KR101526729B1 - Apparatus for adjusting control torque from lkas and method thereof - Google Patents

Abstract

The present invention relates to an apparatus for adjusting control torque from a lane keeping assist system (LKAS) and a method thereof, and provides the apparatus for adjusting control torque from LKAS and the method thereof, by which the driver′s sensation of steering is improved while preventing a lane departure of a vehicle by varying a steering intention (steering torque) of a driver when the vehicle departs from a lane, a distance (offset distance) in which the vehicle is out of the center of a road, and control torque (auxiliary steering torque) of the LKAS on the basis of a road′s curvature. The apparatus for adjusting control torque from the LKAS comprises: an information collecting unit for connecting the steering intention of the driver, the distance (the offset distance) in which the vehicle is out of the center of a road, and a road curvature; an adjustment ratio calculating unit for calculating an adjustment ratio on the basis of the steering torque of the driver, the offset distance, and the road curvature, which were collected by the information collecting unit; and a torque adjusting unit for outputting final steering torque by multiplying an adjustment ratio calculated by the adjustment ratio calculating unit by control torque calculated from the LKAS.

Description

TECHNICAL FIELD [0001] The present invention relates to a control torque adjusting apparatus and a control method thereof,

More particularly, the present invention relates to an apparatus and method for adjusting a control torque of an LKAS, and more particularly, to a control torque adjusting apparatus and method for controlling a control torque of an LKAS (auxiliary steering torque) And a technique for improving the driver's sense of steering.

Generally, a Lane Keeping Assist System (LKAS) detects a left / right lane through a camera mounted on a vehicle and calculates a control torque (auxiliary steering torque) for allowing the vehicle to follow the center of the road without leaving the lane And then inputs it to the steering control device to perform the lane keeping control function.

At this time, the control torque must be accurately calculated so that the vehicle does not become insufficient or not to follow the center of the road without departing from the lane, and it should be calculated so as not to sense the steering disturbance according to the driver's intention to steer when leaving the lane.

However, the conventional LKAS does not merely reflect the steering torque of the driver, the distance of the vehicle from the center of the road, the curvature of the road, etc., and simply calculates the control torque that causes the vehicle to follow the center of the road without leaving the lane There is a problem that the driver feels a sense of steering disturbance.

SUMMARY OF THE INVENTION In order to solve the above problems, the present invention has been made to solve the above-mentioned problems of the prior art, and it is an object of the present invention to provide a vehicle- (Auxiliary steering torque) of the LKAS to improve the steering feeling of the driver, as well as to prevent the lane departure of the vehicle, and a method thereof.

The objects of the present invention are not limited to the above-mentioned objects, and other objects and advantages of the present invention which are not mentioned can be understood by the following description, and will be more clearly understood by the embodiments of the present invention. It will also be readily apparent that the objects and advantages of the invention may be realized and attained by means of the instrumentalities and combinations particularly pointed out in the appended claims.

According to another aspect of the present invention, there is provided an apparatus for adjusting the control torque of an LKAS, comprising: an information collecting unit for collecting a driver's steering torque, a distance (hereinafter referred to as an offset distance) An adjustment ratio calculating unit for calculating an adjustment ratio based on the driver's steering torque, the offset distance, and the road curvature collected by the information collecting unit; And a torque adjusting unit for multiplying the control torque calculated from the Lane Keeping Assist System (LKAS) by the adjustment ratio calculated by the adjustment ratio calculating unit and outputting the final steering torque.

According to another aspect of the present invention, there is provided a method of adjusting a control torque of an LKAS, comprising the steps of: acquiring an information acquisition unit driver's steering torque, a distance (hereinafter referred to as an offset distance) ; Calculating an adjustment ratio based on the driver's steering torque, the offset distance, and the road curvature; And outputting the final steering torque by multiplying the control torque calculated from the Lane Keeping Assist System (LKAS) by the torque adjustment section by the adjustment ratio.

(Steering torque) of the driver, a distance (offset distance) that the vehicle deviates from the center of the road, a control torque of the LKAS (auxiliary steering torque) based on the road curvature at the time when the vehicle leaves the lane, So as to prevent the lane departure of the vehicle and to improve the steering feel of the driver.

