JP5233371B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device that maintains a vehicle at a predetermined position in a lane based on a vehicle position relative to a traveling lane and forward information.

  Conventionally, a vehicle control device that performs steering assistance to measure front information such as an offset distance, a curve radius, a vehicle deflection angle, and the like with respect to a running lane center using a camera module and maintain the vehicle at the lane center using the front information. In (LKA: Lane Keep Assist), the following control is performed. That is, the turning acceleration for maintaining the vehicle in the center of the lane is converted into the turning torque to control the turning torque of an EPS (Electric Power Steering).

  However, how much offset distance the driver has with respect to the center of the lane to position the vehicle is a matter that varies depending on the preference of the driver, and always performing control to position the vehicle in the center of the lane, A discrepancy occurs between the driver's preference and control, and the driver feels uncomfortable. If such a situation occurs frequently, it is highly possible that the driver does not use the vehicle control device and the usefulness and merchandise of the device are reduced.

In order to avoid such inconvenience, for example, as described in Patent Document 1, the driver positions the vehicle with an arbitrary offset distance with respect to the center of the lane, and the center of the lane of the vehicle in the lane It has been proposed to select a position in a direction perpendicular to the direction, that is, a trace line, based on the driver's intention.
Japanese Patent No. 3185726

  However, in such a conventional technique, the driver's intention to select the trace line is determined based only on the steering wheel of the steering device, that is, the steering torque input by the steering wheel. Sometimes the driver selects the trace line, such as when the driver is simply steering the steering wheel, or when the driver is steering against a lane gradient, i.e. a road camber or crosswind disturbance. Even if you do not have the intention to do so, it is determined that the driver has the intention to select the trace line, and the lane maintenance control that accurately reflects the driver's intention is not realized was there.

  In view of the above problems, an object of the present invention is to provide a vehicle control device capable of realizing lane keeping control that accurately reflects the driver's intention.

In order to solve the above problem, a vehicle control device according to the present invention provides:
Forward information acquisition means for acquiring forward information including the distance of the vehicle from the center of the lane of the lane ahead of the vehicle, and turning torque control for controlling the turning torque of the steering device so as to maintain the distance at a predetermined distance Means, steering torque detection means for detecting steering torque input to the steering device, steering speed detection means for detecting steering speed input to the steering device, and the steering torque is greater than a predetermined steering torque, and And a stop means for stopping the control of the turning torque by the turning torque control means when the steering speed is lower than a predetermined steering speed.

  Here, the steering torque is a steering torque at which the steering device actually steers the wheel. In EPS (Electronic Power Steering), the steering torque corresponds to the steering torque generated by the electric motor in the assist force generator. To do.

  The steering torque indicates a steering torque input by a driver using a steering wheel such as a steering wheel in the steering device, and the steering torque detecting means is, for example, a steering torque sensor provided in the vicinity of a torsion bar of the steering device. And EPSEC (Electronic Control Unit) that receives the output.

  Further, the steering speed indicates a speed of a steering angle input by a driver using a steering wheel such as a steering wheel in the steering apparatus, and the steering speed detecting means is provided at any location on a steering shaft of the steering apparatus, for example. This corresponds to an EPS ECU that receives a sensor such as an encoder and its output.

  The distance is an offset distance in a direction perpendicular to the center of the lane from the center of the lane to the center of the vehicle as viewed from above. The forward information may include a curve radius of the lane ahead of the vehicle, a deflection angle with respect to the lane center of the longitudinal axis of the vehicle, and the like.

  Here, in the vehicle control device, the distance becomes a positive value when the vehicle is offset to the right side from the center of the lane, and becomes a negative value when the vehicle is offset to the left side. The deflection angle is positive when the longitudinal axis of the vehicle is tilted to the right with respect to the center of the lane, and is negative when tilted to the left. This positive / negative relationship may be reversed as appropriate.

Here, in the vehicle control device,
Setting that sets the predetermined distance based on the distance at the time when the state ends when the state in which the steering torque is larger than the predetermined steering torque and the steering speed is lower than the predetermined steering speed ends. Preferably means are provided.

  According to this, when the state where the steering torque is larger than the predetermined steering torque and the steering speed is smaller than the predetermined steering speed is finished, the driver operates the steering wheel to Since the vehicle is moved from the center of the lane to the position of the distance desired by the driver and the trace line of the vehicle is selected, the distance acquired by the front information acquisition means at the time of the completion is newly set. Therefore, the trace line can be set at a position desired by the driver based on the driver's intention of selection.

  In addition, when the steering torque is greater than the predetermined steering torque and the steering speed is lower than the predetermined steering speed, the driver is located at a position desired by the driver from the lane center of the lane. Since it can be regarded as a period during which the driver performs an operation of moving the vehicle and selecting the trace line of the vehicle, during that period, the turning torque control means controls the turning torque by the turning means. Trying to stop.

  According to this, the driver intends to control the steering torque of the steering device so as to maintain the distance at the predetermined distance by the steering torque control means, that is, the driver selects the trace line. It is possible to stop the vehicle during the period having the lane and realize the lane keeping control that accurately reflects the driver's intention.

