CN103496399A - Steering assisting device - Google Patents
Steering assisting device Download PDFInfo
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- CN103496399A CN103496399A CN201310361687.7A CN201310361687A CN103496399A CN 103496399 A CN103496399 A CN 103496399A CN 201310361687 A CN201310361687 A CN 201310361687A CN 103496399 A CN103496399 A CN 103496399A
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Abstract
The invention provides a steering assisting device capable of truly reducing steering load of a driver. The steering assisting device can assist the driver to carry out steering operation and comprises an assisting torque generating unit, a first torque control unit, a second torque control unit, a lane change judging unit and a control restraining unit. The assisting torque generating unit enables a steering device of a vehicle to generate assisting torque which can assist steering effort of the driver, the first torque control unit controls the assisting torque to enable the vehicle to turn corresponding to the curvature of a lane, the second torque control unit controls the assisting torque to enable the driving position of the vehicle to be close to the central line of the lane, the lane change judging unit is used for judging whether the vehicle is in lane change, and the control restraining unit can restrain control of the second torque control unit on the assisting torque when the vehicle is judged in the lane change.
Description
It is 201080016002.X, the applying date to be dividing an application of proposing of invention that on 03 12nd, 2010, application people are " steering support device " for Toyota Motor Corporation rep., denomination of invention that the application is based on application number.
Technical field
The present invention relates to steering support device, relate to more definitely the steering support device of the steering effort of assisting vehicle chaufeur.
Background technology
In the past, developed the burden of the chaufeur in order to alleviate steering vehicle and be provided for the steering support device of assist torque of the steering effort of driver assistance according to the motoring condition of vehicle to steering handwheel.A kind of as such steering support device, the location dimension that provides assist torque to make own vehicle to steering handwheel has been provided and has been held in the steering support device in this track.Such steering support device is known as so-called LKA system (Lane Keeping Assist System, track maintains ancillary system).
An example of above-mentioned steering support device is disclosed in patent documentation 1.In patent documentation 1, disclosed steering controlling device calculates in order to make travel at the center of the traveling lane horizontal aimed acceleration of necessary vehicle of vehicle.And steering controlling device provides the transverse acceleration in order to make vehicle to reach the necessary assist torque of this aimed acceleration to steering handwheel.When calculating above-mentioned aimed acceleration, steering controlling device is controlled this aimed acceleration by the feed forward control of the curvature in the track based on Vehicle Driving Cycle.In addition, steering controlling device by the line of centers based on from the Vehicle Driving Cycle track to this vehicle the distance etc. controlled reset control aimed acceleration.According to such feed forward control and controlled reset, the torque of steering handwheel is controlled, so that vehicle follows on the center of sailing Er Gai track, track, travels.
According to the control of above-mentioned steering support device, in the middle of the lane changing of vehicle,, when vehicle wants to break away from the current driving track, sometimes also can produce assist torque to the direction that vehicle is turned back to track central authorities.Therefore, usually, above-mentioned steering support device be arranged on arm for direction indicator action on vehicle during stop the generation of assist torque.
Technical literature formerly
Patent documentation
Patent documentation 1: Japanese documentation JP 2009-18626 communique.
Summary of the invention
The problem that invention will solve
Yet, in the control of traditional steering support device is processed, even if concerning chaufeur in the generation that needs sometimes also can stop under the situation of assist torque assist torque.
For example, suppose the situation that vehicle travels in the bend interval.Usually, during travelling in the bend interval at vehicle, steering support device produces and the corresponding assist torque of turning for the steering-load that alleviates chaufeur.Here, if chaufeur in the process that travels on the bend interval in order to carry out lane changing the direction of operating indicating device, steering support device stops the assist torque of exporting till this moment.In addition, if the generation cut of assist torque, the steering-load of chaufeur can sharply increase sometimes.In the case, due to the increase of steering-load, it is nervous that chaufeur may be felt.
The present invention completes in view of the above problems, and its purpose is to provide the steering support device that can reduce effectively the steering-load of chaufeur.
In order to address the above problem, the present invention has adopted following formation.; a first aspect of the present invention is that a kind of steering operation of the chaufeur to steering vehicle carries out auxiliary steering support device; comprise: the assist torque generation unit, described assist torque generation unit makes the steering hardware of vehicle produce assist torque, the steering effort of assist torque driver assistance; The first torque control unit, described the first torque control unit is controlled assist torque, so that vehicle carries out and the corresponding turning driving of the curvature of traveling lane; The second torque control unit, described the second torque control unit is controlled assist torque, so that the traveling-position of vehicle is close to the Central Line of traveling lane; The lane changing judging unit, whether described lane changing judgment unit judges vehicle is in the middle of lane changing; And control to suppress unit, when being judged as vehicle in the middle of lane changing the time, described control suppresses the control that unit suppresses the assist torque of being undertaken by the second torque control unit.
Second aspect has following characteristics in first aspect: it comprises: take unit, the image in the place ahead of described shooting unit photographs vehicle; The curvature calculating unit, described curvature calculating unit calculates the curvature of the traveling lane of vehicle based on image; The departure distance calculating unit, described departure distance calculating unit calculates from the Central Line of traveling lane to the departure distance of vehicle; And the angle of inclination calculating unit, described angle of inclination calculating unit calculates the angle of inclination that the Central Line by the straight line of the direct of travel that means vehicle and traveling lane forms; Wherein, the first torque control unit is controlled assist torque according to the curvature calculated by the curvature calculating unit, so that vehicle carries out and the corresponding turning driving of this curvature, the second torque control unit according in departure distance and angle of inclination at least any controls assist torque so that the traveling-position of vehicle is close to the Central Line in track.
There is following characteristics in any aspect of the third aspect in first aspect and second aspect: lane changing direction identification unit, when vehicle is in the middle of lane changing, described lane changing direction identification unit distinguishes that the lane changing direction of this vehicle is the which direction in left and right; And assist torque action direction discrimination unit, described assist torque action direction discrimination unit distinguishes that turn direction when vehicle is turned by the assist torque of being controlled by the second torque control unit is the which direction in left and right; Wherein, only when being judged as vehicle in the middle of lane changing and lane changing direction and turn direction when inconsistent, controlling, suppress the control that unit suppresses the assist torque of being undertaken by the second torque control unit.
