CN103496399B - Steering support device - Google Patents
Steering support device Download PDFInfo
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- CN103496399B CN103496399B CN201310361687.7A CN201310361687A CN103496399B CN 103496399 B CN103496399 B CN 103496399B CN 201310361687 A CN201310361687 A CN 201310361687A CN 103496399 B CN103496399 B CN 103496399B
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- 238000012545 processing Methods 0.000 description 7
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- 230000001419 dependent effect Effects 0.000 description 2
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Abstract
The invention provides the steering support device that can reduce the steering-load of chaufeur effectively.To the steering support device that the steering operation of the chaufeur of steering vehicle is assisted, comprising: 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; First torque controlling unit, described first torque controlling unit controls assist torque, carries out the turning driving corresponding to the curvature of traveling lane to make vehicle; Second torque controlling unit, described second torque controlling unit controls assist torque, to make the traveling-position of vehicle close to the Central Line of traveling lane; Lane changing judging unit, described lane changing judging unit judges whether vehicle is in the middle of lane changing; And control to suppress unit, when being judged as that vehicle is in the middle of lane changing, control to suppress unit to suppress the control of the assist torque of being undertaken by the second torque controlling unit.
Description
The application is the divisional application based on application number is 201080016002.X, the applying date is on 03 12nd, 2010, application people be Toyota Motor Corporation rep., denomination of invention is the invention proposition of " steering support device ".
Technical field
The present invention relates to steering support device, relate to the steering support device of the steering effort of assisting vehicle chaufeur more definitely.
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 the assist torque of the steering effort of driver assistance according to the motoring condition of vehicle to steering handwheel.As the one of such steering support device, develop and provide assist torque to make the location dimension of oneself vehicle be held in steering support device in this track to steering handwheel.Such steering support device is known as so-called LKA system (LaneKeepingAssistSystem, track maintains ancillary system).
Patent Document 1 discloses an example of above-mentioned steering support device.Steering controlling device disclosed in patent documentation 1 calculates the horizontal aimed acceleration in order to make vehicle travel necessary vehicle at the center of traveling lane.Further, steering controlling device provides to make the transverse acceleration of vehicle reach the necessary assist torque of this aimed acceleration to steering handwheel.When calculating above-mentioned aimed acceleration, steering controlling device controls this aimed acceleration by the feed forward control of the curvature in track travelled based on vehicle.In addition, steering controlling device is by carrying out control objectives acceleration/accel based on the controlled reset of the distance from the line of centers of vehicle traveling lane to this vehicle etc.According to such feed forward control and controlled reset, the torque of steering handwheel is controlled, and travels along traveling lane to make vehicle on the center in this track.
According to the control of above-mentioned steering support device, in the middle of the lane changing of vehicle, namely when vehicle is wanted to depart from current driving lane, sometimes also can produce assist torque to direction vehicle being turned back to track central authorities.Therefore, usually, the generation of assist torque is stopped during the arm for direction indicator action in the vehicle mounted of above-mentioned steering support device.
At first technical literature
Patent documentation
Patent documentation 1: Japanese Patent Laid-Open 2009-18626 publication.
Summary of the invention
The problem that invention will solve
But, in the control treatment of traditional steering support device, even if concerning the generation that sometimes also can stop assist torque chaufeur under the situation needing assist torque.
Such as, assuming that the situation that travels in bend interval of vehicle.Usually, during vehicle travels in bend interval, steering support device produces and corresponding assist torque of turning to alleviate the steering-load of chaufeur.Here, if chaufeur in the process travelling on bend interval in order to carry out lane changing and direction of operating indicating device, then steering support device stops the assist torque that exports to this moment.In addition, if the generation of assist torque stops suddenly, the steering-load of chaufeur can sharply increase sometimes.In the case, due to the increase of steering-load, chaufeur may feel nervous.
The present invention completes in view of the above problems, and its object is to provides the steering support device that can reduce the steering-load of chaufeur effectively.
In order to solve the problem, present invention employs following formation.Namely, a first aspect of the present invention is the steering support device that a kind of steering operation of the chaufeur to steering vehicle is assisted, comprise: 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; First torque controlling unit, described first torque controlling unit controls assist torque, carries out the turning driving corresponding to the curvature of traveling lane to make vehicle; Second torque controlling unit, described second torque controlling unit controls assist torque, to make the traveling-position of vehicle close to the Central Line of traveling lane; Lane changing judging unit, described lane changing judging unit judges whether vehicle is in the middle of lane changing; And control to suppress unit, when being judged as that vehicle is in the middle of lane changing, described control suppresses unit to suppress the control of the assist torque of being undertaken by the second torque controlling unit.
Second aspect has following characteristics in a first aspect: it comprises: shooting unit, the image in the front of described shooting unit photographs vehicle; Curvature estimation unit, described curvature estimation unit calculates the curvature of the traveling lane of vehicle based on image; Departure distance calculating unit, described departure distance calculating unit calculates the departure distance from the Central Line of traveling lane to vehicle; And angle of inclination calculating unit, described angle of inclination calculating unit calculates the angle of inclination formed by the straight line of direct of travel and the Central Line of traveling lane that represent vehicle; Wherein, first torque controlling unit controls assist torque according to the curvature calculated by curvature estimation unit, the turning driving corresponding to this curvature is carried out to make vehicle, second torque controlling unit according in departure distance and angle of inclination at least any one controls assist torque, to make the traveling-position of vehicle close to the Central Line in track.
