JP3736215B2 - Vehicle operation control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle operation control device capable of controlling a vehicle operation by changing a steering angle ratio of a vehicle or an operation reaction force of a steering.
[0002]
[Prior art]
Conventionally, as an apparatus for changing the steering angle ratio of a vehicle, for example, there is one as shown in FIG. 16 described in Japanese Patent Laid-Open No. 9-58508. FIG. 16 is a graph showing the relationship between the vehicle speed and the steering angle ratio. In the extremely low speed region, the steering angle ratio is the maximum constant, and the yaw angular speed is constant at a predetermined vehicle speed T2 or more and T1 or less. In the above, the steering angle ratio is set so that the lateral acceleration is constant. Here, the rudder angle ratio is a gear ratio that determines the front wheel turning angle according to the steering operation angle of the vehicle.
[0003]
On the other hand, Japanese Patent Laid-Open No. 10-316001 discloses that a response is variable according to a distance from an obstacle among devices that control a vehicle response (yaw rate, etc.) to an operation using rear wheel steering. There is the one shown in FIG. In this apparatus, the signals from the left and right CCD cameras 1L and 1R are subjected to stereo image processing by the image processing unit 3, the road obstacle detection unit 5 recognizes the road shape and the obstacles, and the contact determination unit 7 detects the obstacle. Predicts the possibility of contact between objects and vehicles. The target yaw rate characteristic selection setting unit 9 selects, from the target yaw rate characteristic memory unit 11, coefficients kg and kt that increase the target yaw rate when there is a possibility of contact, and uses the target yaw rate as a reference value when there is no possibility of contact. Coefficients kg and kt are selected and set in the target rear wheel rudder angle calculation unit 13. The target rear wheel rudder angle calculation unit 13 steers when there is a possibility of contact based on these coefficients and the driving state based on the setting formula. The target rear wheel rudder angle is calculated with a model that is sensitive to the vehicle and has a fast vehicle response. The rear wheel steering amount setting output unit 15 sets the rear wheel steering amount from the target rear wheel steering angle and the rear wheel steering angle, and outputs the rear wheel steering amount to the motor driving unit 17 of the rear wheel steering unit to drive the rear wheel steering motor 19. Is.
[0004]
[Problems to be solved by the invention]
By the way, since the response of the vehicle to the rudder angle is slow in the extremely low speed region, the vehicle maneuverability can be improved by increasing the rudder angle ratio (gain) as shown in FIG. However, even in a very low speed region, operation may be difficult if the steering angle ratio is high in all cases. For example, in the extremely low speed region of the garage entry operation, the approach operation region in which the vehicle posture is first rotated largely is operated near the maximum angle, so the higher the gain, the better the operability, and the positioning to finally put the vehicle in the intended position. In the area of operation, since the operation is very small, if the gain is high, the reaction of the vehicle is too good and there is a possibility that the operation may be strained. This situation is the same when there are obstacles near the vehicle.
[0005]
On the other hand, in the conventional example of FIG. 17, the response of the yaw rate can be changed according to the distance of the obstacle, but the vehicle response is very dull in an extremely low speed region such as a garage. It is difficult to change the gain based on the value. Further, changing the gain during traveling in the extremely low speed region may make it difficult to understand the positioning of the vehicle.
[0006]
This invention makes it a subject to provide the vehicle operation control apparatus which can improve the operativity in parking operation etc., such as entering a garage.
[0007]
[Means for Solving the Problems]
  The invention of claim 1 is a vehicle steering system.Reaction force generating means for changing the operation reaction force, and obstacles around the vehicleVehicle surrounding state detecting means for detecting,Vehicle position detection means for detecting the position of the vehicle, vehicle speed detection means for detecting the vehicle speed of the vehicle, and when the detected vehicle speed is lower than a set vehicle speed, based on the detected obstacle and the position of the vehicle The reaction force generating means is set by setting an operation reaction force of the steering.Control means to control andIt is provided with.
[0008]
  The invention of claim 2 is the vehicle operation control device of claim 1,The control means controls the reaction force generating means by setting to increase the operation reaction force according to a decrease in the distance between the detected obstacle and the position of the vehicle.It is characterized by that.
[0009]
  The invention of claim 3Steering wheel driving means for turning the front wheel according to the steering operation angle of the vehicle, vehicle surrounding state detecting means for detecting the partitioned parking area, vehicle position detecting means for detecting the position of the vehicle, Vehicle speed detection means for detecting a vehicle speed, and when the detected vehicle speed is lower than a set vehicle speed, a steering angle ratio of the front wheel steering angle to the steering operation angle is set based on the detected parking area and the vehicle position. Control means for controlling the steering wheel drive meansIt is characterized by that.