Fourth aspect has following characteristics in first aspect: when the arm for direction indicator possessed when vehicle has been operated, the lane changing judgment unit judges is that vehicle is in the middle of lane changing, when arm for direction indicator is not operated, the lane changing judgment unit judges is that vehicles failed is in the middle of lane changing.
The feature of the 5th aspect has following characteristics in first aspect: also comprise and turn to the torque detecting unit, the described torque detecting unit that turns to detects the torque that turns to that operation by the chaufeur of vehicle produces, predetermined while turning to torque threshold when turning to torque to be more than or equal to, the lane changing judgment unit judges is that vehicle is in the middle of lane changing, when turning to torque to be less than to turn to torque threshold, the lane changing judgment unit judges is that vehicles failed is in the middle of lane changing.
The feature of the 6th aspect has following characteristics in aspect the 5th: also comprise and turn to the torque threshold calculating unit, the described torque threshold calculating unit that turns to calculates and turns to torque threshold according to the curvature of the traveling lane of vehicle.
The 7th aspect has following characteristics in first aspect: also comprise the deflection angle detecting unit, described deflection angle detecting unit detects the deflection angle of vehicle, when deflection angle is more than or equal to predetermined deflection angle threshold value, the lane changing judgment unit judges is that vehicle is in the middle of lane changing, when deflection angle is less than the deflection angle threshold value, the lane changing judgment unit judges is that vehicles failed is in the middle of lane changing.
Eight aspect has following characteristics in aspect the 7th: also comprise deflection angle threshold calculations unit, described deflection angle threshold calculations unit calculates the deflection angle threshold value according to the curvature of the traveling lane of vehicle.
The 9th aspect has following characteristics in second aspect: when departure distance is more than or equal to predetermined distance threshold, the lane changing judgment unit judges is that vehicle is in the middle of lane changing, when departure distance is less than distance threshold, the lane changing judgment unit judges is that vehicles failed is in the middle of lane changing.
The tenth aspect has following characteristics in aspect the 9th: also comprise: the lane width calculating unit, and described lane width calculating unit calculates the width of traveling lane; And the threshold calculations unit, described threshold calculations unit calculates distance threshold according to the width of the traveling lane of vehicle.
The tenth has on the one hand following characteristics in first aspect: when the critical indicator lamp possessed when vehicle has been operated, the lane changing judgment unit judges is that vehicle is in the middle of lane changing, when critical indicator lamp is not operated, the lane changing judgment unit judges is that vehicles failed is in the middle of lane changing.
The 12 aspect has following characteristics in second aspect: the second torque control unit is controlled assist torque, make by departure distance and angle of inclination being multiplied by the value that predetermined yield value calculates larger, this assist torque is just larger, when being judged as vehicle in the middle of lane changing the time, control to suppress unit yield value is changed to than being judged as the yield value little value of vehicles failed in the middle of lane changing the time, suppress thus the control of the assist torque of being undertaken by the second torque control unit.
The tenth three aspects: has following characteristics in second aspect: the second torque control unit is controlled assist torque, make departure distance and angle of inclination larger, this assist torque is just larger, when being judged as vehicle in the middle of lane changing the time, control to suppress unit and will be modified to the value of the departure distance of the second torque control unit input and angle of inclination than being judged as the departure distance of vehicles failed in the middle of lane changing time the and the little value of value of angle of inclination, suppress thus the control of the assist torque of being undertaken by the second torque control unit.
The invention effect
According to first aspect, can reduce effectively the steering-load of chaufeur.Specifically, according to first aspect, in the situation that be judged as vehicle in the middle of lane changing, suppress the control that traveling-position for making vehicle relies on the assist torque of traveling lane Central Line, only carry out for carrying out the control with the assist torque of the corresponding turning driving of curvature in track.Thereby, in the time of will breaking away from from current traveling lane such as the driver intention such as when the lane changing, the generation of the assist torque of the Central Line that suppresses to make vehicle turn back to traveling lane.On the other hand, the necessary assist torque such as negotiation of bends continues to produce before lane changing to conversion.Thereby chaufeur can cosily operate vehicle with few steering-load.
According to second aspect, the shape of traveling lane that can be based on assist torque and being controlled effectively with respect to the relative position of the vehicle of the Central Line of traveling lane.
According to the third aspect, vehicle carry out lane changing during, only in the situation that the control of the different inhibition of the lane changing direction of the action direction of the assist torque based on the second torque control unit and vehicle the second torque control unit.In other words, even vehicle, in the middle of lane changing, is in unidirectional situation at the action direction of the assist torque based on the second torque control unit and the lane changing direction of vehicle, the control of the second torque control unit also is performed as usually.That is,, for the action direction of the intention of complying with chaufeur, can carry out the increase of the assist torque based on the second torque control unit and control.Thereby, such as the interference due to direct cross wind etc. and vehicle while moving to the direction of running counter to driver intention etc., can be not only by the first torque control unit but also come to increase assist torque to the direction of driver intention by the second torque control unit.Steering-load less when therefore, chaufeur can be suppressed with the control than the second torque control unit carries out steering operation to the direction of intention.
According to fourth aspect, can whether be operated to judge that by simple processing vehicle is whether in the middle of lane changing according to arm for direction indicator.
According to the 5th aspect, can come to judge that by simple processing vehicle is whether in the middle of lane changing according to the size that turns to torque.
According to the 6th aspect, can according to the curvature of traveling lane, will turn to torque threshold to be set as suitable value.Thereby whether the vehicle that can judge rightly is in the middle of lane changing.
According to the 7th aspect, can pass through simple the processing according to the size of deflection angle and judge that vehicle is whether in the middle of lane changing.
According to eight aspect, can by the deflection angle Threshold, be suitable value according to the curvature of traveling lane.Thereby whether the vehicle that can judge rightly is in the middle of lane changing.
According to the 9th aspect, can to the departure distance of vehicle, come to judge that by simple processing vehicle is whether in the middle of lane changing according to the Central Line from traveling lane.
According to the tenth aspect, can by the departure distance Threshold, be suitable value according to the width of traveling lane.Thereby whether the vehicle that can judge rightly is in the middle of lane changing.
According to the tenth one side, during critical indicator lamp is operated, can suppress the control of the assist torque based on the second torque control unit.For example, when urgent, chaufeur can be lighted critical indicator lamp and puts and make vehicle mobile to roadside sometimes.Under these circumstances, according to the tenth one side, owing to having suppressed to make vehicle turn back to the generation of the assist torque of track central authorities, thereby chaufeur can easily operate vehicle.