In any aspect of the third aspect in first aspect and second aspect, there is following characteristics: 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, turn direction when described assist torque action direction discrimination unit distinguishes the assist torque that vehicle passes through to be controlled by the second torque controlling unit and turns is the which direction in left and right; Wherein, only when be judged as vehicle be in the middle of lane changing and lane changing direction and turn direction inconsistent time, control to suppress unit to suppress the control of the assist torque of being undertaken by the second torque controlling unit.
Fourth aspect has following characteristics in a first aspect: when the arm for direction indicator that vehicle possesses is operated, lane changing judging unit is judged as that vehicle is in the middle of lane changing, when arm for direction indicator is not by operation, lane changing judging unit is judged as that vehicle is not in the middle of lane changing.
The feature of the 5th aspect has following characteristics in a first aspect: also comprise and turn to Torque test unit, described turn to Torque test unit inspection to be produced by the operation of the chaufeur of vehicle turn to torque, when turn to torque be more than or equal to predetermined turn to torque threshold time, lane changing judging unit is judged as that vehicle is in the middle of lane changing, be less than when turning to torque threshold when turning to torque, lane changing judging unit is judged as that vehicle is not in the middle of lane changing.
The feature of the 6th aspect in the 5th in there is following characteristics: also comprise and turn to torque threshold calculating unit, described in turn to torque threshold calculating unit to calculate according to the curvature of the traveling lane of vehicle to turn to torque threshold.
7th aspect has following characteristics in a first aspect: also comprise steering angle detection module, described steering angle detection module detects the deflection angle of vehicle, when deflection angle is more than or equal to predetermined deflection angle threshold value, lane changing judging unit is judged as that vehicle is in the middle of lane changing, when deflection angle is less than deflection angle threshold value, lane changing judging unit is judged as that vehicle is not in the middle of lane changing.
Eighth aspect in the 7th in there is following characteristics: also comprise deflection angle threshold computation unit, described deflection angle threshold computation unit calculates deflection angle threshold value according to the curvature of the traveling lane of vehicle.
9th aspect has following characteristics in second aspect: when departure distance is more than or equal to predetermined distance threshold, lane changing judging unit is judged as that vehicle is in the middle of lane changing, when departure distance is less than distance threshold, lane changing judging unit is judged as that vehicle is not in the middle of lane changing.
Tenth aspect in the 9th in there is following characteristics: also comprise: lane width calculating unit, described lane width calculating unit calculates the width of traveling lane; And threshold computation unit, described threshold computation unit calculates distance threshold according to the width of the traveling lane of vehicle.
11 aspect has following characteristics in a first aspect: when the critical indicator lamp that vehicle possesses is operated, lane changing judging unit is judged as that vehicle is in the middle of lane changing, when critical indicator lamp is not by operation, lane changing judging unit is judged as that vehicle is not in the middle of lane changing.
12 aspect has following characteristics in second aspect: the second torque controlling unit controls assist torque, make the value that calculates by being multiplied by predetermined yield value to departure distance and angle of inclination larger, this assist torque is larger, when being judged as that vehicle is in the middle of lane changing, control to suppress unit yield value to be changed to the value less than yield value when being judged as that vehicle is not in the middle of lane changing, suppress the control of the assist torque of being undertaken by the second torque controlling unit thus.
13 aspect has following characteristics in second aspect: the second torque controlling unit controls assist torque, make departure distance and angle of inclination larger, this assist torque is larger, when being judged as that vehicle is in the middle of lane changing, control to suppress unit will be modified to the value less than the value of departure distance when being judged as that vehicle is not in the middle of lane changing and angle of inclination to the departure distance of the second torque controlling unit input and the value of angle of inclination, suppress the control of the assist torque of being undertaken by the second torque controlling unit thus.
Invention effect
According to first aspect, the steering-load of chaufeur can be reduced effectively.Specifically, according to first aspect, when being judged as that vehicle is in the middle of lane changing, suppressing the control for making the traveling-position of vehicle be close to the assist torque of traveling lane Central Line, only performing the control of the assist torque for carrying out the turning driving corresponding to the curvature in track.Thus, when such as driver intention will depart from from current traveling lane when lane changing etc., suppress to make vehicle turn back to the generation of the assist torque of the Central Line of traveling lane.On the other hand, the necessary assist torque such as negotiation of bends continues to produce before lane changing to conversion.Thus chaufeur cosily can operate vehicle with few steering-load.
According to second aspect, can control effectively based on the shape of the traveling lane of assist torque and relative to the relative position of the vehicle of the Central Line of traveling lane.
According to the third aspect, during vehicle carries out lane changing, only suppress the control of the second torque controlling unit when the action direction of the assist torque based on the second torque controlling unit is different with the lane changing direction of vehicle.In other words, even if vehicle is in the middle of lane changing, under the action direction of the assist torque based on the second torque controlling unit and the lane changing direction of vehicle are unidirectional situation, the control of the second torque controlling unit is also performed as usual.That is, for the action direction of intention complying with chaufeur, the increase can carried out based on the assist torque of the second torque controlling unit controls.Thus, such as, when in the interference due to direct cross wind etc., vehicle moves to the direction of running counter to driver intention etc., can not by means of only the first torque controlling unit but also by the second torque controlling unit next increase of the direction to driver intention assist torque.Therefore, chaufeur can carry out steering operation with steering-load less time more suppressed than the control of the second torque controlling unit to the direction of intention.
According to fourth aspect, whether can be operated to judge whether vehicle is in the middle of lane changing by simply processing according to arm for direction indicator.
According to the 5th aspect, can judge whether vehicle is in the middle of lane changing according to turning to the size of torque by simply processing.
According to the 6th aspect, suitable value can be set as according to the curvature of traveling lane by turning to torque threshold.Thus whether the vehicle that can correctly judge is in the middle of lane changing.
