Vehicle driving assistance device

Abstract

To suppress a vehicle from being accelerated unintentionally.SOLUTION: A vehicle operation support device 100 according to the present invention comprises: an abnormal acceleration component detecting part 130 that detects whether an event where a vehicle may be accelerated unintentionally has occurred or not; and a regulating part 143 that regulates a driving torque-up quantity, when an execution condition under which driving torque-up is executed preferentially by a driving torque-up control prioritizing part 142 is satisfied and when the abnormal acceleration component detecting part 130 detects that the event where the vehicle may be accelerated unintentionally has occurred.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a driving assistance device for a vehicle. [Background technology]

[0002] Conventionally, driving assistance devices for vehicles equipped with automatic braking systems for mitigating damage caused by a collision between the vehicle and an obstacle ahead have been known. Some of these driving assistance devices have an accelerator override function that prioritizes the driver's acceleration without braking or torque reduction if the driver accelerates by operating the accelerator pedal, even if it is determined that there is a high possibility of a collision with an obstacle ahead. The accelerator override function is intended to allow the driver to avoid the obstacle ahead through driver operation, etc.

[0003] In the vehicle driving assistance device of Patent Document 1, it is disclosed that an accelerator override determination unit instructs a brake control unit to release emergency automatic braking when the amount of change in accelerator opening is greater than a threshold value. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 6521430 Summary of the Invention [Problem to be solved by the invention]

[0005] However, with the accelerator override function, for example, if the driver coughs or sneezes, causing the driver's entire body to lean forward and the accelerator pedal to be depressed, unintended acceleration may occur. In this way, when an event that could result in unintended acceleration occurs in a situation where braking or torque reduction should be performed, the accelerator override function will operate in a manner that does not conform to its intended purpose.

[0006] The present invention has been made in consideration of the above-mentioned problems, and has an object to suppress unintended acceleration. [Means for solving the problem]

[0007] The present invention provides a driving assistance device for a vehicle, which includes: a forward obstacle information calculation means for calculating information about a forward obstacle from a periphery recognition sensor; an acceleration operation detection means for detecting whether or not the driver is performing an acceleration operation; a driving torque reduction control means for reducing the driving torque to avoid a collision with the forward obstacle when it is determined that there is a high possibility of a collision with the forward obstacle; and a driving torque increase control priority means for prohibiting the driving torque reduction by the driving torque reduction control means and prioritizing the implementation of a driving torque increase when the acceleration operation detection means detects an acceleration operation by the driver of a certain level or more when a condition for implementing the driving torque reduction by the driving torque reduction control means is satisfied, wherein the driving assistance device includes: an abnormal acceleration element detection means for detecting whether or not an event that may result in unintended acceleration is occurring; before When the conditions for implementing the drive torque reduction by the drive torque reduction control means are satisfied, The driving torque increase control priority means prioritizes the driving torque increase. Detects acceleration above a certain level The abnormal acceleration element detection means detects that no event that may result in unintended acceleration has occurred. In this case, the driving torque reduction control means is prohibited from reducing the driving torque, and an accelerator override is performed to prioritize increasing the driving torque, and the abnormal acceleration element detection means detects that an event that may result in unintended acceleration is occurring. to The driving torque reduction control means controls the amount of drive torque increase, and the driving torque reduction control is performed when the driving torque reduction execution condition is satisfied. Driving torque by Bigger High torque and , the accelerator override The driving torque or the rate of increase of the driving torque and a regulating means for generating torque at a smaller torque or torque increase rate. [Effects of the Invention]

[0008] According to the present invention, unintended acceleration can be suppressed. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a diagram showing a schematic configuration of a main part of a vehicle. [Figure 2] FIG. 2 is a diagram illustrating a functional configuration of a driving assistance device of a vehicle. [Figure 3] 3 is a flowchart showing a process executed by a driving assistance device of a vehicle. [Figure 4] 10 is a timing chart showing an example of restricting the drive torque increase amount. [Figure 5] 10 is a timing chart showing an example of restricting the drive torque increase amount. [Figure 6] 10 is a timing chart showing an example of restricting the drive torque increase amount. [Figure 7] 10 is a timing chart showing an example of restricting the drive torque increase amount. DETAILED DESCRIPTION OF THE INVENTION

