CN100486845C - Lane departure prevention system - Google Patents
Lane departure prevention system Download PDFInfo
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- CN100486845C CN100486845C CNB2005101328955A CN200510132895A CN100486845C CN 100486845 C CN100486845 C CN 100486845C CN B2005101328955 A CNB2005101328955 A CN B2005101328955A CN 200510132895 A CN200510132895 A CN 200510132895A CN 100486845 C CN100486845 C CN 100486845C
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Abstract
The present lane departure prevention system comprises a position detector means for detecting positional information of a vehicle with respect to a lane of travel, a determining unit for comparing the positional information with a first threshold value indicating a predetermined positional relation with respect to the lane of travel, and determining a departure of the vehicle from the lane of travel on the basis of the comparison result, and a yaw moment applying unit for applying a yaw moment to the vehicle and switching a first process of applying the yaw moment to the vehicle only by steering wheels and a second process of applying the yaw moment to the vehicle by steering the wheels and applying a braking power to the wheels, on the basis of a traveling condition of the vehicle, when the determining unit determines that the vehicle departs from the lane of travel.
Description
Technical field
The present invention relates to a kind ofly be used to prevent that vehicle from departing from the system of moving traffic lane.
Background technology
Being used for preventing that vehicle from departing from the lane departure prevention system of moving traffic lane, optionally braking force is put on the wheel, thereby give vehicle yaw moment.
In such system, because normally by braking force optionally being applied on the wheel producing yaw moment, thereby make car retardation, so, may bring sense of discomfort to chaufeur.
On the other hand, when vehicle tends to depart from moving traffic lane,, can give vehicle yaw moment, yet, only can not give vehicle desirable yaw moment by turning to according to vehicle certain state (such as yaw angle etc.) with respect to moving traffic lane by suitably turning to.
Summary of the invention
Lane departure prevention system of the present invention can according to the motoring condition optimum of vehicle prevent deviation, and can not bring sense of discomfort to chaufeur.
Lane departure prevention system of the present invention comprises: position detecting device, and it is used to detect the location information of vehicle with respect to moving traffic lane; Judging unit, it is used for location information and first threshold are compared, and according to this comparative result, judges that vehicle will soon depart from the tendency of moving traffic lane, and this first threshold is represented the predetermined location relationship with respect to moving traffic lane; And yaw moment applying unit, it is used for when the judgment unit judges vehicle tends to depart from moving traffic lane, motoring condition according to vehicle, apply yaw moment to vehicle, and between first method and second method, switch, to apply yaw moment to vehicle, thereby described first method is only by making wheel steering apply yaw moment to vehicle, described second method also optionally applies differential braking force to wheel by making wheel steering, thereby applies yaw moment to vehicle.
In lane departure prevention system of the present invention, because when the judgment unit judges vehicle tends to depart from moving traffic lane, motoring condition according to vehicle, optionally switch following two kinds of methods: promptly, only by make its wheel steering with the method that gives vehicle yaw moment and by make its wheel steering and optionally to wheel brake activation power to give the method for vehicle yaw moment.So, can prevent that vehicle from departing from moving traffic lane according to vehicle running state with coming optimum, and can not bring sense of discomfort to chaufeur.
Description of drawings
The also following description of reference in conjunction with the accompanying drawings, understanding that can be more complete lane departure prevention system of the present invention and advantage thereof, wherein:
Fig. 1 is a schematic configuration diagram of describing the example of the vehicle that lane departure prevention system of the present invention is housed;
Fig. 2 shows the diagram of circuit of carrying out the details of handling by the controller of lane departure prevention system;
Fig. 3 shows estimation cross travel Xs or departs from threshold X
LFigure;
Fig. 4 is a diagram of circuit of determining the processing of the deviation control method carried out by controller;
Fig. 5 is the curvature β and the first control threshold X that shows traveling lane
βBetween the diagram of curves of relation;
Fig. 6 shows the ground-surface coefficientoffriction and the second control threshold X
μBetween the diagram of curves of relation;
Fig. 7 is the diagram of curves that shows the relation between vehicle velocity V and the gain K2;
Fig. 8 A and 8B show the figure that deviation control changes with respect to the motoring condition of moving traffic lane according to vehicle;
Fig. 9 A and 9B show the figure that deviation control changes according to the variation of ground-surface coefficientoffriction;
Figure 10 A, 10B and 10C show the figure that deviation control changes according to departure degree; And
Figure 11 is a diagram of circuit of determining the processing of the deviation control method carried out by controller.
The specific embodiment
Although claims are not limited to illustrated embodiment,, can better understand each different aspect of system of the present invention by description to different instances of the present invention.
The described example that is mounted on the rear wheel drive vehicle with lane departure prevention system of illustrated embodiment.This vehicle is equipped with automatic transmission with hydraulic torque converter, traditional diff, and is used for controlling independently the brake system that puts on the braking force on the wheel of left, right, front and rear.
In addition, the front and back wheel of this vehicle can turn to simultaneously.The example of this vehicle can comprise the vehicle of have preceding active front steering system (front active steering system) and rear-axle steering system, or the vehicle with so-called steering-by-wire (steer-by-wire) system, this preceding active front steering system can change the angle of the manually-operated bearing circle of chaufeur and the deflection angle of steering front wheel.Present embodiment can be applicable to the vehicle of all these types.
Fig. 1 is the structural representation that shows the example of lane departure prevention system of the present invention.
As shown in Figure 1, brake system comprises brake pedal 1, servo-unit 2, master cylinder 3, and fluid reservoir 4.Usually, according to by the step on degree of chaufeur to brake pedal 1, the brake fluid pressure by master cylinder 3 superchargings supplies among each wheel hydraulic actuating cylinder 6FL～6RR of each wheel 5FL～5RR.Yet brake fluid pressure controlling unit 7 can be located between master cylinder 3 and each the wheel hydraulic actuating cylinder 6FL～6RR, and the brake fluid pressure of each wheel hydraulic actuating cylinder 6FL～6RR can be subjected to brake fluid pressure controlling unit 7 controls individually.