According to the 7th aspect, can judge whether vehicle is in the middle of lane changing according to the size of deflection angle by simple process.
According to eighth aspect, according to the curvature of traveling lane, deflection angle threshold value can be set as suitable value.Thus whether the vehicle that can correctly judge is in the middle of lane changing.
According to the 9th aspect, can judge whether vehicle is in the middle of lane changing according to the departure distance from the Central Line of traveling lane to vehicle by simply processing.
According to the tenth aspect, according to the width of traveling lane, departure distance threshold value can be set as suitable value.Thus whether the vehicle that can correctly judge is in the middle of lane changing.
According to the 11 aspect, during critical indicator lamp is operated, the control of the assist torque based on the second torque controlling unit can be suppressed.Such as when urgent, chaufeur can be lighted critical indicator lamp point and make vehicle move to roadside sometimes.Under these circumstances, according to the 11 aspect, owing to inhibit the generation making vehicle turn back to the assist torque of track central authorities, thus chaufeur easily can operate vehicle.
According to the 12 aspect, the control of the assist torque based on the second torque controlling unit easily can be suppressed by the simple process changing yield value.In addition, by adjusting arbitrarily the size of yield value, the degree of the control of suppression second torque controlling unit can be adjusted arbitrarily.
According to the 13 aspect, by revising the simple process of the value of various parameter (departure distance and angle of inclination) when the value of the second torque controlling unit determination assist torque, the control of the assist torque based on this second torque controlling unit easily can be suppressed.
Accompanying drawing explanation
Fig. 1 is an example of the block diagram of the formation that the steering support device that the first embodiment relates to is shown;
Fig. 2 is the figure that the definition maintaining the various parameters of the control of auxiliary ECU50 for track is shown;
Fig. 3 be illustrate that the first embodiment relates to track maintain an example of the detailed diagram of circuit of auxiliary process performed by ECU50;
Fig. 4 be illustrate that the first embodiment relates to track maintain an example of the control block diagram of the content of auxiliary calculation process performed by ECU50;
Fig. 5 is the figure of the driving trace that the vehicle 100 carrying out lane changing in bend interval is shown;
Fig. 6 is the figure of the value that the assist torque TA exported by steering support device is shown;
Fig. 7 is the figure turning to the value of torque TM illustrating that chaufeur applies steering handwheel;
Fig. 8 is an example of the detailed diagram of circuit that the auxiliary process performed by ECU50 of track maintenance that the second embodiment relates to is shown;
Fig. 9 is the example that the auxiliary diagram of circuit performed by ECU50 of track maintenance that the 3rd embodiment relates to is shown;
Figure 10 is an example of the diagram of circuit that the auxiliary gain setting process performed by ECU50 of track maintenance that the 3rd embodiment relates to is shown.
Detailed description of the invention
(the first embodiment)
Below, the steering support device 1 that first embodiment of the invention relates to is described.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 is described.
First, be described with reference to the formation of Fig. 1 to steering support device.In addition, Fig. 1 is an example of the block diagram of the formation that the steering support device that the first embodiment relates to is shown.As shown in Figure 1, steering support device comprises: front monitors camera 10, image procossing ECU11, car speed sensor 20, yaw rate sensor 30, arm for direction indicator 40, track maintains auxiliary ECU50 and steering hardware 60.
Front monitors that camera 10 is camera heads of the image (hereinafter referred to as forward image) in shooting vehicle 100 front.Typically, front monitors that camera 10 comprises CCD (ChargeCoupledDevice, charge-coupled device) camera head of sensor and CMOS (ComplementaryMetalOxideSemiconductor, complementary metal oxide semiconductor) sensor imageing sensor.Front monitors that camera 10 will represent that the data of this forward image send to image procossing ECU11 after shooting forward image.
Typically, image procossing ECU11 is the image processing apparatus comprising the memory storage such as signal conditioning package, memory device and the interface circuits etc. such as CPU (CentralProcessingUnit, central processing unit).Image procossing ECU11 is based on monitoring that from front the forward image of camera 10 reception calculates the curvature R in the track (hereinafter referred to as traveling lane) of current driving.Image procossing ECU11 can use in the past known any means to calculate road curvature R.Image procossing ECU11 will represent that the data of this curvature R send to track to maintain auxiliary ECU50 after calculating curvature R.
Car speed sensor 20 is the sensor devices of the vehicle velocity V detecting vehicle 100.Car speed sensor 20 can use in the past known any means to detect vehicle velocity V.Car speed sensor 20 will represent that the data of this vehicle velocity V send to track to maintain auxiliary ECU50 after detecting vehicle velocity V.
Yaw rate sensor 30 is the sensor devices of the yaw-rate ω detecting vehicle 100.Yaw rate sensor 30 can use in the past known arbitrary method to detect yaw-rate ω.Yaw rate sensor 30 will represent that the data of this yaw-rate ω send to track to maintain auxiliary ECU50 after detecting yaw-rate ω.As shown in Figure 2, the value of yaw-rate ω, respectively with on the occasion of the rotation representing left direction, represents the rotation of right direction by negative value.Fig. 2 is the figure that the definition maintaining the various parameters of the control of auxiliary ECU50 for track is shown.
Arm for direction indicator 40 is the operation of the chaufeur accepting vehicle 100 and the device be shown in by the direct of travel of vehicle 100 according to this operation outside car.Arm for direction indicator 40 comprises the control lever of the operation accepting chaufeur.This control lever passes through the operating movable of chaufeur to any position of left indicating positions, original position, right indicating positions, is usually configured in original position.During in the operation by chaufeur, control lever moves to a certain position in left indicating positions and right indicating positions, arm for direction indicator 40 maintains the indicating device operation signal of having assisted ECU50 transmission expression arm for direction indicator 40 by driver's operation to track.