  In addition, since the driver's intention to select the trace line is determined using the two parameters of the steering torque and the steering speed, compared with the determination using only the steering torque, for example, When the driver is simply steering the steering wheel during steady turning, or when the driver is steering against a disturbance such as a lateral lane gradient, that is, a road camber or a crosswind, It is possible to prevent the case where the driver does not have the intention to select the vehicle from being included when the driver has the intention to select the trace line.

  That is, in the case of steady turning or in the case of countering disturbance, the steering speed is generally higher than that in the case where the driver has an intention to select a trace line. Even if the steering speed is greater than the predetermined steering torque by adding the steering speed to the parameter to be used, the driver has an intention to select the trace line if the steering speed is equal to or higher than the predetermined steering speed. It is determined that the vehicle has not been operated, lane keeping control is continuously performed, and lane keeping control that accurately reflects the driver's intention can be realized.

Here, in the vehicle control device,
It is preferable to provide a changing means for making the predetermined steering torque when the absolute value of the distance increases larger than the predetermined steering torque when the absolute value of the distance decreases. Further, it is preferable that the changing means makes the predetermined steering speed when the absolute value of the distance increases smaller than the predetermined steering speed when the absolute value of the distance decreases.

  According to this, when the driver moves the predetermined steering torque used to determine whether or not he / she intends to select a trace line in a direction in which the driver moves the vehicle away from the lane center, the absolute value of the distance is In the case of increase, the absolute value of the distance is increased when moving in the approaching direction and the predetermined steering speed is moved in the direction in which the driver moves the vehicle away from the center of the lane. When the absolute value of the distance increases, the distance can be made smaller than when the absolute value of the distance decreases by moving in the approaching direction.

  That is, when the driver separates the vehicle from the center of the lane and the vehicle approaches the white line located on both sides of the lane, the driver pays more attention when selecting the trace line. Since this is a situation, the driver is encouraged to increase the steering torque and reduce the steering speed, that is, to more carefully perform the operation of the steering wheel when selecting the trace line. Can do.

  On the other hand, when the driver brings the vehicle closer to the center of the lane and the vehicle is separated from the white line located on both sides of the lane, the vehicle can achieve safer driving. This is not a scene that requires more attention than when the driver approaches the white line when selecting the trace line.

  Therefore, it is not urged for the driver to increase the steering torque and to reduce the steering speed, that is, to more carefully perform the operation of the steered wheels when selecting the trace line. This makes it easier to determine that the driver is willing to select a trace line, and prompts the driver to select a trace line on the safer side.

Alternatively, in the vehicle control device,
The forward information includes a deflection angle of the vehicle with respect to the lane center, and the distance is a positive value and the deflection angle is a positive value, or the distance is a negative value and the deflection angle is a negative value. The predetermined steering torque in the case where the distance is a positive value and the deflection angle is a negative value, or the predetermined steering torque when the distance is a negative value and the deflection angle is a positive value. It is good also as providing the change means to enlarge.

  In this case, the changing means has the predetermined steering speed when the distance is a positive value and the deflection angle is a positive value, or when the distance is a negative value and the deflection angle is a negative value. It is preferable that the predetermined steering speed is smaller than the predetermined steering speed when the distance is a positive value and the deflection angle is a negative value or when the distance is a negative value and the deflection angle is a positive value.

  This also allows the driver to move the predetermined steering torque used in determining whether or not the driver intends to select the trace line in a direction in which the driver moves the vehicle away from the center of the lane, and the distance and the deflection angle. When the sign is the same, the distance and the deflection angle are made larger than when the distance and the deflection angle are reversed, and the predetermined steering speed is set by the driver to the lane. When the distance and the deflection angle are the same when moved away from the center, the distance and the deflection angle may be made smaller than when the distance and the deflection angle are reversed positive and negative. it can.

  That is, when the driver moves the vehicle away from the center of the lane and the vehicle approaches the white line located on both sides of the lane, the driver pays more attention when selecting the trace line. Since this is a situation, the driver is encouraged to increase the steering torque and reduce the steering speed, that is, to more carefully perform the operation of the steering wheel when selecting the trace line. Can do.

  On the other hand, when the driver brings the vehicle closer to the center of the lane and the vehicle is separated from the white line located on both sides of the lane, the vehicle can achieve safer driving. This is not a scene that requires more attention than when the driver approaches the white line when selecting the trace line.

  Therefore, it is not urged for the driver to increase the steering torque and to decrease the steering speed, that is, to more carefully perform the operation of the steered wheels when selecting the trace line. This makes it easy to determine that there is an intention to select the trace line, and prompts the driver to select the trace line on the safer side.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle control apparatus which can implement | achieve lane maintenance control which reflected a driver | operator's intention correctly can be provided.

  The best mode for carrying out the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a block diagram showing an embodiment of a vehicle control device according to the present invention, and FIG. 2 is a schematic diagram showing forward information used in an embodiment of the vehicle control device according to the present invention. FIG. 3 is a schematic diagram showing control parameters used in one embodiment of the vehicle control apparatus according to the present invention.