[0010] In an embodiment according to the present invention, a vehicle driving assistance device 100 includes a forward obstacle information calculation unit 120 that calculates information about a forward obstacle from a periphery recognition sensor 40, an acceleration operation detection unit 110 that detects whether or not the driver is performing an acceleration operation, a driving torque down control unit 141 that reduces the driving torque to avoid a collision with the forward obstacle when it is determined that there is a high possibility of a collision with the forward obstacle, and a driving torque up control priority unit 142 that prohibits the driving torque down by the driving torque down control unit 141 and prioritizes the implementation of driving torque up when the acceleration operation detection unit 110 detects an acceleration operation by the driver of a certain level or more when an implementation condition for driving torque down by the driving torque down control unit 141 is satisfied, and further includes an abnormal acceleration element detection unit 130 that detects whether or not an event that could result in unintended acceleration is occurring, and a regulation unit 143 that regulates the amount of driving torque up when the implementation condition for prioritizing the implementation of driving torque up by the driving torque up control priority unit 142 is satisfied and the abnormal acceleration element detection unit 130 detects that an event that could result in unintended acceleration is occurring. According to this embodiment, when an abnormal acceleration factor unintended by the driver is detected, the amount of drive torque increase is restricted, thereby making it possible to suppress unintended acceleration. [Example]

[0011] Preferred embodiments of the present invention will now be described with reference to the accompanying drawings. Fig. 1 is a diagram showing a schematic configuration of a main part of a vehicle 1 according to this embodiment. Note that Fig. 1 is simplified for the sake of convenience in explaining this embodiment, and components that are normally included in the vehicle 1 are assumed to be included even if they are not shown in the figure. A vehicle 1 according to the embodiment includes a power unit 10, an ECU 20, a driver's seat 30, a surrounding recognition sensor 40, and the like.

[0012] The power unit 10 is a driving source for driving the vehicle 1. The power unit 10 can use, for example, an engine as an internal combustion engine, a motor as an electric motor, or a combination of an engine and a motor. The ECU (Electronic Control Unit) 20 controls the power unit 10 and various components constituting the vehicle 1 based on driving operations such as the operation of an accelerator pedal 21 by the driver and information from various sensors. The ECU 20 is not limited to a single ECU, and may be configured with multiple ECUs working together.

[0013] The driver's seat 30 is a seat for a driver to sit in. The driver's seat 30 is provided with a driver's seat belt 31 for restraining the driver's body in the driver's seat 30. When not in use, the seat belt 31 is stored in a wound state in a seat belt retractor, and when in use, the driver pulls the seat belt 31 out of the seat belt retractor and engages it with the buckle. The driver's seat 30 of this embodiment is provided with a seat belt tension sensor 32 that measures the tension on the seat belt 31 and a withdrawal amount sensor 33 that measures the withdrawal amount of the seat belt 31 withdrawn from the seat belt retractor. The driver's seat 30 of this embodiment is also provided with a seat load sensor 34 that detects the load of the driver seated in the driver's seat 30.

[0014] The periphery recognition sensor 40 is a sensor for recognizing the periphery of the vehicle 1. The periphery recognition sensor 40 of this embodiment is mainly used to detect a forward obstacle present in front of the vehicle 1. The periphery recognition sensor 40 may be, for example, a laser radar, a millimeter wave radar, a camera, or the like.

[0015] Fig. 2 is a diagram showing a functional configuration of the vehicle driving assistance device 100 according to this embodiment. The functional configuration of the vehicle driving assistance device 100 shown in Fig. 2 is realized, for example, by a CPU included in the ECU 20 executing a program stored in a memory. The vehicle driving assistance device 100 includes a periphery recognition sensor 40, an acceleration operation detection unit 110, a forward obstacle information calculation unit 120, an abnormal acceleration element detection unit 130, a drive torque control unit 140, and a drive unit 150. Note that the same components as those in Fig. 1 are denoted by the same reference numerals, and descriptions thereof will be omitted as appropriate.

