JP2004199286A - Travel controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To set an optimum own vehicle advancing route according to actual traveling environment to relaxedly, effectively and maximumly use an automatic steering function without causing uneasiness about contact or collision with a forward vehicle or the like to a driver. <P>SOLUTION: When detecting the presence of a solid object in another position except a forward own vehicle travel lane, the solid object is decided as a target solid object that is a target of decision, and setting of a second own vehicle advancing route in an own vehicle advancing route setting part 7c based on forward information is executed according to the present position of the target solid object and a lane position of the own vehicle travel lane on the present side of the target solid object. A controller 7 sets a torque amount to an electric power steering system such that the first own vehicle advancing route estimated by an own vehicle driving state coincides with the second own vehicle advancing route, and outputs the torque amount. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

ここで、ｋｆｅはフロント等価コーナリングパワー、Ｌｒは後軸と重心間の距離である。
【００５６】
そして、上述の（１０）式より、
γｔ＋Ｔｒ・ｓ・γｔ＝Ｇ（０）・δｆ
δｆ＝（１／Ｇ（０））・γｔ＋（Ｔｒ／Ｇ（０））・ｓ・γｔ…（１４）
【００５７】
上述の（１４）式において、ｓ・γｔは、γｔの微分値であり、δｆを目標舵角δｆｔに、γｔをトータルの目標ヨーレートγｓに置き換えると以下の（１５）式を得る。
【００５８】
δｆｔ＝（１／Ｇ（０））・γｓ＋（Ｔｒ／Ｇ（０））・（ｄγｓ／ｄｔ）…（１５）
【００５９】
従って、目標ハンドル角θｈｔは、ｓｔｇをステアリングギヤ比とすると、以下の（１６）式により演算できる。
【００６０】
θｈｔ＝δｆｔ・ｓｔｇ …（１６）
【００６１】
そして、目標ハンドル角θｈｔを実現するための目標ハンドルトルクＴａは、以下の（１７）式により演算される。
Ｔａ＝Ｉｓｗ・（ｄ^２θｈｔ／ｄｔ^２）＋Ｔｓｔ／ｓｔｇ …（１７）
ここで、Ｉｓｗはハンドル慣性モーメント、Ｔｓｔはセルフアライニングトルクであり、セルフアライニングトルクＴｓｔは、以下の（１８）式で与えられる。
Ｔｓｔ＝ｎｔ・Ｃｆ …（１８）
ここで、ｎｔはニューマチックトレール、Ｃｆは前輪のコーナリングフォースである。
電動パワーステアリング制御トルク出力部７ｉは、電動パワーステアリング目標値作成部７ｂからアシストトルクＴｈが、キープレーン制御トルク演算部７ｈから目標ハンドルトルクＴａが入力され、これらを加算してトルク制御指示値Ｔｔ（＝Ｔｈ＋Ｔａ）とし、トルク制御電動パワーステアリングモータ制御部６に出力する。
【００６２】
電動パワーステアリングモータ制御部６は、図１１に示すように、モータ指示電流変換部６ａ、電流制御部６ｂ、駆動信号発生部６ｃ、電流検出部６ｄから主要に構成されている。
【００６３】
そして、制御装置７からトルク制御指示値Ｔｔが入力されると、モータ指示電流変換部６ａにおいて、図１２に示すような、予め設定しておいたマップを参照してモータ指示電流に変換し、電流制御部６ｂ、駆動信号発生部６ｃを介して電動パワーステアリングモータ４に電流を出力する。尚、駆動信号発生部６ｃから出力される電流値は、電流検出部６ｄにより検出され、モータ指示電流変換部６ａで変換した電流値が出力されているかモニタリングされる。
【００６４】
このように、本発明の実施の形態によれば、単に、左右の車線情報から目標とする自車進行路を設定することなく、自車両走行車線以外の立体物情報をも考慮して様々な状況毎に自車進行路を設定するので、ドライバが前方の車両等との衝突、接触の不安を抱くことなく安心して有効且つ最大限に自動操舵の機能を利用することが可能となる。
【００６５】
尚、本実施の形態では、ＣＣＤカメラ９Ｌ、９Ｒからの画像情報を基に、自車両前方の立体物情報と走行路情報を得るようにしているが、単眼カメラとミリ波レーダ或いはレーザレーダまた或いは赤外線レーダ装置とを組み合わせたシステム等の他のシステムから自車両前方の立体物情報と走行路情報を得るようにしても本発明は適用できることは云うまでもない。
【００６６】
【発明の効果】
以上説明したように本発明によれば、実際の走行環境に応じて最適な自車進行路を設定し、ドライバが前方の車両等との衝突、接触の不安を抱くことなく安心して有効且つ最大限に自動操舵の機能を利用することが可能となる。
【図面の簡単な説明】
【図１】走行制御装置を備えた車両の概略構成図
【図２】走行制御装置の機能ブロック図
【図３】電動パワーステアリング目標値作成を説明する特性図
【図４】片側車線に対象立体物が存在する際に設定される前方情報に基づく自車進行路の説明図
【図５】片側車線に複数の対象立体物が存在する際に設定される前方情報に基づく自車進行路の説明図
【図６】両側車線に対象立体物が存在する際に設定される前方情報に基づく自車進行路の説明図
【図７】両側車線に複数の対象立体物が存在する際に設定される前方情報に基づく自車進行路の説明図
【図８】前方情報に基づく自車進行路のカーブ曲率半径演算の一例を示す説明図
【図９】運転状態に基づく自車進行路と前方情報に基づく自車進行路のずれ量の説明図
【図１０】ずれ量に基づく目標ヨーレート演算の説明図
【図１１】電動パワーステアリングモータ制御部の機能ブロック図
【図１２】トルク制御指示値とモータ指示電流の関係を示す説明図
【符号の説明】
１ 自車両
２ 走行制御装置
３ 前輪操舵部
４ 電動パワーステアリングモータ
５fl，５fr，５rl，5rr 車輪
６ 電動パワーステアリングモータ制御部
７ 制御装置（操舵制御手段）
７ａ 車速演算部（自車両運転状態検出手段）
７ｂ 電動パワーステアリング目標値作成部
７ｃ 前方情報に基づく自車進行路設定部（第２の自車進行路設定手段）
７ｄ 報知制御部
７ｅ カーブ曲率半径演算部
７ｆ ずれ量に基づく目標ヨーレート演算部（第１の自車進行路推定手段）
７ｇ カーブ曲率に基づく目標ヨーレート演算部
７ｈ キープレーン制御トルク演算部
７ｉ 電動パワーステアリング制御トルク出力部
８ 報知ランプ
９Ｌ，９Ｒ ＣＣＤカメラ（前方情報検出手段）
１０ 前方情報認識装置（前方情報検出手段）
２１fl，２１fr，２１rl，２１rr 車輪速度センサ（自車両運転状態検出手段）[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention detects a traveling lane or a three-dimensional object in front of a host vehicle using a stereo camera, a monocular camera, a millimeter wave radar, or the like, and estimates a target self-vehicle traveling path based on the traveling lane or a three-dimensional object in the vehicle. The present invention relates to a travel control device for a vehicle that performs steering control.
[0002]
[Prior art]
In recent years, research and development of a so-called lane keeping assist device that automatically controls a steering device so that the center of the vehicle traces the center line of the left and right lanes recognized by an image recognition device such as a CCD camera (for example, Patent Document 1).
[0003]
[Patent Document 1]
JP 2000-142441 A
[0004]
[Problems to be solved by the invention]