Typically, track maintains auxiliary ECU50 is the processing equipment comprising the memory storage such as signal conditioning package, memory device and the interface circuits etc. such as CPU.Track maintains auxiliary ECU50 based on the information from above-mentioned each equipment input, calculates to maintain the traveling necessary target lateral acceleration Gt of vehicle 100 along traveling lane.Then, track maintains and assists ECU50 will represent the course changing control ECU62 that the data of the target lateral acceleration Gt calculated send to steering hardware 60 to have.Track is maintained to the details of the process of auxiliary ECU50 in Fig. 3 described later, the Fig. 3 is below described.
Steering hardware 60 is according to the steering operation of chaufeur and assists the control information of ECU50 to change the device of the direct of travel of vehicle 100 from track maintenance.Steering hardware 60 comprises steering handwheel sensor 61, course changing control ECU62 and turns to actr 63.
Steering handwheel sensor 61 detects the sensor device operating relevant information to the steering handwheel of chaufeur.The information detected at steering handwheel sensor 61 comprise to be applied to steering handwheel by the operation of chaufeur turn to torque TM etc.The information such as torque TM that turn to detected are exported to course changing control ECU62 by steering handwheel sensor 61.Typically, course changing control ECU62 is the processing equipment comprising the memory storage such as signal conditioning package, memory device and the interface circuits etc. such as CPU.Course changing control ECU62 controls to turn to actr 63 according to the information maintaining auxiliary ECU50 and steering handwheel sensor 6 reception from track.Specifically, course changing control ECU62 is calculated as and makes the acceleration/accel of the transverse direction of vehicle 100 meet target lateral acceleration Gt necessary target diversion dish amount of torque.Then, course changing control ECU62 calculates the value of assist torque TA according to target diversion dish amount of torque.Typically, actr 63 is turned to be electro-motors that steering shaft to vehicle 100 (not having to illustrate) applies assist torque TA.
Next, with reference to Fig. 3, the process that track maintains performed by auxiliary ECU50 is described.Fig. 3 is an example of the detailed diagram of circuit that the auxiliary process performed by ECU50 of track maintenance that the first embodiment relates to is shown.When the IG power settings of vehicle 100 is in on-state, track maintains auxiliary ECU50 and performs the process shown in Fig. 3.Track maintains auxiliary ECU50 after the process of diagram of circuit starting Fig. 3, first performs the process of steps A 1.
In steps A 1, track maintains auxiliary ECU50 and judges whether LKA system starts (ON).LKA system is the system controlling the traveling of vehicle 100 in order to maintain traveling lane.The steering support device 1 that the present invention relates to as the part of LKA system to carry out action.The startup of the operating state of LKA system/close is arranged on the interfaces (not diagram) such as the switch on vehicle 100 and carrys out any switching laws by driver's operation.Track maintains auxiliary ECU50 when being judged as that LKA system starts, and process is transferred to steps A 2.On the other hand, track maintains auxiliary ECU50 when being judged as that LKA system is not activated, and process 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, first track maintains auxiliary ECU50 obtains traveling lane respectively curvature R from image procossing ECU11, obtains vehicle velocity V from car speed sensor 20.Then, track maintains auxiliary ECU50 is multiplied by vehicle velocity V successively square value and yield value kR to curvature R, calculates FF and controls acceleration/accel Gff.That is, FF controls acceleration/accel Gff is the value representing the necessary horizontal aimed acceleration of curvature continuation traveling making vehicle 100 along current driving lane.In addition, Fig. 4 illustrates that track maintains an example of the control block diagram of the content of auxiliary calculation process performed by ECU50.Yield value kR is stored in advance in track to maintain the arbitrary constant of assisting in ECU50.Track maintains auxiliary ECU50 after the process of completing steps A2, and steps A 3 is transferred in process.
In steps A 3, track maintains auxiliary ECU50 and calculates FB control acceleration/accel GFb.Specifically, shown in Fig. 4, first track maintains auxiliary ECU50 and obtains yaw-rate ω from yaw rate sensor 30.Then, track maintains the yaw angle theta of time integral value as vehicle 100 that auxiliary ECU50 calculates yaw-rate ω.As shown in Figure 2, yaw angle theta is the angle of inclination of axis CC relative to the Central Line LC of traveling lane of the direct of travel representing vehicle 100.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 Central Line LC of traveling lane to vehicle 100.Then, track maintains auxiliary ECU50 by value yaw angle theta being multiplied by yield value k θ and the value addition of being multiplied by yield value kD to departure distance D and obtaining, and calculates FB and controls acceleration/accel GFb.That is, FB controls acceleration/accel GFb and represents the value making vehicle 100 turn back to the necessary horizontal aimed acceleration of traveling lane central authorities.Yield value k θ and yield value kD is stored in advance in track to maintain the arbitrary constant of assisting in ECU50.Track maintains auxiliary ECU50 after the process of completing steps A3, and steps A 4 is transferred in process.
In the process of above-mentioned steps A3, the example of assisting ECU50 to calculate deflection angle theta based on yaw-rate ω is maintained to track and is illustrated, but maintenance auxiliary ECU50 in track also can calculate deflection angle theta based on forward image.In addition, in above-mentioned, the example calculating departure distance D is illustrated, but maintenance auxiliary ECU50 in track also can calculate departure distance D based on forward image based on angle of inclination 0 and vehicle velocity V.In addition, track maintains auxiliary ECU50 and is not limited to above-mentioned, and in the past known any means also can be used to calculate deflection angle theta and departure distance D.