1 is a block diagram of an embodiment of a control torque adjusting device for an LKAS according to the present invention.
FIG. 2 is a flowchart illustrating a process of calculating an adjustment ratio based on an operator's steering torque and an offset distance according to an embodiment of the present invention.
FIG. 3 is a flowchart illustrating a process of calculating an adjustment ratio based on an offset distance and a road curvature according to the present invention.
4 is a flowchart illustrating a process of calculating an adjustment ratio based on the driver's steering torque and the road curvature according to the present invention.
FIG. 5 is a graph showing an embodiment of the adjustment ratio calculated based on the driver's steering torque and the offset distance according to the present invention,
6 is a graph of an embodiment of the adjustment ratio calculated based on the offset distance and the road curvature according to the present invention,
FIG. 7 is a graph showing an embodiment of the adjustment ratio calculated based on the driver's steering torque and the road curvature according to the present invention,
8 is a flowchart of an embodiment of a control torque adjusting method of the LKAS according to the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The above and other objects, features and advantages of the present invention will become more apparent from the following detailed description of the present invention when taken in conjunction with the accompanying drawings, It can be easily carried out. In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail. Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a block diagram of an embodiment of a control torque adjusting apparatus for an LKAS according to the present invention.

1, the control torque adjusting apparatus for an LKAS according to the present invention includes an information collecting section 10, an adjustment ratio calculating section 20, and a torque adjusting section 30. [

First, the information collecting unit 10 periodically collects the driver's steering torque, the distance that the vehicle deviates from the center of the road (hereinafter referred to as an offset distance), and the road curvature.

At this time, the information collecting unit 10 may include an operator's steering torque measuring sensor, an offset distance measuring sensor, and a curvature measuring sensor to collect the information or collect various information through the vehicle network.

Here, the vehicle network includes a CAN (Controller Area Network), a LIN (Local Interconnect Network), a FlexRay, a MOST (Media Oriented System Transport), and the like.

Next, the adjustment ratio calculating unit 20 calculates an adjustment ratio (i.e., an adjustment ratio) for varying the control torque (auxiliary steering torque) output from the LKAS based on the driver's steering torque, the offset distance, and the road curvature collected by the information collecting unit 10. [ .

)을 산출하는 제 1 조정비율 산출기(21), 오프셋 거리와 도로 곡률(도로 곡률 함수)을 기반으로 제 2 조정비율(

)을 산출하는 제 2 조정비율 산출기(22), 운전자 조향 토크와 도로 곡률을 기반으로 제 3 조정비율(

)을 산출하는 제 3 조정비율 산출기(23), 및 상기 제 1 조정비율과 제 2 조정비율 및 제 3 조정비율을 곱하여 최종 조정비율(

)을 산출하는 곱셈기(24)를 포함한다. 이때,

=

×

×

이다.Based on the driver's steering torque (driver's steering torque function) and the offset distance (offset distance function), the adjustment ratio calculating section 20 calculates a steering ratio

) Based on the offset distance and the road curvature (road curvature function), a second adjustment ratio calculator 21 for calculating a second adjustment ratio

) Based on the driver's steering torque and the road curvature, a second adjustment ratio calculator 22 for calculating a second adjustment ratio

A third adjustment ratio calculator 23 for calculating a final adjustment ratio (hereinafter referred to as " final adjustment ratio ") 23 by multiplying the first adjustment ratio by the second adjustment ratio and the third adjustment ratio

(24). At this time,

=

×

×

to be.

Here, the first adjustment ratio calculator 21 lowers the first adjustment ratio when the vehicle is at the center of the road, and raises the first adjustment ratio when the vehicle leaves the road center.

When the road approaches the right lane, the second adjustment ratio calculator 22 increases the second adjustment ratio. When the vehicle approaches the left lane, the second adjustment ratio calculator 22 keeps the control torque calculated from the LKAS when the vehicle approaches the left lane. The second adjustment ratio is set.