[0010]
  The invention according to claim 4 is the vehicle operation control device according to claim 3,The vehicle surrounding state detection means detects a parking area surrounding three sides of the vehicle side and rear,The control means includesCalculating a turning radius from the detected vehicle position to the final parking position in the parking area;Set so that the rudder angle ratio decreases as the turning radius increases.To control the steering wheel driving meansIt is characterized by that.
[0011]
  The invention of claim 5 claims4The vehicle operation control device according to claim 1, wherein the control means includes the turning radius.So that the rudder angle ratio decreases as the turning radius increases.SetControl the steering wheel driving meansIt is characterized by that.
[0012]
  The invention of claim 6 claims5 describedA vehicle operation control device, wherein the control means includes theWhen the vehicle travels to the final parking position without interfering with the parking area at the turning radius, the steering wheel driving means is controlled by setting the steering angle ratio to be lowered as the turning radius increases.It is characterized by
[0013]
  The invention of claim 7 is claimed in claim4 describedA vehicle operation control device comprising:The control means includesSaidThe steered wheel drive means is controlled by setting the rudder angle ratio so that the steering operation angle is constant when the vehicle proceeds to the final parking position with a constant turning radius.It is characterized by that.
[0014]
  The invention of claim 8 claims3 to any one of claims 7The vehicle operation control device according to claim 1,Illuminance detection means for detecting the illuminance around the vehicle,The control means, when the detected illuminance is lower than a set value,The steering angle ratio is corrected according to the illuminance.It is characterized by that.
[0015]
  The invention of claim 9 is claimed in claim3 to any one of claims 7The vehicle operation control device according to claim 1,Comprising continuous running time detecting means for detecting the continuous running time of the vehicle;The control means is the detectionWhen the continuous running time is longer than the set value, the steering angle ratio is corrected according to the continuous running time.It is characterized by that.
[0016]
  In the invention of claim 10, the claim3 descriptionVehicle operation control device,Storage means for storing the steering angle ratio and the detected parking area and vehicle position when the steering angle ratio is changed by the control of the control means; and illuminance detection means for detecting the illuminance around the vehicle; WithThe control means detects the detectedWhen the illuminance is lower than a set value, the steered wheel driving means is controlled based on the rudder angle ratio in the stored parking area and vehicle position.It is characterized by that.The invention according to claim 11 is the vehicle operation control device according to any one of claims 1 to 10, further comprising position detection means for detecting a change in position of the transmission of the vehicle, The control means performs the control when switching of the detected position is switching between a reverse position and another position.
[0017]
【The invention's effect】
  According to the first aspect of the present invention, when the detected vehicle speed is lower than the set vehicle speed, the reaction force generating means is set by setting the steering reaction force based on the detected obstacle and the position of the vehicle.Can be controlled. Therefore,Steering reaction force against obstaclesCan be changed,The vehicle positioning operation can be easily performed in the extremely low speed region.
[0018]
  In the invention of claim 2, in addition to the effect of the invention of claim 1,The operation reaction force can be increased according to the decrease in the distance between the detected obstacle and the position of the vehicle, and the vehicle can be easily positioned by easily performing the delicate operation of the vehicle with respect to the obstacle.be able to.
[0019]
  In the invention of claim 3,When the detected vehicle speed is lower than the set vehicle speed, the steering wheel drive means can be controlled by setting the steering angle ratio based on the detected parking area and the position of the vehicle. Accordingly, the steering angle ratio can be changed with respect to the parking area, and the vehicle positioning operation can be easily performed in the extremely low speed area.be able to.
[0020]
  In the invention of claim 4, in addition to the effect of the invention of claim 3,The steering angle ratio can be set to decrease as the turning radius increases to the final parking position in the parking area, and when the vehicle is positioned at the final parking position in the parking area, the vehicle response to the steering operation Can be made dull, and the delicate operation to the final parking position can be easily performed.be able to.
[0021]
  In the invention of claim 5, the claim4In addition to the effects of the invention, the turning radiusWhen is greater than the set value, the steering angle ratio can be set to decrease as the turning radius increases, making it possible to easily perform delicate operations to the final parking position, and the turning radius is less than the set value. Can sharpen the response of the vehicle to the steering operation, and perform quick and delicate operation as a wholebe able to.