In addition, the order of the process of above-mentioned steps A2 and steps A 3 also can be put upside down.In addition, when maintenance auxiliary ECU50 in track side by side can perform the process of above-mentioned steps A2 and steps A 3, also can perform these process simultaneously.
In steps A 4, track maintains auxiliary ECU50 and judges whether vehicle 100 is in the middle of lane changing.Specifically, track maintains and assists ECU50 to judge whether arm for direction indicator 40 is operated based on the indicating device operation signal sent from arm for direction indicator 40.Track maintains auxiliary ECU50 and is judged as that vehicle 100 is in the middle of lane changing when receiving indicating device operation signal, process is transferred to steps A 5.On the other hand, track maintains auxiliary ECU50 and is judged as that when not having receiver indicator operation signal vehicle 100 is not in the middle of lane changing, transfers to steps A 6 by process.
In steps A 5, track maintains auxiliary ECU50 and calculates value FF being controlled acceleration/accel Gff and FB control acceleration/accel GFb addition, as the value of target lateral acceleration Gt.Track maintains auxiliary ECU50 after the process of completing steps A5, and steps A 7 is transferred in process.
In steps A 6, track maintains the value that the value of assisting ECU50 to set FF control acceleration/accel Gff is directly set as target lateral acceleration Gt.Track maintains auxiliary ECU50 after the process of completing steps A6, and steps A 7 is transferred in process.
In steps A 7, track maintains auxiliary ECU50 and target lateral acceleration Gt is exported to course changing control ECU62.Track maintains auxiliary ECU50 after the process of completing steps A7, and steps A 8 is transferred in process.
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 when being judged as that IG power settings is off state, completes the process of the diagram of circuit of Fig. 3.On the other hand, track maintains auxiliary ECU50 when being judged as that IG power supply is on-state, process is turned back to steps A 1.
Track according to described Fig. 3 and Fig. 4 maintains the process of auxiliary ECU50, track maintains auxiliary ECU50 and controls acceleration/accel Gff calculating target lateral acceleration Gt based on FF, control assist torque TA thus, carry out the turning driving corresponding to the curvature R of traveling lane to make vehicle 100.In addition, track maintains auxiliary ECU50 and controls acceleration/accel GF calculating target lateral acceleration Gt based on FB, controls assist torque TA thus, with the Central Line making the traveling-position of vehicle 100 be close to traveling lane.Below, the control of the assist torque TA controlling acceleration/accel Gff based on FF is called feed forward control.In addition, the control of the assist torque TA controlling acceleration/accel GFb based on FB is called controlled reset.
Track maintains auxiliary ECU50 and calculates target lateral acceleration Gt when vehicle 100 does not carry out lane changing based on both FB control acceleration/accel GFb and FF control acceleration/accel Gff.That is, during vehicle 100 does not carry out lane changing, track maintains auxiliary ECU50 and controls assist torque TA by the control of both controlled reset and feed forward control.On the other hand, during vehicle 100 carries out lane changing, track maintains auxiliary ECU50 and does not consider that FB controls acceleration/accel GFb and only controls acceleration/accel Gff calculating target lateral acceleration Gt based on FF.That is, track maintain auxiliary ECU50 during vehicle 100 carries out lane changing by means of only feed forward control to control assist torque TA, and stop the control based on the assist torque TA of controlled reset.
According to such control treatment, during vehicle 100 carries out lane changing, because controlled reset stops, therefore do not produce assist torque to vehicle 100 being retracted the direction of changing initial track.On the other hand, be also performed because feed forward control is in the middle of lane changing at vehicle 100, thus produce the necessary assist torque of turning driving.Therefore, according to steering support device 1, necessary assist torque TA can be produced when not hindering the turning to of chaufeur in steering hardware 60.
Next, to producing suitable assist torque TA by steering support device 1 thus the situation compatibly alleviating the steering-load of chaufeur is specifically described.Below, the situation that vehicle 100 carries out lane changing in bend interval is described as an example.Fig. 5 illustrates the figure carrying out the driving trace of the vehicle 100 of lane changing in bend interval.
In Figure 5, position P1, position P2, position P3 and position P4 show the position of vehicle 100 at moment t1, moment t2, moment t3 and moment t4 place.At moment t1, vehicle 100 enters in bend interval, starts negotiation of bends.Then, at moment t2, vehicle 100 is lane changing from the nearside lame of turning to the inside track.Then, at moment t3, vehicle 100 completes lane changing.Then, at moment t4, depart from bend interval and travel on linear road.
With reference to Fig. 6 and Fig. 7, when travelling on the path shown in Fig. 5 vehicle 100, the change of the steering-load of assist torque TA and chaufeur is described.In addition, Fig. 6 is the figure of the value that the assist torque TA that steering support device exports is shown.Fig. 7 is the figure turning to the value of torque TM illustrating that chaufeur applies to steering handwheel.Turn to the steering-load of the value of torque TM and chaufeur proportional shown in Fig. 7.
In figure 6, the value be shown in broken lines is the value of the assist torque by the output of traditional steering support device.In addition, in the figure 7, the value be shown in broken lines is the value turning to torque that chaufeur applies to steering handwheel under the booster action of traditional steering support device.As mentioned above, traditional steering support device, during vehicle carries out lane changing, stops the control for generation of assist torque.Therefore, as shown in Figure 6, during moment t2 to moment t3, the value of assist torque diminishes.Consequently, as shown in Figure 7, during moment t2 to moment t3, the torque that turns to that chaufeur applies to steering handwheel increases sharp.