For example, be used for anti-skidding control or tractive force control the brake fluid pressure control loop can be used as brake fluid pressure controlling unit 7.In this embodiment, the brake fluid pressure control loop can make brake fluid pressure supercharging and the step-down of each wheel hydraulic actuating cylinder 6FL～6RR independently.According to the brake fluid pressure command value that sends from controller 8 as described below, the brake fluid pressure of brake fluid pressure controlling unit 7 each wheel hydraulic actuating cylinder 6FL～6RR of control.
For example, brake fluid pressure controlling unit 7 comprises regulating control in its hydraulic feed system.The example of this regulating control can comprise proportion magnetic valve, and the fluid control that this proportion magnetic valve is used for each hydraulic actuating cylinder of each wheel hydraulic actuating cylinder is any suitable value.
In addition, this vehicle is provided with driving torque control unit 12, this driving torque control unit 12 is by operative condition, the selection converter speed ratio of automatic transmission with hydraulic torque converter 10 and the throttle opening of throttle gate 11 of control driving engine 9, and control is in this case as the trailing wheel 5RL of drive wheel and the driving torque of 5RR.For example, by control fuel injection amount or timing of ignition, simultaneously by regulating throttle opening, the operative condition of may command driving engine 9.Driving torque control unit 12 sends to driving torque value Tw in the controller 8.
This vehicle also is provided with and is used to control the front-wheel steering control unit 15 that front-wheel 5FL and 5FR turn to, and is used to control the rear-axle steering control unit 16 that trailing wheel 5RL and 5RR turn to.The steering order value that front-wheel steering control unit 15 and rear-axle steering control unit 16 receive according to slave controller 8 is controlled and is turned to.
In addition, this vehicle is provided with the image unit 13 with image-capable.This image unit 13 is used for detecting any deviation tendency of vehicle, and is used for detecting the be expert at position in track of vehicle.As example, this image unit 13 can comprise simple eye CCD (charge coupled device (CCD)) photographic camera.Image unit 13 is arranged on front part of vehicle.
The lane markings of image unit 13 test example such as white line etc. from the image of vehicle front, and determine the track of travelling from detected lane markings.In addition, image unit 13 is according to detected track, calculates angle (yaw angle) φ that the longitudinal axis by moving traffic lane and vehicle forms, the vehicle cross travel X apart from the track line of centers, and track curvature β.Image unit 13 transmits the signal of expression yaw angle φ, cross travel X and track curvature β (road radius R) to controller 8.
This vehicle also is equipped with homing advice 14.Homing advice 14 detects longitudinal acceleration Yg, transverse acceleration Xg or the yaw velocity φ ' of vehicle.Homing advice 14 will be represented the signal of longitudinal acceleration Yg, transverse acceleration Xg and yaw velocity φ ', send control unit 8 to together with road information.This road information can comprise track quantity and be used to indicate road is the road type information of ordinary road or express highway.
In addition, this vehicle is provided with: master cylinder pressure sensor 17, and it is used to detect the delivery pressure (that is, master cylinder hydraulic pressure Pmf and Pmr) of master cylinder 3; Accel sensor 18, it is used to detect the degree of stepping on (that is the aperture θ t of accelerator) of acceleration pedal; Steering angle sensor 19, it is used to detect the steering angle sigma of bearing circle 21; Direction indicating switch 20, it is used to detect the direction indication operation of arm for direction indicator; And wheel speed sensors 22FL～22RR, it is used to detect the rotating speed (that is so-called wheel speed Vwi (wherein, i=fi, fr, rl, rr)) of each wheel 5FL～5RR.Then, the detection signal with sensor sends in the controller 8.
When the detection data of vehicle running state comprise left and right directions, suppose that left is to being positive dirction (then right is a negative direction).That is, when the vehicle left-handed turning, yaw velocity φ ', transverse acceleration Xg and yaw angle φ be on the occasion of.When vehicle when the track line of centers that travels departs from left, cross travel X for just promptly on the occasion of.In addition, longitudinal acceleration Yg when quickening on the occasion of, when slowing down for bearing negative value.
With reference now to Fig. 2, the computing of carrying out by controller 8 is described.Interrupt carrying out computing by the timing of each predetermined sampling period Δ T (for example, 10 milliseconds).Although communication process is not set in the computing of Fig. 2 especially, can upgrades and be stored in the storage device the information that obtains by computing as required, and can from storage device, read necessary information at any time as required.
At first, in the step S1 of computing, can be from sensor, controller, and read various data in the control unit.Particularly, these information that read comprise: the ground-surface friction coefficient, and it obtains by surface friction coefficient evaluation unit 23; By homing advice 14 acquired informations, for example longitudinal acceleration Yg, transverse acceleration Xg, yaw velocity φ ', and road information; And the information of passing through each sensor, for example wheel speed Vwi, steering angle sigma, accelerator opening θ t, master cylinder hydraulic pressure Pmf and Pmr, direction indicating switch signal, the driving torque Tw from driving torque control unit 12, yaw angle φ, cross travel X, and any curvature β of moving traffic lane.