According to the 12 aspect, can easily suppress the control of the assist torque based on the second torque control unit by the simple process that changes yield value.In addition, by the size of any adjustment yield value, can adjust arbitrarily the degree of the control that suppresses the second torque control unit.
According to the tenth three aspects:, by revise the simple process of the value of various parameters (departure distance and angle of inclination) when the second torque control unit is determined the value of assist torque, can easily suppress the control of the assist torque based on this second torque control unit.
The accompanying drawing explanation
Fig. 1 is the example of block diagram that the formation of the steering support device that the first embodiment relates to is shown;
Fig. 2 illustrates the figure of definition of various parameters that maintains the control of auxiliary ECU50 for track;
Fig. 3 be illustrate that the first embodiment relates to track maintain an example of the detailed diagram of circuit of the performed processing of auxiliary ECU50;
Fig. 4 be illustrate that the first embodiment relates to track maintain the example of control block diagram of the content of the performed calculation process of auxiliary ECU50;
Fig. 5 is the figure that is illustrated in the driving trace of the vehicle 100 that carries out lane changing in the bend interval;
Fig. 6 is the figure that the value of the assist torque TA exported by steering support device is shown;
Fig. 7 is the figure that the value that turns to torque TM that chaufeur applies steering handwheel is shown;
Fig. 8 illustrates the example that track that the second embodiment relates to maintains the detailed diagram of circuit of the performed processing of auxiliary ECU50;
Fig. 9 illustrates the example that track that the 3rd embodiment relates to maintains the performed diagram of circuit of auxiliary ECU50;
Figure 10 illustrates the example that track that the 3rd embodiment relates to maintains the diagram of circuit that the performed gain setting of auxiliary ECU50 processes.
The specific embodiment
(the first embodiment)
Below, the steering support device 1 that first embodiment of the invention is related to describes.Steering support device 1 is the device of the steering effort of driver assistance.In embodiment shown below, the example that steering support device 1 is arranged on vehicle 100 describes.
At first, with reference to Fig. 1, the formation of steering support device is described.In addition, Fig. 1 is the example of block diagram that the formation of the steering support device that the first embodiment relates to is shown.As shown in Figure 1, steering support device comprises: the place ahead monitors that camera 10, image processing ECU11, car speed sensor 20, yaw rate sensor 30, arm for direction indicator 40, track maintain auxiliary ECU50 and steering hardware 60.
The place ahead monitors that camera 10 is camera heads of the image of taking vehicle 100 the place aheads (below, be called the place ahead image).Typically, the place ahead monitors that camera 10 is to comprise CCD (Charge Coupled Device, charge-coupled device) camera head of sensor and CMOS (Complementary Metal Oxide Semiconductor, complementary metal oxide semiconductor) sensor imageing sensor.The place ahead monitors that camera 10 will mean that after taking the place ahead image the data of this place ahead image send to image to process ECU11.
Typically, to process ECU11 be the image processing apparatus that comprises the memory storage such as signal conditioning package, the memory device such as CPU (Central Processing Unit, central processing unit) and interface circuit etc. to image.Image is processed ECU11 based on monitoring that from the place ahead the place ahead image that camera 10 receives calculates the curvature R in the track of current driving (below, be called traveling lane).Image is processed ECU11 can calculate road curvature R by the past known any means.Image is processed ECU11 will mean that after calculating curvature R the data of this curvature R send to track to maintain auxiliary ECU50.
Arm for direction indicator 40 be accept vehicle 100 chaufeur operation and according to this operation, the direct of travel of vehicle 100 is shown in to the outer device of car.Arm for direction indicator 40 comprises the control lever of the operation of accepting chaufeur.This control lever arrives arbitrary position of left indicating positions, original position, right indicating positions by the operating movable of chaufeur, usually be configured in original position.During a certain position of control lever in moving to left indicating positions and right indicating positions by the operation of chaufeur, arm for direction indicator 40 to track, maintain auxiliary ECU50 send mean arm for direction indicator 40 by driver's operation the indicating device operation signal.
Typically, to maintain auxiliary ECU50 be the processing equipment that comprises the memory storage such as signal conditioning package, the memory device such as CPU and interface circuit etc. in track.Track maintains the information of auxiliary ECU50 based on from above-mentioned each equipment input, calculates in order to maintain vehicle 100 and follows and sail the necessary target lateral acceleration Gt of travelling of track.Then, track maintains turning to that auxiliary ECU50 sends to steering hardware 60 to have the data of the target lateral acceleration Gt that means to calculate and controls ECU62.Maintain the details of the processing of auxiliary ECU50 for track in Fig. 3 described later, will describe at Fig. 3 of back.
Next, with reference to Fig. 3, track is maintained to the auxiliary performed processing of ECU50 and describe.Fig. 3 illustrates the example that track that the first embodiment relates to maintains the detailed diagram of circuit of the performed processing of auxiliary ECU50.When the IG of vehicle 100 power settings, during in on-state, track maintains the processing shown in auxiliary ECU50 execution graph 3.Track maintains auxiliary ECU50 after the processing of the diagram of circuit that starts Fig. 3, at first performs step the processing of A1.
In steps A 1, track maintains auxiliary ECU50 and judges whether the LKA system starts (ON).The LKA system is to control the system of travelling of vehicle 100 in order to maintain traveling lane.The steering support device 1 the present invention relates to is moved as the part of LKA system.The startup of the operating state of LKA system/closing the interfaces such as switch (not diagram) that can be arranged on vehicle 100 by driver's operation switches arbitrarily.Track maintains auxiliary ECU50 when being judged as the startup of LKA system, and processing is transferred to steps A 2.On the other hand, track maintains auxiliary ECU50 when being judged as the LKA system and being not activated, and processing is transferred to steps A 8.
In steps A 2, track maintains auxiliary ECU50 and calculates FF control acceleration/accel Gff.Specifically, as shown in Figure 4, at first track maintains auxiliary ECU50 and processes from image the curvature R that ECU11 obtains traveling lane respectively, from car speed sensor 20, obtains vehicle velocity V.Then, track maintains auxiliary ECU50 and curvature R is multiplied by successively to square value and the yield value kR of vehicle velocity V, calculates FF and controls acceleration/accel Gff.That is, FF controls acceleration/accel Gff and means in order to make vehicle 100 along the curvature in current driving track continue the to travel value of necessary horizontal aimed acceleration.In addition, Fig. 4 illustrates the example that track maintains the control block diagram of the content of assisting the performed calculation process of ECU50.Yield value kR pre-storedly maintains the constant arbitrarily in auxiliary ECU50 in track.Track maintains auxiliary ECU50 after the processing of completing steps A2, and processing is transferred to steps A 3.