[0022]
  In the invention of claim 6, the claim5In addition to the effects of the invention ofWhen the vehicle travels to the final parking position without interfering with the parking area at a turning radius of a predetermined value or more, the control can be performed by setting the steering angle ratio to be lowered as the turning radius increases. Therefore, when the vehicle travels to the final parking position, it can easily perform a delicate operation when it travels without interfering with the parking area, and when the turning radius interferes with the parking area, the delicate operation is not necessary yet. As a result, the steering angle ratio is relatively high, and as a whole, quick and delicate operations are performed.Can.
[0023]
  In the invention of claim 7, the claim4In addition to the effects of the invention ofThe steering angle ratio can be set so that the steering operation angle is constant when moving to the final parking position with a constant turning radius, and it is easy to reach the final parking position with a constant turning radius.Can be positioned.
[0024]
  In the invention of claim 8, the claim of claimAny one of claims 3 to 7In addition to the effects of the invention, when the detected illuminance is lower than the set valueThe steering angle ratio can be corrected according to the illuminance, even when the surroundings are dark at night, etc.It is possible to easily perform a delicate operation and easily position to the final parking position.
[0025]
  In the invention of claim 9, the claimAny one of claims 3 to 7In addition to the effects of the invention, detectionIf the continuous running time is longer than the set value, the rudder angle ratio can be corrected according to the continuous running time, and after driving for a long time, the driver's fatigue level is high and the attention is reduced Even in the case, make it easy to perform delicate operations to the final parking position.Easy positioning.
[0026]
  In the invention of claim 10, the claim3Detected in addition to the effects of the inventionWhen the illuminance is lower than the set value, it can be controlled by the stored parking area and the rudder angle ratio at the vehicle position, and even if it is difficult to check the parking area at night, etc., delicate operations can be easily performed, Easy positioning to the final parking positionbe able to.In addition, in the invention of claim 11, in addition to the effect of the invention of any one of claims 1 to 10, the vehicle can be easily and delicately provided for at least one of obstacles around the vehicle or a partitioned parking area. The positioning operation can be performed more reliably.
[0027]
DETAILED DESCRIPTION OF THE INVENTION
(First embodiment)
FIG. 1 is a schematic block diagram according to the first embodiment of the present invention. In FIG. 1, a vehicle steering 21 has an upper steering shaft 23 and a lower steering shaft 25, and the upper steering shaft 23 is coupled to the steering 21.
[0028]
A reaction force generating means 28 is interlocked with the upper steering shaft 23, and the reaction force generating means 28 can change the operation reaction force of the steering wheel 21. That is, the reaction force generation means 28 is constituted by, for example, an electric motor, and the gear 29 on the reaction force generation means 28 side and the gear 31 on the upper steering shaft 23 side mesh with each other. Accordingly, the reaction force generating means 28 can generate a reaction force on the upper steering shaft 23 via the gears 29 and 31, and the operation reaction force of the steering 21 can be changed.
[0029]
A steering angle detection sensor 33 is provided on the upper steering shaft 23. In the vicinity of the steering wheel 21, display means 35 is provided on the instrument. The display means 35 displays a change in the steering angle ratio (steering gain) of the steering angle of the front wheels 37 with respect to the operation angle of the steering 21.
[0030]
The lower steering shaft 25 is linked to the steering gear 27, and the lower steering shaft 25 is driven by a steering wheel driving means 39. The steered wheel drive means 39 is constituted by, for example, an electric motor, and the gear 41 on the steered wheel drive means 39 side meshes with the gear 43 on the lower steering shaft 25 side. Therefore, when the lower steering shaft 25 is rotated via the gears 41 and 43 by driving the steering wheel driving means 39, the left and right front wheels 37 are steered via the steering gear 27.
[0031]
The reaction force generating means 27 and the steered wheel driving means 39 are controlled by a control means 45. That is, when the detected vehicle speed is lower than the set vehicle speed, the reaction force generating means 27 is controlled by setting the operation reaction force of the steering 21 based on the detected obstacle and the position of the vehicle. The steered wheel drive means 39 is controlled by setting the rudder angle ratio of the rudder angle of the front wheels 37 to the operation angle of the steering 21 based on the parking area and the position of the vehicle.
[0032]
Therefore, signals from the vehicle speed detecting means 47, the AT shift range detecting means 49, the obstacle detecting means 51, the image detecting means 53, and the vehicle position detecting means 55 are inputted to the control means 45. . Further, a detection signal of the steering angle detection means 33 is also inputted.