When the road approaches the right lane, the third adjustment ratio calculator 23 lowers the third adjustment ratio. When the vehicle approaches the left lane, the third adjustment ratio calculator 23 maintains the control torque calculated from the LKAS The third adjustment ratio is set.

이다.Next, the torque adjusting unit 30 outputs a control torque (T _Ctrl) final steering torque (T _final) is multiplied by the final adjustment ratio calculated from the multiplier 24 to the output from the LKAS. At this time, T _final = T _Ctrl x

to be.

Hereinafter, the process of calculating the adjustment ratio by the adjustment ratio calculating unit 20 will be described in detail with reference to FIG. 2, FIG. 3, and FIG.

)을 산출하는 과정에 대해 살펴본다.First, referring to FIG. 2, the first adjustment ratio calculator 21 calculates a first adjustment ratio (i.e., a second adjustment ratio) based on the driver's steering torque and the offset distance

) Is calculated.

In step 201, it is determined whether the vehicle is in a lane. If the vehicle meets the following formula (1), it is determined that the vehicle is in the lane. If the vehicle is not satisfied, 211 ".

[Equation 1]

Here, | d | represents the offset distance (the distance between the center of the vehicle and the center of the lane), W _L the lane width, and W _V the vehicle width.

If it is determined in step 201 that the vehicle is within the lane, it is determined in step 202 whether the driver holds the steering wheel.

)은 하기의 [수학식 2]와 같다(203).If it is determined that the driver does not hold the steering wheel, that is, if the steering torque of the driver is less than the first threshold (T _{Hand - off} )

(203). ≪ EMI ID = 2.0 >

If the steering torque of the driver is equal to or greater than a first threshold value (T _{Hand - off} ), it is determined whether the steering wheel is at a level capable of sensing the movement of the steering wheel (204).

)은 하기의 [수학식 2]와 같다(205).If it is determined that the driver's steering torque is not higher than the second threshold value (T _Min ), it is determined that the first steering ratio

(205). ≪ EMI ID = 2.0 >

If it is determined at step 204 that the driver's steering torque exceeds the second threshold value T _Min , it is determined at step 206 whether motion of the steering wheel can be detected as a reaction force level.

)은 하기의 [수학식 2]와 같고(207), 운전자의 조향 토크가 제 3 임계치(T_Max)를 초과하면 제 1 조향비율(

)은 하기의 [수학식 2]와 같다(208).If it is determined that the steering wheel motion can be detected at the reaction force level, that is, if the steering torque of the driver does not exceed the third threshold value T _max , the first steering ratio

(207). When the steering torque of the driver exceeds the third threshold value (T _Max ), the first steering ratio (

Is expressed by the following equation (208).

&Quot; (2) "

이다. 이때, α₁₁은 |d| = 0, |T_d| = T_{Hand - off} 일 때 조정비율(제 1 상수), α₁₂는 |d| = 0, |T_d| = T_Min 일 때 조정비율(제 2 상수), α₁₃은 |d| = 0, |T_d| = T_Max 일 때 조정비율(제 3 상수), α₂₁은 |d| = (W_L - W_V)/2, |T_d| = T_{Hand - off} 일 때 조정비율(제 4 상수), α₂₂는 |d| = (W_L - W_V)/2, |T_d| = T_Min 일 때 조정비율(제 5 상수), α₂₃은 |d| = (W_L - W_V)/2, |T_d| = T_Max 일 때 조정비율(제 6 상수)을 각각 의미한다.here,

to be. At this time,? ₁₁ is | d | = 0, | T _d | = T _{Hand - off} , The adjustment ratio (first constant) when? ₁₂ is | d | = 0, | T _d | = T _Min , The adjustment ratio (second constant) when? ₁₃ is | d | = 0, | T _d | = T _Max (Third constant), α ₂₁ is | d | = (W _L - W _V ) / 2, | T _d | = T Adjustment ratio (fourth constant) when _{Hand - off} , α ₂₂ is | d | = (W _L - W _V ) / 2, | T _d | = T _{Min is} the adjustment ratio (fifth constant), and α ₂₃ is | d | = (W _L - W _V ) / 2, | T _d | = T _Max (Sixth constant), respectively.