  As shown in FIG. 1, the vehicle control apparatus 1 of the first embodiment includes a camera module 2, an EPS 3 (Electronic Power Steering), an EPS ECU 4 (Electronic Power Steering Electronic Control Unit), and an LKA ECU 5. . EPSECU 4 and LKAECU 5 are connected by a communication standard such as CAN (Controller Area Network). EPS3 and EPSECU4 are directly connected.

  The camera module 2 includes a front recognition camera and an image processing ECU (Electronic Control Unit). The front recognition camera is, for example, a CCD camera or a CMOS camera. Are arranged so as to match, and the road surface ahead of the vehicle is imaged.

  The image processing ECU includes, for example, a CPU, a ROM, a RAM, and a data bus connecting them, and the CPU performs predetermined processing according to a program stored in the ROM, and is an image captured by a front recognition camera. The white lines W1 and W2 located on both sides of the lane where the vehicle X is located on the road surface as shown in FIG. 2 are detected by performing a two-planting process or the like, and the lane center C is determined from the white lines W1 and W2 on both sides. Is calculated.

  At the same time, the image processing ECU acquires forward information such as the curve radius R of the front lane, the offset distance D from the lane center C of the vehicle, and the deflection angle θ. That is, the camera module 2 constitutes a front information acquisition unit 2a that acquires front information.

  Here, as shown in FIG. 2, the offset distance D corresponds to the distance described in the claims, and is an offset distance in a direction perpendicular to the center of the lane from the center C of the lane to the center of the vehicle as viewed from above. The offset distance D takes a positive value when the vehicle X is offset to the right side from the lane center C, and takes a negative value when the vehicle X is offset to the left side. Further, the deflection angle θ is a positive value when the longitudinal axis of the vehicle is tilted to the right with respect to the lane center C, and is a negative value when the vehicle is tilted to the left.

  The EPS 3 is, for example, of a rack and pinion type and a pinion assist type, and has a target turning torque calculated by the EPS ECU 4 based on a steering torque input by the driver through the steering wheel or a target turning torque calculated by the LKA ECU 5 described later. The steering device that drives the electric motor so as to match the steering torque generated by the electric motor of the assist force generation unit of the EPS 3 is configured.

  The EPS 3 includes a steering torque sensor (not shown) that detects a steering torque Td (Nm) in the vicinity of the built-in torsion bar, and the steering torque sensor outputs a detection result to the EPS ECU 4. On the side of the steering wheel from the torsion bar of the steering shaft connected to the steering wheel, an encoder (not shown) is provided to detect the steering speed φ (rad / s) input by the driver through the steering wheel, and the detection result is transferred to the EPS ECU 4. Output to.

  At the same time, the EPS 3 includes a pinion shaft connected to the steering shaft and a rack shaft extending in the vehicle width direction. The pinion shaft and the rack shaft are meshed with each other, and the rotation generated by the electric motor of the assist force generation unit is generated. Rudder torque is transmitted from the pinion shaft to the rack shaft, and the rack shaft is stroked in the vehicle width direction.

  Further, tie rods are connected to both ends of the rack shaft, and a front wheel (not shown) connected to the tie rod is steered by the stroke of the rack shaft in the vehicle width direction. The steering torque Td is also transmitted from the pinion shaft to the rack shaft, and even when the control system of the EPS 3 or EPS ECU 4 fails, the steering can be performed only by the driver's steering force Td.

  The EPS ECU 4 is composed of, for example, a CPU, a ROM, a RAM, and a data bus connecting them, and the CPU performs predetermined processing according to a program stored in the ROM, and is input to the steering wheel of the steering device by the driver. The electric motor of the assist force generation unit of the EPS 3 is driven and controlled so that the target turning torque based on the steering torque Td or the target turning torque calculated by the LKA ECU 5 is generated.

  The EPS ECU 4 constitutes a steering torque detecting means 4a for detecting the steering torque Td based on the output of the steering torque sensor built in the EPS 3, and the steering speed φ based on the output of the encoder built in the EPS 3. A steering speed detecting means 4b for detecting the above is configured.

  An LKA ECU 5 (Lane Keep Assist Electronic Control Unit) is also composed of, for example, a CPU, a ROM, a RAM, and a data bus connecting them, and the CPU performs predetermined processing described below in accordance with a program stored in the ROM.

  That is, the LKA ECU 5 determines that the vehicle is a predetermined distance DC from the lane center based on the forward information acquired by the camera module 2, that is, the curve radius R, the offset distance D from the lane center, the vehicle deflection angle θ, and the vehicle speed acquired on the CAN. The target turning acceleration for maintaining the target turning acceleration is obtained, the right or left turning direction is calculated from the target turning acceleration, and the target turning torque is calculated from a torque map (not shown). The target steering torque is made different between the right steering and the left steering, and the control error caused by the friction with the road surface of the tire and the friction inside the actuator including the electric motor inside the EPS 3 is eliminated. .