On the other hand, according to the steering support device 1 that the present invention relates to, during vehicle 100 carries out lane changing, suppress the control of the assist torque TA corresponding to yaw angle theta and departure distance D, continue the control performing the assist torque TA corresponding to curvature R.Therefore, as shown in Figure 6, even if during moment t2 to moment t3, the value of assist torque TA also can not reduce terrifically.In addition, in figure 6, by the value shown in solid line be the value of the assist torque TA exported by steering support device 1.Therefore, as shown in Figure 7, during moment t2 to moment t3, the torque TM that turns to that chaufeur applies to steering handwheel does not increase.In addition, in the figure 7, be the value turning to torque TM that chaufeur applies to steering handwheel under the booster action of steering support device 1 by the value shown in solid line.That is, according to steering support device 1, chaufeur can with steering-load little than ever operation vehicle 100.
As implied above, according to the steering support device 1 of first embodiment of the invention, the generation of the assist torque hindering lane changing can be suppressed and export necessary assist torque.That is, according to steering support device 1, the steering-load of chaufeur can be reduced effectively.
(the second embodiment)
In described first embodiment, to during carrying out lane changing at vehicle 100, track maintains auxiliary ECU50 and always stops the example of the control of the assist torque TA based on controlled reset to be illustrated, but track maintains auxiliary ECU50 also only can stop controlled reset when being judged as that vehicle 100 is in and hinders the operation of chaufeur in the middle of lane changing and based on the assist torque of controlled reset.Specifically, when the action direction that the direction that vehicle 100 is turned by the assist torque based on controlled reset, i.e. FB control acceleration/accel GFb is different from the lane changing direction of vehicle 100, track maintains the operation that the assist torque of assisting ECU50 to be judged as 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 first embodiment except track maintains the process of auxiliary ECU50 execution and the information of arm for direction indicator 40 output, the detailed description about this formation is therefore omitted.
The arm for direction indicator 40 that second embodiment relates to maintains auxiliary ECU50 and sends above-mentioned indicating device operation signal and represent the direction indication signal of the which direction indicated in left and right during control lever is operated to track.
Next, with reference to Fig. 8, the process that the track that the second embodiment relates to maintains performed by auxiliary ECU50 is described.Fig. 8 is an example of the detailed diagram of circuit that the auxiliary process performed by ECU50 of track maintenance that the second embodiment relates to is shown.In fig. 8, for the step of carrying out the process identical with described first embodiment, identical label is marked and detailed.The track that second embodiment relates to maintains auxiliary ECU50 after the process starting diagram of circuit shown in Fig. 8, performs the process of steps A 1 to steps A 3 in the same manner as above-mentioned first embodiment.
The track that second embodiment relates to maintains auxiliary ECU50 when being judged as that vehicle 100 is in the middle of lane changing in steps A 4, and step B1 is transferred in process.On the other hand, track maintains auxiliary ECU50 when being judged as that vehicle 100 is not in the middle of lane changing in steps A 4, and step B3 is transferred in process.
In step bl is determined., maintenance auxiliary ECU50 in track judges whether the lane changing direction of vehicle 100 is left.Specifically, track maintains the direction indication signal that auxiliary ECU50 judges whether just to receive from arm for direction indicator 40 expression left direction.When just receiving from arm for direction indicator 40 the direction indication signal representing left direction, track maintains auxiliary ECU50 and is judged as that the lane changing direction of vehicle 100 is for left, transfers to step B2 by process.On the other hand, when not receiving from arm for direction indicator 40 the direction indication signal representing left direction, track maintains auxiliary ECU50 and is judged as that the lane changing direction of vehicle 100 is for right, transfers to step B3 by process.
In step B2, track maintains auxiliary ECU50 and judges whether the action direction of the FB control acceleration/accel GFb of vehicle 100 is left.Specifically, track maintain auxiliary ECU50 judge the value of FB control acceleration/accel GFb be whether on the occasion of.When the value that FB controls acceleration/accel GFb be on the occasion of time, track maintains auxiliary ECU50 and is judged as that the FB of vehicle 100 controls the action direction of acceleration/accel GFb for a left side, process is transferred to steps A 5.On the other hand, when the value that FB controls acceleration/accel GFb is negative value, track maintains auxiliary ECU50 and is judged as that the FB of vehicle 100 controls the action direction of acceleration/accel GFb for right, process is transferred to steps A 6.
In step B3, track maintains auxiliary ECU50 and judges whether the action direction of the FB control acceleration/accel GFb of vehicle 100 is right.Specifically, maintenance auxiliary ECU50 in track judges whether the value of FB control acceleration/accel GFb is negative value.When the value that FB controls acceleration/accel GFb is negative value, track maintains auxiliary ECU50 and is judged as that the FB of vehicle 100 controls the action direction of acceleration/accel GFb for right, process is transferred to steps A 5.On the other hand, when the value that FB controls acceleration/accel GFb be on the occasion of time, track maintains auxiliary ECU50 and is judged as that the FB of vehicle 100 controls the action direction of acceleration/accel GFb for a left side, process is transferred to steps A 6.
The track that second embodiment relates to maintains auxiliary ECU50 for the process of steps A 5 to steps A 8, carries out the process identical with described first embodiment.
As mentioned above, when vehicle 100 is in the middle of lane changing and the action direction of the lane changing direction of vehicle 100 and acceleration/accel GFb is the same direction in left and right, the track that the second embodiment relates to maintains auxiliary ECU50 setting and FF is controlled the value of value as target lateral acceleration Gt that acceleration/accel Gff and FB controls acceleration/accel GFb addition.Namely, when vehicle 100 is in the middle of lane changing and the action direction of lane changing direction and acceleration/accel GFb is the different directions in left and right, track maintains auxiliary ECU50 stopping based on the control of the assist torque TA of controlled reset, controls assist torque TA by means of only feed forward control.