[0016] The acceleration operation detection unit 110 detects whether or not the driver is performing an acceleration operation. Specifically, the acceleration operation detection unit 110 detects whether or not the driver is performing an acceleration operation based on information from an accelerator pedal stroke sensor and an accelerator opening sensor. Based on information from the accelerator pedal stroke sensor, the acceleration operation detection unit 110 detects that the driver is performing an acceleration operation when the accelerator pedal stroke is greater than a predetermined stroke, and detects that the driver is not performing an acceleration operation when the accelerator pedal stroke is less than the predetermined stroke. Alternatively, based on information from the accelerator opening sensor, the acceleration operation detection unit 110 detects that the driver is performing an acceleration operation when the accelerator opening is equal to or greater than a predetermined opening, and detects that the driver is not performing an acceleration operation when the accelerator opening is less than the predetermined opening. The acceleration operation detection unit 110 transmits to the driving torque control unit 140 information on whether or not the driver is performing an acceleration operation, and information from various sensors. The acceleration operation detection unit 110 may detect whether or not the driver is performing an acceleration operation based on information from both the accelerator pedal stroke sensor and the accelerator opening sensor, or may detect based on information from an accelerator pedal SW (switch), or may detect by a method other than those described above.

[0017] The forward obstacle information calculation unit 120 calculates information about the forward obstacle based on information from the periphery recognition sensor 40. Here, the information about the forward obstacle means the relative distance between the host vehicle and the forward obstacle and the relative speed between the host vehicle and the forward obstacle. Specifically, the forward obstacle information calculation unit 120 calculates the relative distance between the host vehicle and the forward obstacle and the relative speed between the host vehicle and the forward obstacle based on the information from the periphery recognition sensor 40. The forward obstacle information calculation unit 120 transmits the calculated information about the forward obstacle to the driving torque control unit 140.

[0018] The abnormal acceleration element detection unit 130 detects whether an event that could result in unintended acceleration is occurring. Here, unintended acceleration refers to acceleration that is not intended by the driver. Events that could result in unintended acceleration include a phenomenon in which the driver's entire body leans forward due to coughing, sneezing, etc., or a phenomenon in which the driver's entire body leans forward due to an abnormal health condition such as a heart attack or subarachnoid hemorrhage. In such a phenomenon in which the entire body leans forward, the driver may depress the accelerator pedal 21, and depressing the accelerator pedal 21 will result in unintended acceleration.

[0019] Here, a specific method by which the abnormal acceleration element detection unit 130 detects whether or not an event that may result in unintended acceleration is occurring will be described. The first method is a method of detection based on parameters related to the seat belt. As described above, when an event that may result in unintended acceleration occurs, the driver's entire body leans forward. At this time, the tension applied to the driver's seat belt 31 fluctuates to increase, or the amount (length) of the seat belt 31 withdrawn from the seat belt retractor fluctuates to increase.

[0020] Therefore, the abnormal acceleration element detection unit 130 can detect the occurrence of an event that may result in unintended acceleration, based on the tension applied to the driver's seat belt 31. The tension applied to the driver's seat belt 31 can be acquired from the seat belt tension sensor 32. Specifically, the abnormal acceleration element detection unit 130 detects the occurrence of an event that may result in unintended acceleration, based on the information from the seat belt tension sensor 32, when tension equal to or greater than a predetermined tension is applied to the seat belt 31.

[0021] Furthermore, the abnormal acceleration element detection unit 130 can detect the occurrence of an event that may result in unintended acceleration based on the withdrawal amount of the driver's seat belt 31. The withdrawal amount of the driver's seat belt can be acquired from the withdrawal amount sensor 33. Based on information from the withdrawal amount sensor 33, the abnormal acceleration element detection unit 130 detects the occurrence of an event that may result in unintended acceleration when the withdrawal amount is greater than or equal to a predetermined amount.