  Further, the LKA ECU 5 outputs the target turning torque to the EPS ECU 4, and the EPS ECU 4 performs PID control on the EPS 3 so that the turning torque generated by the electric motor of the EPS 3 becomes the target turning torque. In other words, the LKA ECU 5 constitutes the turning torque control means 5a that controls the turning torque of the EPS 3 so as to maintain the vehicle at a predetermined distance DC from the lane center based on the forward information.

  In addition, the LKA ECU 5 obtains the steering torque Td from the steering torque detection means 4a for detecting the steering torque Td inputted to the EPS 3, that is, the EPS ECU 4, by CAN, and detects the steering speed φ inputted to the EPS 3 for detecting the steering speed φ. That is, when the steering speed φ is obtained from the EPS ECU 4 and the steering torque Td is larger than the predetermined steering torque M and the steering speed φ is smaller than the predetermined steering speed α, the turning by the turning torque control means 5a. The stop means 5b for stopping the torque control is configured.

  Furthermore, when the steering torque Td is larger than the predetermined steering torque M and the steering speed φ is smaller than the predetermined steering speed α, the LKA ECU 5 sets the offset distance DT at the time point TE at which the state ends to the camera module 2. And setting means 5c for setting the predetermined distance DC based on the offset distance DT at the time when the state is completed, that is, when the operation of selecting a new desired trace line by the driver is completed. To do. Here, the predetermined distance DC is set as the offset distance DT from the previous value.

  In addition, the LKA ECU 5 changes the predetermined steering torque M2 at which the absolute value ABS (D) of the offset distance D increases to be larger than the predetermined steering torque M1 when the absolute value ABS (D) of the offset distance D decreases. 5d is configured. That is, the predetermined steering torque M takes two values as shown in FIG. 3, and takes a value of M2 when the time differential value ΔABS (D) is a positive value, and the time differential value ΔABS (D) is a negative value. In the case of M1, the value of M1 is taken and M2> M1 is set.

  Further, the changing means 5d makes the predetermined steering speed α2 when the absolute value ABS (D) of the offset distance D increases smaller than the predetermined steering speed α1 when the absolute value ABS (D) of the offset distance D decreases. To do. That is, the predetermined steering speed α takes two values as shown in FIG. 3, takes α2 when ΔABS (D) is a positive value, and α1 when ΔABS (D) is a negative value. And α2 <α1 is set.

  Hereinafter, detailed control contents of the vehicle control device 1 according to the first embodiment will be described with reference to flowcharts. FIG. 4 is a flowchart showing the control contents of one embodiment of the vehicle control device 1 of the first embodiment.

  As shown in S1 of FIG. 4, the LKA ECU 5 of the vehicle control device 1 of the first embodiment determines whether the driver has turned on the LKA switch located in the passenger compartment and has selected the lane keeping control. If there is, the process from S2 is executed, and if it is negative, the process returns to S1.

  Subsequently, as shown in S2, the front information acquisition means 2a configured by the camera module 2 mainly performs a double planting process on the image in front of the vehicle captured by the front recognition camera by the image processing ECU. The white lines W1 and W2 on both sides of the lane where the vehicle X shown in FIG. 2 is located and the lane center C are recognized, and the curve radius R, the offset distance D, and the deflection angle θ are acquired.

  Further, in S3, the steering torque detecting means 4d of the EPS ECU 4 detects the steering torque Td from the output of the steering torque sensor, and the steering speed detecting means 4b of the EPS ECU 4 detects the steering speed φ from the output of the encoder, and the detection result is obtained. The CAN transmission is performed, and the changing unit 5d of the LKA ECU 5 acquires the detection results of the steering torque Td and the steering speed φ by CAN reception.

  Subsequently, in S4, the changing unit 5d of the LKA ECU 5 acquires the offset distance D acquired by the camera module 2 in S1, and calculates the absolute value ABS (D) and its differential value ΔABS (D).

  Next, in S5, the changing means 5d of the LKA ECU 5 determines whether or not the differential value ΔABS (D)> 0. If the result is affirmative, the process proceeds to S6, the predetermined steering torque M is set to M2, and the predetermined steering speed α is set. If α2 is negative, the process proceeds to S7, where the predetermined steering torque M is M1, and the predetermined steering speed α is α1.

  Further, in S8, the turning torque control means 5a of the LKA ECU 5 calculates the absolute value ABS (Td) of the steering torque Td and the absolute value ABS (φ) of the steering speed φ, and ABS (Td)> M. In addition, it is determined whether or not ABS (φ) <α, the process proceeds to S12 if affirmative, and proceeds to S9 if negative.

  Subsequently, in S9, the setting unit 5c of the LKA ECU 5 newly acquires the offset distance DT at the time TE determined to be negative in S8 from the camera module 2, proceeds to S10, and sets the predetermined distance DC used for control from the previous value. This offset distance DT is newly set.

  Further, in S11, the turning torque control means 5a of the LKA ECU 5 performs normal lane keeping control. That is, the steering torque control means 5a of the LKA ECU 5 calculates the vehicle information from the forward information acquired by the camera module 2, that is, the curve radius R, the offset distance D from the lane center, the vehicle deflection angle θ, and the vehicle speed acquired on the CAN. Is calculated from the center of the lane to a predetermined distance DC = offset distance DT, a right or left turning direction is calculated from the target turning acceleration, and a target turning torque is calculated from the torque map.