Generally, in the above-described lane keeping assist device, a target vehicle traveling path is calculated from left and right lane information as described above. However, if a vehicle traveling in another driving lane other than the own vehicle driving lane interrupts into the own vehicle driving lane, and if it is running close to the vehicle lane, the driver may be at risk of collision. It was felt that the automatic steering state could not be maintained, and the operation of the lane keeping assist device was often switched to the OFF state, so that there was a problem that it was difficult to fully exert the function of the lane keeping assist device. Further, for example, when the vehicles on the left and right sides of the front are interrupting the own vehicle traveling lane, it is not possible to secure a road through which the own vehicle can pass by the vehicles on the left and right sides, and the lane keeping assist device is turned off. In some cases, it is desirable to use
[0005]
The present invention has been made in view of the above circumstances, and sets an optimal own vehicle traveling path according to an actual driving environment, and is effective without a driver having a fear of collision with a vehicle ahead or contact with a vehicle in front. It is another object of the present invention to provide a travel control device for a vehicle that can utilize the function of automatic steering to the maximum.
[0006]
[Means for Solving the Problems]
In order to achieve the above object, a driving control apparatus for a vehicle according to the first aspect of the present invention includes a driving state detecting means for detecting a driving state of the own vehicle, and at least three-dimensional object information and traveling road information ahead of the own vehicle. Forward information detecting means for detecting as the forward information; first own vehicle traveling path estimating means for estimating the own vehicle traveling path according to the own vehicle driving state as a first own vehicle traveling path; Second self-vehicle traveling route setting means for setting the self-vehicle traveling route as a second self-vehicle traveling route, and performing steering control according to the first and second self-vehicle traveling routes. A second vehicle traveling path setting means, wherein the three-dimensional object is located at a position other than the preceding vehicle traveling lane by the forward information detecting means. If it is detected, the three-dimensional object is determined. And determining the second traveling path of the own vehicle according to the lane position of the own vehicle traveling lane on the side where the target three-dimensional object exists and the position of the target three-dimensional object. And
[0007]
According to a second aspect of the present invention, in the vehicle travel control device according to the first aspect, the second vehicle traveling path setting means may include the target three-dimensional object. In the case where the vehicle protrudes from the lane position on the side where the vehicle exists, the second vehicle traveling path is set using at least the position where the target three-dimensional object protrudes. And
[0008]
Further, the vehicle travel control device according to the present invention according to claim 3 is the vehicle travel control device according to claim 1 or 2, wherein the second own vehicle traveling path setting means includes the forward information detecting means. In the case where it is detected that a plurality of three-dimensional objects are present on either the left or right other than the preceding vehicle traveling lane, the three-dimensional object existing at the closest distance from the own vehicle in the forward direction is regarded as the target three-dimensional object. It is characterized by defining.
[0009]
According to a fourth aspect of the present invention, there is provided a vehicle travel control device according to any one of the first to third aspects, wherein the second host vehicle traveling path setting means is provided. Even if the three-dimensional object is present on the left or right other than the vehicle lane ahead in the forward information detecting means, and the three-dimensional object is determined as the target three-dimensional object, the target three-dimensional object does not exist. When the lane on the side opposite to the side on which the vehicle is to be driven is not detected, the setting of the second own vehicle traveling path is stopped, and the steering control by the steering control means is stopped.