In steps A 3, track maintains auxiliary ECU50 and calculates FB control acceleration/accel GFb.Specifically, shown in Fig. 4, at first track maintains auxiliary ECU50 and obtains yaw-rate ω from yaw rate sensor 30.Then, track maintains auxiliary ECU50 and calculates the yaw angle theta of the time integral value of yaw-rate ω as vehicle 100.As shown in Figure 2, yaw angle theta means that the axis CC of direct of travel of vehicle 100 is with respect to the angle of inclination of the LC of Central Line of traveling lane.In addition, track maintains the value of assisting ECU50 to obtain vehicle velocity V is multiplied by yaw angle theta and carries out time integral, calculates departure distance D.As shown in Figure 2, departure distance D is the distance from the LC of Central Line of traveling lane to vehicle 100.Then, track maintain auxiliary ECU50 will to yaw angle theta be multiplied by yield value k θ value and to departure distance D be multiplied by yield value kD and the value addition, calculate FB and control acceleration/accel GFb.That is, FB controls acceleration/accel GFb and means in order to make vehicle 100 turn back to the value of the necessary horizontal aimed acceleration of traveling lane central authorities.Yield value k θ and yield value kD pre-storedly maintain the constant arbitrarily in auxiliary ECU50 in track.Track maintains auxiliary ECU50 after the processing of completing steps A3, and processing is transferred to steps A 4.
In the processing of above-mentioned steps A3, track is maintained to the example of auxiliary ECU50 based on yaw-rate ω calculating deflection angle theta and be illustrated, but maintaining auxiliary ECU50, track also can calculate deflection angle theta based on the place ahead image.In addition, in above-mentioned, the example based on angle of inclination 0 and vehicle velocity V calculating departure distance D is illustrated, but track maintains auxiliary ECU50, also can calculates departure distance D based on the place ahead image.In addition, track maintains auxiliary ECU50 and is not limited to above-mentionedly, also can calculate deflection angle theta and departure distance D by the past known any means.
In addition, the order of the processing of above-mentioned steps A2 and steps A 3 also can be put upside down.In addition, in the situation that track maintains the processing that auxiliary ECU50 can side by side carry out above-mentioned steps A2 and steps A 3, also can carry out these processing simultaneously.
In steps A 4, track maintains auxiliary ECU50 and judges that vehicle 100 is whether in the middle of lane changing.Specifically, track maintains and assists the indicating device operation signal of ECU50 based on sending from arm for direction indicator 40 to judge whether arm for direction indicator 40 is operated.Track maintains auxiliary ECU50 and judges as vehicle 100 in the middle of lane changing in the situation that is receiving the indicating device operation signal, and processing is transferred to steps A 5.On the other hand, track maintains auxiliary ECU50 and judges as vehicle 100 not in the middle of lane changing in the situation that there is no the receiver indicator operation signal, and processing is transferred to steps A 6.
In steps A 5, track maintains auxiliary ECU50 and calculates the value of FF being controlled to acceleration/accel Gff and FB control acceleration/accel GFb addition, as the value of target lateral acceleration Gt.Track maintains auxiliary ECU50 after the processing of completing steps A5, and processing is transferred to steps A 7.
In steps A 6, track maintains the value that the value of assisting ECU50 to set FF control acceleration/accel Gff directly is set as target lateral acceleration Gt.Track maintains auxiliary ECU50 after the processing of completing steps A6, and processing is transferred to steps A 7.
In steps A 7, track maintains auxiliary ECU50 target lateral acceleration Gt is exported to and turns to control ECU62.Track maintains auxiliary ECU50 after the processing of completing steps A7, and processing is transferred to steps A 8.
In steps A 8, track maintains auxiliary ECU50 and judges whether the IG power supply of vehicle 100 is set in off-state.Track maintains auxiliary ECU50 in the situation that to be judged as the IG power settings be off-state, completes the processing of the diagram of circuit of Fig. 3.On the other hand, track maintains auxiliary ECU50 in the situation that to be judged as the IG power supply be on-state, and processing is turned back to steps A 1.
Maintain the processing of auxiliary ECU50 according to the track shown in described Fig. 3 and Fig. 4, track maintains auxiliary ECU50 and controls acceleration/accel Gff calculating target lateral acceleration Gt based on FF, control thus assist torque TA, so that vehicle 100 carries out the corresponding turning driving with the curvature R of traveling lane.In addition, track maintains auxiliary ECU50 and controls acceleration/accel GF calculating target lateral acceleration Gt based on FB, controls thus assist torque TA, so that the traveling-position of vehicle 100 relies on the Central Line of traveling lane.Below, the control that will control the assist torque TA of acceleration/accel Gff based on FF is called feed forward control.In addition, the control that will control the assist torque TA of acceleration/accel GFb based on FB is called controlled reset.
Track maintains auxiliary ECU50 in the situation that vehicle 100 does not carry out lane changing controls acceleration/accel GFb and FF based on FB and control acceleration/accel Gff these two calculates target lateral acceleration Gt.That is, vehicle 100 do not carry out lane changing during, track maintains auxiliary ECU50 and controls assist torque TA by the two the control of controlled reset and feed forward control.On the other hand, vehicle 100 carry out lane changing during, track maintains auxiliary ECU50 and does not consider that FB controls acceleration/accel GFb and only based on FF, controls acceleration/accel Gff and calculate target lateral acceleration Gt.That is, track maintain auxiliary ECU50 vehicle 100 carry out lane changing during only by feed forward control, control assist torque TA, and stop the control of the assist torque TA based on controlled reset.
According to such control, process, vehicle 100 carry out lane changing during, because controlled reset stops, therefore to the direction that vehicle 100 is retracted to the initial track of change, do not produce assist torque.On the other hand, because feed forward control also is performed in the middle of lane changing at vehicle 100, thereby produce the necessary assist torque of turning driving.Therefore, according to steering support device 1, can be in the situation that do not hinder the necessary assist torque TA of generation in steering hardware 60 that turns to of chaufeur.