  Further, the LKA ECU 5 transmits the target turning torque to the EPS ECU 4 by CAN, and the EPS ECU 4 performs PID control on the EPS 3 so that the turning torque generated by the electric motor of the EPS 3 becomes the target turning torque. That is, the turning torque control means 5a of the LKA ECU 5 performs lane keeping control for controlling the turning torque of the EPS 3 so as to keep the vehicle at a predetermined distance DC = offset distance DT from the center of the lane based on the forward information.

  If it is determined affirmative in S8, the process proceeds to S12, and the stop means 5b of the LKA ECU 5 stops the lane keeping control by the steering torque control means 5a described above, and the driver turns the steering wheel on the predetermined steering torque M. By operating at a higher steering torque Td and a steering speed φ smaller than the predetermined steering speed α, the driver positions the vehicle at a new predetermined distance DC desired by the driver from the center of the lane, and starts a new trace line. In a period in which the vehicle has an intention to select the vehicle, by avoiding the lane keeping control, it is possible to avoid generating a turning torque against the driver's intention.

  According to the vehicle control device 1 of the first embodiment realized by the control contents described above, the following operational effects can be obtained. That is, when the state where the steering torque Td is larger than the predetermined steering torque M and the steering speed φ is smaller than the predetermined steering speed α is finished, that is, when it is determined negative in S8 of FIG. By operating the steering wheel, the driver moves the vehicle from the center of the lane to the position of the new desired distance, and it can be considered that the operation of selecting the vehicle trace line is completed. The offset distance DT acquired by the camera module 2 is set as a new predetermined distance DC in place of the previous value of the predetermined distance DC, and the trace line is set to a position desired by the driver based on the driver's selection intention. Can be set.

  In addition, when the steering torque Td is larger than the predetermined steering torque M and the steering speed φ is smaller than the predetermined steering speed α, the vehicle is located at the offset distance D desired by the driver from the lane center of the lane. Can be regarded as a period during which the driver performs the operation of selecting the vehicle trace line. During this period, the steering torque control means 5a controls the steering torque by the stop means 5b of the LKA ECU 5. To stop lane keeping control.

  According to this, the turning torque control means 5a of the LKA ECU 5 controls the turning torque of the electric motor of the assist force generation unit of the EPS 3 so that the offset distance D is maintained at the predetermined distance DC, that is, lane keeping control. Can be stopped during a period when the driver is steering with the intention to select the trace line, and lane keeping control that accurately reflects the driver's intention can be realized.

  In addition, since the presence or absence of the driver's intention to select the trace line is determined using two parameters of the steering torque Td and the steering speed φ, for example, compared with the determination using only the steering torque Td, for example When the driver is simply steering the steering wheel during steady turning, or when the driver is steering against a disturbance such as a lateral lane gradient, that is, a road camber or a crosswind, It is possible to prevent the case where the driver does not have the intention to select the vehicle from being included when the driver has the intention to select the trace line.

  In other words, the steering speed φ is considered to be generally larger when the driver is willing to select the trace line during steady turning or against disturbances. Thus, even if the steering speed φ is added to the parameter used to determine whether or not there is a selection intention and the steering torque Td is greater than the predetermined steering torque M, Is determined not to have the intention to select the trace line, the lane keeping control is continuously performed by the steering torque control means 5a of the LKA ECU 5, and the lane keeping control that accurately reflects the driver's intention is realized. be able to.

  The predetermined steering torque M2 when the absolute value ABS (D) of the offset distance D is increased by the changing means 5d of the LKA ECU 5 is greater than the predetermined steering torque M1 when the absolute value ABS (D) of the offset distance D is decreased. The predetermined steering speed α2 when the absolute value ABS (D) of the offset distance D increases is made smaller than the predetermined steering speed α1 when the absolute value ABS (D) of the offset distance D decreases. Thus, the following operational effects can be obtained.

  That is, the absolute value ABS (D) of the offset distance D is calculated by moving the predetermined steering torque M used for determining whether or not the driver intends to select the trace line in a direction in which the driver moves the vehicle away from the center of the lane. In the case of increasing, the absolute value ABS (D) of the offset distance D is increased by moving in the approaching direction, and the predetermined steering speed α is separated from the center of the lane by the driver. When the absolute value ABS (D) of the offset distance D is increased by moving in the direction, the value is α2, and from the value α1 when the absolute value ABS (D) of the offset distance D is decreased by moving in the approaching direction. Can also reduce the value α2.

  Hereinafter, the driver's selection operation of the trace line in this case will be described with reference to the drawings. FIG. 5 is a schematic diagram showing a control result of one embodiment of the vehicle control device according to the present invention. That is, as shown in FIG. 5, when the driver separates the vehicle X from the lane center C to the right side and the vehicle approaches the white line W2 located on the right side of the lane, the driver sets the trace line. Since this is a scene that requires more careful attention when selecting the steering wheel, the driver increases the steering torque Td and decreases the steering speed φ, that is, the steering wheel for selecting a new desired trace line. It is possible to prompt the user to perform the operation in more carefully.