[0033]
The vehicle speed detecting means 47 detects the vehicle speed of the vehicle, and detects the vehicle speed by, for example, a speedometer signal.
[0034]
The AT shift range detecting means 49 constitutes position detecting means for detecting the change of the position of the transmission of the vehicle, and detects the current shift range (PRND) of the automatic transmission (AT). To do. When the transmission is a manual transmission, the reverse position of the shift lever and the first speed, the second speed, the third speed, the fourth speed, and the like are detected.
[0035]
The obstacle detection means 51 detects an obstacle around the vehicle and constitutes a vehicle surrounding state detection means. The image detecting means 53 detects a partitioned parking area around the vehicle and constitutes a vehicle surrounding state detecting means.
[0036]
The vehicle position detecting means 55 detects the position and angle at which the vehicle is present based on the wheel speed and the steering angle state.
[0037]
FIG. 2 shows the outline of the obstacle detection means 51 and the image detection means 53. (a) is a schematic plan view of the vehicle showing the arrangement, and (b) shows an image.
[0038]
As shown in FIG. 2 (a), the obstacle detecting means 51 is composed of a total of five units, namely, front and rear corner sonars 51a, 51b, 51c and 51d and a rear center track sonar 51e.
[0039]
The image detecting means 53 comprises left and right CCD cameras 53a and 53b. An image of the CCD camera 53a is shown in FIG. In FIG.2 (b), the parking area | region 57 divided by the white lines 55a, 55b, 55c is shown. That is, the image detection means 53 detects the parking area 57 that surrounds the three sides of the vehicle side and rear.
[0040]
FIG. 3 is a schematic plan view of the relationship between the vehicle and the parking area showing an image when the gain is changed. In normal garage entry for the vehicle to park in the parking area 57, the vehicle generally approaches the parking area 57 at a substantially right angle through the vehicle center locus L1 to C1, and then moves backward with a turning radius R1 and takes a large posture up to C2. Then, the vehicle moves forward to C3 with the turning radius R2 to adjust the posture, performs fine adjustment while moving backward again with the turning radius R3, moves to the final parking position C4, and performs an operation to stop at that position. C1 to C4 are based on the vehicle center point in this embodiment.
[0041]
In the present embodiment, when the vehicle proceeds to the final parking position C4 with the turning radius R3, the steering gain is changed so that a fine position adjustment can be easily performed by a steering operation.
[0042]
First, the image detection means 53 attached to the left and right sides of the vehicle captures the parking area 57 when passing in front of the parking area 57 during the approach, and recognizes the shape of the parking area 57.
[0043]
FIG. 4 shows a running pattern when fine adjustment is performed, and the final parking position C4 is first estimated from the shape of the parking area 57. The final parking position C <b> 4 is a case where the rear surface of the vehicle is a position away from the rear end of the parking area 57 by a certain distance Lb, and the left and right are when the vehicle center line CL is positioned on the center line of the parking area 57. The current vehicle position at this time, that is, the turning radius R3 connecting the detected vehicle position C3 and the final parking position C4 is calculated by the control means 45.
[0044]
Further, when the vehicle advances from the detected vehicle position C3 to the final parking position C4, the control unit 45 calculates the right front track OP1, the right rear track OP2, the left front track OP3, and the left rear track OP4 as the vehicle square tracks. The
[0045]
Further, when the detected vehicle speed is lower than the set vehicle speed, the control unit 45 switches the vehicle transmission position detected by the AT shift range detection unit 49 between the reverse position and another position, that is, switches to the reverse position. When the trajectories OP1 to OP4 of each square proceed without interfering with the parking area 57 and the turning radius R3 is equal to or larger than the set value, the steering angle ratio is decreased as the turning radius R3 increases. The steering wheel driving means 39 is controlled by setting.
[0046]
FIG. 5 shows the relationship of the steering gain (steering angle ratio) with respect to the vehicle speed V. Basically, the maximum value Gh is constant at or below the vehicle speed V1, and the gain gradually decreases according to the vehicle speed above that.
[0047]
When the above condition is satisfied at a set vehicle speed of V1 or less, the steering gain variable mode is set, but the change margin is within a certain range (Gl to Gh) shown in FIG. In the steering gain variable mode, the gain is changed as the turning radius R increases. Here, when the turning radius R is Ra or more and Rb or less, the change characteristic of the steering gain is always such that the operation angle of the steering wheel 21 is constant, for example, 45 ° and the turning radius R is constant. Therefore, since the positioning operation to the final parking position C4 can be performed at a constant operation angle, the operation is easy to understand, and the larger the turning radius R is, the lower the steering gain becomes, so that fine adjustment becomes easier.
