanese Laid-Open Patent Publication No. 2003-267201. In the system of this publication, if the host vehicle is determined to be converging on a preceding obstacle, then the system executes a control to decelerate the vehicle so as to alleviate the convergence and a control to increase an actuation reaction force exerted by the accelerator pedal. One known method of controlling the actuation reaction force exerted by the accelerator pedal is to use a reaction force control system that employs a servomotor (e.g., Japanese Laid-Open Patent Publication No. 2004-017935). In this type of system 2, the reaction force exerted by the accelerator pedal is controlled by varying a current delivered to the reaction force control system. The system is configured such that when the reaction force control system has failed, a signal line of the servomotor is grounded by using a switch lever. As a result, an induced electromotive force causes the accelerator pedal to exert a reaction force.
With the systems mentioned above, the reaction force generated by the reaction force control system will disappear if the reaction force control system fails while generating a reaction force against the accelerator pedal to oppose depression of the accelerator pedal by the driver. With the system described in Japanese Laid-Open Patent Publication No. 2003-267201, a reaction force is generated by the induced electromotive force, which is smaller than the normal reaction force.
In accordance with one aspect of the present invention, a vehicle driving assist system is provided that basically comprises a traveling situation detecting section, a risk potential calculating section, a driving assist control section, a failure detecting section and a failsafe control. The traveling situation detecting section is configured to output a traveling situation detection result based on at least a following distance between a host vehicle and a preceding obstacle and a host vehicle speed of the host vehicle. The risk potential calculating section is configured to calculate a risk potential indicative of a degree of convergence between the host vehicle and the preceding obstacle based on the traveling situation detection result of the traveling situation detecting section. The driving assist control section is configured to control at least one of an actuation reaction force exerted by a driver-operated driving device and a braking/driving force exerted against the host vehicle based on the risk potential calculated by the risk potential calculating section. The failure detecting section is configured to detect a failure of the vehicle driving assist system. The failsafe control section is configured to perform a failsafe control operation to suppress changes in a vehicle behavior caused by the failure when the failure has been detected in the vehicle driving assist system.
FIG. 2 is a diagram for explaining the distance measuring concept of the radar device;
FIG. 3 is an example of a detection result obtained with the radar device;
FIG. 4 is a diagram showing the constituent features of the driving force control device;
FIG. 5 is a plot of the requested driving force versus the accelerator pedal actuation amount;
FIG. 6 is a diagram showing the constituent features of the braking force control device;
FIG. 7 is a plot of the requested braking force versus the brake pedal actuation amount;
FIG. 8 is a diagram for explaining the general concept of detecting a failure of the accelerator pedal reaction force generating device;
FIG. 9 is a flowchart showing the processing steps of a driving assistance control program in accordance with the first embodiment;
FIG. 10 is a flowchart for explaining the processing steps executed in order to detect a failure;
FIG. 11 is a flowchart for explaining the processing steps executed in order to counteract a failure;
FIG. 12 is a flowchart for explaining the processing steps executed in order to determine if the accelerator pedal is being operated in the release direction;
FIG. 13 is a diagram for explaining the method of calculating a predicted course of the vehicle;
FIG. 14 is a diagram for explaining the method of calculating a predicted course of the vehicle;
FIGS. 15 (a) and 15 (b) illustrate the concept of braking/driving force control;
FIG. 16 is a flowchart for explaining the processing steps executed in order to calculate the control repelling force;
FIG. 17 is a flowchart for explaining the processing steps executed in order to calculate the braking and driving force correction amounts;
FIG. 18 is a plot of the accelerator pedal reaction force control command value versus the control repelling force;
FIGS. 19 (a) to 19 (c) show examples of how the failure flag, the accelerator pedal actuation amount, and the engine torque change with time;
FIG. 20 is a plot illustrating the operational action of the first embodiment;
FIG. 21 is a flowchart showing the processing steps executed in a second embodiment in order to counteract a failure;
FIG. 22 is a diagram illustrating the control executed in order to suppress the requested driving force with respect to depression of the accelerator pedal;
FIG. 23 is a flowchart for explaining the processing steps executed in order to correct the engine torque;
FIG. 24 is a flowchart showing the processing steps executed in a third embodiment in order to counteract a failure;
FIG. 25 is a flowchart showing the processing steps executed in order to determine if the accelerator pedal is being depressed in a sudden manner;
FIG. 26 is a flowchart showing the processing steps executed in a fourth embodiment in order to counteract a failure;
FIG. 27 is a flowchart for explaining the processing steps executed in order to correct the engine torque;
FIG. 28 is a plot of the correction coefficient versus the added reaction force before the occurrence of a failure;
FIG. 29 is a flowchart showing the processing steps executed in a fifth embodiment in order to counteract a failure;
FIG. 30 is a flowchart showing the processing steps of a driving assistance control program in accordance with a sixth embodiment;
FIG. 31 is a flowchart for explaining the processing steps executed in order to determine if the driver intends to pass;
FIG. 32 is a diagram for explaining the method of calculating a predicted course of the vehicle and the overlap ratio of the vehicle with respect to a preceding obstacle;
FIG. 33 is a plot of the overlap ratio gain versus the overlap ratio;
FIG. 34 is a flowchart showing the processing steps executed in a seventh embodiment in order to counteract a failure;
FIG. 35 is a flowchart showing the processing steps executed in an eight embodiment in order to counteract a failure;
FIG. 36 is a diagram illustrating the control executed in order to suppress the requested driving force with respect to depression of the accelerator pedal;
FIG. 37 is a flowchart showing the processing steps of a driving assistance control program in accordance with a ninth embodiment;
FIG. 38 is a flowchart for explaining the processing steps executed in order to determine if the driver intends to pass;
FIG. 39 is a flowchart showing the processing steps executed in a tenth embodiment in order to detect an obstacle;
FIGS. 40 (a) and 40 (b) are flowcharts showing the processing steps executed by the controller and the engine controller of an eleventh embodiment in order to counteract a failure;
FIG. 41 is a system diagram of a vehicle driving assist system in accordance with a twelfth embodiment of the present invention;
FIG. 42 is a flowchart showing the processing steps of a driving assistance control program in accordance with the twelfth embodiment;
FIG. 43 is a flowchart showing the processing steps executed in order to diagnose a failure;
FIG. 44 is a flowchart showing the processing steps executed in order to accomplish a failure diagnosis with respect to the accelerator pedal reaction force generating device;
FIG. 45 is a flowchart showing the processing steps executed in order to accomplish another failure diagnosis with respect to the accelerator pedal reaction force generating device;
FIG. 46 is a flowchart showing the processing steps executed in order to accomplish another failure diagnosis with respect to the accelerator pedal reaction force generating device;
FIG. 47 is a flowchart showing the processing steps executed in order to accomplish a failure diagnosis with respect to the braking force control device;
FIG. 48 is a flowchart showing the processing steps executed in order to accomplish another failure diagnosis with respect to the braking force control device;
FIG. 49 is a system diagram showing the constituent features of the driving force control device and other components peripheral thereto;
FIG. 50 is a flowchart showing the processing steps executed in order to accomplish a failure diagnosis with respect to the driving force control device;
FIG. 51 is a flowchart showing the processing steps executed in order to accomplish a failure diagnosis with respect to the radar device;
FIG. 52 is a flowchart showing the processing steps executed in order to accomplish a failure self-diagnosis with respect to the controller;
FIG. 53 is a diagram for explaining the how the RAM is checked;
FIG. 54 is a diagram for explaining the how the ROM is checked;
FIG. 55 is a flowchart for explaining the processing steps executed in order to counteract a failure;
FIG. 56 is a flowchart for explaining the processing steps executed in order to accomplish the failsafe transition processing;
FIG. 57 is a flowchart for explaining the processing steps executed in order to accomplish engine braking control;
FIG. 58 is a plot of the accelerator pedal reaction force control command value versus the control repelling force;
FIG. 59 is a flowchart for explaining the processing steps executed in order to accomplish brake control;
FIG. 60 is a flowchart for explaining the processing steps executed in order to correct the engine output;
FIG. 61 is a flowchart for explaining the processing steps executed in order to determine if the accelerator pedal is being operated in the release direction;
FIG. 62 is a flowchart for explaining the processing steps executed in order to accomplish the control output gradual reduction control;
FIG. 63 is a flowchart for explaining the processing steps executed in order to calculate the control repelling force;
FIG. 64 is a flowchart for explaining the processing steps executed in order to calculate the braking and driving force correction amounts;
FIG. 65 is a flowchart for explaining the processing steps executed by the braking force control device in order to determine if the controller is abnormal;
FIGS. 66 (a) to 66 (g) show examples of how the accelerator pedal actuation amount, the control repelling force, the engine output command, the braking force control command, the braking force control device failure flag, the alarm issuance, and the control state of the system change with time when there is an abnormality (failure) in the braking force control device; and
FIG. 67 is a flowchart showing the processing steps executed in the variation of the twelfth embodiment in order to counteract a failure.
