JP2010006279A - Lane keeping support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve responsiveness while suppressing a sense of the incongruity of a driver when performing control to maintain a traveling lane. <P>SOLUTION: A target yaw rate and target lateral acceleration arithmetic part 21 calculates a target yaw rate r* and target lateral acceleration G<SB>y</SB>* by using vehicle speed V and a radius R of curvature. A first subtractor 31 subtracts a yaw rate r based on an image generated by a camera from the target yaw rate r* to calculate yaw rate deviation (r*-r). A first function operation part 41 adjusts the deviation (r*-r) from the target yaw rate r* in a range of a dead zone by using a function C<SB>1</SB>which has a small output when the function C<SB>1</SB>is in the range of the dead zone and a large output when the function C<SB>1</SB>exceeds the range of the dead zone. C<SB>1</SB>(r*-r) calculated in the first function operation part 41 is used for the calculation of an assist torque additional amount T<SB>δ</SB>to control a power steering mechanism. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a lane keeping assist device.

  2. Description of the Related Art Conventionally, there is known a vehicle control device that performs steering torque assist so as to maintain a vehicle travel line at a target travel line, that is, to keep the vehicle in a lane (see Patent Document 1).

In the technique of Patent Document 1, when a disturbance occurs, a steering amount larger than a normal steering amount is applied to the vehicle, so that the vehicle in which the disturbance has occurred is appropriately kept in the lane. In addition, this technique prevents unnecessary operation torque assist from being performed by changing the steering amount in accordance with the degree of disturbance. In this way, the technique of Patent Document 1 achieves both lane keeping performance and steering feeling.
JP 2007-15575 A

  However, in the technique of Patent Document 1, when vehicle control is performed so that responsiveness is improved, movements in the yaw direction and the lateral direction of the vehicle may change suddenly. For this reason, the driver feels uncomfortable and may feel uncomfortable.

  The present invention has been proposed to solve the above-described problem, and provides a lane keeping assist device capable of improving responsiveness while suppressing a sense of incongruity to a driver when performing control to maintain a traveling lane. The purpose is to provide.

  The lane keeping assist device according to the present invention uses a deflection state quantity detection unit that detects a deflection state quantity of a vehicle with respect to a road lane, and the deflection state quantity detected by the deflection state quantity detection unit. Control amount generating means for generating a control amount for maintaining the state of traveling along the lane, and adjusting the control amount generated by the control amount generating means to be within a dead zone based on the sensitivity characteristics of the driver And a steering wheel control means for controlling the steering angle of the steering wheel of the vehicle based on the control amount adjusted by the control amount adjustment means.

  The deflection state quantity detection means detects the deflection state quantity of the vehicle with respect to the road lane. The control amount generating means generates a control amount for maintaining the state in which the vehicle travels along the lane, that is, a control amount for keeping the travel line, using at least the deflection state amount. The control amount adjusting means adjusts the generated control amount so as to be within a dead zone based on the driver's sensitivity characteristics. Here, since the range of the dead zone varies depending on the content of the control amount, it is set to a range according to the content of the control amount. Then, the steered wheel control means controls the steering angle of the steered wheel of the vehicle based on the adjusted control amount.

  Therefore, according to the present invention, the control amount for maintaining the state where the vehicle travels along the lane is adjusted so as to be within the range of the dead zone based on the sensitivity characteristics of the driver, which makes the driver feel uncomfortable. And the lane in which the vehicle travels can be maintained.

  The lane keeping assist device according to the present invention generates a control amount for maintaining a state in which the vehicle travels along the lane using the deflection state amount, and uses the generated control amount for the dead zone based on the sensitivity characteristics of the driver. The lane on which the vehicle travels while improving the responsiveness while suppressing the sense of discomfort to the driver by adjusting the steering angle of the steering wheel of the vehicle based on the adjusted control amount. Can be maintained.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

[First Embodiment]
FIG. 1 is a diagram showing a schematic configuration of a lane keeping assist device according to an embodiment of the present invention. The lane keeping assist device is mounted on a vehicle and controls the front wheel and rear wheel steering angles so as to suppress the uncomfortable feeling generated in the driver.