[0048]
Specifically, the change characteristic of the steering gain in this region is expressed by the relationship between the turning radius Ra at the basic gain below the vehicle speed V1 and the turning angle of the front wheels 37 (= steering angle × steering gain Gh).
Steering wheel angle = f (Ra)
In this case, the steering gain G at the turning radius R between Ra and Rb is
G = Gh × f (R) / f (Ra)
And
[0049]
Here, Rb is a turning radius position where G = Gl in this equation. Further, as described above, the steering gain is constant at Gl above the turning radius Rb.
[0050]
Next, a case where the operation reaction force is changed depending on the distance from the obstacle will be described. In addition to the steering gain described above, it is effective to control the operation reaction force in order to improve the stability of the operation, that is, to keep the steering wheel 21 constant or prevent extra operations such as overshoot. it is conceivable that. The reaction force can also be used to present information about the state of the vehicle to the driver.
[0051]
First, obstacle detection is shown in FIG. That is, the points detected by the obstacle detection means 51a to 51e are Ba1, Ba2, Ba3, Ba4, and these points Ba1 to Ba4 are geometrically connected to form an estimated obstacle range Bae. At this time, when an obstacle is not detected as in the diagonally left front of the vehicle in FIG.
[0052]
When the steering gain is changed as described above, the gain is changed before the operation of the steering 21 is started, and the gain is fixed after the operation is started. However, in the case of a reaction force, the gain is changed instantaneously. To do.
[0053]
The outline is shown in FIG. That is, the control means 45 calculates the predicted trajectory DL of the vehicle angle CC when the current steering angle of the front wheel 37 proceeds as it is. Then, the distance LB to the intersection of the trajectory DL and the estimated obstacle range Bae is calculated. That is, the control means 45 controls the reaction force generation means 27 by setting the operation reaction force of the steering 21 to be increased in accordance with a decrease in the detected distance between the obstacle and the vehicle.
[0054]
As shown in FIG. 9, the operation reaction force is changed in inverse proportion to the distance LB to the obstacle, and has a maximum value Fh and a minimum value Fl. When the distance LB is LB1 or less, the maximum value Fh is constant, and LB2 or more. The minimum value, that is, the normal operation reaction force Fl is constant.
[0055]
Next, a description will be given based on the flowchart of FIG.
[0056]
First, in step S1, it is determined whether or not 0 <vehicle speed <V1, and it is determined whether or not the detected vehicle speed is lower than the set vehicle speed. When the detected vehicle speed is lower than the set vehicle speed, it is determined in step S2 whether or not it is the moment when the range of the other position is switched to R, and the change of the detected position of the transmission of the vehicle is performed between the reverse position and the other position. It is determined whether or not to switch between positions.
[0057]
If it is determined that the position has switched to the reverse position R, the image data in the vicinity of the traveling direction is binarized in step S3, and the presence or absence of a garage is determined from the size and shape of the white line. That is, the garage, that is, the parking area 57 is determined based on the image shown in FIG.
[0058]
In step S4, the presence or absence of the parking area 57 is determined by determining whether or not there is a garage. When the parking area 57 exists, the target vehicle position is calculated from the garage shape in step S5. That is, as shown in FIG. 3, the final parking position C4 in the parking area 57 is calculated.
[0059]
In step S6, a turning radius R from the current vehicle position to the target vehicle position is calculated. That is, as shown in FIG. 4, in a situation where fine adjustment is necessary, the turning radius R3 from the detected current vehicle position C3 to the final parking position C4 is calculated.
[0060]
Next, in step S7, it is determined whether the predicted track and the garage shape intersect. That is, as shown in FIG. 4, it is determined whether or not each of the tracks OP1 to OP4 of the vehicle interferes with the parking area 57, and if it is determined that there is no interference, it is determined in step S8 whether or not the turning radius R is greater than or equal to a certain value. Judgment is made. That is, when the turning radius R3 exceeds Ra, the display means 35 is displayed in step S9, and the mode for changing the gain is entered. By the display on the display means 35, the driver can easily determine whether or not the mode for changing the gain has been entered, and the following fine adjustment can be easily performed.