Subsequently, in step S2, calculate vehicle velocity V.Particularly, according to the wheel speed Vwi that reads among the step S1, calculate vehicle velocity V by following formula (1):
Under the situation of f-w-d,
V＝(Vwrl+Vwrr)/2
Under the situation of back-wheel drive,
V＝(Vwfl+Vwfr)/2 …(1)
Vwfl and Vwfr are left and right sides front-wheel wheel speeds separately, and Vwrl and Vwrr are left and right sides trailing wheel wheel speeds separately.That is, vehicle velocity V is calculated as the aviation value of the wheel speed of the flower wheel in the formula (1).Therefore, in this embodiment, owing to be that rear wheel drive vehicle is described as an example, so, according to the formula calculating vehicle velocity V of back, that is, and the wheel speed of trailing wheel.
The vehicle velocity V that aforementioned calculation goes out is preferably used for normal mobility operation.For example, when starting ABS (anti-skid brake system) control, the car speed of estimating in ABS control can be used as vehicle velocity V.In addition, the value as navigation information in the homing advice 14 also can be used as vehicle velocity V.
Subsequently, in step S3,, determine the tendency of run-off-road according to the position comparative result and the predetermined threshold thereof of vehicle with respect to moving traffic lane.Particularly, utilize the curvature β of yaw angle φ, moving traffic lane, the current cross travel X0 of the vehicle that in step S1, obtains, and in step S2, obtain vehicle velocity V, at first calculate the following cross travel Xs (referring to Fig. 3) of estimation according to following formula (2):
Xs＝Tt·V·(φ+Tt·V·β)+X0 …(2)
Tt is the headstock time (headway time) that is used to calculate the place ahead blinkpunkt distance, and this place ahead blinkpunkt distance multiply by headstock time T t by vehicle velocity V and obtains.That is, after through headstock time T t, vehicle is following estimation cross travel Xs apart from the estimated value of the cross travel of track line of centers.
As obviously finding out in formula (2), estimation cross travel Xs increases and increases along with yaw angle φ.
By estimating cross travel Xs and predetermined threshold value (effectively cross travel) X that departs from
LCompare, to judge the tendency of run-off-road, according to departing from threshold X
LUsually can judge that vehicle departs from the tendency of moving traffic lane, this departs from threshold X
LObtain by normal experiment.For example, depart from threshold X
LBe the value of the position, boundary line of indication moving traffic lane, and calculate (referring to Fig. 3) according to following formula (3).
X
L＝(L-H)/2(>0) …(3)
Here, L is a lane width, and H is a vehicle width.Lane width L obtains from the image of taking pictures that image unit 13 is handled.In addition, the position of vehicle can obtain from homing advice 14, and perhaps lane width L can obtain from the map datum of homing advice 14.
When satisfying following formula (4), determine that vehicle is just tending to run-off-road, and will depart from flag F out and be set at ON (Fout=ON):
|Xs|≥X
L …(4)
On the other hand, when satisfying following formula (5), determine that vehicle is not inclined to run-off-road, and will depart from flag F out and be set at OFF (Fout=OFF):
|Xs|<X
L …(5)
Here, determine offset direction Dout according to cross travel X.Particularly, when vehicle during from the lateral runout left of moving traffic lane line of centers, left to being made as offset direction Dout (Dout=is direction left), when vehicle during from the line of centers lateral runout to the right of moving traffic lane, is made as offset direction Dout (Dout=is to right) with right.
By this way, in step S3, judge the tendency of deviation.
Threshold X
LCan be L/2 (indication and track same position), can also be greater than L/2 (indication outside, track).Deviation prevents that the cranking time of control and treatment can be by regulating threshold X
LRegulate.In addition, can pass through threshold X
LCompare with the current cross travel X0 of vehicle rather than the estimation cross travel Xs at the place ahead blinkpunkt place, thereby judge deviation.
Like this, when the actual run-off-road of vehicle, before automotive run-off-road or behind automotive run-off-road, according to threshold X
LSetting value, will depart from flag F out and be set at ON.
In step S4, judge the lane change intention of chaufeur.Particularly, according to direction instruction signal that obtains among the step S1 and steering angle sigma, judge the lane change intention of chaufeur by following mode.
When direction of passage indicator signal indicated direction (right side of flicker signal or turning indicator or left side lamp) is identical with the offset direction Dout that obtains in step S3, determine the conscious lane change of chaufeur, and will depart from flag F out and change over OFF (Fout=OFF).That is, the information of vehicle just being tended to run-off-road is changed into the judged result that vehicle does not tend to run-off-road.
In addition, when direction of passage indicator signal indicated direction was inequality with the offset direction Dout that obtains in step S3, it was constant to keep departing from flag F out, that is, will depart from flag F out and remain former state " ON " (Fout=ON).That is, keep vehicle to tend to the judged result of run-off-road.
In addition, when direction of operating indicator cock 20 not, judge whether conscious lane change of chaufeur according to steering angle sigma.Promptly, variable quantity (variable quantity of time per unit) the Δ δ that makes Vehicular turn and steering angle sigma and deflection angle at offset direction when chaufeur is during respectively more than or equal to predetermined value, judge the conscious lane change of chaufeur, and will depart from flag F out and change over OFF (Fout=OFF).
When departing from flag F out is ON and chaufeur when being not conscious lane change, will depart from flag F out and remain " ON ".
Subsequently, in step S5, when departing from flag F out and be ON, generation can be heard or appreciable alarm, so that remind lane for driver to depart from.
Subsequently, in step S6, determine that deviation prevents the details of controlling.Particularly, according to the shape of ground-surface coefficientoffriction and moving traffic lane, determine whether to prevent control by making wheel steering or implementing deviation to wheel brake activation power.
Fig. 4 shows an example that is used for so definite computing.
At first, in step S21, will deduct effective cross travel X by the estimation cross travel Xs that from step 3, calculates
LThe subtraction value (subtraction value) that obtains (| Xs|-X
L) and the first control threshold X
βRelatively.Subtraction value (| Xs|-X
L) indicate vehicle to depart from the departure degree of moving traffic lane.When subtraction value increased, the departure degree of vehicle increased.