Referring initially to FIG. 1, a host vehicle is illustrated that is equipped with a driving assist system in accordance with a first embodiment of the present invention. The main features of the vehicle driving assist system 1 will now be explained. The vehicle driving assist system 1 is equipped with a radar device 10, a vehicle speed sensor 20, a steering angle sensor 30, an obstacle detecting device 40, a controller 50, a driving force control device 60, an accelerator pedal reaction force generating device 70, a braking force control device 90 and an alarm device 100.
The radar device 10 is a laser radar mounted to a front grill portion, a bumper portion, or the like of the host vehicle and serves to horizontally scan a region in front of the host vehicle with infrared laser light in order to detect obstacles in front of the vehicle. FIG. 2 is a diagram for explaining the principles by which the radar device 10 detects an obstacle. As shown in FIG. 2, the radar device 10 has a light emitting part 10a configured to emit laser light and a light receiving part 10b configured to detect reflected light that has been reflected from an object in front of the host vehicle (i.e., typically a rear end of a preceding vehicle). The light emitting part 10a is combined with a scanning mechanism that enables the light emitting part 10a to pivot left and right as indicated by the arrows in FIG. 2. The light emitting part 10a makes successive emissions of laser light while changing its angle within a prescribed angular range. The radar device 10 measures the distance from the host vehicle to a detected obstacle based on the time difference between when the laser light is emitted from the light emitting part 10a and when the reflected light is received by the light receiving part 10b. While the radar device 10 scans the region in front of the vehicle by using the scanning mechanism, the radar device 10 calculates the distance to any obstacle from which reflected light is received at each scanning position or scanning angle. Additionally, at each scanning angle at which an obstacle is detected, the radar device 10 calculates the lateral position of the obstacle with respect to the vehicle based on the value of the scanning angle and the calculated distance to the obstacle at that particular scanning angle. In other words, the radar device 10 detects both the existence of the obstacle and the relative position of the obstacle.
FIG. 3 is a diagram illustrating an example of the results obtained when the laser radar 10 detects an obstacle. By determining the relative position of the obstacle with respect to the vehicle at each scanning angle, a planar diagram can be obtained which indicates the existence and position of a plurality of objects that can be detected within the prescribed angular scanning range.
The vehicle speed sensor 20 detects the speed of the vehicle in which the system 1 is installed by measuring the rotational speed of the wheels and/or the rotational speed of the output side of the transmission.
The obstacle detecting device 40 acquires information regarding an obstacle in front of the vehicle based on the detection results obtained with the radar device 10 and the vehicle speed sensor 20. More specifically, the obstacle detecting device 40 identifies a movement state of each detected object based on the detection results outputted from the radar device 10 at each scanning cycle time or each scanning angle and determines if the detected objects are the same object or different objects based on such factors as convergence between objects (drawing toward each other) and similarity of movement between objects.
Then, based on signals from the radar device 10 and the vehicle speed sensor 20, the obstacle detecting device 40 acquires obstacle information regarding the surroundings of the vehicle, i.e., the obstacle detecting device 40 recognizes the following (longitudinal) distance and relative velocity between the vehicle and the preceding obstacle as well as the lateral distance of the obstacle with respect to the vehicle and width of the obstacle. When two or more preceding obstacles are detected, the obstacle detecting device 40 acquires information regarding each individual obstacle. The obstacle detecting device 40 sends the acquired obstacle information to the controller 50.
The steering angle sensor 30 is an angle sensor installed in the vicinity of the steering column or the steering wheel (not shown in figures) and is configured to detect the steering angle in terms of the rotation of the steering shaft and send the detected steering angle to the controller 50.
An accelerator pedal stroke sensor 62 is provided on the accelerator pedal 61 to detect the depression amount (actuation amount) of the accelerator pedal 61. The accelerator pedal actuation amount detected by the accelerator pedal stroke sensor 62 is sent to the controller 50 and the driving force control device 60. A brake pedal stroke sensor 92 is provided on the brake pedal 91 to detect the depression amount (actuation amount) of the brake pedal 92. The brake pedal actuation amount detected by the brake pedal stroke sensor 92 is sent to the controller 90 and the braking force control device 90.
The controller 50 comprises a CPU and a ROM, a RAM, and other components peripheral to the CPU and serves to control the entire vehicle driving assist system 1. The controller 50 is configured to recognize the traveling situation of the host vehicle based on the vehicle speed obtained from the vehicle speed sensor 20 and the obstacle information obtained from the obstacle detecting device 40. Based on the traveling circumstances, the controller 50 calculates a risk potential that is a physical quantity indicating the degree of convergence between the vehicle and the preceding obstacle (or “risk potentials” when there are two or more obstacles).
Based on the risk potential(s) with respect to the obstacle(s), the controller 50 controls the braking/driving force exerted against the vehicle and controls the actuation reaction force exerted by a driving operation device operated by the driver in order to drive the vehicle. The driver-operated driving device is, for example, the accelerator pedal 61 that the driver operates in order to accelerate and decelerate the vehicle. The controller 50 also determines whether or not the accelerator pedal reaction force generating device 70 has failed and corrects an engine torque characteristic if it determines that the accelerator pedal reaction force generating device 70 has failed. The control operations executed by the controller 50 will be discussed in more detail later.
The driving force control device 60 serves to control the engine (not shown in figures) such that a driving force corresponding to the actuation state of the accelerator pedal 61 is generated and is configured such that it can change the generated driving force based on a command from an external source. FIG. 4 is a block diagram showing the constituent features of the driving force control device 60. FIG. 5 is a characteristic map plotting the driver\'s requested driving force Fda versus the accelerator pedal actuation amount SA. As shown in FIG. 4, the driving force control device 60 comprises a driver\'s requested driving force calculating unit 60a, an adder 60b, and an engine controller 60c. The driver\'s requested driving force calculating unit 60a is configured to use a map like that shown in FIG. 5 to calculate the driving force (driver\'s requested driving force) Fda requested by the driver based on the amount (accelerator pedal actuation amount) SA by which the accelerator pedal 61 is depressed. The adder 60b adds a driving force correction amount ΔDa (explained later) to the calculated driver\'s requested driving force Fda so as to calculate a target driving force and feeds the target driving force to the engine controller 60c. The engine controller 60c calculates a control command value for the engine based on the target driving force.
The braking force control device 90 serves to control the brake fluid pressure such that a braking force corresponding to the actuation state of the brake pedal 91 is generated and is configured such that it can change the generated brake fluid pressure based on a command from an external source. FIG. 6 is a block diagram showing the constituent features of the braking force control device 90. FIG. 7 is a characteristic map plotting the driver\'s requested braking force Fdb versus the brake pedal actuation amount SB. As shown in FIG. 6, the braking force control device 90 comprises a driver\'s requested braking force calculating unit 90a, an adder 90b, and brake fluid pressure controller 90c. The driver\'s requested braking force calculating unit 90a uses a map like that shown in FIG. 7 to calculate the braking force (driver\'s requested braking force) Fdb requested by the driver based on the amount (brake pedal actuation amount) SB by which the brake pedal 91 is depressed. The adder 90b adds a braking force correction amount ΔDb (explained later) to the calculated driver\'s requested braking force Fdb so as to calculate a target braking force and feeds the target braking force to the brake fluid pressure controller 90c. The brake fluid pressure controller 90c is configured to calculate a brake fluid pressure command value based on the target braking force. Brake devices 95 provided on the wheels of the vehicle operate in accordance with commands issued from the brake fluid pressure controller 90c. As shown in FIG. 8, the accelerator pedal reaction force generating device 70 comprises a servomotor 70a that serves as an reaction force generating actuator built into the linkage mechanism of the accelerator pedal 61, a servomotor drive circuit 70b, a temperature sensor 70c serving to detect the temperature of the drive circuit 70b, and a current sensor 70d serving to detect a current flowing to the accelerator pedal reaction force generating device 70. The accelerator pedal reaction force generating device 70 is configured such that the drive circuit 70b outputs an electric current corresponding to a command from the controller 50 and the servomotor 70a generates a torque controlled by the electric current. As a result, the reaction force generated when the driver operates the accelerator pedal 61 can be controlled freely to substantially any desired value.