On the other hand, when vehicle 100 is in the middle of lane changing and the action direction of the lane changing direction of vehicle 100 and acceleration/accel GFb is the different directions in left and right, track maintains the value that value that FF controls acceleration/accel Gff by auxiliary ECU50 is directly set as target lateral acceleration Gt.That is, when vehicle 100 is in the middle of lane changing and the action direction of lane changing direction and acceleration/accel GFb is the same direction in left and right, track maintains auxiliary ECU50 and controls assist torque TA by feed forward control and controlled reset.
The process of assisting ECU50 is maintained according to the track that above-mentioned second embodiment relates to, during vehicle 100 carries out lane changing, when the action direction of the assist torque based on controlled reset does not comply with the intention of chaufeur, stop the control of the assist torque TA based on feed forward control.Thus, according to the steering support device that the second embodiment relates to, in the same manner as the steering support device that can relate to the first embodiment, stop the generation of the assist torque hindering lane changing, and export the necessary assist torque such as negotiation of bends.
Further, the process of auxiliary ECU50 is maintained according to above-mentioned track, for the direction of intention of complying with lane changing direction, i.e. chaufeur, even if also can allow to increase the assist torque based on controlled reset in the middle of lane changing.Thus, such as, when such as vehicle 100 is pushed back to original traveling lane due to the interference of direct cross wind etc. when lane changing etc., not by means of only feed forward control, but also assist torque to lane changing direction can be increased by controlled reset.Therefore, according to the steering support device that the second embodiment relates to, the chaufeur of vehicle 100 can carry out the lane changing operation of vehicle 100 under above-mentioned situation with less steering-load.
In the above-described 2nd embodiment, maintenance auxiliary ECU50 in track is distinguished based on direction indication signal to the example in the lane changing direction of vehicle 100 is illustrated, but track maintains auxiliary ECU50 also can distinguish vehicle 100 lane changing direction by other arbitrary methods.Such as, track maintains and assists ECU50 also or torque can be turned to distinguish the lane changing direction of vehicle 100 based on the deflection angle of vehicle 100.
(the 3rd embodiment)
In first and second embodiment above-mentioned, maintaining auxiliary ECU50 to track in the middle of the lane changing of vehicle 100 stops the example of controlled reset to be illustrated, but maintenance auxiliary ECU50 in track also not exclusively can stop controlled reset and carry out suppressing the control of this control.Specifically, track maintains and assists ECU50 can suppress this control by the yield value kD and yield value k θ controlling dependent feedback control.
Below, the steering support device of the 3rd embodiment is described.Because the formation of the steering support device of the 3rd embodiment is aobvious same with above-mentioned first embodiment except the process that track maintains auxiliary ECU50 execution, therefore omit the detailed description about this formation.
Fig. 9 is an example of the detailed diagram of circuit that the auxiliary process performed by ECU50 of track maintenance that the 3rd embodiment relates to is shown.When the IG power settings of vehicle 100 is in on-state, track maintains auxiliary ECU50 and performs the process shown in Fig. 9.Track maintains auxiliary ECU50 after the process starting diagram of circuit shown in Fig. 3, first performs the process of step C1.
In step C1, track maintains auxiliary ECU50 and judges in the same manner as the process of above-mentioned steps A1 whether LKA system starts.Track maintains auxiliary ECU50 when being judged as LKA system for starting, and step C2 is transferred in process.On the other hand, track maintains auxiliary ECU50 when being judged as that LKA system is not activated, and step C7 is transferred in process.
In step C2, track maintains auxiliary ECU50 and performs gain setting process.Gain setting process controls the yield value kD of dependent feedback control and the process of yield value k θ.Below, with reference to Figure 10, gain setting process is described in detail.In addition, Figure 10 is an example of the diagram of circuit that the auxiliary gain setting process performed by ECU50 of track maintenance that the 3rd embodiment relates to is shown.Track maintains auxiliary ECU50 after the process of beginning gain setting, first performs the process of step C21.
In step C21, track maintains auxiliary ECU50 and judges in the same manner as described steps A 4 whether vehicle 100 is in the middle of lane changing.Track maintains auxiliary ECU50 when being judged as that vehicle 100 is in the middle of lane changing, and step C22 is transferred in process.On the other hand, track maintains auxiliary ECU50 and is judged as that when not having receiver indicator operation signal vehicle 100 is not in the middle of lane changing, transfers to step C24 by process.
In step C22, track maintains auxiliary ECU50 and the value of yield value k θ is set as general value α 1.General value α 1 is the arbitrary constant preset.General value α 1 is stored in advance in track and maintains in the memory storage of auxiliary ECU50.Track maintains auxiliary ECU50 after the process of completing steps C22, and step C23 is transferred in process.
In step C23, track maintains auxiliary ECU50 and the value of yield value kD is set as general value β 1.General value β 1 is the arbitrary constant preset.General value β 1 is stored in advance in track and maintains in the memory storage of auxiliary ECU50.Track maintains auxiliary ECU50 after the process of completing steps C23, completes gain setting process, process is transferred to the step C3 of Fig. 9.
In step C24, track maintains auxiliary ECU50 and the value of yield value k θ is set as correction α 2.Correction α 2 is arbitrary constants less than general value α 1.Correction α 2 is stored in advance in track and maintains in the memory storage of auxiliary ECU50.Track maintains auxiliary ECU50 after the process of completing steps C24, and step C25 is transferred in process.