The first control threshold X
βBe based on the value that track curvature β sets.When track curvature β is big towards the outside change of turning roadway (when bend is the sharp turn), with the first control threshold X
βSet less value for.
Fig. 5 shows that the track curvature β and first when offset direction and bend direction are opposite each other controls threshold X
βBetween relation.As shown in Figure 5, when track curvature β hour, the first control threshold X
βConstant is higher value.As track curvature β during greater than predetermined value, the first control threshold X
βCurvature β is inversely proportional to the track, and becomes when bigger the first control threshold X as track curvature β
βConstant is smaller value.That is, in general, when track curvature β increases, the first control threshold X
βBe set in smaller value.
In addition, also can determine the first control threshold X according to yaw angle φ
βIn this case, as shown in Figure 5, when yaw angle φ hour, the first control threshold X
βBe set in bigger steady state value, as yaw angle φ during greater than predetermined value, the first control threshold X
βφ is inversely proportional to yaw angle, and when yaw angle φ further increases, the first control threshold X
βBe set in small constant value.
In addition, according to track curvature β and yaw angle φ, also can set the first control threshold X
βIn this case, by from based on track curvature β preset threshold with based on selecting less value the yaw angle φ preset threshold, can determine the first control threshold X
β
When satisfied following formula (6), this flow process forwards step S22 to.
|Xs|-X
L≥X
β …(6)
Otherwise, that is, when (| Xs|-X
L＜X
β) time, finish flow process (step S6) shown in Figure 4.In step S22, with subtraction value (| Xs|-X
L) and the second control threshold X
μCompare.
The second control threshold X
μBe according to the ground-surface coefficientoffriction and definite value, and Fig. 6 show the coefficientoffriction and the second control threshold X
μBetween relation.As shown in Figure 6, when coefficientoffriction is low, the second control threshold X
μBe constant higher value.When coefficientoffriction during greater than predetermined value, the second control threshold X
μBe inversely proportional to coefficientoffriction, and when coefficientoffriction becomes big, the second control threshold X
μBe constant smaller value.That is, in general, when coefficientoffriction increases, the second control threshold X
μDiminish.
When satisfied following formula (7), braking force difference control mark Fgs becomes ON (Fgs=ON) in step S23, and finishes the flow process that shows in Fig. 4:
|Xs|-X
L≥X
μ …(7)
Otherwise, that is, when (| Xs|-X
L＜X
μ) time, braking force difference control mark Fgs becomes OFF (Fgs=OFF) in step S24, and finishes in the flow process shown in Fig. 4.
In this flow process, Xs controls threshold X more than or equal to first when the estimation cross travel
β, and more than or equal to the second control threshold X
μThe time, braking force difference control mark Fgs is set to ON.
Since when track curvature β increases, the first control threshold X
βReduce, or because when surface friction coefficient μ increases, this second control threshold X
μReduce, therefore, can easily braking force difference control mark Fgs be set at ON.In other words, curvature β reduces when the track, or coefficientoffriction can easily be set at OFF with braking force difference control mark Fgs when reducing.
In addition, in the relation of setting in step S3 that departs from flag F out, to shown in (7), at moving traffic lane transversely, the judgement position of braking force difference control mark Fgs can be than the more close outside, judgement position of departing from flag F out as formula (4).That is, for example, when estimating that just cross travel Xs is greater than effective cross travel X
LThe time, only will depart from flag F out and be set at ON, still, when estimating that cross travel Xs is than effective cross travel X
LBig predetermined value (X
βOr X
μ) time, except departing from flag F out, braking force difference control mark Fgs also is set to ON.In other words, when departing from that flag F out is set at ON but estimation cross travel Xs unlike effective cross travel X
LBig predetermined value (X
βOr X
μ) time, only by making wheel steering just can carry out deviation preventing control.Subsequently, when the degree that departs from moving traffic lane increase and estimation cross travel Xs than effective cross travel X
LBig predetermined value (X
βOr X
μ) time, by optionally to wheel brake activation power with make wheel steering carry out deviation preventing control.
As described below, according to the braking force difference control mark Fgs that sets in the above described manner, carry out by making wheel steering or preventing control to the deviation that wheel brake activation power is carried out.
Subsequently, in step S7, calculate and prevent to control the target yaw moment Ms that applies to vehicle by deviation.This target yaw moment is to be applied on the vehicle to prevent that vehicle from departing from the yaw moment of moving traffic lane.
Particularly, utilize estimation cross travel Xs and the effective cross travel X that obtains among the step S3
L, calculate target yaw moment Ms by following formula (8):
Ms＝K1·K2·(|Xs|-X
L) …(8)
K1 is the proportionality coefficient that defines in the vehicle specification sheets, and K2 is the gain factor that changes with vehicle velocity V.
For example, as shown in Figure 7, gain factor K2 has higher value in low vehicle velocity V zone, and when car degree V reached predetermined value, gain factor K2 and vehicle velocity V were inversely proportional to, and after this, when vehicle velocity V reached another predetermined value, K2 had constant smaller value.
In addition, when departing from flag F out and be made as ON, calculate target yaw moment Ms, and when departing from flag F out and be made as OFF, target yaw moment Ms is set to 0.When departing from moving traffic lane (desired location) and become big, Ms is set at higher value with target yaw moment.
From formula (8), find out, target yaw moment Ms and subtraction value (| Xs|-X
L) proportional, and indication departs from the degree of moving traffic lane.Therefore, step S7 can carry out behind step S8, and target yaw moment Ms can with the first control threshold k 1K2X
βRelatively, or with the second control threshold k 1K2X
μRelatively.
Subsequently, in step S8, make each wheel 5FL～5RR action according to the control method of in step S6, determining.