When the accelerator pedal reaction force generating device 70 is not executing reaction force control, a reaction force is exerted by, for example, a tensile spring (not shown in figures) in accordance with the accelerator pedal actuation amount SA. Moreover, when the accelerator pedal reaction force generating device 70 is not executing reaction force control, the signal line of the servomotor 70a is connected to ground such that an induced electromotive force is generated in the servomotor 70a. The induced electromotive force acts as a viscous force that inhibits operation of the pedal. As a result, a reaction force equal to the sum of the spring reaction force and the viscous force acts on the accelerator pedal 61. The reaction force characteristic resulting from the spring reaction force and the viscous force has a hysteresis aspect and is treated as the normal reaction force characteristic when reaction force control is not being executed.
The alarm device 100 comprises, for example, an alarm lamp and an alarm sound emitter installed in the instrument panel and is configured to issue an alarm in accordance with a command from the controller 50 when a failure is detected in the accelerator pedal reaction force generating device 70.
The operation of a vehicle driving assist system 1 in accordance with the first embodiment of the present invention will now be explained. First, an overview of the operation will be provided.
The controller 50 of the vehicle driving assist system 1 calculates a risk potential of the vehicle with respect to each obstacle based on the obstacle information detected by the obstacle detecting device 40. The term “risk potential” refers to the degree of risk or possibility of danger. In this embodiment, the risk potential is contrived to increase as the vehicle and an obstacle existing in the vicinity of the vehicle draw closer together. Thus, it can be the that the risk potential is a physical quantity that expresses how close the vehicle and the obstacle are to each other, i.e., the degree to which the vehicle and the obstacle have drawn near to each other (degree of convergence).
The controller 50 conveys the calculated risk potential to the driver by controlling the braking/driving force exerted against the vehicle and the actuation reaction force exerted by a driving operation device used by the driver to drive the vehicle, more specifically, the accelerator pedal 61.
If the accelerator pedal reaction force generating device 70, which serves to add a reaction force corresponding to the risk potential to the accelerator pedal 61, fails, it will not be able to add an actuation reaction force to the accelerator pedal 61. If the failure occurs while a risk potential exists, the additional reaction force will cease to be imposed on the accelerator pedal 61 and there is the possibility that the driver will detect an odd change in the actuation reaction force.
In the first embodiment, as described previously, the accelerator pedal reaction force generating device 70 uses a servomotor 70a. When a failure occurs, the signal line of the servomotor 70a is connected to ground such that a reaction force is obtained by using an induced electromotive force in the servomotor 70a in accordance with operation of the accelerator pedal 61. Thus, even though an actuation reaction force corresponding to the risk potential cannot be added when the accelerator pedal reaction force generating device 70 has failed, the driver can perform such driving operations as accelerating and decelerating the vehicle by operating the accelerator pedal 61. When the additional reaction force stops due to a failure, there is the possibility that fluctuations in the reaction force of the accelerator pedal 61 will cause the engine torque to fluctuate, thereby causing the driver to experience a feeling that something is odd.
Therefore, in the first embodiment, the engine torque characteristic is corrected when the accelerator pedal reaction force generating device 70 fails in order to prevent the driver from experiencing an odd feeling due to engine torque fluctuation.
The operation of a vehicle driving assist system 1 in accordance with the first embodiment will now be explained in detail with reference to FIG. 9. FIG. 9 is a flowchart showing the processing steps of the driving assistance control executed by the controller 50 in the first embodiment. This control loop is executed continuously once per prescribed time period, e.g., every 50 msec.
In step S110, the controller 50 reads in the vehicle speed Vh detected by the vehicle speed sensor 20 and the steering angle S of the vehicle detected by the steering angle sensor 30. In step S120, the controller 50 reads in the accelerator pedal actuation amount SA detected by the accelerator pedal stroke sensor 62.
In step S130, the controller 50 determines if the accelerator pedal reaction force generating device 70 has failed. As shown in FIG. 8, the controller 50 detects the operating state of the accelerator pedal reaction force generating device 70 by A/D converting the detection values obtained from the temperature sensor 70c and the current sensor 70d with an A/D converter 50b. The controller 50 determines if the accelerator pedal reaction force generating device 70 has failed based on the detection values from the temperature sensor 70c and current sensor 70d and a reaction force command value sent from the CPU 50a to the accelerator pedal reaction force generating device 70.
The control processing executed in order to accomplish the failure determination of step S130 will now be explained with reference to the flowchart of FIG. 10. In step S1301, the controller 50 acquires the detection value from the temperature sensor 70c and the detection value from the current sensor 70d of the accelerator pedal reaction force generating device 70. The controller 50 applies an appropriate A/D conversion to these detection values with the A/D converter 50b. In step S1302, the controller 50 compares the temperature C of the drive circuit 70b acquired in step S1301 to a threshold value T1. The threshold value T1 is set in advance to a temperature value above which normal operation cannot be ensured in view of the circuit design. If the temperature C is larger than the threshold value T1, then the controller 50 proceeds to step S1303 where it determines that the temperature of the drive circuit is abnormally high and sets the value of a failure flag F_FAIL to 1. In step S1304, the controller 50 instructs the alarm device 100 to emit the alarm sound and illuminate the alarm lamp.
Meanwhile, if the temperature C is equal to or smaller than the threshold value T1, then the controller 50 proceeds to step S1305 and compares the current value I acquired in step S1301 to a threshold value T2. The threshold value T2 is set in advance to the largest current value that can occur during normal operation of the actuator, i.e., the servomotor 70a, in view of the circuit design. If the current value I is larger than the threshold value T2, then the controller 50 proceeds to step S1306 where it determines that the current is excessively high and sets the value of a failure flag F_FAIL to 1. In step S1307, the controller 50 instructs the alarm device 100 to emit the alarm sound and illuminate the alarm lamp.
Meanwhile, if the current value I is equal to or smaller than the threshold value T2, then the controller 50 proceeds to step S1308 and compares the reaction force command value FA outputted from the controller 50 in the previous control cycle to a threshold value T3. The threshold value T3 is set in advance to the smallest reaction force command value for which a drive current large enough to be distinguished from noise is required. If the reaction force command value FA is larger than the threshold value T3, then the controller 50 proceeds to step S1309 and compares the current value Ito a threshold value T4. The threshold value T4 is set in advance to a value for determining if the current is substantially zero while taking the noise component into account. If the current value I is smaller than the threshold value T4, then the controller 50 proceeds to step S1310 and increments a counter Count. In step S1311, the controller compares the value of the counter Count to a threshold value T5. The threshold value T5 is set to a value, e.g., 0.5 seconds, which is sufficiently longer than the response time of the drive circuit 70b. If the value of the counter Count is larger than the threshold value T5, i.e., if an appropriate current value I has not been detected after a prescribed amount of time has elapsed since a current command corresponding to the reaction force command value FA was issued, then the controller 50 proceeds to step S1312 where it determines that a severed connection exists in the servomotor 70a or the drive circuit 70b and sets the failure flag F_FAIL to 1. In step S1313, the controller 50 instructs the alarm device 100 to emit the alarm sound and illuminate the alarm lamp.
If it determines in step S1309 that the current value I is equal to or larger than the threshold value T4, then the controller 50 proceeds to step S1314 and resets the counter Count before proceeding to step S1315. Meanwhile, the controller 50 proceeds to step S1315 if it determines in step S1311 that the value of the counter Count is equal to or smaller than the threshold value T5 or if it determines in step S1308 that the reaction force command value FA is equal to or smaller than the threshold value T3. In step S1315, the controller 50 determines that an abnormality does not exist and sets the failure flag F_FAIL to 0.
After the controller 50 executes failure detection processing with respect to the accelerator pedal reaction force generating device 70 in step S130, the controller 50 proceeds to step S140. In step S140, the controller executes failure countermeasure processing depending on whether or not a failure exists. More specifically, the controller 50 corrects the engine torque characteristic such that the engine torque is limited to an upper limit value when a failure occurs. The control processing executed in order to accomplish step S140 will now be explained with reference to the flowchart of FIG. 11.