[0061]
In step S10, a steering gain is calculated from the turning radius R. This calculation is performed based on FIG. In step S11, the steering angle is multiplied by the calculated steering gain, and the steering wheel driving means 39 is driven and controlled.
[0062]
Accordingly, when fine adjustment for finally positioning the vehicle to the final parking position C4 as shown in FIG. 4 is necessary, it is possible to easily perform fine adjustment by making the response of the vehicle to the operation of the steering wheel 21 dull. it can. In addition, this final positioning operation makes the operation angle of the steering wheel 21 constant, so that the operation is very easy to understand and facilitates fine adjustment.
[0063]
In step S12, the obstacle position in each part is calculated by the obstacle detection means. That is, the detection points Ba1 to Ba4 and Ba0 are calculated as shown in FIG. In step S13, the obstacle position of each part is tied and the obstacle range is estimated. That is, the estimated obstacle range Bae in FIG. 7 is estimated.
[0064]
In step S14, the locus of the vehicle angle in the traveling direction is calculated from the steering angle and the steering gain. That is, the predicted trajectory DL is calculated as shown in FIG.
[0065]
In step S15, the intersection between the obstacle range and the predicted locus is calculated, and the locus distance between the current position and the intersection is calculated. That is, the distance LB from the obstacle in FIG. 8 is calculated.
[0066]
In step S16, an operation reaction force is calculated from the trajectory distance. That is, the operation reaction force is calculated from the distance LB calculated as shown in FIG. 8 according to FIG.
[0067]
In step S17, the control means 45 controls the reaction force generating means 27 so as to generate the calculated operation reaction force. As a result, the closer the vehicle is to an obstacle when entering a garage or the like, the greater the reaction force of operation of the steering wheel 21, and the passenger can be easily informed of the approach to the obstacle. Therefore, the occupant can more easily determine the final parking position by knowing the presence of the obstacle.
[0068]
On the other hand, if it is determined in step S1 to step S8 that step S1NO, step S2NO, step S4NO, step S7YES, step S8NO and the vehicle is not finally in a state of fine adjustment, step Shifting to S18, the steering gain with respect to the vehicle speed is calculated from FIG. 5, and the steered wheel drive means 39 is drive-controlled using the angle obtained by multiplying the steering angle by the steering gain in step S19.
[0069]
Accordingly, in the situation where the vehicle reaches C1 to C3 in FIG. 3 as described above, the operation of the vehicle is made sensitive to the operation of the steering 21, and the rapid operation is performed in the initial operation of the garage. be able to.
[0070]
In the above embodiment, the imaged parking area is used as information used when the steering gain is changed. However, as in the case where the reaction force is changed, the estimated obstacle range Bae detected by the obstacle detecting means 51 is used. On the other hand, it is also possible to change the steering gain while looking at the distance.
[0071]
(Second Embodiment)
11 to 15 show a second embodiment of the present invention. In FIGS. 11 to 15, components corresponding to those in the first embodiment are denoted by the same reference numerals, and redundant description is omitted.
[0072]
In the second embodiment, the steering angle ratio, that is, the steering gain is corrected by the illuminance around the vehicle or the continuous running time. In other words, in the first embodiment, the shape of the parking area is estimated from the camera image. However, when it is dark, for example, at night, the parking area may not be accurately estimated. In addition, since it is difficult for the driver to obtain visibility information directly at night, it can be expected to drive carefully. For this reason, when the surrounding illuminance falls and it is difficult to grasp the surroundings, it is considered better to reduce the steering gain to reduce the vehicle reaction.
[0073]
That is, when the illuminance is low, the vehicle position and the vehicle angle are substantially the same as when the positioning operation was previously performed in a predetermined parking area by correcting the steering gain according to the illuminance or using a function such as navigation. When it is determined that the steering gain is determined, the turning radius previously saved is used to determine the steering gain.
[0074]
Furthermore, the driver's fatigue can be considered as a factor that makes the driving operation difficult. In this case, a function for correcting the steering gain is also added. Here, continuous running time is used as a representative value of driver fatigue.
[0075]
FIG. 11 shows an overall schematic block diagram. In this embodiment, vehicle angle detection means 61 and illuminance detection means 63 are added to the block diagram of FIG. The vehicle position detection means 55 and the vehicle angle detection means 61 are for detecting the position and angle of the vehicle and are detected by using functions such as GPS, gyro sensor, and map matching, which are generally known as navigation functions. Yes.
[0076]
By the way, these detection values are not strictly accurate, and when the vehicle goes out of the parking area and returns, for example, it can be expected that there is an error within a range of several meters at the vehicle position.