[0010]
According to a fifth aspect of the present invention, there is provided the vehicle travel control device according to the first or second aspect, wherein the second vehicle traveling path setting means includes the forward information detection means. When it is detected that three-dimensional objects are present on the left and right sides other than the preceding vehicle traveling lane, the three-dimensional objects on the left and right sides are determined as three-dimensional objects to be determined, and the respective three-dimensional objects are present. The second self-vehicle traveling route is set according to the lane position on the side of the vehicle and the position of each of the target three-dimensional objects.
[0011]
According to a sixth aspect of the present invention, in the vehicle traveling control apparatus according to the fifth aspect, the second vehicle traveling path setting means is the forward information detecting means, and The three-dimensional object is present on the left and right sides other than the own vehicle traveling lane, and if both the left and right target three-dimensional objects protrude into the own vehicle traveling lane, the second own vehicle traveling path is It is characterized in that it is set between the protruding positions of the left and right target three-dimensional objects.
[0012]
Furthermore, the vehicle traveling control device according to the present invention according to claim 7 is the vehicle traveling control device according to claim 5 or 6, wherein the second host vehicle traveling path setting means includes the forward information detecting means. In the case where it is detected that a plurality of three-dimensional objects are present on at least one of the left and right sides other than the preceding vehicle traveling lane, the left and right three-dimensional objects existing at the closest distance from the own vehicle in the forward direction are determined. It is characterized in that it is determined as the target three-dimensional object.
[0013]
According to an eighth aspect of the present invention, there is provided a vehicle travel control device according to any one of the first to seventh aspects, wherein the second host vehicle traveling path setting means is provided. When the width of the set traveling path of the second host vehicle is narrower than a preset threshold value, the setting of the second host vehicle traveling path is stopped, and the steering control by the steering control means is stopped. It is characterized by:
[0014]
Further, according to a ninth aspect of the present invention, in the vehicle traveling control device according to the eighth aspect, the preset threshold value is set based on at least a vehicle width of the own vehicle. It is characterized by being variable according to
[0015]
According to a tenth aspect of the present invention, there is provided the vehicle travel control device according to any one of the fourth, eighth, and ninth aspects, further comprising a notifying unit, and When the setting of the vehicle traveling route is stopped and the steering control by the steering control means is stopped, a predetermined notification is performed.
[0016]
That is, the vehicle running control device according to the first aspect detects the driving state of the own vehicle by the own vehicle operating state detecting means, and at least the three-dimensional object information and the traveling road information ahead of the own vehicle by the forward information detecting means. And the first host vehicle traveling path estimating means estimates the own vehicle traveling path according to the own vehicle driving state as the first host vehicle traveling path, and the second own vehicle traveling path setting means sets the forward information as the forward information. The corresponding own vehicle traveling path is set as a second own vehicle traveling path. Then, the steering control means causes the steering control to be executed according to the first own vehicle traveling path and the second own vehicle traveling path. At this time, the second host vehicle traveling path setting means, when the front information detecting means detects that the three-dimensional object is present at a position other than the front vehicle traveling lane, determines the three-dimensional object. The target three-dimensional object is determined, and the second self-vehicle traveling route is set according to the lane position of the own vehicle traveling lane on the side where the target three-dimensional object exists and the position of the target three-dimensional object. As described above, since the optimal traveling path is set in accordance with the actual traveling environment in consideration of not only the left and right lane information but also the position of the three-dimensional object, the driver can communicate with the vehicle ahead. The automatic steering function can be used effectively and maximally without worrying about the collision and contact of the vehicle.
[0017]
Here, the second own vehicle traveling path setting means may be configured such that the target three-dimensional object projects into the own vehicle traveling lane from the lane position on the side where the target three-dimensional object exists, as described in claim 2. If there is, the second own vehicle traveling path is set using at least the position where the target three-dimensional object protrudes.
[0018]
The second vehicle traveling path setting means may be configured to detect the presence of a plurality of three-dimensional objects on the left or right other than the vehicle traveling lane ahead of the vehicle by the forward information detecting means. The three-dimensional object existing at the closest distance from the host vehicle in the forward direction is determined as the target three-dimensional object.
[0019]
Further, the second vehicle traveling path setting means is a forward information detecting means, in which a three-dimensional object exists on either the left or right other than the own vehicle traveling lane ahead, and this three-dimensional object is determined as a target three-dimensional object. Even if there is no detected lane on the side opposite to the side where the target three-dimensional object is present, the setting of the second self-vehicle traveling route is stopped and the steering control means The steering control is stopped to surely prevent uncertain steering control from being performed.
[0020]
Further, the second host vehicle traveling path setting means, when the front information detecting means detects the presence of a three-dimensional object on both the left and right sides other than the host vehicle traveling lane ahead, These three-dimensional objects on both the left and right sides are determined as three-dimensional objects to be determined, and the second own vehicle traveling route is set according to the lane position on the side where the respective three-dimensional objects exist and the position of each of the three-dimensional objects. I do.
[0021]
Further, the second own vehicle traveling path setting means detects the presence of a three-dimensional object on both the left and right sides other than the own vehicle traveling lane ahead by the forward information detecting means, and both the left and right target three-dimensional objects travel on the own vehicle. In the case where the vehicle protrudes into the lane, the second own vehicle traveling path is set between the positions where the left and right target three-dimensional objects protrude.