Next, thus to produce the situation that suitable assist torque TA compatibly alleviates the steering-load of chaufeur by steering support device 1, be specifically described.Below, the situation that vehicle 100 is carried out to lane changing in the bend interval describes as an example.Fig. 5 is illustrated in the figure of driving trace that the vehicle 100 of lane changing is carried out in the bend interval.
In Fig. 5, P1, position, position P2, position P3 and position P4 show constantly t1, t2, t3 and the position of the vehicle 100 at t4 place constantly constantly constantly.At moment t1, vehicle 100 enters in the bend interval, starts negotiation of bends.Then, at moment t2, vehicle 100 starts lane changing in track to the inside from the nearside lame of turning.Then, at moment t3, vehicle 100 completes lane changing.Then, at moment t4, break away from bend interval and sail the straight line road is up.
With reference to Fig. 6 and Fig. 7, when vehicle 100 is travelled on the path shown in Fig. 5, the variation of the steering-load of assist torque TA and chaufeur describes.In addition, Fig. 6 is the figure of value that the assist torque TA of steering support device output is shown.Fig. 7 is the figure that the value that turns to torque TM that chaufeur applies to steering handwheel is shown.The steering-load of the value that turns to torque TM shown in Fig. 7 and chaufeur is proportional.
In Fig. 6, the value be shown in broken lines is by the value of the assist torque of traditional steering support device output.In addition, in Fig. 7, the value be shown in broken lines is the value that turns to torque that chaufeur applies to steering handwheel under the booster action of traditional steering support device.As mentioned above, traditional steering support device vehicle carry out lane changing during, stop the control for generation of assist torque.Therefore, as shown in Figure 6, from moment t2 to moment t3 during, the value of assist torque diminishes.Consequently, as shown in Figure 7, from moment t2 to moment t3 during, the torque that turns to that chaufeur applies to steering handwheel increases sharp.
On the other hand, according to the steering support device 1 the present invention relates to, vehicle 100 carry out lane changing during, the control of inhibition and yaw angle theta and the corresponding assist torque TA of departure distance D, continue to carry out the control with the corresponding assist torque TA of curvature R.Therefore, as shown in Figure 6, even during from moment t2 to moment t3, the value of assist torque TA can not reduce terrifically yet.In addition, in Fig. 6, by the value shown in solid line, be by the value of the assist torque TA of steering support device 1 output.Therefore, as shown in Figure 7, from moment t2 to moment t3 during, the torque TM that turns to that chaufeur applies to steering handwheel does not increase.In addition, in Fig. 7, by the value shown in solid line, be the value that turns to torque TM that chaufeur applies to steering handwheel under the booster action of steering support device 1.That is,, according to steering support device 1, chaufeur can be with the operation of the steering-load than in the past little vehicle 100.
As implied above, according to the steering support device 1 of first embodiment of the invention, can suppress to hinder lane changing assist torque generation and export necessary assist torque.That is,, according to steering support device 1, can reduce effectively the steering-load of chaufeur.
(the second embodiment)
In described the first embodiment, to at vehicle 100, carry out lane changing during, track maintains the example that auxiliary ECU50 always stops the control of the assist torque TA based on controlled reset and is illustrated, but track maintains auxiliary ECU50, also can be only be judged as vehicle 100 in the middle of lane changing and the assist torque based on controlled reset stops controlled reset can hindering the operation of chaufeur the time.Specifically, in the situation that the direction that vehicle 100 is turned by the assist torque based on controlled reset, to be that FB controls the action direction of acceleration/accel GFb different from the lane changing direction of vehicle 100, track maintains assists ECU50 to be judged as the operation that assist torque based on controlled reset can hinder chaufeur.
Below, the steering support device of the second embodiment is described.In addition, because the formation of the steering support device of the second embodiment is identical with described the first embodiment except track maintains the information of processing that auxiliary ECU50 carries out and arm for direction indicator 40 outputs, therefore omission is about the detailed description of this formation.
The arm for direction indicator 40 that the second embodiment relates to maintains the direction indication signal that auxiliary ECU50 sends above-mentioned indicating device operation signal and means indicating the which direction in left and right during control lever is operated to track.
Next, the track with reference to Fig. 8, the second embodiment related to maintains the auxiliary performed processing of ECU50 and describes.Fig. 8 illustrates the example that track that the second embodiment relates to maintains the detailed diagram of circuit of the performed processing of auxiliary ECU50.In Fig. 8, the step for carrying out the processing identical with described the first embodiment, mark identical label detailed.The track that the second embodiment relates to maintains auxiliary ECU50 after the processing that starts diagram of circuit shown in Fig. 8, with above-mentioned the first embodiment, similarly performs step the processing of A1 to steps A 3.
The track that the second embodiment relates to maintains auxiliary ECU50 when being judged as vehicle 100 in the middle of lane changing the time in steps A 4, and processing is transferred to step B1.On the other hand, track maintains auxiliary ECU50 when being judged as vehicle 100 less than in the middle of lane changing the time in steps A 4, and processing is transferred to step B3.
In step B1, track maintains whether the lane changing direction of assisting ECU50 to judge vehicle 100 is left.Specifically, track maintain auxiliary ECU50 just judge whether from arm for direction indicator 40 receive mean lefts to the direction indication signal.When just from arm for direction indicator 40 receive mean lefts to the direction indication signal time, track maintains lane changing direction that auxiliary ECU50 is judged as vehicle 100 for left, and processing is transferred to step B2.On the other hand, when not from arm for direction indicator 40 receive mean lefts to the direction indication signal time, track maintains lane changing direction that auxiliary ECU50 is judged as vehicle 100 for right, and processing is transferred to step B3.
In step B2, whether the action direction that track maintains the FB control acceleration/accel GFb that assists ECU50 to judge vehicle 100 is left.Specifically, track maintain the value that auxiliary ECU50 judge FB control acceleration/accel GFb be whether on the occasion of.The value of controlling acceleration/accel GFb as FB be on the occasion of the time, track maintains action direction that FB that auxiliary ECU50 is judged as vehicle 100 controls acceleration/accel GFb for a left side, and processing is transferred to steps A 5.On the other hand, when the value of FB control acceleration/accel GFb is negative value, track maintains the action direction of the FB control acceleration/accel GFb that assists ECU50 to be judged as vehicle 100 for right, and processing is transferred to steps A 6.