[0022] The second method is a method of detection based on fluctuations in the seat load of the driver's seat 30. As described above, when an event that could result in unintended acceleration occurs, the driver's entire body leans forward. At this time, the seat load applied to the driver's seat 30 fluctuates. Therefore, the abnormal acceleration element detection unit 130 can detect the occurrence of an event that may result in unintended acceleration based on a change in the seat load of the driver's seat 30. The change in the seat load of the driver's seat 30 can be acquired from the seat load sensor 34. Specifically, the abnormal acceleration element detection unit 130 detects the occurrence of an event that may result in unintended acceleration when the seat load increases or decreases by a predetermined percentage with respect to the average seat load based on information from the seat load sensor 34. Note that the average seat load can be an average value of seat loads measured at predetermined time intervals from the start of driving to the present time, or a seat load value stored in advance for each driver.

[0023] The abnormal acceleration element detection unit 130 transmits to the drive torque control unit 140 information indicating whether or not an event that may result in unintended acceleration is occurring. The abnormal acceleration element detection unit 130 may use a method other than the above to detect whether an event that may result in unintended acceleration is occurring.

[0024] The driving torque control unit 140 controls the driving torque by performing driving control on the driving unit 150. In normal driving conditions, the driving torque control unit 140 performs driving control on the driving unit 150 so that the driving torque corresponds to the driver's operation of the accelerator pedal 21. In addition, in conditions where unintended acceleration may occur, the driving torque control unit 140 performs driving control to suppress unintended acceleration. The driving torque control unit 140 includes a driving torque reduction control unit 141 , a driving torque increase control priority unit 142 , and a restriction unit 143 .

[0025] The driving torque reduction control unit 141 determines whether or not there is a high possibility of collision with the obstacle ahead, based on the information about the obstacle ahead calculated by the obstacle ahead information calculation unit 120. Specifically, the driving torque reduction control unit 141 calculates the time until the host vehicle collides with the obstacle ahead at the current time by dividing the "relative distance between the host vehicle and the obstacle ahead" by the "relative speed between the host vehicle and the obstacle ahead." If the calculated time is equal to or less than a predetermined time, it determines that there is a high possibility of collision with the obstacle ahead, and if the calculated time is greater (longer) than the predetermined time, it determines that there is a low possibility of collision with the obstacle ahead.

[0026] Furthermore, when the driving torque reduction control unit 141 determines that there is a high possibility of a collision with a forward obstacle, it reduces the driving torque to avoid a collision with the forward obstacle. This processing is processing for reducing damage caused by a collision with the forward obstacle. Specifically, when the power unit 10 includes an engine, the driving torque reduction control unit 141 reduces the driving torque by setting the throttle opening and the fuel injection amount to zero. When the power unit 10 includes a motor, the driving torque reduction control unit 141 reduces the driving torque by stopping the supply of power to the motor. However, as will be described later, even when it determines that there is a high possibility of a collision with a forward obstacle, the driving torque reduction control unit 141 does not reduce the driving torque if it receives a notification from the driving torque increase control priority unit 142 to prohibit the driving torque reduction. When the driving torque reduction control unit 141 determines that there is a high possibility of a collision with an obstacle ahead, it notifies the driving torque increase control priority unit 142 of information indicating that the conditions for implementing driving torque reduction are met.