That is, be made as ON and braking force difference control mark Fgs when being made as OFF when departing from flag F out, the target yaw moment Ms that calculates in step S7 is applied on the vehicle by making front-wheel or rear-axle steering.For example, can adopt wheel steering control setup described in Japanese kokai publication hei H7-10026 patent application.In this device, consider surface friction coefficient μ control rear-axle steering.In addition, can the yaw moment Ms that calculate among the step S7 be applied on the vehicle by making all four wheel steerings.
As mentioned above, when coefficientoffriction diminished, braking force difference control mark Fgs can be easy to be set to OFF.Therefore, when vehicle tends to depart from the track with low road surface coefficientoffriction, mainly be to prevent control by making wheel steering carry out deviation.
When departing from flag F out and braking force difference control mark Fgs and all be ON, predetermined wheel is turned to, and the braking force difference is not applied on the predetermined a pair of wheel.Particularly, make left and right sides rear-axle steering, and the braking force difference is applied on the front-wheel of the left and right sides.
In addition, the braking force difference only is applied on a pair of wheel (front-wheel in the present embodiment) except that a pair of wheel that turns to (trailing wheel in the present embodiment), yet, also the braking force difference only can be put on wheel flutter or put on the front and back wheel simultaneously.The braking force difference not only can put on the front and back wheel, but also can put on the left and right wheels.That is,, can further strengthen the yaw moment that puts on the front-wheel by increasing the braking force of front-wheel with respect to trailing wheel.Particularly, apply identical braking force by front-wheel to the left and right, make left and right sides rear-axle steering simultaneously, the braking force difference is applied between front-wheel and the trailing wheel.
Therefore, as mentioned above, when surface friction coefficient μ became big, braking force difference control mark Fgs can easily be set to ON.As a result, when vehicle tends to depart from the track with higher surface friction coefficient μ, carry out deviation and prevent control by making wheel steering and the braking force difference being put between the left and right wheels (or between front and back wheel).In addition, when departing from flag F out and braking force difference control mark Fgs and simultaneously all be set as ON, can make the opportunity of wheel steering consistent, perhaps also can make it inconsistent with the opportunity of brake activation power difference.
In addition, when judging that vehicle tends to depart from moving traffic lane and chaufeur execution brake operating, also can add that braking force makes car retardation by the master cylinder hydraulic pressure (brake fluid pressure) that this braking behaviour produces.
In addition, the startup of reporting to the police in step S5 opportunity can be consistent opportunity with the startup of deviation preventing control among the step S8, perhaps can be more Zao opportunity than the startup of deviation preventing control.
The delivery pressure of controller 8 control master cylinders 3, so that carry out the control of braking of wheel 5FL～5RR, controller 8 is also controlled front-wheel steering control unit 15 and rear-axle steering control unit 16, so that carry out the control that turns to of wheel 5FL～5RR.
The sequence of operations of carrying out in the above-mentioned flow process is described below.
Read various data (step S1) from each sensor etc., and calculate vehicle velocity V (step S2).Then, according to the various data that read, determine the tendency of run-off-road in advance, and when vehicle tends to run-off-road, will depart from flag F out and be set at ON, and detect offset direction Dout.When vehicle does not tend to run-off-road, will depart from flag F out and be set at OFF (step S3).
When the conscious lane change of chaufeur, will depart from flag F out and change over OFF, and when the unconscious lane change of chaufeur, will depart from flag F out and remain ON (step S4).Here, when departing from flag F out and be ON, start alarm (step S5).
According to the shape of ground-surface coefficientoffriction and moving traffic lane, judge whether to carry out deviation and prevent control (step S6 and Fig. 4).That is, when track curvature β increase or when surface friction coefficient μ increases, the tendency that braking force difference control mark Fgs is set to ON increases.On the other hand, calculating prevents to control the target yaw moment Ms (step S7) that applies to vehicle by deviation.
According to previous acquisition depart from flag F out and braking force difference control mark Fgs, make each cartwheel, and target yaw moment Ms put on (step S8) on the vehicle.
Particularly, when vehicle tend to run-off-road (Fout=ON) but braking force difference control mark Fgs be set to OFF (| Xs|-X
L＜X
βOr | Xs|-X
L＜X
μ) time, by making wheel steering target yaw moment Ms is put on the vehicle.When vehicle tend to run-off-road (Fout=ON) and braking force difference control mark Fgs be set as ON (| Xs|-X
L〉=X
βWith | Xs|-X
L〉=X
μ) time, by making wheel steering and passing through to wheel brake activation power, Ms puts on the vehicle with target yaw moment.
That is, when vehicle tends to run-off-road, according to the state of vehicle with respect to the track, particularly, according to such as by subtraction value (| Xs|-X
L) wait the degree or the target yaw moment Ms of the run-off-road of indication, can switch following two kinds of methods mutually: promptly, thereby only by making wheel steering apply the method for yaw moment to vehicle, and by make wheel steering and to the left and right between the wheel (or front and back wheel) brake activation power difference apply the method for yaw moment.
Figure 10 A, 10B and 10C show when vehicle tends to run-off-road (Fout=ON), the figure that deviation control changes according to departure degree.Figure 10 A has shown that vehicle tends to depart from the figure of moving traffic lane.Figure 10 B has shown that vehicle is inclined to the figure that departs from moving traffic lane when high vehicle speeds.Figure 10 C shown when vehicle ' during near the track vehicle tend to depart from the figure of moving traffic lane.