On the other hand, if it is determined that the vehicle is not within the lane (201), it is determined (211) whether the vehicle has entered the danger zone.

If the determination result 211 indicates that the vehicle has entered the danger zone, that is, if the offset distance exceeds the first threshold distance d _danger , the process proceeds to step 222. Where d _danger is the distance between the center of the vehicle and the center of the lane in the hazard area.

If the offset distance is equal to or smaller than the first critical distance d _danger , the driver determines whether the driver has caught a steering wheel.

)은 하기의 [수학식 3]과 같다(213).If it is determined that the driver does not hold the steering wheel, that is, if the steering torque of the driver is less than the first threshold (T _{Hand - off} )

(213). ≪ EMI ID = 3.0 >

If the steering torque of the driver is equal to or greater than the first threshold value (T _{Hand - off} ), the controller determines whether the steering wheel is at a level capable of detecting the movement of the steering wheel.

)은 하기의 [수학식 3]과 같다(215).If it is determined that the driver's steering torque is at a level capable of sensing the movement of the steering wheel, i.e., the steering torque of the driver does not exceed the second threshold value (T _Min ), the first steering ratio

Is expressed by the following equation (215).

If it is determined at step 214 that the driver's steering torque exceeds the second threshold value T _Min , it is determined at step 216 whether the steering wheel movement can be detected as the reaction force level.

)은 하기의 [수학식 3]과 같고(217), 운전자의 조향 토크가 제 3 임계치(T_Max)를 초과하면 제 1 조향비율(

)은 하기의 [수학식 3]과 같다(218).If it is determined that the steering wheel motion can be detected by the reaction force level, that is, if the steering torque of the driver does not exceed the third threshold value T _max , the first steering ratio

(217), and when the steering torque of the driver exceeds the third threshold value (T _Max ), the first steering ratio (

(218). ≪ EMI ID = 3.0 >

&Quot; (3) "

이다. 이때, α₃₁은 |d| = d_danger, |T_d| = T_{Hand - off} 일 때 조정비율(제 7 상수), α₃₂는 |d| = d_danger, |T_d| = T_Min 일 때 조정비율(제 8 상수), α₃₃은 |d| = d_danger, |T_d| = T_Max 일 때 조정비율(제 9 상수)을 각각 의미한다.here,

to be. At this time,? ₃₁ is | d | = d _danger , | T _d | = T Adjustment ratio (seventh constant) when _{Hand - off} , α ₃₂ is | d | = d _danger , | T _d | = T _Min (The eighth constant),? ₃₃ is | d | = d _danger , | T _d | = T _Max . &Quot; (9th constant) ", respectively.

On the other hand, if the vehicle enters the dangerous zone (211), it is determined whether the driver has not caught the steering wheel (222).

)은 하기의 [수학식 4]와 같다(223).If it is determined that the driver does not hold the steering wheel, that is, if the steering torque of the driver is less than the first threshold (T _{Hand - off} )

(223). ≪ EMI ID = 4.0 >

If the steering torque of the driver is equal to or greater than the first threshold value (T _{Hand - off} ), it is determined whether the steering wheel is at a level capable of detecting the movement of the steering wheel (224).

)은 하기의 [수학식 4]와 같다(225).If it is determined that the driver's steering torque is not higher than the second threshold value (T _Min ), the first steering ratio

Is expressed by the following equation (225).

If the steering torque of the driver exceeds the second threshold value (T _Min ), it is determined whether the movement of the steering wheel can be detected as the reaction force level (226).

)은 하기의 [수학식 4]와 같고(227), 운전자의 조향 토크가 제 3 임계치(T_Max)를 초과하면 제 1 조향비율(

)은 하기의 [수학식 4]와 같다(228).If it is determined that the steering wheel motion can be detected at the reaction force level, that is, if the steering torque of the driver does not exceed the third threshold value T _max , the first steering ratio

(227), and when the steering torque of the driver exceeds the third threshold value (T _Max ), the first steering ratio (

(228). ≪ EMI ID = 4.0 >

&Quot; (4) "

Next, with reference to FIG. 3, a process of calculating the second adjustment ratio based on the offset distance and the road curvature will be described with reference to the second adjustment ratio calculator 22. FIG.