[0027] When the acceleration operation detection unit 110 detects an acceleration operation by the driver of a certain level or more while the conditions for implementing the driving torque reduction by the driving torque reduction control unit 141 are satisfied, the driving torque increase control priority unit 142 prohibits the driving torque reduction by the driving torque reduction control unit 141 and prioritizes the implementation of the driving torque increase. This process is an accelerator override function, which prioritizes the driver's acceleration operation over suppression of the driving torque to mitigate damage caused by a collision with a forward obstacle. Specifically, when the driving torque increase control priority unit 142 receives information indicating that the implementation conditions for the driving torque reduction are satisfied from the driving torque reduction control unit 141, and detects an acceleration operation by the driver of a certain level or more based on information from various sensors (accelerator pedal stroke sensor, accelerator opening sensor) acquired from the acceleration operation detection unit 110, the driving torque increase control priority unit 142 notifies the driving torque decrease control unit 141 to prohibit the driving torque decrease. Furthermore, the driving torque increase control priority unit 142 prioritizes the implementation of the driving torque increase by controlling the drive unit 150. When the conditions for prioritizing the implementation of the drive torque increase are met, the drive torque increase control priority unit 142 notifies the restriction unit 143 of information indicating that the conditions for prioritizing the implementation of the drive torque increase have been met.

[0028] The regulating unit 143 regulates the amount of drive torque boost when an implementation condition (a condition for executing the accelerator override function) that prioritizes the implementation of drive torque boost by the drive torque boost control priority unit 142 is satisfied and the abnormal acceleration element detection unit 130 detects that an event that may result in unintended acceleration is occurring. This process is a process for suppressing unintended acceleration. Specifically, when the regulating unit 143 is notified by the drive torque boost control priority unit 142 of information indicating that an implementation condition that prioritizes the implementation of drive torque boost has been satisfied, if the regulating unit 143 receives information from the abnormal acceleration element detection unit 130 indicating that an event that may result in unintended acceleration is occurring, the regulating unit 143 regulates the amount of drive torque boost.

[0029] Here, a specific method by which the regulating unit 143 regulates the amount of drive torque increase will be described. The first method is to suppress the amount of drive torque increase. Specifically, the regulating unit 143 controls the drive unit 150 so that the drive torque increase amount is smaller than the drive torque increase amount when the drive torque increase control priority unit 142 increases the drive torque. For example, if the power unit 10 includes an engine, the regulating unit 143 suppresses the opening amount of the throttle opening and the amount of injected fuel. Furthermore, if the power unit 10 includes a motor, the drive torque down control unit 141 suppresses the supply of power to the motor.

[0030] The second method is to set the drive torque to 0. For example, if the power unit 10 includes an engine, the regulating unit 143 sets the throttle opening to 0 or the amount of injected fuel to 0. Furthermore, if the power unit 10 includes a motor, the regulating unit 143 stops the supply of electric power to the motor.

[0031] The third method is to set a limit on the maximum drive torque. Specifically, the regulating unit 143 controls the drive unit 150 so that the drive torque does not exceed a predetermined value. For example, if the power unit 10 includes an engine, the regulating unit 143 controls the throttle opening so that it does not exceed a predetermined value, or controls the amount of injected fuel so that it does not exceed a predetermined value. Furthermore, if the power unit 10 includes a motor, the regulating unit 143 controls the motor so that it does not supply power above a predetermined value.

[0032] The fourth method is to provide a delay time. Specifically, the regulating unit 143 controls the drive unit 150 so that the drive torque increase is performed later than the timing when the drive torque increase control priority unit 142 performs the drive torque increase. For example, if the power unit 10 includes an engine, the regulating unit 143 controls the throttle opening to be opened later or controls the injection of fuel to be injected later. Furthermore, if the power unit 10 includes a motor, the regulating unit 143 controls the supply of electric power to the motor to be delayed.

[0033] The regulating unit 143 is not limited to implementing any one of the first to fourth methods, but may also regulate the amount of drive torque increase by implementing a combination of two or more of the first to fourth methods.

[0034] The drive unit 150 includes components necessary for controlling drive torque, including the power unit 10. If the power unit 10 includes an engine, the drive unit 150 also includes a throttle body, a fuel injector, etc. If the power unit 10 includes a motor, the drive unit 150 also includes an inverter, etc.

[0035] Fig. 3 is a flowchart showing the processing executed by the vehicle driving assistance device 100 according to this embodiment. The flowchart of Fig. 3 is implemented, for example, by the CPU included in the ECU 20 executing a program stored in memory. The flowchart of Fig. 3 is started in response to an instruction from the driver to start the vehicle 1.