  On the other hand, when the driver brings the vehicle X closer to the lane center C and the vehicle is separated from the white line W2 on the both sides of the lane, here the right-hand white line W2, the vehicle is traveling more safely. Therefore, it is not necessary to pay more attention to the driver when selecting the trace line than when the vehicle approaches the white line. Absent.

  That is, the driver does not encourage the steering torque Td to be increased and the steering speed φ to be decreased, that is, the steering wheel should be operated more carefully in selecting a new desired trace line. This makes it easier to determine that the driver is willing to select a trace line, and prompts the driver to select a trace line on the safer side.

  In this way, the position separated by a predetermined distance DC from the lane center C shown in FIG. 5 is used as a trace line, and the driver detects that the steering torque Td is increased and the steering speed φ is decreased, thereby driving the vehicle. It is determined that the person has an intention to select a new desired trace line, the lane keeping control is stopped during the determined period, the offset distance DT at the end time TE is obtained, and the predetermined distance is obtained. By repeatedly performing the process of updating the previous value of DC to this offset distance DT, the trace line changes from S (k) located in the lane center C to the right trace line S (k + 1) here, as shown in FIG. And the driver can select a desired trace line without any special operation.

  Note that the trace line indicated by S (n) in FIG. 5 indicates the limit of the trace line selection by the driver, and when the driver tries to move the vehicle X further to the right side, the vehicle is When the steering torque control means 5a of the LKA ECU 5 generates the steering torque to be moved to the opposite side, it is suggested that it is not preferable for the driver to move the vehicle further to the right side.

  In the vehicle control apparatus 1 shown in the first embodiment described above, the vehicle is separated from the lane center and approaches the white line on both sides of the lane, and the vehicle is approached to the lane center and separated from the white line on both sides of the lane. The time difference value ΔABS (D) of the absolute value ABS (D) of the offset distance D is calculated and divided into cases. The combination of the positive / negative of the offset distance D and the positive / negative of the deflection angle θ is determined. Depending on the situation, it can be divided. The second embodiment will be described below.

  In the second embodiment, the basic components of the vehicle control device are the same as those shown in the first embodiment. Therefore, the vehicle control device and the individual components are denoted by the same reference numerals, and overlapping individual The explanation of the components is omitted.

  The changing means 5d of the LKA ECU 5 increases the predetermined steering torque M2 when the offset distance D and the deflection angle θ are both positive or negative and larger than the predetermined steering torque M1 in other cases. That is, here again, the predetermined steering torque M takes two values as shown in FIG. 3, and takes the value of M2 when the offset distance D and the deflection angle θ are both positive, and otherwise M1. And M2> M1 is set.

  Furthermore, the changing means 5d makes the predetermined steering speed α2 when the offset distance D and the deflection angle θ are both positive or negative values smaller than the predetermined steering speed α1 in other cases. That is, here again, the predetermined steering speed α takes two values as shown in FIG. 3, and when the offset distance D and the deflection angle θ are both positive or negative, the value α2 is taken. Takes the value of α1, and α2 <α1 is set.

  Hereinafter, detailed control contents of the vehicle control device 1 of the second embodiment will be described with reference to flowcharts. FIG. 6 is a flowchart showing the control contents of the vehicle control device 1 of the second embodiment.

  As shown in S21 of FIG. 6, the LKA ECU 5 of the vehicle control device 1 of the first embodiment determines whether the driver has selected the lane keeping control by turning on the LKA switch located in the passenger compartment. If there is, the process from S22 is executed, and if it is negative, the process returns to S21.

  Subsequently, as shown in S22, the front information acquisition means 2a configured by the camera module 2 is configured so that the image processing ECU mainly performs a double planting process on an image in front of the vehicle captured by the front recognition camera. Recognize the white line and the lane center on both sides of the lane where the vehicle is located, and obtain the curve radius R, offset distance D, and deflection angle θ.

  Further, in S23, the steering torque detecting means 4d of the EPS ECU 4 detects the steering torque Td from the output of the steering torque sensor, and the steering speed detecting means 4b of the EPS ECU 4 detects the steering speed φ from the output of the encoder, and the detection result is obtained. The CAN transmission is performed, and the changing unit 5d of the LKA ECU 5 acquires the detection results of the steering torque Td and the steering speed φ by CAN reception.

  Subsequently, in S24, the changing unit 5d of the LKA ECU 5 acquires the offset distance D and the deflection angle θ acquired by the camera module 2 in S1, and both the offset distance D and the deflection angle θ are positive values or both are negative. Determine if it is a value. If the determination in S24 is affirmative, the process proceeds to S25, the predetermined steering torque M is set to M2, and the predetermined steering speed α is set to α2. If the determination is negative, the process proceeds to S26, and the predetermined steering torque M is set to M1. The steering speed α is α1.