In step B3, whether the action direction that track maintains the FB control acceleration/accel GFb that assists ECU50 to judge vehicle 100 is right.Specifically, track maintains whether the value of assisting ECU50 to judge FB control acceleration/accel GFb is negative value.When the value of FB control acceleration/accel GFb is negative value, track maintains the action direction of the FB control acceleration/accel GFb that assists ECU50 to be judged as vehicle 100 for right, and processing is transferred to steps A 5.On the other hand, the value of controlling acceleration/accel GFb as FB be on the occasion of the time, track maintains action direction that FB that auxiliary ECU50 is judged as vehicle 100 controls acceleration/accel GFb for a left side, and processing is transferred to steps A 6.
The track that the second embodiment relates to maintains auxiliary ECU50 processing to steps A 8 for steps A 5, carries out the processing identical with described the first embodiment.
As mentioned above, when vehicle 100, in the middle of lane changing and the action direction of the lane changing direction of vehicle 100 and acceleration/accel GFb while being the same direction in left and right, the track that the second embodiment relates to maintains auxiliary ECU50 and sets FF is controlled to the value of the value of acceleration/accel Gff and FB control acceleration/accel GFb addition as target lateral acceleration Gt.; when vehicle 100 in the middle of lane changing and the action direction of lane changing direction and acceleration/accel GFb while being the different directions in left and right; track maintains the control that auxiliary ECU50 stops the assist torque TA based on controlled reset, only by feed forward control, controls assist torque TA.
On the other hand, when vehicle 100, in the middle of lane changing and the action direction of the lane changing direction of vehicle 100 and acceleration/accel GFb while being the different directions in left and right, track maintains the value that value that auxiliary ECU50 controls acceleration/accel Gff by FF directly is set as target lateral acceleration Gt.That is, when vehicle 100, in the middle of lane changing and the action direction of lane changing direction and acceleration/accel GFb while being the same direction in left and right, track maintains auxiliary ECU50 and controls assist torque TA by feed forward control and controlled reset.
The track related to according to above-mentioned the second embodiment maintains the processing of auxiliary ECU50, vehicle 100 carry out lane changing during, when the action direction of the assist torque based on controlled reset is not complied with the intention of chaufeur, stop the control of the assist torque TA based on feed forward control.Thereby, the steering support device related to according to the second embodiment, the steering support device that can relate to the first embodiment similarly, stops hindering the generation of the assist torque of lane changing, and the necessary assist torque such as output negotiation of bends.
And, maintain the processing of auxiliary ECU50 according to above-mentioned track, for complying with the lane changing direction, being the direction of the intention of chaufeur, even also can allow to increase the assist torque based on controlled reset in the middle of lane changing.Thereby, such as when due to the interference of direct cross wind etc., vehicle 100 is pushed back to original traveling lane when the lane changing etc., not only by feed forward control, but also can increase to the assist torque of lane changing direction by controlled reset.Therefore, the steering support device related to according to the second embodiment, the chaufeur of vehicle 100 can carry out with steering-load still less the lane changing operation of vehicle 100 under above-mentioned situation.
In the above-described 2nd embodiment, track is maintained to auxiliary ECU50 and based on the direction indication signal, distinguishes that the example of the lane changing direction of vehicle 100 is illustrated, but track maintain auxiliary ECU50 also can by other arbitrarily method distinguish the lane changing direction of vehicle 100.For example, track maintains the deflection angle that auxiliary ECU50 also can be based on vehicle 100 or turns to torque to distinguish the lane changing direction of vehicle 100.
(the 3rd embodiment)
In above-mentioned first and second embodiment, track in the middle of lane changing at vehicle 100 is maintained to the example of assisting ECU50 to stop controlled reset and be illustrated, but track maintains the control of assisting ECU50 also can not exclusively stop controlled reset and being suppressed this control.Specifically, track maintains and assists ECU50 to suppress this control by yield value kD and the yield value k θ that controls dependent feedback control.
Below, the steering support device of the 3rd embodiment is described.Due to the formation of the steering support device of the 3rd embodiment except track maintains the processing that auxiliary ECU50 carries out with above-mentioned the first embodiment aobvious with, therefore omission is about the detailed description of this formation.
Fig. 9 illustrates the example that track that the 3rd embodiment relates to maintains the detailed diagram of circuit of the performed processing of auxiliary ECU50.When the IG of vehicle 100 power settings, during in on-state, track maintains the processing shown in auxiliary ECU50 execution graph 9.Track maintains auxiliary ECU50 after the processing that starts diagram of circuit shown in Fig. 3, at first performs step the processing of C1.
In step C1, the processing that track maintains auxiliary ECU50 and above-mentioned steps A1 similarly judges whether the LKA system starts.Track maintains auxiliary ECU50 when being judged as the LKA system for startup, and processing is transferred to step C2.On the other hand, track maintains auxiliary ECU50 when being judged as the LKA system and being not activated, and processing is transferred to step C7.
In step C2, track maintains auxiliary ECU50 and carries out the gain setting processing.It is to control the yield value kD of dependent feedback control and the processing of yield value k θ that gain setting is processed.Below, with reference to Figure 10, gain setting is processed and is elaborated.In addition, Figure 10 illustrates the example that track that the 3rd embodiment relates to maintains the diagram of circuit that the performed gain setting of auxiliary ECU50 processes.Track maintains auxiliary ECU50 after starting the gain setting processing, at first performs step the processing of C21.
In step C21, track maintains auxiliary ECU50 and described steps A 4 and similarly judges that vehicle 100 is whether in the middle of lane changing.Track maintains auxiliary ECU50 being judged as vehicle 100 in the middle of lane changing the time, and processing is transferred to step C22.On the other hand, track maintains auxiliary ECU50 and is judged as vehicle 100 when there is no the receiver indicator operation signal not in the middle of lane changing, and processing is transferred to step C24.
In step C22, track maintains auxiliary ECU50 the value of yield value k θ is set as to general value α 1.General value α 1 is predefined constant arbitrarily.General value α 1 is pre-stored to be maintained in the memory storage of auxiliary ECU50 in track.Track maintains auxiliary ECU50 after the processing of completing steps C22, and processing is transferred to step C23.
In step C23, track maintains auxiliary ECU50 the value of yield value kD is set as to general value β 1.General value β 1 is predefined constant arbitrarily.General value β 1 is pre-stored to be maintained in the memory storage of auxiliary ECU50 in track.Track maintains auxiliary ECU50 after the processing of completing steps C23, completes gain setting and processes, and processing is transferred to the step C3 of Fig. 9.