[0036] In step S1, the drive torque reduction control unit 141 determines whether or not there is a high possibility of a collision with a forward obstacle based on the information about the forward obstacle calculated by the forward obstacle information calculation unit 120. Note that the specific processing of step S1 has been omitted here because it has been described above in the explanation of the drive torque reduction control unit 141 among the functional configurations in Figure 2. If there is a high possibility of a collision with a forward obstacle, the process proceeds to S2, and if there is not a high possibility of a collision with a forward obstacle, the process of S1 is continued until the possibility of a collision with a forward obstacle becomes high.

[0037] In step S2, the acceleration operation detection unit 110 detects whether or not the driver is performing an acceleration operation. Note that the specific processing of step S2 has been omitted here because it has been described above in the explanation of the acceleration operation detection unit 110 in the functional configuration of Fig. 2. If an acceleration operation by the driver is not detected, the process proceeds to S3, and if an acceleration operation by the driver is detected, the process proceeds to S4.

[0038] In step S3, the driving torque reduction control unit 141 reduces the driving torque to avoid a collision with a forward obstacle. The situation when the process proceeds to step S3 is one in which there is a high possibility of a collision with a forward obstacle and the driver is not performing an acceleration operation, so there is no need to execute the accelerator override function, and processing is performed to reduce damage caused by a collision with a forward obstacle. Note that the specific processing of step S3 has been described above in the explanation of the driving torque reduction control unit 141 among the functional configurations in FIG. 2, and therefore will not be repeated here.

[0039] In step S4, the abnormal acceleration element detection unit 130 detects whether an event that could result in unintended acceleration is occurring. As described above, an event that could result in unintended acceleration is a phenomenon in which the driver's entire body leans forward due to coughing, sneezing, etc., or a phenomenon in which the driver's entire body leans forward due to an abnormal health condition such as a heart attack or subarachnoid hemorrhage. Note that the specific processing of step S4 has been described above in the explanation of the abnormal acceleration element detection unit 130 in the functional configuration of FIG. 2, so it will not be described here. If it is not detected that an event that could result in unintended acceleration is occurring, the process proceeds to S5, and if it is detected that an event that could result in unintended acceleration is occurring, the process proceeds to S6.

[0040] In step S5, the driving torque increase control priority unit 142 prohibits the driving torque reduction control unit 141 from reducing the driving torque, and performs control to prioritize the implementation of driving torque increase. When the vehicle proceeds to step S5, processing is performed to execute the accelerator override function because there is a high possibility of a collision with an obstacle ahead, but the driver is performing an acceleration operation. Note that the specific processing of step S5 has been described above in the explanation of the driving torque increase control priority unit 142 in the functional configuration of Figure 2, and therefore will not be repeated here.

[0041] In step S6, the regulating unit 143 regulates the amount of drive torque boost. When the process proceeds to step S6, the conditions for executing the accelerator override function are met, but an event that could result in unintended acceleration has occurred, so the amount of drive torque boost is regulated. Specifically, there are the first to fourth methods described above for regulating the amount of drive torque boost.

[0042] FIG. 4 is a timing chart showing an example of restricting the drive torque increase amount by the first method. As shown in Figure 4, at time T1, as the vehicle approaches an obstacle ahead, the possibility of a collision changes from "no" to "possible" as shown in (a). Next, at time T2, drive torque reduction is implemented to reduce damage as shown in (b). Next, at time T3, the accelerator pedal is operated to accelerate beyond a certain level as shown in (c). At the same time, seatbelt-related parameters increase and seat load fluctuate as shown in (d), potentially resulting in unintended acceleration. Therefore, as shown in (b), the amount of drive torque increase is regulated. Here, an example is shown in which the drive torque is zero at time T3 and gradually increases to the conventional drive torque (the drive torque when the accelerator override function is activated, as shown by the two-dot chain line). In this way, by gradually increasing the drive torque, unintended acceleration by the driver can be suppressed, and even if the driver intentionally accelerates, drive torque corresponding to the acceleration operation can be generated.