First, '301' is a process of determining whether the vehicle approaches the right lane. If it satisfies the following formula (5), it is determined that the vehicle is approaching to the right lane. If not, the process proceeds to step 311 do.

&Quot; (5) "

| d | = -d _threshold

Here, -d _threshold is a reference value used to judge that the vehicle is deflected to the right.

If it is determined that the vehicle is approaching the right lane, it is determined (302) whether the road has been bent to the right side so as to cut-in.

)은 하기의 [수학식 6]와 같다(303).If the road curvature is less than the fourth threshold value (-ρ _cutin ) when the road is judged to be curved to the right side for driving the cut-in,

Is expressed by the following equation (303).

If it is determined in step 302 that the road has not been bent to the right side to travel cut-in, it is determined in step 304 whether the road is bent to the left side so as to cut-in.

)은 하기의 [수학식 6]과 같다(305).If the determination result 304 indicates that the road has been curved to the left to travel cut-in, that is, when the road curvature exceeds the fifth threshold value? _Cutin , the second steering ratio

Is expressed by the following equation (305).

If the curvature of the road does not exceed the fifth threshold value? _Cutin (304), it is determined whether the road has been bent to the right (306).

)은 하기의 [수학식 6]과 같고(307), 도로 곡률이 0 이상이면 제 2 조향비율(

)은 하기의 [수학식 6]과 같다(308).As a result of the determination (306), if the road is bent to the right, that is, if the road curvature is less than 0, the second steering ratio

Is equal to (Equation 6) (307), and if the road curvature is equal to or larger than 0, the second steering ratio

Is the same as the following Equation 6 (308).

&Quot; (6) "

Where β ₁ is a constant, d ≠ -d _threshold , ρ = -ρ _cutin , and ρ _cutin is the curvature of the road in which the driver cuts in. Ρ represents the inverse of the curvature radius as the road curvature, and has a negative value on the road curved to the right.

On the other hand, if the vehicle is not approaching the right lane (301), it is determined whether the vehicle approaches the left lane (311).

As a result of the determination (311), if the vehicle approaches the left lane, i.e., d> d _{threshold, the} process proceeds to a '322' process.

If it is determined that the vehicle does not approach the left lane, it is determined (312) whether the road has been bent to the right side so as to cut-in.

)은 하기의 [수학식 7]과 같다(313).If the road curvature is less than the fourth threshold value (-ρ _cutin ) when the determination result (312) indicates that the road has been curved to the right side for driving in a cut-in manner, that is,

Is expressed by Equation (7) below (313).

As a result of the determination (312), if the road has not been bent to the right to cut-in, it is determined (314) whether the road has been bent to the left so as to cut-in.

)은 하기의 [수학식 7]과 같다(315).If the result of the determination (314) is that the road is bent to the left side to travel cut-in, that is, when the road curvature exceeds the fifth threshold value (? _Cutin ), the second steering ratio

(315). ≪ EMI ID = 7.0 >

If the road curvature does not exceed the fifth threshold value? _Cutin , the controller determines whether the road has been bent to the right (316).

)은 하기의 [수학식 7]과 같고(317), 도로 곡률이 0 이상이면 제 2 조향비율(

)은 하기의 [수학식 7]과 같다(318).If the road is bent to the right, that is, if the road curvature is smaller than 0, the second steering ratio (

(317), and if the road curvature is equal to or larger than 0, the second steering ratio (

Is expressed by Equation (7) below (318).

&Quot; (7) "

Here, β ₂ is a constant when d = d _threshold , ρ = ρ _cutin , and d is the offset distance, and the vehicle has a negative value when approaching the right lane.

On the other hand, if the vehicle approaches the left lane (311), it is determined (322) whether the road has been bent to the right side so as to cut-in.

)은 하기의 [수학식 8]과 같다(323).If the road curvature is less than the fourth threshold value (-ρ _cutin ), the second adjustment ratio (322)

Is expressed by the following equation (8) (323).