In step S1401, the controller 50 determines if a failure has occurred by checking if the value of the failure flag F_FAIL set in step S130 is 1. If the value of the flag F_FAIL is 0, then an abnormality does not exist and the controller 50 proceeds to step S1402, where it sets a timer T_FAIL to an initial value. The initial value is set to a maximum amount of time, e.g., 1 second, expected to elapse before the driver exhibits a reflexive response in his or her operation of the accelerator pedal after a failure occurs in the accelerator pedal reaction force generating device 70.
In step S1403, the controller stores the current accelerator pedal actuation amount SA detected by the accelerator pedal stroke sensor 62 as an initial value θ0. In step S1404, the controller 50 stores a driver\'s requested driving force TRQ_0 corresponding to the current accelerator pedal actuation amount SA. The controller 50 is provided with a map like the map shown in FIG. 5.
If it determines in step S1401 that a failure exists, i.e., that the value of F_FAIL is 1, then the controller 50 proceeds to step S1405 and determines if the value of the timer T_FAIL is 0. If the value of the timer T_FAIL is 0, the processing of step S140 ends. If the value of the timer T_FAIL is not 0, then the controller 50 proceeds to step S1406 and determines if the accelerator pedal 61 is being operated in the release direction. The control processing executed in order to determine if the accelerator pedal 61 is being operated in the release direction will now be explained with reference to the flowchart of FIG. 12.
In step S14061, the controller 50 determines if the current accelerator pedal actuation amount SA detected by the accelerator pedal stroke sensor 62 is larger than the initial value θ0. If the actuation amount SA is larger than θ0, then the controller 50 proceeds to step S14062 and sets the current accelerator pedal actuation amount SA as the initial value θ0. In other words, if the accelerator pedal 61 is being depressed more than the initial value θ0, the controller updates the initial value θ0 to the current actuation amount SA. In step S14063, the controller determines that the accelerator pedal 61 is not being operated in the release direction.
If the actuation amount SA is equal to or smaller than θ0, then the controller 50 proceeds to step S14064 and determines if the difference between the initial value θ0 and SA (θ0−SA) is larger than a threshold value θ_DEC. The threshold value θ_DEC is set to an appropriate value for determining if the accelerator pedal 61 has been operated in the release direction. If the difference (θ0−SA) is larger than θ_DEC, then the controller 50 proceeds to step S14065 and determines that the accelerator pedal 61 has been operated in the release direction. If the difference (θ0−SA) is equal to or smaller than θ_DEC, then the controller 50 proceeds to step S14063 and determines that the accelerator pedal 61 has not been operated in the release direction.
After the controller 50 determines if the accelerator pedal 61 has been operated in the release direction in step S1406, the controller 50 proceeds to step S1407. In step S1407, the controller 50 checks the result of the determination made in step S1406. If the accelerator pedal 61 has been operated in the return direction, then the controller 50 proceeds to step S1408 and resets the timer T_FAIL to 0. Meanwhile, if the accelerator pedal 61 has not been operated in the return direction, then the controller 50 proceeds to step S1409 and sets the value TRQ_0 stored in step S1404 as the upper limit value of the driver\'s requested driving force. The requested driving force upper limit value TRQ_0 is used in a driving force control sequence described later. In step S1410, the controller 50 reduces the value of the timer T_FAIL by 1.
After the controller 50 completes the failure countermeasure processing in step S140, the controller 50 proceeds to step S150. In step S150, the controller 50 reads in the information regarding the plurality of preceding obstacles calculated by the obstacle detecting device 40 based on the detection results from the radar device 10 and the vehicle speed sensor 20. The information related to the preceding obstacles comprises, for example, the longitudinal distance (following distance) D from the vehicle to each obstacle, the lateral position x of each obstacle with respect to the vehicle, and the longitudinal position y of each obstacle with respect to the vehicle.
In step S160, the controller 50 estimates the path of the vehicle based on the vehicle speed Vh and the steering angle δ read in step S110. The method of estimating a predicted course of the vehicle will now be explained with reference to FIGS. 13 and 14. In order to estimate a predicted course of the vehicle, the controller 50 calculates the radius of curvature R of the path the vehicle will follow if it continues in the direction of the arrow as shown in FIG. 14. First, the rate of curvature ρ (units: 1/m) at which the vehicle is turning is calculated. The rate of curvature can be calculated as shown in the Equation 1 below based on the vehicle speed Vh and the steering angle θ.
ρ=1/{L(1+A×Vh<SUP>2</SUP>)}×5/N (Equation 1)
In the Equation 1, the term L is the wheel base of the vehicle, the term A is a stability factor (positive constant) determined based on the vehicle, and the term N is the steering gear ratio.
The radius of curvature R is expressed according to the Equation 2 below based on the rate of curvature ρ.
R=1/ρ (Equation 2)
The path that the vehicle will follow can then be estimated as an arc having the radius of curvature R calculated using Equation 2, as shown in FIG. 13. A region having a width Tw and a centerline corresponding to the arc having the radius of curvature R, as shown in FIG. 14, can then be set as a predicted course the vehicle can be expected to follow. The width Tw is set to an appropriate value in advance based on the width of the vehicle.
In step S170, the controller 50 determines which of the objects detected by the obstacle detecting device 40 are located within the predicted course of the vehicle and, from among those objects located within the predicted course, selects the object that is closest to the vehicle as a “preceding obstacle.” The selected preceding obstacle is the obstacle targeted in the calculation of the risk potential RP executed in the next step.
In step S180, the controller calculates the risk potential RP of the vehicle with respect to the preceding obstacle selected in step S170. In this embodiment, the time to head way THW and the time to collision TTC of the vehicle with respect to the preceding obstacle, e.g., a preceding vehicle, are calculated as the risk potential RP. The time to head way THW is a physical quantity expressing the amount of time required for the vehicle to reach the current position of the preceding vehicle and is calculated using the Equation 3 shown below.
THW=D/Vh (Equation 3)
The time to collision ITC is a physical quantity indicating the current degree of convergence of the vehicle with respect to the preceding vehicle. More specifically, the time to collision TTC is a value indicating the number of seconds until the following distance D becomes zero and the vehicle contacts the preceding vehicle if the current traveling state continues, i.e., if the vehicle speed Vh and the relative velocity Vr remain constant. The relative velocity Vr is calculated as the difference between the speed of the vehicle and the speed of the preceding vehicle (Vr=vehicle speed−speed of preceding vehicle) and is set to 0 (Vr=0) when the vehicle speed is smaller than the speed of the preceding vehicle. The time to collision TTC with respect to the preceding obstacle is found using the Equation 4 shown below.
TTC=D/Vr (Equation 4)
The smaller the time to collision TTC is, the more eminent the contact with the preceding vehicle is and the larger the degree of convergence with respect to the preceding vehicle is. For example, it is known that when approaching a preceding vehicle, most drivers start taking action to decelerate before the time to collision TTC reaches 4 seconds or less. Thus, since the time to head way THW and the time to collision TTC are contrived such that the values thereof become smaller as the vehicle and the preceding vehicle become closer to each other, both the time to head way THW and the time to collision TTC can be considered to be risk potentials RP indicating the degree of convergence between the vehicle and the preceding vehicle.
In step S190, the controller 50 calculates a control repelling force Fc that will serve as a reference for calculating the accelerator pedal actuation reaction force and the braking and driving force correction amounts. The method of calculating the control repelling force Fc will now be described.
For the purpose of calculating the control repelling force Fc, consider a model in which it is assumed that an imaginary elastic body 200 of length/is provided on the front of the vehicle in which the assistance system 1 is installed, as shown in FIG. 15 (a). The imaginary elastic body 200 touches against the preceding vehicle and is compressed, thereby generating an pseudo traveling resistance against the movement of the vehicle in which the assistance system 1 is installed. The control repelling force Fc is defined to be the repelling force that results when, as shown in FIG. 15 (b), the imaginary elastic body 200 contacts the preceding vehicle and is compressed.
In this embodiment, a repelling force F_THW based on the time to head way THW is calculated using a model in which an imaginary elastic body correlated to the time to head way THW is assumed to exist between the vehicle and the preceding obstacle, and a repelling force F_TTC based on the time to collision TTC is calculated using a model in which an imaginary elastic body correlated to the time to collision TTC is assumed to exist between the vehicle and the preceding obstacle. The reaction forces F_THW and F_TTC are the reaction forces exerted by the imaginary elastic bodies of the respective models. The processing executed in order to calculate the control repelling force Fc will now be explained with reference to the flowchart of FIG. 16.