  Specifically, as shown in FIG. 1, the lane keeping assist device is generated in a steering angle sensor 11 that detects a steering angle according to the operation of the steering handle STH and a steering shaft SHF connected to the steering handle STH. A torque sensor 12 that detects torque, a camera 13 that captures an image of the front of the vehicle and generates an image, and a vehicle speed sensor 14 that detects the traveling speed of the vehicle (hereinafter referred to as “vehicle speed”) are provided.

  Further, the lane keeping assist device includes a lateral acceleration sensor 15 that detects lateral acceleration generated in the vehicle, a yaw rate sensor 18, a power steering mechanism 16 that applies torque to the steering shaft SHF, and a rear wheel that controls a rear wheel steering angle. A steering mechanism 17 and an electronic control unit (hereinafter referred to as “ECU”) 20 that controls the power steering mechanism 16 and the rear wheel steering mechanism 17 based on signals from the camera 13 and each sensor are provided.

  The power steering mechanism 16 includes a motor (not shown) that is driven according to control from the ECU 20. The power steering mechanism 16 assists the driver's steering by transmitting torque generated by the motor (hereinafter referred to as “assist torque”) to the steering shaft SHF. The assist torque is calculated by the ECU 20. The rear wheel steering mechanism 17 controls the steering angle of the rear wheels according to the control of the ECU 20.

  Based on the image generated by the camera 13, the ECU 20 detects the yaw angle θ and the lateral displacement D that are the deflection state of the vehicle with respect to the travel line, and the curvature radius R that represents the road state.

  FIG. 2 is a diagram illustrating a positional relationship between the vehicle and the travel lane. In the present embodiment, the yaw angle θ, the lateral displacement D, and the radius of curvature R are detected as follows, for example.

  The ECU 20 recognizes the white lines H <b> 1 and H <b> 2 from the image generated by the camera 13. Then, the ECU 20 calculates the curvature radius R of the road as the road information based on the image-recognized white lines H1 and H2, and calculates the yaw angle θ and the lateral displacement D as the deflection state. The yaw angle θ is an angle formed by the tangential direction Tan of the road and the center line Cc of the vehicle 50, that is, an angle at which the vehicle is inclined with respect to the road. The lateral displacement D is an amount by which the center line Cc of the vehicle is deviated from the center line Cr of the road.

  In the present embodiment, the ECU 20 detects the yaw angle θ, the lateral displacement D, and the curvature radius R. However, the present invention is not limited to this, and an image processing device separate from the ECU 20 includes a yaw angle θ, Either the displacement D or the radius of curvature R may be detected.

  Instead of the camera 13, a preview sensor using a radar may detect the yaw angle θ, the lateral displacement D, and the curvature radius R. Further, the yaw angle θ may be obtained by time integration of the yaw rate detected by the yaw rate sensor 18. Further, the curvature radius R may be information transmitted from the traffic management device as infrastructure information and received by the in-vehicle receiving device.

  Further, the ECU 20 calculates an assist torque for assisting the driver's steering based on the detection results of the torque sensor 12 and the vehicle speed sensor 14, and controls the power steering mechanism 16 so as to generate the assist torque.

Further, the ECU 20 controls the power steering mechanism 16 and the rear wheel steering mechanism 17 based on signals from the camera 13 and each sensor so that the vehicle maintains the traveling lane. In this case, the ECU 20 further adds a control amount (hereinafter referred to as “assist torque addition amount”) T _δ to the assist torque of the power steering mechanism 16 and a steering angle δ _r of the steered wheels in the rear wheel steering mechanism 17. The calculation is performed as follows.