[0022]
Further, the second host vehicle traveling path setting means, when the front information detecting means detects that a plurality of three-dimensional objects are present on at least one of the left and right sides other than the host vehicle traveling lane ahead, As described in item 7, the three-dimensional object existing at the closest distance in the forward direction from the left and right own vehicles is determined as the target three-dimensional object.
[0023]
Further, when the width of the set traveling path of the second self-vehicle traveling path is smaller than a preset threshold value, the second self-vehicle traveling path setting means may set the second self-vehicle traveling path. The setting of the traveling path is stopped, and the steering control by the steering control means is stopped. At this time, it is preferable that the preset threshold is set based on at least the width of the host vehicle and can be changed according to the host vehicle speed. By this control, unnecessary steering control for trying to pass through a passage that cannot be passed is reliably prevented.
[0024]
Further, when the setting of the second self-vehicle traveling path is stopped and the steering control by the steering control means is stopped, the notification means may be used. By issuing a predetermined notification, for example, an alarm by blinking a lamp or sound, the driver is notified that the steering control has been stopped, and the convenience can be further improved.
[0025]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
1 to 12 show an embodiment of the present invention. FIG. 1 is a schematic configuration diagram of a vehicle provided with a travel control device, FIG. 2 is a functional block diagram of the travel control device, and FIG. 3 is an electric power steering target value. FIG. 4 is a characteristic diagram for explaining the creation, FIG. 4 is an explanatory diagram of the own vehicle traveling path based on the forward information set when the target three-dimensional object exists in one lane, and FIG. 5 is a diagram in which a plurality of target three-dimensional objects exist in one lane. FIG. 6 is an explanatory diagram of the own vehicle traveling route based on the forward information set at the time, FIG. 6 is an explanatory diagram of the own vehicle traveling route based on the forward information set when the target three-dimensional object is present on both side lanes, and FIG. FIG. 8 is an explanatory diagram of an own vehicle traveling path based on forward information set when a plurality of target three-dimensional objects are present in a lane; FIG. 8 is an explanatory diagram showing an example of a curve curvature radius calculation of the own vehicle traveling path based on forward information; FIG. 9 shows the own vehicle traveling path based on the driving state and the own vehicle traveling based on the forward information. 10 is an explanatory diagram of a target yaw rate calculation based on the deviation amount, FIG. 11 is a functional block diagram of an electric power steering motor control unit, and FIG. 12 is a description showing a relationship between a torque control instruction value and a motor instruction current. FIG.
[0026]
In FIG. 1, reference numeral 1 denotes a vehicle such as an automobile (own vehicle). The vehicle 1 has an own vehicle traveling path (or a target course), and the center of the vehicle traces the own vehicle traveling path. A traveling control device 2 for automatically controlling the steering device is mounted on the vehicle.
[0027]
For this reason, the front wheel steering section 3 of the vehicle 1 is configured by a well-known electric power steering mechanism including an electric power steering motor 4, a worm gear, a reduction gear, and the like (not shown), and a left front wheel 5fl, a right front wheel 5fr, and a link mechanism. Connected.
[0028]
The travel control device 2 has a control device 7 that outputs to the electric power steering motor control unit 6 based on an input from each sensor and other devices to be described later and drives and controls the electric power steering motor 4 as a main control device. The control device 7 is connected to a notification lamp 8 which lights up when the tracing of the own vehicle traveling route is stopped and notifies the driver.
[0029]
The host vehicle 1 has a set of (left and right) CCD cameras 9L and 9R using a solid-state imaging device such as a charge-coupled device (CCD) as a stereo optical system. The left and right CCD cameras 9L and 9R are respectively mounted at a predetermined interval in front of the ceiling in the vehicle compartment, stereoscopically image an object outside the vehicle from different viewpoints, and input image data to the forward information recognition device 10, respectively.
[0030]
The forward information recognition device 10 detects forward information of three-dimensional object data and white line data ahead of the vehicle 1 based on images from the CCD cameras 9L and 9R. Processing of images from the CCD cameras 9L and 9R in the forward information recognition device 10 is performed, for example, as follows. First, for a pair of stereo images of the environment in the approach direction of the vehicle captured by the CCD cameras 9L and 9R, distance information over the entire image is obtained from the amount of displacement of the corresponding position by the principle of triangulation. Processing is performed to generate a distance image representing a three-dimensional distance distribution. Then, based on this data, a well-known grouping process is performed, and three-dimensional object data such as white line data and vehicles are extracted by comparing the data with three-dimensional road shape data and three-dimensional object data stored in advance. Thus, the white line data and the three-dimensional object data such as the vehicle recognized by the forward information recognition device 10 are input to the control device 7. As described above, the CCD cameras 9L and 9R and the forward information recognition device 10 are provided as forward information detecting means.
[0031]
The vehicle 1 is provided with wheel speed sensors 21fl, 21fr, 21rl, 21rr for detecting wheel speeds ωfl, ωfr, ωrl, ωrr of the four wheels 5fl, 5fr, 5rl, 5rr. Is input to the control device 7. Further, the host vehicle 1 is provided with a steering angle sensor 22 for detecting a front wheel steering angle δf, a steering torque sensor 23 for detecting a steering torque Td, and a yaw rate sensor 24 for detecting an actual yaw rate γ actually occurring in the vehicle. The signals from these sensors are input to the control device 7.