In step S1901, the controller 50 determines if the value of the failure flag F_FAIL is 1. If the value of the failure flag F_FAIL is 0, i.e., if an abnormality does not exist in the accelerator pedal reaction force generating device 70, then the controller 50 proceeds to step S1902 and compares the time to head way THW to a threshold value TH_THW The threshold value TH_THW is set to an appropriate time to head way value (e.g., 1 second) for determining that it is time for reaction force control and braking/driving force control to be started. If the time to head way THW is smaller than the threshold value TH_THW (THW<TH_THW), then the controller 50 proceeds to step S1903. In step S1903, then the controller 50 calculates the repelling force F_THW based on the time to head way THW by using the vehicle speed Vh and the time to head way THW in the Equation 5 shown below.
F—THW=K—THW×(TH—THW−THW)×Vh (Equation 5)
In Equation 5, the term K_THW is the spring constant of the imaginary elastic body correlated to the time to head way THW and the value of TH_TWH×Vh corresponds to the length of the imaginary elastic body.
If the time to head way THW is found to be equal to or larger than the threshold value TH_THW in step S1902, then the controller 50 proceeds to step S1904 and sets the repelling force F_THW to 0.
In step S1905, the controller 50 compares the time to collision TTC to the threshold value TH_TCC. The threshold value TH_TTC is set to an appropriate time-to-contact value (e.g., 10 seconds) for determining that it is time for reaction force control and braking/driving force control to be started. If the time to collision TTC is smaller than the threshold value TII_TTC (TTC<TH then the controller 50 proceeds to step S1906. In step S1906, the controller 50 calculates the repelling force F_TTC based on the time to collision TTC by using the relative velocity Vr and the time to collision ITC in the Equation 6 shown below.
F—TTC=K—TTC×(TH—TTC−TTC)×Vr (Equation 6)
In Equation 6, the term K_TTC is the spring constant of the imaginary elastic body correlated to the time to collision TTC and the value of TH_TTC×Vr corresponds to the length of the imaginary elastic body.
If time to collision TTC is found to be equal to or larger than the threshold value TH_TTC in step S1905, then the controller 50 proceeds to step S1907 and sets the repelling force F_TTC to 0.
In step S1908, the controller 50 compares the repelling force F_THW based on the time to head way THW calculated in step S1903 or S1904 to the repelling force F_TTC based on the time to collision TTC calculated in step S1906 or 1907 and selects the larger value as the repelling force Fc to be used for actuation reaction force control and braking/driving force control.
Meanwhile, if the value of the failure flag F_FAIL is found to be 1 in step S1901, i.e., if an abnormality does exist in the accelerator pedal reaction force generating device 70, then the controller 50 proceeds to step S1909 and subtracts a prescribed change amount ΔFc from the control repelling force Fc set in the previous control cycle. The change amount ΔFc is set in advance to such a value that the driver will not experience an odd feeling when it is subtracted from the control repelling force Fc. In step S1910, the controller 50 determines if the control repelling force Fc calculated in step S1909 is smaller than 0. If the control repelling force Fc is smaller than 0, then the controller 50 proceeds to step S1911 and sets the control repelling force Fc to 0. If the control repelling force Fc is equal to or larger than 0, then the controller 50 uses the control repelling force Fc calculated in step S1909 as is.
After the controller 50 calculates the control repelling force Fc in step S190, the controller 50 proceeds to step S200.
In step S200, the controller 50 uses the control repelling force Fc calculated in step S190 to calculate the driving force correction amount ΔDa and the braking force correction amount ΔDb to be used for braking/driving force control. The control processing executed in order calculate the braking and driving force correction amounts will now be explained with reference to the flowchart of FIG. 17.
In step S2001, the controller 50 estimates the driver\'s requested driving force Fda. The controller 50 contains a driver\'s requested driving force calculation map identical to that stored inside the driving force control device 60 (see FIG. 5) and estimates the driver\'s requested driving force Fda based on the accelerator pedal actuation amount SA. At the same time, the controller 50 also limits the driver\'s requested driving force Fda using the driver\'s requested driving force upper limit value TRQ_0 set in step S140. As a result, if the accelerator pedal 61 is not operated in the release direction during the period from when the failure occurs in the accelerator pedal reaction force generating device 70 until a prescribed amount of time elapses, the driver\'s requested driving force Fda is limited to a value TRQ_0 corresponding to the accelerator pedal actuation amount SA detected before the failure occurred. Otherwise, the controller 50 sets the driver\'s requested driving force Fda to a value corresponding to the current accelerator pedal actuation amount SA.
In step S2002, the controller 50 compares the driver\'s requested driving force Fda estimated in step S2001 to the control repelling force Fc. If the driver\'s requested driving force Fda is equal to or larger than control repelling force Fc (Fda≧Fc), then the controller 50 proceeds to step S2003. In step S2003, the controller 50 sets the driving force correction amount ΔDa to the value −Fc. The controller 50 then sets the braking force correction amount ΔDb to 0 in step S2004. In other words, since the difference Fda−Fc is equal to or larger than 0 (Fda−Fc>0), a positive driving force will remain even after the driving force Fda is corrected based on the control repelling force Fc. Thus, the required amount of correction can be accomplished with only the driving force control device 60 outputting a correction amount. When this control is executed, the vehicle will behave in such a fashion that the full driving force expected by the driver will not be delivered even though the driver is depressing the accelerator pedal 61. If the corrected driving force is larger than the traveling resistance, the driver will feel the vehicle exhibit more sluggish acceleration behavior. If the corrected driving force is smaller than the traveling resistance, the driver will feel the vehicle decelerate.
Meanwhile, if the result of step S2002 is negative, i.e., if the driver\'s requested driving force Fda is smaller than the control repelling force Fc (Fda<Fc), the targeted correction amount cannot be obtained with a correction amount output from the driving force control device 60 alone. Therefore, the controller 50 proceeds to step S2005 and sets the driving force correction amount ΔDa to −Fda. Then, in step S2006, the controller 50 sets the braking force correction amount ΔDb to the amount by which the correction amount ΔDa is insufficient (Fc−Fda). The driver perceives this control as deceleration behavior of the vehicle.
After the controller 50 calculates the driving force correction amount ΔDa and the braking force correction amount ΔDb in step S200, the controller 50 proceeds to step S210. In step S210, the controller 50 calculates a control amount for the actuation reaction force to be exerted by (generated in) the accelerator pedal 61, i.e., a reaction force control command value FA, based on the control repelling force Fc calculated in step S190. FIG. 18 is a plot of the accelerator pedal reaction force control command value FA versus the control repelling force Fc. As shown in FIG. 18, the accelerator pedal reaction force control command value FA increases as the control repelling force Fc increases.
In step S220, the controller 50 sends the driving force correction amount ΔDa and braking force correction amount ΔDb calculated in step S200 to the driving force control device 60 and the braking force control device 90, respectively. The driving force control device 60 calculates a target driving force based on the driving force correction amount ΔDa and the requested driving force Fda and sends a command to the engine controller 60c instructing it to generate the calculated target driving force. The braking force control device 90 calculates a target braking force based on the braking force correction amount ΔDb and the requested braking force Fdb and sends a command to the brake fluid pressure controller 90c instructing it to generate the target braking force.
In step S230, the controller 50 sends the accelerator pedal reaction force control command value FA calculated in step S210 to the accelerator pedal reaction force control device 70. The accelerator pedal reaction force generating device 70 controls the accelerator pedal reaction force such that a reaction force corresponding to the command value from the controller 50 is added to the normal reaction force corresponding to the accelerator pedal actuation amount SA. After the command value is sent, the current cycle of the control loop ends.
The operational effects achieved with a vehicle driving assist system 1 in accordance with the first embodiment of the present invention will now be explained. FIGS. 19 (a) to 19 (c) show examples of how the failure flag F_FAIL, the accelerator pedal actuation amount SA, and the engine torque change with time. At a time t1, a failure is detected in the accelerator pedal reaction force generating device 70 and the value of the failure flag F_FAIL goes to 1. As a result, the additional reaction force exerted by the accelerator pedal 61 in accordance with the risk potential RP, i.e., the control repelling force Fc, decreases. Meanwhile, the accelerator pedal actuation amount SA increases, as shown in FIG. 19 (b). However, as indicated with a broken line in FIG. 20, the value of the driver\'s requested driving force Fda with respect to the accelerator pedal actuation amount SA is limited to the upper limit torque TRQ_0 starting from the failure detection time t1. As a result, even though the accelerator pedal actuation amount increases, the engine torque exerted against the vehicle does not increase, as indicated with the solid line in FIG. 19 (c).