  Further, in S27, the steering torque control means 5a of the LKA ECU 5 calculates the absolute value ABS (Td) of the steering torque Td and the absolute value ABS (φ) of the steering speed φ, and ABS (Td)> M. In addition, it is determined whether or not ABS (φ) <α, the process proceeds to S31 if affirmative, and proceeds to S28 if negative.

  Subsequently, in S28, the setting unit 5c of the LKA ECU 5 newly acquires the offset distance DT at the time TE determined to be negative in S27 from the camera module 2, proceeds to S29, and sets the predetermined distance DC used for control from the previous value. The offset distance DT at this time TE is newly set.

  Further, in S30, the steering torque control means 5a of the LKA ECU 5 performs normal lane keeping control. That is, the steering torque control means 5a of the LKA ECU 5 calculates the vehicle information from the forward information acquired by the camera module 2, that is, the curve radius R, the offset distance D from the lane center, the vehicle deflection angle θ, and the vehicle speed acquired on the CAN. Is calculated from the center of the lane to a predetermined distance DC = offset distance DT, a right or left turning direction is calculated from the target turning acceleration, and a target turning torque is calculated from the torque map.

  Further, the LKA ECU 5 outputs the target turning torque to the EPS ECU 4, and the EPS ECU 4 performs PID control on the EPS 3 so that the turning torque generated by the electric motor of the EPS 3 becomes the target turning torque. That is, the turning torque control means 5a of the LKA ECU 5 performs lane keeping control for controlling the turning torque of the EPS 3 so as to keep the vehicle at a predetermined distance DC = offset distance DT from the center of the lane based on the forward information.

  If the determination in step S27 is affirmative, the process proceeds to step S31, and the stop means 5b of the LKA ECU 5 stops the lane keeping control by the steering torque control means 5a described above, and the driver turns the steering wheel on the predetermined steering torque M. By operating at a higher steering torque Td and a steering speed φ smaller than the predetermined steering speed α, the driver positions the vehicle at a new predetermined distance DC desired by the driver from the center of the lane, and starts a new trace line. In a period in which the vehicle has an intention to select the vehicle, by avoiding the lane keeping control, it is possible to avoid generating a turning torque against the driver's intention.

  According to the vehicle control device 1 of the second embodiment realized by the control contents described above, the following operational effects can be obtained. That is, when the state where the steering torque Td is larger than the predetermined steering torque M and the steering speed φ is smaller than the predetermined steering speed α is completed, that is, when it is determined negative in S27 of FIG. By operating the steering wheel and moving the vehicle from the center of the lane to the position of the new desired distance, it can be considered that the operation of selecting the trace line of the vehicle has ended, so at the time point TE ended The offset distance DT acquired by the camera module 2 can be set as a new predetermined distance DC, and the trace line can be set at a position desired by the driver based on the driver's intention to select.

  In addition, when the steering torque Td is larger than the predetermined steering torque M and the steering speed φ is smaller than the predetermined steering speed α, the vehicle is moved from the center of the lane of the lane to a position desired by the driver. Therefore, since it can be considered that the operation of selecting the vehicle trace line is performed by the driver, the control of the turning torque by the turning torque control means 5a is stopped by the stopping means 5b of the LKA ECU 5 during that period. Then, the lane keeping control is stopped.

  According to this, the turning torque control means 5a of the LKA ECU 5 controls the turning torque of the electric motor of the assist force generation unit of the EPS 3 so that the offset distance D is maintained at the predetermined distance DC, that is, lane keeping control. Can be stopped during a period when the driver is steering with the intention to select the trace line, and lane keeping control that accurately reflects the driver's intention can be realized.

  In addition, since the presence or absence of the driver's intention to select the trace line is determined using two parameters of the steering torque Td and the steering speed φ, for example, compared with the determination using only the steering torque Td, for example When the driver is simply steering the steering wheel during steady turning, or when the driver is steering against a disturbance such as a lateral lane gradient, that is, a road camber or a crosswind, It is possible to prevent the case where the driver does not have the intention to select the vehicle from being included when the driver has the intention to select the trace line.

  That is, in the second embodiment, as in the first embodiment, the steering speed φ is the case where the driver has the intention to select the trace line in the case of steady turning or against a disturbance. Therefore, even when the steering torque Td is larger than the predetermined steering torque M, the steering speed φ is added to the parameter used for determining whether or not there is a selection intention. When φ is equal to or higher than the predetermined steering speed α, it is determined that the driver does not have an intention to select the trace line, and the lane keeping control is continuously performed by the steering torque control means 5a of the LKA ECU 5, Lane maintenance control that accurately reflects the driver's intention can be realized.

  The predetermined steering torque M2 when the absolute value ABS (D) of the offset distance D is increased by the changing means 5d of the LKA ECU 5 is greater than the predetermined steering torque M1 when the absolute value ABS (D) of the offset distance D is decreased. The predetermined steering speed α2 when the absolute value ABS (D) of the offset distance D increases is made smaller than the predetermined steering speed α1 when the absolute value ABS (D) of the offset distance D decreases. Thus, the following operational effects can be obtained.