[0043] 5 is a timing chart showing an example of restricting the amount of drive torque increase by the second method, which differs from FIG. 4 in the method of restricting the amount of drive torque increase at time T3. Here, as shown in (b), from time T3 onwards, the driving torque is controlled to be continuously 0. By keeping the driving torque at 0 in this way, it is possible to suppress acceleration unintended by the driver.

[0044] 6 is a timing chart showing an example of restricting the amount of drive torque increase by the third method, which differs from that in FIG. 4 in the method of restricting the amount of drive torque increase at time T3. Here, as shown in (b), a limit is set on the maximum drive torque, and control is performed so that it does not exceed a predetermined drive torque. In this way, by preventing the drive torque from exceeding a predetermined value, it is possible to suppress acceleration that is not intended by the driver.

[0045] 7 is a timing chart showing an example of restricting the amount of drive torque increase by the fourth method, which differs from that in FIG. 4 in the method of restricting the amount of drive torque increase at time T3. Here, as shown in (b), the drive torque increase is controlled to be implemented later than time T3. It is preferable to set the delay time Td shown in FIG. 7 to the time from the moment the driver unintentionally starts depressing the accelerator pedal 21, for example, when the driver coughs or sneezes, until the driver releases the accelerator pedal 21 and returns it to its original position. By setting the delay time Td in this manner, even if the driver depresses the accelerator pedal 21 while coughing or sneezing, the driver can realize that the accelerator pedal 21 has been unintentionally depressed and release the pedal within the delay time Td, thereby preventing unintended acceleration by the driver. On the other hand, if the driver intentionally accelerates, the driver will continue the acceleration operation beyond the delay time Td, and the drive torque corresponding to the acceleration operation can be generated immediately after the delay time T.

[0046] As described above, according to this embodiment, when the conditions for prioritizing the implementation of drive torque-boost by drive torque-boost control priority unit 142 are satisfied and the abnormal acceleration element detection unit 130 detects that an event that could result in unintended acceleration is occurring, regulation unit 143 regulates the amount of drive torque-boost. In other words, when an element of abnormal acceleration unintended by the driver is detected, control is performed to regulate drive torque-boost according to the accelerator opening, thereby making it possible to prevent the accelerator override function from operating in a manner that is not in line with its intended purpose, i.e., to prevent unintended acceleration.

[0047] Furthermore, according to this embodiment, the abnormal acceleration element detection unit 130 determines whether an event that could result in unintended acceleration is occurring based on parameters related to the driver's seat belt. By utilizing the fact that the parameters related to the seat belt fluctuate when the driver leans forward due to coughing, sneezing, etc., it is possible to more accurately determine whether an event that could result in unintended acceleration is occurring if the driver's acceleration operation (depression of the accelerator pedal 21) and a fluctuation in the parameters related to the seat belt occur simultaneously. Therefore, unintended acceleration can be more accurately suppressed.

[0048] Furthermore, according to this embodiment, the abnormal acceleration element detection unit 130 determines whether an event that could result in unintended acceleration is occurring based on a change in the seat load. By utilizing the fact that the seat load changes when the driver leans forward due to coughing, sneezing, etc., if the driver's acceleration operation (depression of the accelerator pedal 21) and a change in a parameter related to the seat belt occur simultaneously, it is possible to more accurately determine whether an event that could result in unintended acceleration is occurring. Therefore, unintended acceleration can be more accurately suppressed.

[0049] In the above-described embodiment, the occurrence of an event that may result in unintended acceleration has been described as being determined based on parameters related to the driver's seat belt or fluctuations in the seat load. However, other methods may also be used. For example, the occurrence of an event that may result in unintended acceleration may be determined by measuring the velocity of particles in the driver's breath and detecting coughing or sneezing based on the measured velocity of the particles. Furthermore, the occurrence of an event that may result in unintended acceleration may also be determined based on information from a body sensor, such as a heart rate sensor, attached to the driver. Furthermore, the occurrence of an event that may result in unintended acceleration may also be determined based on images captured by a camera that captures the interior of the vehicle.