At a time t2, the accelerator pedal is operated in the release direction and the driver requested driving force Fda begins being calculated according to the normal characteristic indicated with the solid-line curve in FIG. 20. As a result, the engine torque changes in accordance with the accelerator pedal actuation amount SA.
The vehicle driving assist system 1 is configured to detect at least the host vehicle speed Vh and the following distance D of the host vehicle with respect to an obstacle existing in front of the host vehicle, and, based on these detected quantities, the system 1 calculates a risk potential RP indicating the degree of convergence of the vehicle with respect to the obstacle. Additionally, the system 1 calculates an actuation reaction force to be exerted by the accelerator pedal 61, i.e., an accelerator pedal reaction force control command value FA, based on the risk potential RP and instructs the accelerator pedal reaction force generating device 70 to cause the accelerator pedal 61 to exert the calculated actuation reaction force. The vehicle driving assist system 1 also detects if the accelerator pedal reaction force 70 has failed and corrects an engine torque characteristic (hereinafter called “reference characteristic”) expressing the engine torque versus the accelerator pedal actuation amount SA based on the result of the failure detection. As a result, when the accelerator pedal reaction force generating device 70 fails, the engine torque characteristic with respect to the accelerator pedal actuation amount is corrected such that the engine torque can be controlled in such a fashion that the driver does not experience a feeling that something is odd about the vehicle.
The vehicle driving assist system 1 is configured to correct the reference characteristic such that the amount by which the engine torque increases with respect to an increase in the accelerator pedal actuation amount SA is suppressed for a prescribed amount of time, i.e., until the time T_FAIL elapses, after a failure of the accelerator pedal reaction force generating section 70 is detected. After the prescribed amount of time has elapsed or when the system 1 detects that the accelerator pedal 61 has been operated in the release direction, the system 1 returns from the corrected engine torque characteristic to the reference characteristic indicated with the solid-line curve in FIG. 20. More specifically, the system 1 limits the engine requested driving force Fda to the upper limit value TRQ_0 corresponding to the accelerator pedal actuation amount SA that existed immediately before the failure was detected. As a result, even if the accelerator pedal actuation amount SA increases after the accelerator pedal reaction force generating device 70 fails, the engine torque can be limited such that it does not increase.
The accelerator pedal reaction force generating device 70 has the actuator 70a and the actuator drive circuit 70b for adding an actuation reaction force to the accelerator pedal 61. The controller 50 is configured to detect abnormalities in the actuator 70a and the actuator drive circuit 70b. As a result, when it detects an abnormality in the actuator 70a or the drive circuit 70b, the controller 50 can determine that the accelerator pedal reaction force generating device 70 has failed and correct the engine torque characteristic.
The controller 50 is configured to detect such abnormalities in the actuator 70a and the actuator drive circuit 70b as severed connections, short circuits, and overheating. When it detects a severed connection, a short circuit, or overheating, the controller 50 can determine that the accelerator pedal reaction force generating device 70 has failed and correct the engine torque characteristic.
The controller 50 is configured to detect that the accelerator pedal 61 has been operated in the release direction when the accelerator pedal actuation amount SA decreases by a prescribed amount θ_DEC or more. As a result, operation of the accelerator pedal 61 in the release direction can be determined accurately.
The vehicle driving assist system 1 is provided with the driving force control device 60 and the braking force control device 90 for controlling the driving force and the braking force exerted against the host vehicle based on the risk potential. If a failure of the accelerator pedal reaction force generating device 70 is detected, the control amounts for the braking force and the driving force controlled in accordance with the risk potential RP are gradually decreased. More specifically, when a failure is detected, the change amount ΔFc of the control repelling force Fc is gradually reduced, thereby causing the driving force correction amount ΔDa and the braking force correction amount ΔDb to gradually decrease. As a result, the when the accelerator pedal reaction force generating device 70 fails, the control executed by the entire vehicle driving assist system 1 is ended in a gradual manner.
A vehicle driving assist system in accordance with a second embodiment of the present invention will now be explained. The basic constituent features of a vehicle driving assist system in accordance with the second embodiment are the same as those of the first embodiment shown in FIG. 1. The second embodiment will be explained mainly by describing its differences with respect to the first embodiment.
In the second embodiment, when a failure of the accelerator pedal reaction force generating device 70 is detected, the engine torque characteristic is corrected such that the engine torque does not readily increase when the accelerator pedal 61 is depressed. More specifically, the amount by which the driver\'s requested driving force Fda increases with respect to an increase in accelerator pedal actuation amount SA is reduced.
The failure countermeasure processing executed in the second embodiment will now be explained with reference to the flowchart of FIG. 21. This processing is executed at step S140 of the flowchart shown in FIG. 9.
In step S1421, the controller 50 determines if a failure has occurred by checking if the value of the failure flag F_FAIL set in step S130 is 1. If the value of the flag F_FAIL is 0, then an abnormality does not exist and the controller 50 proceeds to step S1422, where it sets a timer T_FAIL to an initial value. In step S1423, the controller 50 stores the current accelerator pedal actuation amount SA detected by the accelerator pedal stroke sensor 62 as an initial value θ0.
If it determines in step S1421 that a failure exists, i.e., that the value of F_FAIL is 1, then the controller 50 proceeds to step S1424 and determines if the value of the timer T_FAIL is 0. If the value of the timer T_FAIL is 0, the processing of step S140 ends. If the value of the timer T_FAIL is not 0, then the controller 50 proceeds to step S1425 and determines if the accelerator pedal 61 is being operated in the release direction. In step S1426, the controller 50 checks the result of the determination made in step S1425. If the accelerator pedal 61 has been operated in the return direction, then the controller 50 proceeds to step S1427 and resets the timer T_FAIL to 0. Meanwhile, if the accelerator pedal 61 has not been operated in the release direction, then the controller 50 proceeds to step S1428 and executes engine torque correction processing such that an increase in engine torque will be suppressed.
FIG. 22 shows a plot of the driver\'s requested driving force Fda versus the accelerator pedal actuation amount SA. When the accelerator pedal reaction force generating device 70 is operating normally, i.e., is not failing, the driver\'s requested driving force Fda increases proportionally with respect to the accelerator pedal actuation amount SA as indicated with the solid-line curve. If a failure of the accelerator pedal reaction force generating device 70 is detected when, for example, the accelerator pedal actuation amount SA equals a value SA1, the relationship between the driver\'s requested driving force Fda and the accelerator pedal actuation amount SA is corrected such that the amount by which the driver\'s requested driving force Fda increases in response to any further depression of the accelerator pedal 61 is smaller than normal. In other words, the amount ΔTQ by which the driver\'s requested driving force Fda changes with respect to an increase Δθ in the accelerator pedal actuation amount SA is decreased in comparison to the amount by which the driver\'s requested driving force Fda would change if the accelerator pedal reaction force generating device 70 were operating normally.
The control processing executed in order to correct the engine torque will now be explained with reference to the flowchart of FIG. 23. In step S1428, the controller 50 calculates the change amount Δθ of the accelerator pedal actuation amount SA, i.e., the amount by which the accelerator pedal has been depressed further since the previous control cycle. The change amount Δθ is given by (current accelerator pedal actuation amount SA=θ_NEW)−(accelerator pedal actuation amount SA detected in previous) cycle=θ_OLD). In step S14282, the controller 50 calculates the change amount ΔTQ of the driver\'s requested driving force Fda corresponding to the change amount Δθ of the accelerator pedal actuation amount. The change amount ΔTQ is calculated according to the normal characteristic indicated with the solid-line curve in FIG. 22.
In step S14283, the controller 50 uses the Equation 7 shown below to calculate an updated driver\'s requested driving force value TQ_NEW, which is a corrected value of the driver\'s requested driving force Fda for use when a failure has occurred.
TQ_NEW=TQ_OLD+K—TQ×ΔTQ (Equation 7)
In Equation 7, the term TQ_OLD is the driver\'s requested driving force Fda or the updated driver\'s requested driving force value set in the previous control cycle. The term K_TQ is a correction coefficient for the driver\'s requested driving force Fda and is set to, for example, 0.5 (0<K_TQ<1).
By calculating the updated requested driving force value TQ_NEW using Equation 7, the engine torque characteristic is corrected to the broken-line curve shown in FIG. 22 such that the amount ΔTQ by which the requested driving force increases with respect to a change A0 in the accelerator pedal actuation amount SA is reduced.