  That is, the predetermined steering torque M used for determining whether or not the driver intends to select the trace line is moved in a direction in which the driver moves the vehicle away from the center of the lane, and both the offset distance D and the deflection angle θ are positive values. In the case where both are negative values, they are moved closer to each other so that the positive / negative relationship between the offset distance D and the deflection angle θ is both positive or not negative, and the predetermined steering speed α is When the driver moves the vehicle away from the center of the lane and both the offset distance D and the deflection angle θ are both positive or negative, the value α2 is set. It can be made smaller than the value α1 when the positive / negative relationship of the deflection angle θ is both positive or not negative.

  That is, in the second embodiment, as in the first embodiment, when the driver moves the vehicle away from the center of the lane and the vehicle approaches the white line located on both sides of the lane, the driver selects the trace line. Since this is a scene that requires more careful attention, the driver must increase the steering torque Td and decrease the steering speed φ, that is, the steering wheel when selecting a new desired trace line. It is possible to encourage more careful operation.

  At the same time, also in the second embodiment, when the driver brings the vehicle closer to the center of the lane and the vehicle is separated from the white line located on both sides of the lane, the vehicle can realize safer driving. This is the same as the case where the driver is not careful when selecting the trace line as compared with the case where the vehicle approaches the white line.

  From this, also in the second embodiment, the driver increases the steering torque Td and decreases the steering speed φ, that is, the operation of the steering wheel more carefully when selecting a new desired trace line. It is not urged to do so, and it is easy to determine that the driver is willing to select the trace line, so that the driver can select the trace line to the safer side.

  Although the preferred embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and various modifications and substitutions are made to the above-described embodiments without departing from the scope of the present invention. be able to.

  In addition, it is preferable to determine which of the above-described first and second embodiments is selected appropriately depending on the front recognition camera of the camera module 2, the processing capability of the image processing ECU, the processing capability of the LKA ECU 5, and the like.

  INDUSTRIAL APPLICABILITY Since the present invention can provide a vehicle control device that can realize lane keeping control that accurately reflects the driver's intention, it is useful when applied to various vehicles such as passenger cars, trucks, and buses. It is.

It is a block diagram showing one embodiment of a vehicle control device concerning the present invention. It is a schematic diagram which shows the front information used in one Embodiment of the vehicle control apparatus concerning this invention. It is a schematic diagram which shows the control parameter used in one Embodiment of the vehicle control apparatus concerning this invention. It is a flowchart which shows the control content of one Embodiment of the vehicle control apparatus which concerns on this invention. It is a schematic diagram which shows the control result of one Embodiment of the vehicle control apparatus which concerns on this invention. It is a flowchart which shows the control content of one Embodiment of the vehicle control apparatus which concerns on this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle control apparatus 2 Camera module 2a Front information acquisition means 3 EPS
4 EPSECU
4a Steering torque detection means 4b Steering speed detection means 5 LKAECU
5a Steering torque control means 5b Stopping means 5c Setting means 5d Changing means Td Steering torque φ Steering speed M Predetermined steering torque (M2, M1)
α Predetermined steering speed (α2, α1)
D Offset distance TE When selection operation ends DT Offset distance when DT selection operation ends DC Predetermined distance θ Deflection angle

Claims (6)

  Forward information acquisition means for acquiring forward information including the distance of the vehicle from the center of the lane of the lane ahead of the vehicle, and turning torque control for controlling the turning torque of the steering device so as to maintain the distance at a predetermined distance Means, steering torque detection means for detecting steering torque input to the steering device, steering speed detection means for detecting steering speed input to the steering device, and the steering torque is greater than a predetermined steering torque, and A vehicle control device comprising stop means for stopping control of the turning torque by the turning torque control means when the steering speed is lower than a predetermined steering speed.   Setting that sets the predetermined distance based on the distance at the time when the state ends when the state in which the steering torque is larger than the predetermined steering torque and the steering speed is lower than the predetermined steering speed ends. The vehicle control device according to claim 1, comprising means.   3. The vehicle according to claim 2, further comprising a changing unit configured to make the predetermined steering torque when the absolute value of the distance increases larger than the predetermined steering torque when the absolute value of the distance decreases. Control device.   The said change means makes the said predetermined steering speed when the absolute value of the said distance increases smaller than the said predetermined steering speed when the absolute value of the said distance decreases. Vehicle control device.   The forward information includes a deflection angle of the vehicle with respect to the lane center, and the distance is a positive value and the deflection angle is a positive value, or the distance is a negative value and the deflection angle is a negative value. The predetermined steering torque in the case where the distance is a positive value and the deflection angle is a negative value, or the predetermined steering torque when the distance is a negative value and the deflection angle is a positive value. The vehicle control device according to claim 2, further comprising changing means for increasing the size.   When the distance is a positive value and the deflection angle is a positive value, or when the distance is a negative value and the deflection angle is a negative value, 6. The predetermined steering speed when the deflection angle is a positive value and the deflection angle is a negative value or when the distance is a negative value and the deflection angle is a positive value. The vehicle control device described.

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