[0032]
The control device 7 receives the white line data recognized by the forward information recognition device 10, the three-dimensional object data such as a vehicle, and the sensor signals detected by the sensors 21fl, 21fr, 21rl, 21rr, 22, 23, and 24. Is done. Based on these input signals, the own vehicle traveling path (that is, the first own vehicle traveling path) is estimated from the driving state of the own vehicle 1, and the own vehicle traveling path (that is, the second own vehicle A travel path) is set, and a torque control instruction value Tt is output to the electric power steering motor control unit 6 so that the first vehicle travel path becomes the second vehicle travel path.
[0033]
That is, the control device 7 has a function as a steering control means, and is configured by a microcomputer and its peripheral circuits. As shown in FIG. 2, the vehicle speed calculation unit 7a, the electric power steering target value creation unit 7b, the front information , The vehicle travel path setting unit 7c, the notification control unit 7d, the curve curvature radius calculation unit 7e, the target yaw rate calculation unit 7f based on the deviation, the target yaw rate calculation unit 7g based on the curve curvature, the key plane control torque calculation unit 7h, It mainly comprises an electric power steering control torque output section 7i.
[0034]
The vehicle speed calculation unit 7a receives the wheel speed sensors of four wheels, that is, the wheel speed sensors 21fl, 21fr, 21rl, 21rr, and the wheel speeds ωfl, ωfr, ωrl, ωrr of the four wheels 5fl, 5fr, 5rl, 5rr, respectively. For example, the vehicle speed V (= (ωfl, ωfr, ωrl, ωrr) / 4) is calculated by calculating the average of these, the electric power steering target value creation unit 7b, the target yaw rate calculation unit 7f based on the amount of deviation, the curve curvature Is output to the target yaw rate calculation unit 7g and the key plane control torque calculation unit 7h based on. The vehicle speed calculation unit 7a, together with the wheel speed sensors 21fl, 21fr, 21rl, and 21rr, constitutes an own vehicle driving state detection unit.
[0035]
The electric power steering target value creation unit 7b receives the steering torque Td from the steering torque sensor 23 and the vehicle speed V from the vehicle speed calculation unit 7a. Then, for example, as shown in FIG. 3A, the basic assist amount Tb is obtained from a characteristic map of the basic assist amount Tb of the electric power steering target value and the steering torque Td stored in advance. Then, as shown in FIG. 3B, a vehicle speed coefficient Kb is determined from a previously stored characteristic map of the vehicle speed coefficient Kb and the vehicle speed V, and the basic assist amount Tb and the vehicle speed coefficient Kb are multiplied to obtain an assist torque. Th is calculated (Th = Tb · Kb). The assist torque Th thus calculated is output to the electric power steering control torque output unit 7i.
[0036]
The host vehicle traveling path setting unit 7c based on the forward information is provided as second host vehicle traveling path setting means, and receives white line data and three-dimensional object data such as vehicles from the front information recognition device 10. When detecting that a three-dimensional object exists at a position other than the own vehicle traveling lane ahead, the own vehicle traveling route setting unit 7c determines the three-dimensional object as a target three-dimensional object to be determined, and A second host vehicle traveling path is set according to the lane position of the host vehicle traveling lane on the side where the object exists and the target position of the target three-dimensional object. Then, the set second vehicle traveling path is output to the curve curvature radius calculator 7e and the target yaw rate calculator 7f based on the deviation amount.
[0037]
The setting of the second host vehicle traveling route in the host vehicle traveling route setting unit 7c based on the forward information is specifically performed as follows.
Case 1. When the target three-dimensional object is not detected and only the white lines on both sides are detected, the approximate center of the white lines on both sides is set as the second vehicle traveling path.
[0038]
Case 2. When the target three-dimensional object is detected on one lane side of the own vehicle traveling lane, and the target three-dimensional object protrudes into the own vehicle traveling lane from the lane position on the side where the target three-dimensional object exists (see FIG. 4). In such a case), the second own vehicle traveling path is set using at least the position where the target three-dimensional object protrudes. As shown in FIG. 4, the second self-vehicle traveling path is located at a substantially center between a position where the target three-dimensional object protrudes and a lane opposite to the side where the target three-dimensional object exists. Set your own path.
[0039]
Case 3. When a plurality of three-dimensional objects are detected on one lane side of the own vehicle traveling lane, the three-dimensional object existing at the closest distance from the own vehicle in the forward direction is determined as the target three-dimensional object, and the target three-dimensional object is determined as the target three-dimensional object. In the case where the vehicle protrudes from the lane position on the side where the object is present in the own vehicle traveling lane (as shown in FIG. 5), at least the position where the target three-dimensional object protrudes is used as the second vehicle traveling path. Set. Like the case 2, as shown in FIG. 5, the second self-vehicle traveling path is substantially between a position where the target three-dimensional object protrudes and a lane opposite to the side where the target three-dimensional object exists. A second vehicle traveling path is set at the center.
[0040]
Case 4. Even if a three-dimensional object exists on one lane side of the own vehicle traveling lane and this three-dimensional object is determined as the target three-dimensional object, the lane opposite to the side where the target three-dimensional object exists is not detected. In the case of, the setting of the second host vehicle traveling path is stopped, the data output of the second host vehicle traveling path is stopped (the traveling control in the control device 7 is stopped), and the notification control unit 7d is released. , And the notification lamp 8 is turned on.