  FIG. 3 is a block diagram showing a functional configuration of the ECU 20. The ECU 20 performs a subtraction with a target yaw rate / target lateral acceleration calculation unit 21 that calculates a target yaw rate and a target lateral acceleration, a front and rear wheel steering angle calculation unit 22 that calculates a front wheel steering angle and a rear wheel steering angle, respectively. To fourth subtracters 31 to 34, and first to fifth function calculators 41 to 45 for performing predetermined function calculations, respectively.

The target yaw rate / target lateral acceleration calculation unit 21 calculates a target yaw rate and a target lateral acceleration for maintaining the lane in which the current vehicle is traveling. Specifically, the target yaw rate / target lateral acceleration calculation unit 21 uses the vehicle speed V detected by the vehicle speed sensor 14 and the radius of curvature R based on the image generated by the camera 13 to obtain the following equation (1 ) And (2), the target value of the yaw rate r of the vehicle (hereinafter referred to as “target yaw rate”) r ^* and the target value of the lateral acceleration G _y (hereinafter referred to as “target lateral acceleration”) G _y ^* are calculated. To do.

  Since these target yaw rate and target lateral acceleration are ideal values derived from the formula of the inertial force of circular motion, they are values expected by the driver for the vehicle motion state.

The first subtractor 31 subtracts the yaw rate r actually detected by the yaw rate sensor 18 from the target yaw rate r ^* calculated by the target yaw rate / target lateral acceleration calculation unit 21 to obtain a yaw rate deviation (r ^* −r). Is calculated.

Second subtractor 32, from the target yaw rate target lateral acceleration computing unit 21 the target lateral acceleration G is calculated by _y ^*, by subtracting the lateral acceleration G _y which is actually detected by the lateral acceleration sensor 15, lateral acceleration deviation (G _y ^* −G _y ) is calculated.

The first function calculation unit 41 calculates an output value C ₁ (r ^* −r) with respect to the yaw rate deviation (r ^* −r) based on the characteristics of the function C ₁ .

Figure 4 is a diagram showing characteristics of the function C _1. Functions C ₁ is an increasing function of the input value is from zero to a predetermined value increases gradually, rapidly increases exceeds a predetermined value. Hereinafter, in the present embodiment, this slowly increasing range from zero to a predetermined value is referred to as a dead zone. The dead zone is a range that does not give the driver a sense of incongruity, and differs depending on the type of parameter and the target value of the parameter.

Here, according to Weber's law, the discrimination threshold (dead zone) increases as the physical quantity increases. From this, the upper limit of the dead zone, which is the predetermined value, is a small value when the target yaw rate r ^* is small, but can be a large value when the target yaw rate r ^* is large. For example, if it is found that the Weber ratio (discrimination threshold / stimulation amount) of the target yaw rate r ^{* to} the yaw rate deviation (r ^* −r) is 0.2 as a result of a running test or the like, the upper limit value of the dead zone is set. It can be calculated from 0.2 × target yaw rate r ^* . Thereby, when the target yaw rate r ^* is large, a large deviation (yaw rate deviation) can be allowed.

As shown in FIG. 4, the first function calculation unit 41 uses a function C ₁ that has a small output when it is within the dead zone and a large output when the dead zone is exceeded. Then, the deviation from the target yaw rate r ^* is adjusted within the range of the dead zone. Accordingly, the vehicle can be kept in the lane without giving the driver a sense of incongruity due to the vehicle motion.

Further, since the range of the dead zone becomes wider as the target yaw rate r ^* increases, the deviation may be increased so that the output rises. As a result, not only the yaw rate, but also deviations of all other control amounts (lateral acceleration, lateral displacement, yaw angle), which will be described later, can be easily set within the dead zone.

  By the way, Ono et al., “Study on Driver Expectations and Motion Sensation Characteristics for Vehicle Motion”, Proc. Of the 16th Annual Meeting of the Japan Society of Mechanical Engineers, pp 179-182 (2007) (hereinafter referred to as “Document 1”). When the subject was given the visual and bodily yaw rotational movements independently, the visual recognition threshold became smaller than the bodily sensation recognition threshold. That is, it was found that the subject mainly felt “visually” about the minute yaw movement. In this case, the visual yaw rate recognition threshold was 0.07 deg / s r.m.s. Therefore, the upper limit value of the dead zone of the yaw rate can be a value around 0.07 deg / s r.m.s, for example, 0.06, 0.07, or 0.08 deg / s r.m.s.