In Figure 10 A, because the relatively low and vehicle of the speed of a motor vehicle is away from the track, subtraction value (| Xs|-X
L) be not more than first and second control threshold values.Therefore, turn to,, prevent control thereby carry out deviation to apply yaw moment to vehicle by making trailing wheel 5RL and 5RR.On the contrary, when the speed of a motor vehicle higher (Figure 10 B) or when vehicle during near track (Figure 10 C), subtraction value (| Xs|-X
L) bigger.Correspondingly, subtraction value is greater than the first and second control threshold values, and like this, braking force difference control mark Fgs is changed into ON.As a result, turn to, apply yaw moment to vehicle by making trailing wheel 5RL and 5RR, and, on the front-wheel 5FL that braking force is applied to the deviation preventing side, prevent control thereby carry out deviation.
Therefore, because departure degree is when increasing, yaw moment strengthens, so, can be by braking force difference control mark Fgs be set at ON, thus the yaw moment of necessary size applied to vehicle.
When vehicle tends to run-off-road (Fout=ON), and when vehicle is just travelling on the track with low road surface coefficientoffriction, being difficult to braking force difference control mark Fgs is set at ON, like this, mainly is by making wheel steering target yaw moment Ms to be put on the vehicle.When vehicle tends to run-off-road (Fout=ON), and when vehicle is just travelling on the track with higher surface friction coefficient μ, easily braking force difference control mark Fgs is set at ON, like this, by make wheel steering and between left and right wheels (or front and back wheel) brake activation power poor, thereby target yaw moment Ms is put on the vehicle.
Fig. 8 A shows vehicle is set at the deviation control of φ 1 with as the motoring condition of vehicle the time with respect to the yaw angle φ in track that Fig. 8 B shows will be set at φ 2 (〉 φ 1 with respect to the yaw angle φ of moving traffic lane) deviation control with as the motoring condition of vehicle the time.Under any circumstance, suppose subtraction value | Xs|-X
LAll identical.
Shown in Fig. 8 A, when yaw angle φ less (φ=φ 1), the first control threshold X
βBe set as higher value (Fig. 5).Correspondingly, braking force difference control mark Fgs is set as OFF.Therefore, only by trailing wheel 5RL and 5RR are turned to,, prevent control thereby carry out deviation so that apply yaw moment to wheel.Shown in Fig. 8 B, as yaw angle φ during greater than predetermined value (φ=φ 2), the first control threshold X
βBe set as smaller value (Fig. 5).Correspondingly, braking force difference control mark Fgs is set as ON.Therefore, turn to, and by preventing the front-wheel 5FL brake activation power (brake activation power is poor between left and right sides front-wheel 5FL and 5FR) of side to deviation, applying yaw moment, thereby prevent deviation to vehicle by making trailing wheel 5RL and 5RR.
Therefore, when yaw angle became big more, the variation of departure degree was also big more.Therefore, target yaw moment can become very big before, Fgs changes over ON apace braking force difference control mark, thereby applies yaw moment to vehicle satisfactorily.
Fig. 9 A shows and to travel in vehicle has the track of low road surface coefficientoffriction and tend to deviation control under the situation of run-off-road, and Fig. 9 B shows the deviation control of travelling and tending to (departing from flag F out is ON) under the situation of run-off-road in vehicle has the track of higher surface friction coefficient μ.In a word, the speed of a motor vehicle, current cross travel X0, or yaw angle all is constant.Therefore, subtraction value (| Xs|-X
L) or target yaw moment Ms also be fully constant.
Shown in Fig. 9 A, when vehicle has the road traveling of low road surface coefficientoffriction, the second control threshold X
μBe set as high value (Fig. 6).Correspondingly, braking force difference control mark Fgs is set to OFF.Like this, only by trailing wheel 5RL and 5RR are turned to,, prevent control thereby carry out deviation so that apply yaw moment to vehicle.Shown in Fig. 9 B, when vehicle has the road traveling of higher surface friction coefficient μ, the second control threshold X
μBe set as than low value (Fig. 6).Correspondingly, braking force difference control mark Fgs is set to ON.Like this, turn to, and,, prevent control thereby carry out deviation to apply yaw moment to vehicle by prevent the front-wheel 5FL brake activation power (brake activation power is poor between left and right sides front-wheel 5FL and 5FR) of side to deviation by making trailing wheel 5RL and 5RR.
In this embodiment, with subtraction value (| Xs|-X
L) and the first control threshold X
βWith the second control threshold X
μCompare, the first and second control threshold values are according to track curvature β, yaw angle φ, and surface friction coefficient μ and changing.Yet system of the present invention is not limited to this.
For example, can be by with curvature β, yaw angle φ, or surface friction coefficient μ directly with predetermined threshold relatively, set braking force difference control mark Fgs, with replace passing through with subtraction value (| Xs|-X
L) set braking force difference control mark Fgs with threshold ratio.Promptly, shown in the diagram of circuit of Figure 11, when departing from flag F out and be ON, yaw angle φ is during more than or equal to predetermined threshold φ 1 (step S31), or as curvature β during more than or equal to threshold value beta 1 (step S32), or as surface friction coefficient μ during more than or equal to predetermined value μ 1 (step S33), no matter subtraction value (| Xs|-X
L) how, also braking force difference control mark Fgs is set at ON.As curvature β, yaw angle φ, or surface friction coefficient μ is when being less than or equal to predetermined threshold respectively, and Fgs is set at OFF (step S24) with braking force difference control mark.Yaw angle φ represents the degree that departs from, and curvature β or surface friction coefficient μ represent condition of road surface.At least one step in can execution in step S31～S33.
According to this structure, can be satisfactory and will put on the vehicle corresponding to the target yaw moment of necessity of departure degree or condition of road surface apace.