In step C24, track maintains auxiliary ECU50 the value of yield value k θ is set as to correction α 2.Correction α 2 is arbitrarily constants less than general value α 1.Correction α 2 is pre-stored to be maintained in the memory storage of auxiliary ECU50 in track.Track maintains auxiliary ECU50 after the processing of completing steps C24, and processing is transferred to step C25.
In step C25, track maintains auxiliary ECU50 the value of yield value kD is set as to correction β 2.Correction β 2 is arbitrarily constants less than general value β 1.Correction β 2 is pre-stored to be maintained in the memory storage of auxiliary ECU50 in track.Track maintains auxiliary ECU50 after the processing of completing steps C25, completes gain setting and processes, and will process the step C3 of transform diagram 9.
In step C3, track maintains auxiliary ECU50 and described steps A 2 is similarly calculated FF control acceleration/accel Gff.Track maintains auxiliary ECU50 after the processing of completing steps C3, and processing is transferred to step C4.
In step C4, track maintains auxiliary ECU50 and described steps A 3 is similarly calculated FB control acceleration/accel GFb.Track maintains auxiliary ECU50 after the processing of completing steps C4, and processing is transferred to step C5.
The order of the processing of above-mentioned steps C3 and step C4 can be put upside down.In addition, in the situation that track maintains the processing that auxiliary ECU50 can carry out above-mentioned steps C3 and step C4 simultaneously, also can carry out these processing simultaneously.
In step C5, track maintains auxiliary ECU50 and sets the value of FF being controlled to acceleration/accel Gff and FB control acceleration/accel GFb addition, as the value of target lateral acceleration Gt.Track maintains auxiliary ECU50 after the processing of completing steps C5, and processing is transferred to step C6.
In step C6, track maintains auxiliary ECU50 and controls ECU62 export target lateral acceleration G t to turning to.Track maintains auxiliary ECU50 after the processing of completing steps C6, and processing is transferred to step C7.
In step C7, track maintains auxiliary ECU50 and judges whether the IG power supply of vehicle 100 is set in off-state.Track maintains auxiliary ECU50 when being judged as the IG power settings in off-state, finishes the processing of the diagram of circuit of Fig. 9.On the other hand, track maintains auxiliary ECU50 when being judged as the IG power supply and being on-state, and processing is turned back to step C1.
The track related to according to above-mentioned the 3rd embodiment maintains auxiliary ECU50 and processes, vehicle 100 carry out lane changing during, the value that the situation of with vehicle 100, not carrying out lane changing is compared yield value kD and yield value k θ is set to less value.That is, vehicle 100 carry out lane changing during, can suppress the increase of the assist torque based on controlled reset.Thereby, the steering support device related to according to the 3rd embodiment, with the steering support device of the first embodiment similarly, vehicle 100 carry out lane changing during, can suppress to hinder lane changing assist torque generation and export necessary assist torque TA.
In addition, the steering support device related to according to the 3rd embodiment, by changing the setting value of correction α 2 and correction β 2, can at random adjust the degree that suppresses controlled reset.In the situation that the value of correction α 2 and correction β 2 is redefined for respectively to 0, vehicle 100 carry out lane changing during, the value that FB controls acceleration/accel GFb is also 0.That is, in the situation that the value of correction α 2 and correction β 2 is redefined for respectively to 0, vehicle 100 carry out lane changing during, can actually stop the control of the assist torque TA based on controlled reset.
In the above-described 3rd embodiment, the example that value by changing yield value kD and yield value k θ is suppressed to the control of the assist torque TA based on controlled reset is illustrated, but track maintains the increase and decrease that auxiliary ECU50 also can suppress by reducing value as the yaw angle theta of the input value of controlled reset and departure distance D assist torque TA, controls.
In the respective embodiments described above, to track maintain auxiliary ECU50 according to arm for direction indicator 40 whether just be operated to judge vehicle 100 whether the example in the middle of lane changing be illustrated, also can judge whether vehicle 100 is carrying out lane changing by additive method but track maintains auxiliary ECU50.
For example, track maintains vehicle that auxiliary ECU50 can the size that turns to torque TM based on chaufeur sentences 100 whether in the middle of lane changing.Specifically, track maintains auxiliary ECU50 and judges in above-mentioned steps A4 and step C21 whether the value that turns to torque TM obtained from steering handwheel sensor 61 is more than or equal to and turn to torque threshold TMth.Then, when the value that turns to torque TM is more than or equal to while turning to torque threshold TMth, track maintains auxiliary ECU50 and is judged as vehicle 100 in the middle of lane changing.On the other hand, when the value that turns to torque TM is less than while turning to torque threshold TMth, track maintains auxiliary ECU50 and is judged as vehicle 100 not in the middle of lane changing.
Turn to the value of torque threshold TMth preferably by track, to maintain and assist ECU50 according to the value of curvature R and change at any time.Specifically, track maintains auxiliary ECU50 can be after the processing that starts steps A 4 and step C21, at first calculate to curvature R be multiplied by predetermined coefficient and value as turning to torque threshold TMth, carry out afterwards above-mentioned judgement and process.Turn to torque TM not only in the situation that vehicle 100 carries out lane changing, be also larger value when negotiation of bends.Here, if set and to turn to torque threshold TMth according to curvature R as described above, just can be only in the situation that produced that negotiation of bends is necessary turns to the torque TM that turns to more than torque to be estimated as vehicle 100 in the middle of lane changing.That is, maintain the processing of auxiliary ECU50 according to above-mentioned track, can be based on turning to torque TM to judge rightly vehicle 100 whether in the middle of lane changing.
In addition, the size that track maintains the deflection angle φ that auxiliary ECU50 also can be based on vehicle 100 judges that vehicle 100 is whether in the middle of lane changing.Specifically, track maintains and assists ECU50 to judge in above-mentioned steps A4 and step C21 whether the value of the deflection angle φ obtained from steering handwheel sensor 61 is more than or equal to deflection angle threshold value φ th.Then, when the value of deflection angle φ is more than or equal to deflection angle threshold value φ th, track maintains auxiliary ECU50 and is judged as vehicle 100 in the middle of lane changing.On the other hand, when the value of deflection angle φ is less than deflection angle threshold value φ th, track maintains auxiliary ECU50 and is judged as vehicle 100 not in the middle of lane changing.