Similarly, according to Document 1, it was found that when the subject was given lateral movements of visual and bodily sensation independently, the subject felt the slight lateral movement mainly by “sensation”. In this case, the recognition threshold value of the visual lateral jerk (time differential value of lateral acceleration) is 0.06 m / s ³ r. m. s. Therefore, the upper limit of the dead zone of the lateral jerk, the value of near 0.06 m / s ³ rms, can be, for example 0.05,0.06,0.07m / s ³ rms.

In addition, M.M. J. et al. According to MJ Griffn, “Handbook of Human Vibration”, the visual recognition threshold for lateral acceleration is 0.01 m / s ² r. m. s. Therefore, the upper limit of the dead zone of the lateral acceleration, 0.01 m / s ² rms around the value may be, for example 0.005,0.01,0.02m / s ² rms.

Note that the upper limit value of the dead zone of the yaw rate is not limited to changing according to the value of the target yaw rate r ^* itself, but may be changed according to the rate of change of the target yaw rate r ^* . Further, the yaw rate r, the lateral acceleration G _y , and the lateral displacement D are correlated, and when any parameter changes, the other parameters also change. Therefore, the upper limit value of the dead zone of the yaw rate is not limited to the target yaw rate r ^*, and can be changed according to the amount of change even when other target values (for example, the target lateral acceleration G _y ), the lateral displacement D, and the like change. It is.

The second function calculator 42 calculates an output value C ₂ (θ) with respect to the yaw angle θ based on the characteristics of the function C ₂ . The third function calculator 43 outputs an output value C ₃ (G _y ^* ) for the lateral acceleration deviation ((G _y ^* −G _y )) calculated by the second subtractor 32 based on the characteristics of the function C ₃ ^. -G _y) to calculate the. The fourth function calculation unit 44 calculates an output value C ₄ (D) for the lateral displacement D detected by the camera 13 shown in FIG. 1 based on the characteristic of the function C ₄ .

The functions C _{2 to} C ₄ described above are increasing functions that increase gradually from zero to a predetermined value and increase rapidly when the input value exceeds the predetermined value, as in the function C ₁ shown in FIG. . In addition, the upper limit value of the dead zone of the functions C _{2 to} C ₄ differs depending on the type of parameter and the target value of the parameter. That is, the functions C _{2 to} C ₄ have the same characteristics as the function C ₁ except for the target parameter and the range of the dead zone.

The third subtractor 33 calculates C ₂ (θ calculated by the second function calculation unit 42 from C ₁ (r ^* −r) calculated by the first function calculation unit 41 according to the equation (3). ) Is subtracted to calculate the yaw moment M generated in the vehicle.

The fourth subtractor 34 is calculated by the fourth function calculation unit 44 from C ₃ ((G _y ^* −G _y )) calculated by the third function calculation unit 43 according to the equation (4). C ₄ (D) is subtracted to calculate the lateral force F _y generated in the vehicle.

The front and rear wheel steering angle calculation unit 22 uses the moment M calculated by the third subtractor 33 and the lateral force F _y calculated by the fourth subtractor 34, and uses the equations (5) and (6). Accordingly, the front wheel lateral force F _yf and the rear wheel lateral force F _yr are calculated.

FIG. 5 is a diagram showing a two-wheel model. In this embodiment, a two-wheel model shown in FIG. 5 is used. In this two-wheel model, the lateral force F _y is generated in a direction perpendicular to the front direction of the vehicle at the center of gravity of the vehicle. The center of gravity of the vehicle is a distance l _f from the center of the front wheel and a distance l _r from the center of the rear wheel.