[0077]
For example, if the parking area cannot be estimated accurately at night, etc., it may be best to determine the steering gain from the current vehicle position and the final parking position in the parking area when it was successfully estimated previously. Because of the error in the vehicle position estimation, there is a possibility that the current vehicle position C3 ′ and the final parking position C4 are not in an accurate positional relationship as shown in FIG.
[0078]
For this reason, before the vehicle is advanced while making fine adjustments to the final parking position C4, if the current vehicle position C3 ′ and the vehicle angle α2 are substantially close to the vehicle position C3 and the vehicle angle α1 when the vehicle can be estimated before When it is determined, the steering gain is set based on the expected turning radius R3.
[0079]
FIG. 13 shows changes in the coefficient for correcting the steering gain in accordance with the illuminance. The gain correction coefficient is a correction coefficient to be applied to the steering gain calculated in the first embodiment. When the illumination intensity is Lu2 or more, it is regarded as daytime and is fixed at 1.0, and when Lu1 or less is regarded as nighttime, the correction coefficient Klu1 is constant and the steering gain is corrected.
[0080]
FIG. 16 shows that when the continuous running time is equal to or greater than a fixed value Tc1, the gain correction coefficient is lowered assuming that the driver's fatigue is accumulated, and when it is equal to or greater than Tc2, the gain correction coefficient is set to a constant Ktc2. It is.
[0081]
FIG. 15 shows a flowchart in the present embodiment. Step S21 is added as shown in FIG. 15 between steps S2 and S3 in FIG. 10, and steps S22, S23, and S24 are added accordingly. ing.
[0082]
In order to correct the steering gain, step S25 is added between step S8 and step S9 in FIG. 10 as shown in FIG. 15, and step S26 and step S11 are added between step S10 and step S11 as shown in FIG. Step S27 is added.
[0083]
That is, in the flowchart of FIG. 15, when the illuminance falls below a certain value in step S21 and the detected illuminance is lower than the set value, whether or not the current vehicle position is approximated to the past vehicle position stored in step S22. Judgment is made.
[0084]
That is, as shown in FIG. 12, it is determined whether or not the current vehicle position C3 ′ is approximate to the previous vehicle position C3. It is determined whether the vehicle angle is within a certain value. That is, in FIG. 12, it is determined whether or not the difference between the current vehicle angle α2 and the previous vehicle angle α1 is within a certain value. If it is determined that it is within the certain value, the past turning radius is displayed at step S24. Turn radius. That is, the steering gain is calculated in step S10 with the turning radius R3 when finely adjusted in the past as the current turning radius.
[0085]
Note that the vehicle position, vehicle angle, and turning radius when the vehicle is positioned to the final parking position in the past are stored in step S25.
[0086]
Next, in step S26, a gain correction coefficient corresponding to the illuminance is calculated, multiplied by the steering gain, and the steering gain is corrected. Thus, the steering gain can be set according to the illuminance, and positioning to the final parking position can be performed more easily even when visibility information is difficult to obtain at night.
[0087]
Next, in step S27, a gain correction coefficient corresponding to the continuous travel time is calculated, multiplied by the steering gain, and the steering gain is corrected. As a result, even when the driver is tired after traveling for a long time, positioning to the final parking position can be easily performed by lowering the steering gain.
[0088]
In each of the above embodiments, both the steered wheel driving means and the reaction force generating means are controlled to change the steering angle ratio and the operation reaction force. It can also be configured to change either the force or the steering angle ratio.
[Brief description of the drawings]
FIG. 1 is a schematic block diagram according to a first embodiment of the present invention.
2A is a schematic plan view showing a relationship between an obstacle detection unit and the vehicle and FIG. 2B is a detection image by the image detection unit according to the first embodiment;
FIG. 3 is a schematic plan view showing a positioning operation in a parking area according to the first embodiment.
FIG. 4 is a schematic plan view showing a final positioning operation in a parking area according to the first embodiment.
FIG. 5 is a graph illustrating a relationship between a vehicle speed and a steering gain according to the first embodiment.
FIG. 6 is a graph illustrating a relationship between a turning radius and a steering gain according to the first embodiment.
FIG. 7 is a schematic plan view showing an estimated obstacle range according to the first embodiment.
FIG. 8 is a schematic plan view showing a distance from an obstacle according to the first embodiment.
FIG. 9 is a graph showing the relationship between the distance to an obstacle and the operation reaction force according to the first embodiment.