In this embodiment, except that making wheel steering, also the braking force difference is optionally put on the wheel.Yet the present invention is not limited to this structure, but for example can be poor by brake activation power, and yaw moment is put on the vehicle.The example of the structure of brake activation power difference can comprise active LSD (Limited slip differential) between left and right wheels, and this LSD is by changing the distribution of the propulsive effort on left and right wheels, and brake activation power is poor on one's own initiative.In the structure that Fig. 1 shows, by a side active LSD (not shown) is set, and passes through the distribution of the propulsive effort of the active LSD of controller 8 controls in front and back wheel, can obtain the identical advantage of embodiment with brake activation power difference between left and right wheels.In addition, also can apply predetermined propulsive effort to trailing wheel by controller 8, poor with brake activation power between front and back wheel, thereby replace by between front and back wheel, producing braking force to front-wheel brake activation power poor.
As mentioned above, when vehicle tends to run-off-road, according to the motoring condition of vehicle with respect to moving traffic lane, particularly, according to subtraction value (| Xs|-X
L), can switch following two kinds of methods: promptly, only apply yaw moment preventing the method for deviation to vehicle by making wheel steering, and by make wheel steering and by to wheel brake activation power to apply the method for yaw moment.
Therefore, because regardless of motoring condition, always yaw moment is not put on the vehicle by producing the braking force difference, also not always by wheel steering is put on yaw moment on the vehicle, so, according to the motoring condition of vehicle, can prevent deviation optimum, and not bring sense of discomfort to chaufeur with respect to moving traffic lane.
As mentioned above, by set the threshold X that is used to switch according to surface friction coefficient μ
μ, when vehicle tends to depart from moving traffic lane (Fout=ON) but travels in having than the track of hanging down the road surface coefficientoffriction, mainly be by making wheel steering, target yaw moment Ms being put on the vehicle; And when vehicle tends to run-off-road (Fout=ON) and has when travelling in the track of higher surface friction coefficient μ, mainly be by making wheel steering and by optionally to wheel brake activation power, Ms puts on the vehicle with target yaw moment.
Therefore, can more effectively carry out the track and prevent control.For example, even brake activation power is poor when travelling on vehicle has the track of low road surface coefficientoffriction, because lower surface friction coefficient μ, this braking force difference can not help yaw moment is put on the vehicle effectively.Therefore, only apply target yaw moment Ms to vehicle, or, can more effectively carry out deviation preventing control by making wheel steering and optionally applying target yaw moment Ms to wheel brake activation power by making wheel steering.
As mentioned above, when making wheel steering and between left and right wheels, during brake activation power difference, make left and right sides rear-axle steering, and brake activation power being poor between the front-wheel of the left and right sides.Therefore, because reset (restoration) of vehicle be improved, so, can prevent deviation more quickly.
Although described the specific embodiment and the distortion thereof of system of the present invention, yet this system is not limited to these embodiment and distortion.
That is, in the above-described embodiment, when using deviation and prevent to control, when making wheel steering and between wheel, during brake activation power difference, making rear-axle steering, and the braking force difference is put on the front-wheel.Yet system of the present invention is not limited to this.That is, can make front-wheel steering, braking force can be put on the trailing wheel.More specifically, any side of front-wheel and trailing wheel is turned to, and braking force can be put on the opposite side.In the above-described embodiments, when making front-wheel steering and putting on braking force on the front-wheel,, also can control turning to of front-wheel, and can not bring sense of discomfort to chaufeur even when carrying out deviation and preventing to control.
In addition, when making front-wheel steering, brake activation power is poor between front-wheel.Selectable, when making rear-axle steering, brake activation power is poor between front-wheel.In addition, as mentioned above, turn to by any side that makes front and back wheel, and braking force is put on the opposite side, can more effectively yaw moment be put on the vehicle.
In addition, although with yaw angle φ and surface friction coefficient μ as the travel conditions casehistory, system of the present invention is not limited to this.For example, when the speed of a motor vehicle is less than or equal to predetermined value, can be only by making wheel steering carry out control and treatment, and when the speed of a motor vehicle is higher than predetermined value, can be by making wheel steering and brake activation power difference execution control and treatment.Similarly, also can be according to vehicle acceleration and deceleration or vehicle driving up and descending, switch in the control by making wheel steering only with between by the control that makes wheel steering and brake activation power.
In addition, in the above-described embodiments, as shown in Equation (2), calculate estimation cross travel Xs; That is, judgement departs from tendency according to yaw angle φ.Yet system of the present invention is not limited to this.That is, for example, estimation cross travel Xs can be calculated as through the value after the schedule time T.Particularly, suppose that dx is the variable quantity (variable quantity of time per unit) of cross travel X, utilize the current cross travel X0 of vehicle, calculate estimation cross travel Xs according to following formula (9):
Xs＝dx×T+X0 …(9)
Be similar to the foregoing description, with the estimation cross travel Xs that calculates by this way with depart from judgment threshold X
LCompare.In the embodiment of this distortion, in controller 8, the processing of deviation bias device execution in step S3 by being used to judge the run-off-road tendency, and, when vehicle tends to depart from moving traffic lane, according to the motoring condition of vehicle with respect to moving traffic lane, processing (Fig. 4) by shifter execution in step S6, this shifter is used for switching between following two kinds of methods: promptly, only by making wheel steering apply the method for yaw moment, and by making wheel steering and the method for brake activation power difference between left and right wheels.
The application number of submitting on December 27th, 2004 is that the application number of submitting in the Japanese patent application of No.2004-377553, on November 25th, 2005 is the Japanese patent application of No.2005-340187, and on June 29th, 1993 submitted to and the Japanese kokai publication hei H07-10026 patent application of announcing January 13 nineteen ninety-five, specification sheets, accompanying drawing and claims of comprising them, disclosed all the elements are incorporated this paper into by reference at this.