The front and rear wheel steering angle calculation unit 22 then calculates the front wheel lateral force F _yf and the rear wheel lateral force F _yr calculated as described above, the vehicle speed V detected by the vehicle speed sensor 14, the yaw rate r detected by the yaw rate sensor 18, Using the vehicle body slip angle β, the front wheel steering angle δ _f and the rear wheel steering angle δ _r are calculated according to equations (7) and (8). The vehicle body slip angle β is calculated based on the yaw rate r, the vehicle speed V, the lateral acceleration G _y , and the turning angle (front wheel steering angle δ _f , rear wheel steering angle δ _r ). The method for calculating the vehicle body slip angle β is not particularly limited, and for example, a technique described in Japanese Patent Application Laid-Open No. 2003-118557 or Japanese Patent Application Laid-Open No. 2003-118612 can be used.

Here, K _f is the front wheel cornering stiffness, K _r is the cornering stiffness of the rear wheel.

The fifth function calculation unit 45 outputs an output value for the front wheel steering angle δ _f calculated by the front and rear wheel steering angle calculation unit 22 based on the characteristic of the function C ₅ , that is, an assist torque addition amount T _δ (= C ₅ ( δ _f )) is calculated.

Figure 6 is a diagram showing characteristics of the function C _5. The function C ₅ increases as the input value (front wheel steering angle δ _f ) increases, and the rate at which the output value (assist torque addition amount T _δ ) approaches the threshold value Th decreases, and the output value becomes the threshold value Th. Is a function that maintains the output value at the threshold Th, no matter how large the input value becomes. The threshold Th is set according to the magnitude of the steering torque detected by the torque sensor 12 shown in FIG.

In the present embodiment, the range for the output value of the function C ₅ is made from zero to the threshold Th of the dead zone. Therefore, when the threshold value Th is a large value, the range of the dead zone is widened, but when the threshold value Th is small, the range of the dead zone is narrowed.

By this function C _5, the assist torque additional amount T _[delta] is always within the range of the dead band, discomfort to the steering wheel STH operation time of the driver is suppressed. Further, since the range of the dead zone becomes wider as the threshold value Th corresponding to the steering torque becomes larger, in this case, the assist torque addition amount _Tδ may be made larger. Accordingly, since the front wheel steering angle [delta] _f can be accurately realized, easily yaw rate, the deviation of the lateral acceleration in the range of the dead band.

Then, ECU 20 controls the power steering mechanism 16 to generate a torque obtained by adding the assist torque additional amount T _[delta] to assist torque, rear wheels as steered wheel is a rear wheel steering angle [delta] _r steering mechanism 17 To control.

  Note that the ECU 20 may preferentially adjust the parameter having a high sensitivity characteristic of the driver to the dead band range when all the parameters described above cannot be adjusted within the dead band range at the same time.

Specifically, when the vehicle speed detected by the vehicle speed sensor 14 is smaller than a predetermined threshold, the ECU 20 sets each of these parameters in the order of the assist torque addition amount T _δ (steering reaction force), the yaw rate deviation, and the lateral acceleration deviation. May be adjusted so as to be within the range of the dead zone. When the vehicle speed detected by the vehicle speed sensor 14 is greater than a predetermined threshold, the ECU 20 sets these parameters in the dead zone in the order of the assist torque addition amount T _δ (steering reaction force), the lateral acceleration deviation, and the yaw rate deviation. The adjustment may be made so that it is within the range.

  As described above, the lane keeping assist device according to the embodiment of the present invention sets the target value expected by the driver for keeping the driving line, and sets the deviation between the target value and the actual value as the human susceptibility characteristic. The power steering mechanism 16 and the rear wheel steering mechanism 17 are each controlled based on this deviation. The lane keeping assist device adjusts the power steering mechanism 16 and the rear wheel steering mechanism 17 to adjust not only the deviation but also the yaw angle θ and the lateral displacement D so that they are within a dead zone based on human sensitivity characteristics. Control. As a result, the lane keeping assist device can keep the driving line of the vehicle without giving the driver a sense of incongruity.