FIG. 10 is a flowchart according to the first embodiment.
FIG. 11 is a schematic block diagram according to a second embodiment of the present invention.
FIG. 12 is a schematic plan view showing a final positioning operation according to the second embodiment.
FIG. 13 is a graph illustrating a relationship between illuminance and a gain correction coefficient according to the second embodiment.
FIG. 14 is a graph showing a relationship between a continuous running time and a gain correction coefficient according to the second embodiment.
FIG. 15 is a flowchart according to the second embodiment.
FIG. 16 is a graph showing a relationship between a vehicle speed and a steering angle ratio according to a conventional example.
FIG. 17 is a block diagram according to another conventional example.
[Explanation of symbols]
21 Steering
28 Reaction force generation means
37 Front wheel
39 Rudder wheel drive means
45 Control means
47 Vehicle speed detection means
49 AT shift range detection means (position detection means)
51 Obstacle detection means (vehicle ambient state detection means)
53 Image detection means (vehicle ambient state detection means)
55 Vehicle position detection means
57 Parking area
61 Vehicle angle detection means
63 Illuminance detection means
C3 Detected vehicle position
C4 final parking position
R3 final parking position

Claims (11)

Reaction force generating means for changing an operation reaction force of the steering of the vehicle ;
Vehicle surrounding state detection means for detecting obstacles around the vehicle ;
Vehicle position detecting means for detecting the position of the vehicle;
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
When the detected vehicle speed is lower than a set vehicle speed, control means for controlling the reaction force generating means by setting an operation reaction force of the steering based on the detected obstacle and the position of the vehicle ;
A vehicle operation control device comprising: The vehicle operation control device according to claim 1,
The control means controls the reaction force generating means by setting the control reaction force to increase in response to a decrease in the distance between the detected obstacle and the position of the vehicle. . Steering wheel drive means for steering the front wheels in accordance with the steering steering angle of the vehicle;
Vehicle surrounding state detection means for detecting a partitioned parking area;
Vehicle position detecting means for detecting the position of the vehicle;
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
Control means for controlling the steered wheel drive means by setting a steering angle ratio of the front wheel rudder angle to the steering operation angle based on the detected parking area and vehicle position when the detected vehicle speed is lower than the set vehicle speed. When,
Vehicle operation control apparatus characterized by comprising a. The vehicle operation control device according to claim 3,
The vehicle surrounding state detection means detects a parking area surrounding three sides of the vehicle side and rear,
Said control means, said calculating a turning radius from the detected vehicle position to the final parking position of the parking area, the set so lower the steering angle ratio in accordance with the turning radius of the increased steering-wheel drive vehicle operation control device and controls the means. The vehicle operation control device according to claim 4 ,
The control means controls the steered wheel drive means by setting the steering angle ratio to be lowered in accordance with an increase in the turning radius when the turning radius is equal to or greater than a set value. . The vehicle operation control device according to claim 5 ,
The control means controls the steered wheel driving means by setting the steering angle ratio to be lowered in accordance with an increase in the turning radius when the vehicle travels to the final parking position without interfering with the parking area at the turning radius. A vehicle operation control device characterized by the above. The vehicle operation control device according to claim 4 ,
The control means controls the steered wheel drive means by setting the rudder angle ratio so that an operation angle of the steering is constant when traveling to a final parking position with the constant turning radius. Operation control device. The vehicle operation control device according to any one of claims 3 to 7 ,
Illuminance detection means for detecting the illuminance around the vehicle,
When the detected illuminance is lower than a set value, the control means corrects the steering angle ratio according to the illuminance . The vehicle operation control device according to any one of claims 3 to 7 ,
Comprising continuous running time detecting means for detecting the continuous running time of the vehicle;
When the detected continuous running time is longer than a set value , the control means corrects the steering angle ratio according to the continuous running time . The vehicle operation control device according to claim 3 ,
Storage means for storing the steering angle ratio and the detected parking area and vehicle position when the steering angle ratio is changed by the control of the control means;
Illuminance detection means for detecting the illuminance around the vehicle,
When the detected illuminance is lower than a set value, the control means controls the steered wheel drive means based on a rudder angle ratio in the stored parking area and vehicle position . It is a vehicle operation control device given in any 1 paragraph of Claims 1-10,
A position detection means for detecting a change in position of the transmission of the vehicle;
The vehicle operation control device, wherein the control means performs the control when the detected position is switched between a reverse position and another position.

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