If it is determined that the road has not been bent to the right side for the cut-in travel, it is determined (324) whether the road has been bent to the left side to travel cut-in.

)은 하기의 [수학식 8]과 같다(325).If the result of the determination (324) is that the road has been bent to the left side to travel cut-in, that is, when the road curvature exceeds the fifth threshold value (? _Cutin ), the second steering ratio

) Is expressed by the following equation (8) (325).

If the road curvature does not exceed the fifth threshold value? _Cutin (324), it is determined whether the road has been bent to the right (326).

)은 하기의 [수학식 8]과 같고(327), 도로 곡률이 0 이상이면 제 2 조향비율(

)은 하기의 [수학식 8]과 같다(328).If the road is bent to the right, that is, if the curvature of the road is smaller than 0, the second steering ratio (

(327), and if the road curvature is equal to or larger than 0, the second steering ratio (

(328). ≪ / RTI >

&Quot; (8) "

Next, with reference to FIG. 4, the third adjustment ratio calculator 23 calculates a third adjustment ratio based on the driver's steering torque and the road curvature.

First, it is determined whether the road has been bent to the right by more than a first reference value, that is, whether the road curvature? Is less than the first reference value -ρ _ref (401).

If the curvature of the road is less than the reference value, N is set to 1 and then the process proceeds to step 411 (step 402). If the road curvature is greater than the reference value, (403).

If the road curvature is 0 or more, N is set to 2, and the process proceeds to step 411 (step 404). If the curvature of the road is 0 or more, it is determined whether the road is bent to the left by more than the second reference value, It is determined whether the curvature exceeds the second reference value? _Ref (405).

If the road curvature exceeds the second reference value? _Ref , N is set to 3 and the process proceeds to step 411 (406). If the road curvature is less than the second reference value? _Ref , After setting n = 4, the process proceeds to step 411 (407).

Then, in step 401, it is determined whether the steering wheel is reliably steered to the right side, that is, whether the driver's steering torque T _d is less than the first threshold torque -T _over1 (411).

)은 하기의 [수학식 9]와 같다(412).As a result of the determination (411), if the driver's steering torque is less than the first threshold torque,

Is expressed by the following equation (412).

If the driver's steering torque is equal to or greater than the first threshold torque, it is determined whether the steering wheel is steered to the right side, that is, whether the driver's steering torque is less than the second threshold torque (-T _over2 ) (step 413).

)은 하기의 [수학식 9]와 같다(414).If it is determined in step 413 that the driver's steering torque is less than the second threshold torque,

Is expressed by Equation (9) below (414).

If the driver's steering torque is equal to or greater than the second threshold torque (step 413), it is determined whether the steering wheel is steered to the left, that is, the driver's steering torque exceeds the third threshold torque T _over1 .

)은 하기의 [수학식 9]와 같다(416).As a result of the determination (415), if the driver's steering torque exceeds the third threshold torque,

(416). &Quot; (9) "

If the driver's torque is less than the third threshold torque (step 415), it is determined whether the steering wheel is steered to the left, that is, the driver's steering torque exceeds the fourth threshold torque T _over2 .

)은 하기의 [수학식 9]와 같다(418).If it is determined in step 417 that the driver's steering torque exceeds the fourth threshold torque,

Is expressed by Equation (9) below (418).

)은 하기의 [수학식 9]와 같다(419).If it is determined in step 417 that the driver's steering torque is equal to or less than the fourth threshold torque,

Is expressed by Equation (9) below (419).

&Quot; (9) "

Here, each of the variables satisfies the following equations (10) and (11).

&Quot; (10) "

&Quot; (11) "

In Equation (11), all the adjustment ratios are constants.

The adjustment ratio calculated by the first adjustment ratio calculator 21 in the above-described manner is shown in a graph in FIG. 5, and the adjustment ratio calculated by the second adjustment ratio calculator 22 is shown in FIG. 6 as a graph , And the adjustment ratio calculated by the third adjustment ratio calculator 23 is shown in FIG. 7 as a graph.

Therefore, in the present invention, each of the adjustment ratio calculators 21, 22, and 23 may calculate the adjustment ratio in real time, or may retrieve the adjustment ratio based on the above-described graph.