Claims (15)
1. lane departure prevention system comprises:
Position detector, it is used to detect the location information of vehicle with respect to moving traffic lane;
Judging unit, it is used for described location information and first threshold are compared, and is used for judging that according to described comparative result vehicle departs from the tendency of moving traffic lane, and described first threshold is represented the predetermined location relationship with respect to moving traffic lane; And
The yaw moment applying unit, it is used for when described judgment unit judges vehicle tends to depart from moving traffic lane, motoring condition according to vehicle, apply yaw moment to vehicle, and between first method and second method, switch, applying yaw moment to vehicle, thereby described first method is only by making wheel steering apply yaw moment to vehicle, described second method is by making wheel steering and differential to wheel brake activation power, thereby applies yaw moment to vehicle.
2. lane departure prevention system as claimed in claim 1, wherein,
Poor by brake activation power between left and right wheels, thus described braking force is optionally put on the described wheel.
3. lane departure prevention system as claimed in claim 1, wherein,
Poor by brake activation power between front and back wheel, thus described braking force is optionally put on the described wheel.
4. as each described lane departure prevention system in the claim 1 to 3, wherein,
When judgement departed from, the departure degree that described yaw moment applying unit optionally detects vehicle was as motoring condition, and optionally carried out a kind of method in described first method and the described second method according to described departure degree.
5. lane departure prevention system as claimed in claim 4, wherein,
Described location information comprises the cross travel of vehicle with respect to moving traffic lane,
Described departure degree comprises difference between described cross travel and the described first threshold or the yaw moment that calculates according to described difference, and
When described departure degree was less than or equal to second threshold value, described yaw moment applying unit was only by making wheel steering, thereby optionally described yaw moment put on the vehicle; When described departure degree during greater than described second threshold value, described yaw moment applying unit is by making wheel steering and apply differential braking force to wheel, thereby optionally described yaw moment put on the vehicle.
6. lane departure prevention system as claimed in claim 5, wherein,
Described position detector optionally detects the curvature of the moving traffic lane of vehicle front, and
Described yaw moment applying unit is optionally proofreaied and correct described second threshold value according to described curvature.
7. lane departure prevention system as claimed in claim 5, wherein,
Described position detector optionally detects the yaw angle of vehicle with respect to moving traffic lane, and
Described yaw moment applying unit is optionally proofreaied and correct described second threshold value according to described yaw angle.
8. lane departure prevention system as claimed in claim 5,
Also comprise the friction coefficient evaluation unit that is used to estimate surface friction coefficient, and
Described yaw moment applying unit is optionally proofreaied and correct described second threshold value according to described surface friction coefficient.
9. lane departure prevention system as claimed in claim 6,
Also comprise the friction coefficient evaluation unit that is used to estimate surface friction coefficient, and
Described yaw moment applying unit is optionally proofreaied and correct described second threshold value according to described surface friction coefficient.
10. lane departure prevention system as claimed in claim 7,
Also comprise the friction coefficient evaluation unit that is used to estimate surface friction coefficient, and
Described yaw moment applying unit is optionally proofreaied and correct described second threshold value according to described surface friction coefficient.
11. lane departure prevention system as claimed in claim 4, wherein,
Described position detector optionally detects the yaw angle of vehicle with respect to moving traffic lane,
Described departure degree comprises described yaw angle, and
When described yaw angle was less than or equal to the 3rd threshold value, described yaw moment applying unit was only by making wheel steering, thereby optionally described yaw moment put on the vehicle; When described yaw angle during greater than described the 3rd threshold value, described yaw moment applying unit is by making wheel steering and to wheel brake activation power, thereby optionally described yaw moment put on the vehicle.
12. as each described lane departure prevention system in the claim 1 to 3, wherein,
When judging described deviation, the condition of road surface that described yaw moment applying unit optionally detects moving traffic lane is as motoring condition, and optionally carries out a kind of method in described first method and the described second method according to described condition of road surface.
13. lane departure prevention system as claimed in claim 12, wherein,
Described position detector optionally detects the curvature of the moving traffic lane of vehicle front,
Described condition of road surface comprises described curvature, and
When described curvature was less than or equal to the 4th threshold value, described yaw moment applying unit was only by making wheel steering, thereby optionally described yaw moment put on the vehicle; When described curvature during greater than described the 4th threshold value, described yaw moment applying unit is by making wheel steering and to wheel brake activation power, thereby optionally described yaw moment put on the vehicle.
14. lane departure prevention system as claimed in claim 12,
Also comprise the friction coefficient evaluation unit that is used to estimate surface friction coefficient,
Wherein, described condition of road surface comprises described surface friction coefficient; And
When described surface friction coefficient is less than or equal to the 5th threshold value, described yaw moment applying unit is only by making wheel steering, thereby optionally described yaw moment is put on the vehicle, and when described surface friction coefficient during greater than described the 5th threshold value, described yaw moment applying unit is by making wheel steering and braking force is put on wheel, thereby optionally described yaw moment put on the vehicle.
15. lane departure prevention system as claimed in claim 2, wherein,
Thereby when by making wheel steering and when wheel brake activation power puts on described yaw moment on the wheel, described yaw moment applying unit optionally between the front-wheel of the left and right sides brake activation power poor.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2004377553 | 2004-12-27 | ||
| JP2004377553 | 2004-12-27 | ||
| JP2005340187 | 2005-11-25 |
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| Publication Number | Publication Date |
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| CN1796204A CN1796204A (en) | 2006-07-05 |
| CN100486845C true CN100486845C (en) | 2009-05-13 |
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|---|---|---|---|
| CNB2005101328955A Expired - Fee Related CN100486845C (en) | 2004-12-27 | 2005-12-27 | Lane departure prevention system |
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| EP3293065B1 (en) | 2016-09-12 | 2021-02-24 | KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH | Steering control system and a method for controlling steering |
| EP3293064B1 (en) | 2016-09-12 | 2021-03-10 | KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH | Steering control system and a method for controlling steering |
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