The value of deflection angle threshold value φ th preferably maintains auxiliary ECU50 by track and changes at any time according to the value of curvature R.Specifically, track maintains auxiliary ECU50 can be after the processing that starts steps A 4 and step C21, at first calculate to curvature R be multiplied by predetermined coefficient and value as deflection angle threshold value φ th, carry out afterwards above-mentioned judgement and process.Deflection angle φ, not only in the situation that vehicle 100 carries out lane changing, is also larger value when turning driving.Here, if set deflection angle threshold value φ th according to curvature R as described above, can only in the situation that being diverted more than the necessary deflection angle of negotiation of bends, steering handwheel be estimated as vehicle 100 in the middle of lane changing.That is, maintain the processing of auxiliary ECU50 according to above-mentioned track, can judge rightly vehicle 100 whether in the middle of lane changing based on deflection angle φ.
In addition, track maintains auxiliary ECU50 and also can the size based on departure distance D judges that vehicle 100 is whether in the middle of lane changing.Specifically, track maintains and assists ECU50 to judge in above-mentioned steps A4 and step C21 whether the value of departure distance D is more than or equal to departure distance threshold value Dth.Then, when the value of departure distance D is more than or equal to departure distance threshold value Dth, track maintains auxiliary ECU50 and is judged as vehicle 100 in the middle of lane changing.On the other hand, when the value of departure distance D is less than departure distance threshold value Dth, track maintains auxiliary ECU50 and is judged as vehicle 100 not in the middle of lane changing.
The value of departure distance threshold value Dth is preferably set according to the value of the lane width W of traveling lane.Specifically, image is processed ECU11 based on the place ahead image detection lane width W, and maintains the data that auxiliary ECU50 sends this lane width of expression W to track.Track maintains auxiliary ECU50 can be after the processing that starts steps A 4 and step C21, at first calculate process lane width W that ECU11 receives to be multiplied by such as the pre-determined factor such as 1/2 from image value be used as departure distance threshold value Dth, carry out afterwards above-mentioned judgement and process.By setting as described above departure distance threshold value Dth, track maintains auxiliary ECU50 can enter at vehicle 100 half the time point of distance from vehicle-width to the track of adjacency, is judged as vehicle 100 in the middle of lane changing.
In addition, track maintain auxiliary ECU50 also can be not only operating conditions by arm for direction indicator 40 but also judge that according to the operating conditions of the critical indicating lamp device of vehicle 100 vehicle 100 is whether in the middle of lane changing.Specifically, track maintains and assists ECU50 to be electrically connected to the critical indicating lamp device of vehicle 100.Critical indicating lamp device, during moving according to glimmering from the input operation of chaufeur, sends to track to maintain auxiliary ECU50 critical operation signal.Then, track maintains auxiliary ECU50 and judge whether to receive critical operation signal in above-mentioned steps A4 and step C21.Track maintains auxiliary ECU50 in the situation that receiving critical operation signal, is judged as vehicle 100 in the middle of lane changing.On the other hand, track maintains auxiliary ECU50 and ought not receive in the situation of critical operation signal, is judged as vehicle 100 not in the middle of lane changing.For example, when urgent, the chaufeur of vehicle 100 is lighted sometimes critical indicator lamp and vehicle 100 is moved to roadside.Under these circumstances, preferably suppress to make vehicle turn back to the generation of the assist torque of track central authorities.Thereby, maintaining the processing of auxiliary ECU50 according to track described above, chaufeur also can carry out with the load than in the past few the steering operation of vehicle 100 when the operation of critical indicator lamp.
Practicality on industry
Steering support device of the present invention is useful as steering support device of the steering-load that can reduce effectively chaufeur etc.
Description of reference numerals
1 steering support device
10 the place aheads monitor camera
11 images are processed ECU
20 car speed sensors
30 yaw rate sensor
40 arm for direction indicators
50 tracks maintain auxiliary ECU
60 steering hardwares
61 steering handwheel sensors
62 turn to control ECU
63 turn to actr
100 vehicles
Claims (5)
1. a track maintains auxiliary device, the operation of chaufeur is assisted to maintain vehicle and follow and sail travelling of track, and comprise:
The assist torque generation unit, described assist torque generation unit makes described vehicle produce assist torque, the steering effort of described assist torque driver assistance; And
Detecting unit, described detecting unit detects the lane changing of described vehicle,
Described assist torque generation unit is in the situation that described vehicle continues the described assist torque of output in the middle of lane changing.
2. track as claimed in claim 1 maintains auxiliary device, it is characterized in that, also comprises:
The second detecting unit, described the second detecting unit detects the operation of the arm for direction indicator that described vehicle has,
Described assist torque generation unit is in the situation that described arm for direction indicator continues the described assist torque of output in the middle of operating.
3. track as claimed in claim 1 maintains auxiliary device, it is characterized in that,
The direction of the lane changing of described assist torque generation unit based on described vehicle is controlled the value of the described assist torque that continues output.
4. track as claimed in claim 2 maintains auxiliary device, it is characterized in that,
The direction of operating of described assist torque generation unit based on described arm for direction indicator controlled the value of the described assist torque that continues output.
5. track as claimed in claim 1 maintains auxiliary device, it is characterized in that,
Described assist torque generation unit continues the described assist torque of output, until the lane changing of described vehicle completes.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201310361687.7A CN103496399B (en) | 2010-03-12 | 2010-03-12 | Steering support device |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
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| CN201080016002.XA CN102378712B (en) | 2010-03-12 | 2010-03-12 | Steering support device |
| CN201310361687.7A CN103496399B (en) | 2010-03-12 | 2010-03-12 | Steering support device |
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| CN201080016002.XA Division CN102378712B (en) | 2010-03-12 | 2010-03-12 | Steering support device |
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| CN103496399A true CN103496399A (en) | 2014-01-08 |
| CN103496399B CN103496399B (en) | 2016-02-24 |
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| CN201310361687.7A Expired - Fee Related CN103496399B (en) | 2010-03-12 | 2010-03-12 | Steering support device |
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| CN106097774A (en) * | 2015-04-27 | 2016-11-09 | 丰田自动车株式会社 | Track change assisting system |
| CN108995712A (en) * | 2017-06-06 | 2018-12-14 | 丰田自动车株式会社 | Handling maneuver auxiliary device |
| CN109416888A (en) * | 2016-07-07 | 2019-03-01 | 株式会社电装 | Driving assist system |
| CN109572688A (en) * | 2017-09-27 | 2019-04-05 | 丰田自动车株式会社 | Drive assistance device |
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| CN103496399B (en) | 2016-02-24 |
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