After the controller 50 completes the calculation of the updated driver\'s requested driving force value TQ_NEW so as to correct the engine torque characteristic in step S1428, the controller 50 proceeds to step S1429. In step S1429, the controller 50 reduces the value of the timer T_FAIL by 1. The updated driver\'s requested driving force value TQ_NEW calculated in step S1428 is used to calculate the driving force correction amount ΔDa and the braking force correction amount ΔDb in step S200.
(1) The vehicle driving assist system 1 is configured to correct the reference characteristic such that the amount by which the engine torque increases with respect to an increase in the accelerator pedal actuation amount SA is suppressed for a prescribed amount of time, i.e., until the time T_FAIL elapses, after a failure of the accelerator pedal reaction force generating section 70 is detected. After the prescribed amount of time has elapsed or when the system 1 detects that the accelerator pedal 61 has been operated in the release direction, the system 1 returns from the corrected engine torque characteristic to the reference characteristic. More specifically, the amount ΔTQ by which the requested driving force Fda increases with respect to an increase Δθ in the depression amount of the accelerator pedal is corrected after a failure is detected such that the amount by which the engine torque increases with respect to depression of the accelerator pedal 61 is suppressed. As a result, even if the accelerator pedal actuation amount SA increases after the accelerator pedal reaction force generating device 70 fails, the resulting increase in engine torque can be suppressed.
(2) The controller 50 is configured to suppress the amount by which the engine torque increases in response to depression of the accelerator pedal 61 by multiplying a correction coefficient K_TQ times the engine torque increase amount ΔTQ calculated based on the increase amount Δθ of the accelerator pedal actuation amount SA using the reference characteristic. The amount by which the engine torque increases in response to depression of the accelerator pedal 61 can be suppressed by setting the correction coefficient K_TQ to a prescribed value smaller than 1, e.g., 0.5. The value of the correction coefficient K_TQ is not limited to 0.5 and can be set to any appropriate value that is larger than 0 and smaller than 1 (0<K_TQ<1).
A vehicle driving assist system in accordance with a third embodiment will now be explained. The basic constituent features of a vehicle driving assist system in accordance with the third embodiment are the same as those of the first embodiment shown in FIG. 1. The third embodiment will be explained mainly by describing its differences with respect to the first embodiment.
In the third embodiment, when the system detects that the accelerator pedal has been suddenly depressed after a failure of the accelerator pedal reaction force generating device 70 has been detected, the engine torque characteristic is corrected such that the engine torque is limited to an upper limit value. The failure countermeasure processing executed in the third embodiment will now be explained with reference to the flowchart of FIG. 24. This processing is executed at step S140 of the flowchart shown in FIG. 9.
In step S1431, the controller 50 determines if a failure has occurred by checking if the value of the failure flag F_FAIL set in step S130 is 1. If the value of the flag F_FAIL is 0, then an abnormality does not exist and the controller 50 proceeds to step S1432, where it sets a timer T_FAIL to an initial value. In step S1433, the controller 50 stores the current accelerator pedal actuation amount SA detected by the accelerator pedal stroke sensor 62 as an initial value θ0. In step S1434, the controller 50 stores a driver\'s requested driving force TRQ_0 corresponding to the current accelerator pedal actuation amount SA.
If it determines in step S1431 that a failure exists, i.e., that the value of F_FAIL is 1, then the controller 50 proceeds to step S1435 and determines if the value of the timer T_FAIL is 0. If the value of the timer T_FAIL is 0, the processing of step S140 ends. If the value of the timer T_FAIL is not 0, then the controller 50 proceeds to step S1436 and determines if the accelerator pedal 61 is being operated in the release direction. In step S1437, then the controller 50 checks the result of the determination made in step S1436. If the accelerator pedal 61 has been operated in the return direction, then the controller 50 proceeds to step S1438 and resets the timer T_FAIL to 0. Meanwhile, if the accelerator pedal 61 has not been operated in the return direction, then the controller 50 proceeds to step S1439 and determines if the accelerator pedal 61 has been suddenly depressed. The control processing executed in order to determine if the accelerator pedal 61 has been suddenly depressed will now be explained with reference to the flowchart of FIG. 25.
In step S14391, the controller 50 calculates the accelerator pedal actuation speed Sv. The actuation speed Sv is calculated, for example, by differentiating the accelerator pedal actuation amount SA with respect to time. In step S14392, the controller 50 compares the accelerator pedal actuation speed Sv to a prescribed value Sv1. The prescribed value Sv1 is set in advance to an appropriate value (threshold value) (Sv1>0) for determining if the actuation speed of the accelerator pedal 61 corresponds to a sudden depression of the accelerator pedal 61. If the actuation speed Sv is larger than the value Sv1, then the controller 50 proceeds to step S14393 and determines that the accelerator pedal 61 has been depressed suddenly. If the actuation speed Sv is equal to or smaller than Sv1, then the controller 50 proceeds to step S14394 and determines that a sudden depression of the accelerator pedal 61 has not occurred.
After the processing of step S1439 for determining if the accelerator pedal 61 has been depressed suddenly has been completed, the controller 50 proceeds to step S1440 and checks the result of the determination as to whether or not the accelerator pedal 61 has been depressed suddenly. If the accelerator pedal 61 has been depressed suddenly, then the controller 50 proceeds to step S1441 and sets the upper limit value of the driver\'s requested driving force to the value TRQ_0 stored in step S1434. If the accelerator pedal 61 has not been depressed suddenly, then the controller 50 skips step S1441 and proceeds to step S1442. In step S1442, the controller 50 reduces the value of the timer T_FAIL by 1.
The requested driving force upper limit TRQ_0 is calculated as described previously and is used in step S200 to calculate the driving force correction amount ΔDa and the braking force correction amount ΔDb. Thus, when a sudden depression of the accelerator pedal 61 is detected within a prescribed amount of time after a failure of the accelerator pedal reaction force generating device 70 is detected, the engine torque is corrected such that it does not increase in response to the depression of the accelerator pedal 61.
The third embodiment just described can provide the following operational effects in addition to the effects provided by the first and second embodiments.
(1) The vehicle driving assist system 1 is configured to correct the reference characteristic such that the amount by which the engine torque increases with respect to an increase in the accelerator pedal actuation amount SA is suppressed when a sudden depression of the accelerator pedal 61 is detected within a prescribed amount of time, i.e., before the time T_FAIL elapses, after a failure of the accelerator pedal reaction force generating device 70 is detected. After the prescribed amount of time has elapsed or when the system 1 detects that the accelerator pedal 61 has been operated in the release direction, the system 1 returns from the corrected engine torque characteristic to the reference characteristic. More specifically, the system 1 limits the engine requested driving force Fda to the upper limit value TRQ_0 corresponding to the accelerator pedal actuation amount SA that existed immediately before the failure was detected. As a result, even if the accelerator pedal actuation amount SA increases due to a sudden depression of the accelerator pedal 61 after the accelerator pedal reaction force generating device 70 fails, the engine torque can be limited such that it does not increase.
Additionally, it is also possible to configure the system 1 such that when a sudden depression of the accelerator pedal 61 is detected within a prescribed amount of time after a failure of the accelerator pedal reaction force generating device 70 is detected, the engine torque characteristic is corrected such that the engine torque does not readily increase when the accelerator pedal 61 is depressed. More specifically, in this alternative configuration, the amount ΔTQ by which the driver\'s requested driving force Fda increases with respect to an increase in accelerator pedal actuation amount SA is reduced using the correction coefficient K_TQ.
A vehicle driving assist system in accordance with a fourth embodiment will now be explained. The basic constituent features of a vehicle driving assist system in accordance with the fourth embodiment are the same as those of the first embodiment shown in FIG. 1. The fourth embodiment will be explained mainly by describing its differences with respect to the first embodiment.
In the fourth embodiment, when a failure of the accelerator pedal reaction force generating device 70 is detected, the amount by which the driver\'s requested driving force Fda increases with respect to an increase in the accelerator pedal actuation amount SA is reduced and the amount by which the requested driving force increase amount is suppressed is varied in accordance with the actuation reaction force that was being added to the accelerator pedal 61 before the failure occurred.
The failure countermeasure processing executed in the fourth embodiment will now be explained with reference to the flowchart of FIG. 26. This processing is executed at step S140 of the flowchart shown in FIG. 9.