[0041]
Case 5. When it is detected that three-dimensional objects are present on the left and right sides other than the own vehicle traveling lane ahead, these three-dimensional objects on the left and right sides are determined as three-dimensional objects to be determined, and the three-dimensional objects on the side where the respective three-dimensional objects exist are determined. A second self-vehicle traveling path is set according to the lane position and the position where each target three-dimensional object exists. At this time, when both the left and right target three-dimensional objects protrude into the own vehicle traveling lane (the case shown in FIG. 6), the second own vehicle traveling path is substantially at the center of the position where the left and right target three-dimensional objects protrude. Set to.
[0042]
Case 6. If it is detected that a plurality of three-dimensional objects are present on at least one of the left and right sides other than the own vehicle traveling lane in front, the three-dimensional object present at the closest distance from the own vehicle in the forward direction from the left and right own vehicles is the target three-dimensional object. Determined as Then, the second own vehicle traveling path is set according to the lane position on the side where the respective target three-dimensional objects exist and the position where the respective target three-dimensional objects exist. At this time, when both the left and right target three-dimensional objects protrude into the own vehicle traveling lane (in the case shown in FIG. 7), the second own vehicle traveling path is substantially at the center of the position where the left and right target three-dimensional objects protrude. Set to.
[0043]
In each of the cases 1, 2, 3, 5, and 6, the own vehicle traveling path setting unit 7c based on the forward information sets the second own vehicle traveling path when the second own vehicle traveling path is set. A travel path width d substantially centered on the vehicle travel path is also detected. If the travel path width d is smaller than a preset threshold, the setting of the second own vehicle travel path is stopped, and The data output of the own vehicle traveling path is stopped (the traveling control in the control device 7 is stopped), a signal is output to the notification control unit 7d, and the notification lamp 8 is turned on.
[0044]
Here, the threshold value for comparison with the travel road width d is set, for example, based on the vehicle width of the host vehicle 1 (the lowest value), and is set to a larger value as the host vehicle speed V increases with reference to a map or the like. Is done.
[0045]
The curve curvature radius calculation unit 7e receives the second vehicle travel path from the vehicle travel path setting unit 7c based on the forward information, calculates the curve curvature radius R of the second vehicle travel path, and calculates the curve curvature. Is output to the target yaw rate calculator 7g based on.
[0046]
The calculation of the curve radius of curvature R is performed, for example, as follows.
As shown in FIG. 8, three nodes forming a curve ahead of the second host vehicle traveling path on X (horizontal direction of the vehicle) -Y (horizontal direction of the vehicle) coordinate centering on the host vehicle 1. Consider P1 (x1, y1), P2 (x2, y2), and P3 (x3, y3). If the line segment between P1 and P2 is A, the line segment between P2 and P3 is B, and the line segment between P3 and P1 is C, the radius of the circumcircle of the three points P1, P2, and P3 is as follows. It is given by equation (1).
R = (A + B + C) / (4 · Sa) (1)
[0047]
Here, Sa is the area of the triangle P1-P2-P3,
Sa = (λ · (λ−A) · (λ−B) · (λ−C)) ^1/2 … (2)
Where λ = (A + B + C) / 2
[0048]
The line segments A, B, and C are obtained from the respective coordinate values by the following equations.
A = ((y2-y1) ² + (X2-x1) ² ) ^1/2 … (3)
B = ((y3-y2) ² + (X3-x2) ² ) ^1/2 … (4)
C = ((y1-y3) ² + (X1-x3) ² ) ^1/2 … (5)
The distance between nodes is such that the sampling time and the separation distance are tuned according to the curvature of the corresponding curve.
[0049]
The target yaw rate calculation unit 7f based on the shift amount receives the vehicle speed V from the vehicle speed calculation unit 7a and the second vehicle travel path from the vehicle travel path setting unit 7c based on the forward information. Then, as shown in FIG. 9, first, the lane left-right coordinate position Xp recognized in the image and the arrival point X0 when the own vehicle 1 maintains the current course (that is, the arrival point on the first own vehicle traveling path). X0) is determined as a shift amount ε. That is, the shift amount ε is actually the lateral displacement amount of the second vehicle traveling path detected by the image recognition, and the front gaze distance D for detecting the shift amount ε is, for example, the following equation (6). Is calculated by
D = Tp · V (6)
Here, Tp is a preview time such as 2 seconds. Note that the front gaze distance D may be determined by another method. As described above, the target yaw rate calculation unit 7f based on the amount of deviation also has a function as first host vehicle traveling path estimation means.
[0050]
Next, the target yaw rate calculation unit 7f based on the deviation amount calculates a target yaw rate (a target yaw rate based on the deviation amount) γε required to make the deviation amount ε zero from the geometric relationship shown in FIG. (7) is calculated.
γε = V / R ′ (7)
Here, R ′ = x / sin θ,
x = (D ² + Ε ² ) ^1/2 / 2
θ = tan ^-1 (Ε / D)
It is.
Thus, the target yaw rate γε based on the calculated shift amount is output to the key plane control torque calculation unit 7h.
[0051]
The target yaw rate calculation unit 7g based on the curve curvature receives the vehicle speed V from the vehicle speed calculation unit 7a and the curve curvature radius R from the curve curvature radius calculation unit 7e. Then, a target yaw rate (target yaw rate based on curve curvature) γr for tracing the curve curvature radius R is calculated by, for example, the following equation (8), and a target yaw rate γr based on the calculated curve curvature is calculated by key plane control. Output to the torque calculation unit 7h.