[0050] However, for example, the above-mentioned detection method based on the speed of exhaled particles may not be able to properly detect when the driver coughs or sneezes with their mouth closed. Furthermore, the above-mentioned detection method based on information from a body sensor may detect that the driver is simply feeling anxious due to the risk of a collision, and therefore may not be able to properly detect. Furthermore, the above-mentioned detection method based on images captured by a camera capturing the interior of the vehicle may not be able to properly detect when the vehicle is backlit or in the dark. On the other hand, by making a determination based on parameters related to the driver's seat belt or fluctuations in the seat load, it is possible to more accurately determine whether an event that could result in unintended acceleration is occurring.

[0051] Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and modifications and the like are possible within the scope of the present invention. The vehicle driving assistance device 100 to which the present invention is applied may be configured by a plurality of computer devices working together. [Explanation of symbols]

[0052] 1: Vehicle 10: Power unit 20: ECU 30: Driver's seat 31: Seat belt 32: Seat belt tension sensor 33: Pull-out amount sensor 34: Seat load sensor 40: Surrounding recognition sensor 100: Vehicle driving assistance device 110: Acceleration operation detection unit 120: Forward obstacle information calculation unit 130: Abnormal acceleration element detection unit 140: Driving torque control unit 141: Driving torque down control unit 142: Driving torque up control priority unit 143: Regulation unit 150: Driving unit

Claims

1. a forward obstacle information calculation means for calculating information about a forward obstacle from a periphery recognition sensor; an acceleration operation detection means for detecting whether or not a driver is performing an acceleration operation; a driving torque reduction control means for reducing the driving torque to avoid collision with the forward obstacle when it is determined that there is a high possibility of collision with the forward obstacle; a driving torque increase control priority means for prohibiting the driving torque reduction by the driving torque reduction control means and giving priority to the implementation of driving torque increase when the acceleration operation detection means detects an acceleration operation by the driver of a certain level or more when a condition for implementing driving torque reduction by the driving torque reduction control means is satisfied, an abnormal acceleration factor detection means for detecting whether an event that may result in unintended acceleration is occurring; When the conditions for implementing the drive torque reduction by the drive torque reduction control means are satisfied, an acceleration operation of a certain level or more is detected as an implementation condition for prioritizing the implementation of the drive torque increase by the drive torque increase control priority means, When the abnormal acceleration element detection means detects that no event that may result in unintended acceleration is occurring, the drive torque reduction control means prohibits the drive torque reduction from being performed and performs an accelerator override that prioritizes the implementation of drive torque increase, and a regulation means for regulating the amount of drive torque increase when the abnormal acceleration element detection means detects that an event that could result in unintended acceleration is occurring, and for generating torque at a torque or torque increase rate that is greater than the drive torque due to the drive torque down that is implemented when the implementation conditions for drive torque down by the drive torque down control means are satisfied and that is smaller than the drive torque or increase rate of the drive torque due to the drive torque up that is implemented by the accelerator override.

2. 2. The vehicle driving assistance device according to claim 1, wherein the abnormal acceleration element detection means determines whether an event that may result in unintended acceleration is occurring based on a parameter related to a seat belt in a driver's seat.

3. The parameter related to the seat belt is a tension applied to the seat belt, 3. The vehicle driving assistance device according to claim 2, wherein the abnormal acceleration element detection means determines that an event that may result in unintended acceleration is occurring when tension applied to the seat belt increases.

4. The parameter related to the seat belt is a length of the seat belt that is withdrawn, 3. The vehicle driving assistance device according to claim 2, wherein the abnormal acceleration element detection means determines that an event that may result in unintended acceleration is occurring when the length of the seat belt unwound increases.

5. 5. The vehicle driving assistance device according to claim 1, wherein the abnormal acceleration element detection means determines whether an event that may result in unintended acceleration is occurring based on a change in the seat load of the driver's seat.

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