In addition, the lane keeping assist device can set the control range within the dead zone by setting the range of the dead zone wider as the target value increases, and it is easy to set all the control amounts within the dead zone at the same time. can do. Note that the lane keeping assist device controls the control amount with high driver sensitivity, that is, the assist torque addition amount T _δ in the dead zone range in a case where all the control amounts cannot be within the dead zone range at the same time. Thus, it is possible to suppress the driver's uncomfortable feeling.

  It should be noted that the present invention is not limited to the above-described embodiment, and it is needless to say that the present invention can also be applied to a design modified within the scope described in the claims.

It is a figure which shows schematic structure of the lane maintenance assistance apparatus which concerns on embodiment of this invention. It is a figure which shows the positional relationship of a vehicle and a driving | running lane. It is a block diagram which shows the functional structure of ECU. Is a diagram showing characteristics of the function C _1. It is a figure which shows a two-wheel model. Is a diagram showing characteristics of the function C _5.

Explanation of symbols

11 Steering angle sensor 12 Torque sensor 13 Camera 14 Vehicle speed sensor 15 Lateral acceleration sensor 16 Power steering mechanism 17 Rear wheel steering mechanism 20 ECU
21 target yaw rate / target lateral acceleration calculation unit 22 front and rear wheel steering angle calculation units 31 to 34 first to fourth subtracters 41 to 44 first to fourth function calculation units

Claims (8)

A deflection state quantity detecting means for detecting a deflection state quantity of the vehicle with respect to a road lane;
Control amount generation means for generating a control amount for maintaining the vehicle traveling along the lane using the deflection state quantity detected by the deflection state quantity detection means;
A control amount adjusting means for adjusting the control amount generated by the control amount generating means so as to be within a dead zone based on the sensitivity characteristics of the driver;
Steering wheel control means for controlling the steering angle of the steering wheel of the vehicle based on the control amount adjusted by the control amount adjusting means;
Lane maintenance support device with A motion state amount detecting means for detecting a motion state amount of the vehicle;
Road information detection means for detecting road state information indicating the state of the road on which the vehicle travels, and
The control amount generation unit generates the control amount by further using at least one of an exercise state amount detected by the exercise state amount detection unit and road information detected by the road information detection unit. Item 2. A lane keeping assist device according to item 1. When the deflection state quantity is within the dead band range corresponding to the deflection state quantity, the deflection state quantity is set so that the slope of the output value with respect to the deflection state quantity is smaller than when the deflection state quantity is outside the dead zone range. A deflection state quantity adjusting means for adjusting the deflection state quantity detected by the detection means;
3. The lane keeping assist device according to claim 1, wherein the control amount generation unit generates the control amount by further using the deflection state amount adjusted by the deflection state amount adjustment unit. The control amount generation means generates a deviation between a parameter indicating the deflection state amount or the motion state amount and a target value of the parameter as the control amount,
When the deviation is within the dead zone corresponding to the parameter, the control amount adjusting means is configured to reduce the slope of the output value with respect to the deviation compared to when the deviation is outside the dead zone. The lane keeping assist device according to any one of claims 1 to 3, wherein the deviation generated by the quantity generating means is adjusted. The lane keeping assist device according to claim 4, wherein the control amount adjusting means sets the range of the dead zone according to the target value. The lane keeping assist device according to claim 5, wherein the control amount adjusting means sets the range of the dead zone so that the upper limit value increases as the target value increases. The control amount generating means further generates a steering reaction force as the control amount,
The said control amount adjustment means adjusts the steering reaction force produced | generated by the said control amount production | generation means so that it may not exceed the range of the dead zone of the said steering reaction force further, The any one of Claims 1-6. Lane maintenance support device. The lane keeping assist device according to claim 7, wherein the control amount adjusting unit preferentially adjusts the steering reaction force among a plurality of steering amounts.

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