γr = V / R (8)
[0052]
The key plane control torque calculation unit 7h calculates the front wheel steering angle δf from the steering angle sensor 22, the actual yaw rate γ from the yaw rate sensor 24, the vehicle speed V from the vehicle speed calculation unit 7a, and the deviation amount from the target yaw rate calculation unit 7f based on the deviation amount. And the target yaw rate γr based on the curve curvature is input from the target yaw rate calculation unit 7g based on the curve curvature. Then, for example, according to the following procedure, the target steering wheel torque Ta for realizing the target steering wheel angle is calculated and output to the electric power steering control torque output unit 7i.
[0053]
First, a total target yaw rate γs is calculated from the target yaw rate γε based on the deviation amount and the target yaw rate γr based on the curve curvature by the following equation (9).
γs = kε · γε + kr · γr (9)
Here, kε and kr indicate gains set in advance.
[0054]
Next, a target steering wheel angle θht for realizing the target yaw rate γs is calculated.
In general, the target yaw rate γt of the vehicle is obtained by the following equation (10) from the equation of motion of the vehicle.
γt = G (0) · (1 / (1 + Tr · s)) · δf (10)
Here, G (0) is a yaw rate steady gain, Tr is a time constant, and s is a Laplace operator. For example, the time constant Tr is obtained from the following equation (11), and the yaw rate steady gain G (0) is It is obtained from equation (12).
Tr = (m · Lf · V) / (2 · L · kre) (11)
Here, m is the vehicle mass, Lf is the distance between the front shaft and the center of gravity, L is the wheelbase, and kre is the rear equivalent cornering power.
[0055]
G (0) = 1 / (1 + sf · V ² ) · V / L (12)
Here, sf is a stability factor determined by vehicle specifications, and is calculated, for example, by the following equation (13).

Here, kfe is the front equivalent cornering power, and Lr is the distance between the rear shaft and the center of gravity.
[0056]
Then, from the above equation (10),
γt + Tr · s · γt = G (0) · δf
δf = (1 / G (0)) · γt + (Tr / G (0)) · s · γt (14)
[0057]
In the above equation (14), s · γt is a differential value of γt, and the following equation (15) is obtained by replacing δf with the target steering angle δft and γt with the total target yaw rate γs.
[0058]
δft = (1 / G (0)) · γs + (Tr / G (0)) · (dγs / dt) (15)
[0059]
Therefore, the target steering wheel angle θht can be calculated by the following equation (16), where stg is the steering gear ratio.
[0060]
θht = δft · stg (16)
[0061]
The target steering wheel torque Ta for realizing the target steering wheel angle θht is calculated by the following equation (17).
Ta = Isw · (d ² θht / dt ² ) + Tst / stg (17)
Here, Isw is a steering moment of inertia, Tst is a self-aligning torque, and the self-aligning torque Tst is given by the following equation (18).
Tst = nt · Cf (18)
Here, nt is the pneumatic trail, and Cf is the cornering force of the front wheels.
The electric power steering control torque output unit 7i receives the assist torque Th from the electric power steering target value creation unit 7b and the target steering wheel torque Ta from the key plane control torque calculation unit 7h, and adds these to the torque control instruction value Tt. (= Th + Ta), and outputs the result to the torque control electric power steering motor control unit 6.
[0062]
As shown in FIG. 11, the electric power steering motor control unit 6 mainly includes a motor instruction current conversion unit 6a, a current control unit 6b, a drive signal generation unit 6c, and a current detection unit 6d.
[0063]
When the torque control instruction value Tt is input from the control device 7, the motor instruction current conversion unit 6a converts the torque control instruction value Tt into a motor instruction current with reference to a preset map as shown in FIG. The current controller 6b outputs a current to the electric power steering motor 4 via the drive signal generator 6c. The current value output from the drive signal generation unit 6c is detected by the current detection unit 6d, and it is monitored whether the current value converted by the motor instruction current conversion unit 6a is output.
[0064]
As described above, according to the embodiment of the present invention, without simply setting the target vehicle traveling route from the left and right lane information, various types of information are considered in consideration of three-dimensional object information other than the vehicle traveling lane. Since the own-vehicle traveling route is set for each situation, it is possible for the driver to use the automatic steering function effectively and to the maximum without worrying about the driver not having to worry about collision or contact with the vehicle ahead.
[0065]
In the present embodiment, three-dimensional object information and travel path information in front of the host vehicle are obtained based on image information from the CCD cameras 9L and 9R. However, a monocular camera and a millimeter-wave radar or a laser radar are used. Alternatively, it is needless to say that the present invention can be applied to a case where three-dimensional object information and travel path information in front of the own vehicle are obtained from another system such as a system combining an infrared radar device.
[0066]
【The invention's effect】
As described above, according to the present invention, the optimal own vehicle traveling path is set according to the actual traveling environment, and the driver can safely and effectively use the vehicle without worrying about collision with the vehicle ahead or the like and contact with the vehicle. It is possible to use the function of automatic steering only to the extent possible.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram of a vehicle including a traveling control device.
FIG. 2 is a functional block diagram of a travel control device.
FIG. 3 is a characteristic diagram for explaining creation of an electric power steering target value.
FIG. 4 is an explanatory diagram of a vehicle traveling path based on forward information set when a target three-dimensional object is present in one lane;
FIG. 5 is an explanatory diagram of a vehicle traveling path based on forward information set when a plurality of three-dimensional objects are present in one lane;
FIG. 6 is an explanatory diagram of a vehicle traveling path based on forward information set when a target three-dimensional object is present in both lanes;
FIG. 7 is an explanatory diagram of a vehicle traveling path based on forward information set when a plurality of target three-dimensional objects are present on both side lanes;
FIG. 8 is an explanatory diagram showing an example of calculating a curve radius of curvature of the own vehicle traveling path based on forward information.