8 is a flowchart of an embodiment of a control torque adjusting method of the LKAS according to the present invention.

First, the information collecting unit 10 acquires the driver's steering torque, the distance (hereinafter referred to as an offset distance) and the curvature of the road off the center of the vehicle (801).

Subsequently, the adjustment ratio calculating unit 20 calculates the adjustment ratio based on the driver's steering torque, the offset distance, and the curvature of the road (802).

Thereafter, the torque adjusting unit 30 multiplies the control torque calculated from the LKAS (Lane Keeping Assist System) by the adjustment ratio to output the final steering torque (803).

Meanwhile, the method of the present invention as described above can be written in a computer program. And the code and code segments constituting the program can be easily deduced by a computer programmer in the field. In addition, the created program is stored in a computer-readable recording medium (information storage medium), and is read and executed by a computer to implement the method of the present invention. And the recording medium includes all types of recording media readable by a computer.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention. The present invention is not limited to the drawings.

10: Information collecting section
20: Adjustment ratio calculating section
30: Torque adjusting section

Claims (10)

delete An information collecting unit for collecting the driver's steering torque, a distance (hereinafter offset distance) of the vehicle from the center of the road, and the road curvature;
Based on the driver's steering torque and the offset distance,

A first adjustment ratio calculator for calculating a first adjustment ratio;
Based on the offset distance and the road curvature, a second adjustment ratio

A second adjustment ratio calculator for calculating a second adjustment ratio;
Based on the driver's steering torque and the road curvature,

A third adjustment ratio calculator for calculating a third adjustment ratio;
The first adjustment ratio, the second adjustment ratio, and the third adjustment ratio to obtain a final adjustment ratio (

≪ / RTI > And
A torque adjustment unit for multiplying the control torque calculated from the Lane Keeping Assist System (LKAS) by the final adjustment ratio to output a final steering torque;
And the control torque of the LKAS. 3. The method of claim 2,
Wherein the first adjustment ratio calculator comprises:
Wherein the first adjustment ratio is lowered when the vehicle is at the center of the road and the first adjustment ratio is increased when the vehicle is off the road center. 3. The method of claim 2,
Wherein the second adjustment ratio calculator comprises:
The second adjustment ratio is set to increase when the vehicle approaches the right lane and to maintain the control torque calculated from the LKAS when the vehicle approaches the left lane. Control torque control device of LKAS. 3. The method of claim 2,
Wherein the third adjustment ratio calculator comprises:
The third adjustment ratio is lowered when the vehicle approaches the right lane and the third adjustment ratio is set so as to maintain the control torque calculated from the LKAS when the vehicle approaches the left lane. Control torque control device of LKAS. delete Collecting the driver's steering torque of the information collecting unit, a distance (hereinafter offset distance) of the vehicle from the road center, and the road curvature;
Wherein the adjustment ratio calculating section calculates the steering ratio based on the driver's steering torque and the offset distance,

) Based on the offset distance and the curvature of the road,

) Based on the driver's steering torque and the road curvature,

), The first adjustment ratio is multiplied by the second adjustment ratio and the third adjustment ratio to obtain a final adjustment ratio (

); And
And outputting the final steering torque by multiplying the control torque calculated from the Lane Keeping Assist System (LKAS) by the final adjustment ratio
And the control torque of the LKAS. 8. The method of claim 7,
Wherein the first adjustment ratio calculating step includes:
Wherein the first adjustment ratio is lowered when the vehicle is at the center of the road and the first adjustment ratio is increased when the vehicle leaves the road center. 8. The method of claim 7,
Wherein the second adjustment ratio calculating step includes:
The second adjustment ratio is set to increase when the vehicle approaches the right lane and to maintain the control torque calculated from the LKAS when the vehicle approaches the left lane. Controlling torque of LKAS. 8. The method of claim 7,
Wherein the third adjustment ratio calculating step includes:
The third adjustment ratio is lowered when the vehicle approaches the right lane and the third adjustment ratio is set so as to maintain the control torque calculated from the LKAS when the vehicle approaches the left lane. Controlling torque of LKAS.

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