In step S1451, the controller 50 determines if a failure has occurred by checking if the value of the failure flag F_FAIL set in step S130 is 1. If the value of the flag F_FAIL is 0, then the controller 50 proceeds to step S1452 where it acquires the accelerator pedal reaction force control command value FA calculated based on the risk potential RP, i.e., the control repelling force Fc, in the previous control cycle and stores that value as a previous-cycle additional reaction force value F_PEDAL. In step S1453, the controller 50 sets the timer T_FAIL to an initial value. In step S1454, the controller 50 stores the current accelerator pedal actuation amount SA detected by the accelerator pedal stroke sensor 62 as an initial value θ0.
If it determines in step S1451 that a failure exists, i.e., that the value of F_FAIL is 1, then the controller 50 proceeds to step S1455 and determines if the value of the timer T_FAIL is 0. If the value of the timer T_FAIL is 0, the processing of step S140 ends. If the value of the timer T_FAIL is not 0, then the controller 50 proceeds to step S1456 and determines if the accelerator pedal 61 is being operated in the release direction. In step S1457, the controller 50 checks the result of the determination made in step S1456. If the accelerator pedal 61 has been operated in the return direction, then the controller 50 proceeds to step S1458 and resets the timer T_FAIL to 0. Meanwhile, if the accelerator pedal 61 has not been operated in the release direction, then the controller 50 proceeds to step S1459 and executes engine torque correction processing such that an increase in engine torque will be suppressed. The control processing executed in order to correct the engine torque will now be explained with reference to the flowchart of FIG. 27.
In step S14591, the controller 50 calculates the change amount Δθ of the accelerator pedal actuation amount SA (Δθ=θ_NEW−θ_OLD). In step S14592, the controller 50 calculates the change amount ΔTQ of the driver\'s requested driving force Fda corresponding to the change amount Δθ of the accelerator pedal actuation amount SA based on the normal characteristic. In step S14593, the controller 50 uses the Equation 8 shown below to calculate an updated driver\'s requested driving force value TQ_NEW, which is a corrected value of the driver\'s requested driving force Fda for use when a failure has occurred.
TQ_NEW=TQ_OLD+K—TQ—F×ΔTQ (Equation 8)
In Equation 8, the term K_TQ_F is a coefficient for correcting the driver\'s requested driving force Fda, and is set in accordance with the previous-cycle additional reaction force value F_PEDAL.
FIG. 28 is a plot of the correction coefficient K_TQ_F versus the previous-cycle accelerator pedal additional reaction force value F_PEDAL (0<K_TQ_F<1). The correction coefficient K_TQ_F decreases as the previous-cycle additional reaction force value F_PEDAL increases. As a result, the larger the additional reaction force that was exerted against the accelerator pedal 61 before the failure occurred, the larger the amount by which the increase in engine torque is suppressed when the driver depresses the accelerator pedal 61 more deeply due to the occurrence of the failure. Conversely, the smaller the additional reaction force is before the failure occurs, the smaller effect of accelerator pedal operation is when the additional reaction force ceases to be exerted due to the failure and, therefore, the correction coefficient K_TQ_F is increased to a value closer to 1.
After the controller 50 completes the calculation of the updated driver\'s requested driving force value TQ_NEW so as to correct the engine torque characteristic in step S1459, the controller 50 proceeds to step S1460 In step S1460, the controller 50 reduces the value of the timer T_FAIL by 1. The updated driver\'s requested driving force value TQ_NEW calculated in step S1459 is used to calculate the driving force correction amount ΔDa and the braking force correction amount ΔDb in step S200.
The fourth embodiment just described can provide the following operational effects in addition to the effects provided by the first to third embodiments.
The controller 50 is configured to set the amount by which the increase in engine torque is suppressed based on the actuation reaction force calculated immediately before the failure of the accelerator pedal reaction force generating device 70 is detected such that the amount of suppression increases as the same actuation reaction force increases. More specifically, the correction coefficient K_TQ_F is calculated based on the reaction force control command value FA that was calculated based on the risk potential RP immediately before the failure was detected, and the correction coefficient K_TQ_F is multiplied by the requested driving force increase amount ΔTQ corresponding to the amount Δθ by which the depression amount of accelerator pedal 61 has increased since the previous cycle. As a result, the amount by which any increase in engine torque is suppressed can be increased in accordance with the size of the additional reaction force that was being added to (exerted by) the accelerator pedal 61 immediately before the failure.
Additionally, similarly to the third embodiment, it is also possible to configure the system 1 such that when a sudden depression of the accelerator pedal 61 is detected after a failure of the accelerator pedal reaction force generating device 70 has been detected, the amount by which the increase in engine torque is suppressed is adjusted based on the additional reaction force that was exerted immediately before the failure.
A vehicle driving assist system in accordance with a fifth embodiment will now be explained. The basic constituent features of a vehicle driving assist system in accordance with the fifth embodiment are the same as those of the first embodiment shown in FIG. 1. In the fifth embodiment, it is assumed that the vehicle in which the vehicle driving assist system is installed is provided with an automatic transmission. The fifth embodiment will be explained mainly by describing its differences with respect to the first embodiment.
In the fifth embodiment, when a failure of the accelerator pedal reaction force generating device 70 occurs, the engine torque characteristic is corrected such that an upper limit value of the engine torque is limited and the shift control that normally accompanies accelerator pedal operation is prohibited. The failure countermeasure processing executed in the fifth embodiment will now be explained with reference to the flowchart of FIG. 29. This processing is executed at step S140 of the flowchart shown in FIG. 9.
In step S1471, the controller 50 determines if a failure has occurred by checking if the value of the failure flag F_FAIL set in step S130 is 1. If the value of the flag F_FAIL is 0, then an abnormality does not exist and the controller 50 proceeds to step S1472, where it sets a timer T_FAIL to an initial value. In step S1473, the controller 50 stores the current accelerator pedal actuation amount SA detected by the accelerator pedal stroke sensor 62 as an initial value θ0. In step S1474, the controller 50 sends a signal permitting a kick down (hereinafter called a “kick down permission signal) to the automatic transmission (not shown in figures), i.e., a signal giving permission for the automatic permission to downshift automatically when the accelerator pedal 61 is depressed fully and the engine load becomes large. In step S1475, the controller 50 stores a driver\'s requested driving force TRQ_0 corresponding to the current accelerator pedal actuation amount SA.
If it determines in step S1471 that a failure exists, i.e., that the value of F_FAIL is 1, then the controller 50 proceeds to step S1476 and determines if the value of the timer T_FAIL is 0. If the value of the timer T_FAIL is 0, then the controller 50 proceeds to step S1477 and sends a kick down permission signal to the automatic transmission before ending the control loop of step S140. If the value of the timer T_FAIL is not 0, then the controller 50 proceeds to step S1478 and determines if the accelerator pedal 61 is being operated in the release direction. In step S1479, the controller 50 checks the result of the determination made in step S1478. If the accelerator pedal 61 has been operated in the return direction, then the controller 50 proceeds to step S1480 sends a kick down permission signal to the automatic transmission. In step S1481, the controller 50 resets the timer T_FAIL to 0.
Meanwhile, if it determines in step S1479 that the accelerator pedal 61 has not been operated in the return direction, then the controller 50 proceeds to step S1482 and sets an upper limit value of the driver\'s requested driving force to the value TRQ_0 stored in step S1475. In step S1483, the controller 50 sends a signal prohibiting kick down (hereinafter called “a kick down prohibition signal”) to the automatic transmission. In step S1484, the controller 50 reduces the value of the timer T_FAIL by 1. The requested driving force upper limit TRQ_0 is used in step S200 to calculate the driving force correction amount ΔDa and the braking force correction amount ΔDb.
Thus, when a failure of the accelerator pedal reaction force generating device 70 is detected, the engine torque is corrected such that the engine torque does not increase in response to depression of the accelerator pedal 61. Additionally, the automatic transmission is prohibited from kicking down when the accelerator pedal 61 is depressed fully. It is also acceptable to configure the system such that when a failure of the accelerator pedal reaction force generating device 70 occurs, the controller 50 changes the shift to make it more difficult for the automatic transmission to downshift instead of simply prohibiting the automatic transmission from kicking down.
The controller 50 is configured such that when a failure is detected, the controller 50 prohibits the automatic transmission from kicking down in response to depression of the accelerator pedal 61 until a prescribed amount of time elapses, i.e., until the time T_FAIL elapses, or until an operation of the accelerator pedal 61 in the release direction is detected. As a result, the automatic transmission can be prevented from downshifting when the accelerator pedal reaction force generating device 70 has failed.
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