FIG. 9 is an explanatory diagram of a deviation amount between the own vehicle traveling path based on a driving state and the own vehicle traveling path based on forward information.
FIG. 10 is an explanatory diagram of a target yaw rate calculation based on a shift amount.
FIG. 11 is a functional block diagram of an electric power steering motor control unit.
FIG. 12 is an explanatory diagram showing a relationship between a torque control instruction value and a motor instruction current.
[Explanation of symbols]
1 own vehicle
2 Travel control device
3 Front wheel steering
4 Electric power steering motor
5fl, 5fr, 5rl, 5rr wheels
6 Electric power steering motor controller
7 control device (steering control means)
7a Vehicle speed calculation unit (own vehicle operation state detection means)
7b Electric power steering target value creation unit
7c Self-vehicle traveling route setting unit based on forward information (second self-vehicle traveling route setting means)
7d notification control unit
7e Curvature radius calculator
7f Target yaw rate calculation unit based on deviation amount (first own vehicle traveling path estimation means)
7g Target yaw rate calculator based on curve curvature
7h Key plane control torque calculation unit
7i Electric power steering control torque output unit
8 Information lamp
9L, 9R CCD camera (forward information detection means)
10. Forward information recognition device (forward information detecting means)
21fl, 21fr, 21rl, 21rr Wheel speed sensor (own vehicle operating state detecting means)

Claims (10)

Own-vehicle driving state detecting means for detecting the driving state of the own vehicle;
Forward information detecting means for detecting at least three-dimensional object information and travel path information ahead of the own vehicle as forward information,
First host vehicle traveling path estimating means for estimating the host vehicle traveling path according to the host vehicle driving state as a first host vehicle traveling path;
Second host vehicle traveling path setting means for setting the host vehicle traveling path according to the forward information as a second host vehicle traveling path;
A travel control device for a vehicle, comprising: a first self-vehicle traveling path; and a steering control unit that performs steering control according to the second self-vehicle traveling path.
The second host vehicle traveling path setting means, when the front information detecting means detects that a three-dimensional object is present at a position other than the front vehicle traveling lane, determines the three-dimensional object as an object to be determined. And setting the second self-vehicle traveling path in accordance with the lane position of the own vehicle traveling lane on the side where the target three-dimensional object exists and the existence position of the target three-dimensional object. Characteristic vehicle travel control device. The second self-vehicle traveling route setting means, if the target three-dimensional object protrudes from the lane position on the side where the target three-dimensional object exists in the own vehicle traveling lane, at least the target three-dimensional object The travel control device for a vehicle according to claim 1, wherein the second own vehicle traveling path is set using a protruding position. The second host vehicle traveling path setting means, when the front information detecting means detects that a plurality of three-dimensional objects are present on either the left or right other than the front host vehicle traveling lane, from the host vehicle. 3. The travel control device for a vehicle according to claim 1, wherein a three-dimensional object existing at a distance closest to a front direction is determined as the target three-dimensional object. The second self-vehicle traveling route setting means may include a case where a three-dimensional object is present on the left or right other than the front vehicle traveling lane by the front information detecting means, and the three-dimensional object is determined as a target three-dimensional object. Even if the lane on the side opposite to the side where the target three-dimensional object exists is not detected, the setting of the second own vehicle traveling path is stopped, and the steering control by the steering control means is stopped. The travel control device for a vehicle according to any one of claims 1 to 3, wherein: The second host vehicle traveling path setting means, when the front information detecting means detects the presence of three-dimensional objects on both left and right sides other than the front host vehicle traveling lane, the three-dimensional objects on both left and right sides. Determining the three-dimensional object to be determined, and setting the second self-vehicle traveling path according to the lane position on the side where the respective three-dimensional object exists and the existence position of each of the three-dimensional objects. The vehicle travel control device according to claim 1 or 2, wherein: The second host vehicle traveling path setting means detects the presence of a three-dimensional object on both left and right sides other than the front host vehicle traveling lane by the front information detecting means, and the left and right target three-dimensional objects are both 6. The vehicle according to claim 5, wherein when the vehicle protrudes into the own vehicle traveling lane, the second vehicle traveling path is set between positions where the left and right target three-dimensional objects protrude. Control device. The second host vehicle traveling path setting means, when the front information detecting means detects that a plurality of three-dimensional objects exist on at least one of the left and right sides other than the front host vehicle traveling lane, The travel control device for a vehicle according to claim 5 or 6, wherein a three-dimensional object existing at a distance closest to the front of the left and right vehicles in the forward direction is determined as the target three-dimensional object. The second host vehicle traveling path setting means stops the setting of the second host vehicle traveling path when the width of the set traveling path of the second host vehicle traveling path is smaller than a preset threshold. The vehicle travel control device according to any one of claims 1 to 7, wherein the steering control by the steering control means is stopped. 9. The travel control device for a vehicle according to claim 8, wherein the preset threshold value is set based on at least a vehicle width of the own vehicle, and is variable according to the own vehicle speed. The system according to claim 4, further comprising a notification unit, wherein when the setting of the second vehicle traveling path is stopped and the steering control by the steering control unit is stopped, a predetermined notification is performed. 10. The travel control device for a vehicle according to any one of 9).

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