In step C25, track maintains auxiliary ECU50 and the value of yield value kD is set as correction β 2.Correction β 2 is arbitrary constants less than general value β 1.Correction β 2 is stored in advance in track and maintains in the memory storage of auxiliary ECU50.Track maintains auxiliary ECU50 after the process of completing steps C25, completes gain setting process, by the step C3 of process transform diagram 9.
In step C3, maintenance auxiliary ECU50 in track calculates FF and controls acceleration/accel Gff in the same manner as described steps A 2.Track maintains auxiliary ECU50 after the process of completing steps C3, and step C4 is transferred in process.
In step C4, maintenance auxiliary ECU50 in track calculates FB and controls acceleration/accel GFb in the same manner as described steps A 3.Track maintains auxiliary ECU50 after the process of completing steps C4, and step C5 is transferred in process.
The order of the process of above-mentioned steps C3 and step C4 can be put upside down.In addition, when maintenance auxiliary ECU50 in track can perform the process of above-mentioned steps C3 and step C4 simultaneously, also can perform these process simultaneously.
In step C5, track maintains auxiliary ECU50 setting and FF is controlled the value that acceleration/accel Gff and FB controls acceleration/accel GFb addition, as the value of target lateral acceleration Gt.Track maintains auxiliary ECU50 after the process of completing steps C5, and step C6 is transferred in process.
In step C6, track maintains auxiliary ECU50 and exports target lateral acceleration Gt to course changing control ECU62.Track maintains auxiliary ECU50 after the process of completing steps C6, and step C7 is transferred in process.
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 IG power settings in off-state, terminates the process of the diagram of circuit of Fig. 9.On the other hand, track maintains auxiliary ECU50 when being judged as that IG power supply is on-state, and process is turned back to step C1.
Maintain auxiliary ECU50 process according to the track that above-mentioned 3rd embodiment relates to, during vehicle 100 carries out lane changing, compared with the situation of not carrying out lane changing with vehicle 100, the value of yield value kD and yield value k θ is set to less value.That is, during vehicle 100 carries out lane changing, the increase of the assist torque based on controlled reset can be suppressed.Thus, according to the steering support device that the 3rd embodiment relates to, in the same manner as the steering support device of the first embodiment, during vehicle 100 carries out lane changing, the generation of the assist torque hindering lane changing can be suppressed and export necessary assist torque TA.
In addition, according to the steering support device that the 3rd embodiment relates to, by changing the setting value of correction α 2 and correction β 2, the degree suppressing controlled reset at random can be adjusted.When the value of correction α 2 and correction β 2 is redefined for 0 respectively, during vehicle 100 carries out lane changing, the value that FB controls acceleration/accel GFb is also 0.That is, when the value of correction α 2 and correction β 2 is redefined for 0 respectively, during vehicle 100 carries out lane changing, can the actual control stopped based on the assist torque TA of controlled reset.
In the above-described 3rd embodiment, suppress the example of the control of the assist torque TA based on controlled reset to be illustrated to the value by changing yield value kD and yield value k θ, but maintenance auxiliary ECU50 in track also can suppress the increase and decrease of assist torque TA to control as the yaw angle theta of the input value of controlled reset and the value of departure distance D by reducing.
In the respective embodiments described above, maintain auxiliary ECU50 to track whether be just operated to judge that vehicle 100 example whether be in the middle of lane changing is illustrated according to arm for direction indicator 40, but by additive method, maintenance auxiliary ECU50 in track also can judge whether vehicle 100 carries out lane changing.
Such as, whether track maintains and assists ECU50 can be in the middle of lane changing based on the vehicle 100 turning to the size of torque TM to sentence of chaufeur.Specifically, whether what track maintained that auxiliary ECU50 judges to obtain from steering handwheel sensor 61 in above-mentioned steps A4 and step C21 turns to the value of torque TM to be more than or equal to turn to torque threshold TMth.Then, when turning to the value of torque TM to be more than or equal to turn to torque threshold TMth, track maintains auxiliary ECU50 and is judged as that vehicle 100 is in the middle of lane changing.On the other hand, when turning to the value of torque TM to be less than to turn to torque threshold TMth, track maintains auxiliary ECU50 and is judged as that vehicle 100 is not in the middle of lane changing.
Turn to the value of torque threshold TMth preferably to maintain auxiliary ECU50 by track to change at any time according to the value of curvature R.Specifically, track maintains auxiliary ECU50 can after the process starting steps A 4 and step C21, first calculate predetermined coefficient is multiplied by curvature R and the value that obtains as turning to torque threshold TMth, perform above-mentioned judgement process afterwards.Turning to torque TM not only when vehicle 100 carries out lane changing, is also larger value when negotiation of bends.Here, if turn to torque threshold TMth according to curvature R setting as described above, just can only negotiation of bends is necessary turns to turning to of more than torque to be estimated as vehicle 100 when torque TM and to be in the middle of lane changing when creating.That is, maintaining the process of auxiliary ECU50 according to above-mentioned track, whether can be in the middle of lane changing based on turning to the torque TM vehicle 100 that correctly judges.
In addition, track maintains and assists ECU50 also can judge whether vehicle 100 is in the middle of lane changing based on the size of the deflection angle φ of vehicle 100.Specifically, track maintains and assists ECU50 in above-mentioned steps A4 and step C21, judge 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 that vehicle 100 is 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 that vehicle 100 is 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 after the process starting steps A 4 and step C21, first calculate predetermined coefficient is multiplied by curvature R and the value that obtains as deflection angle threshold value φ th, perform above-mentioned judgement process afterwards.Deflection angle φ, not only when 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, then only can be estimated as vehicle 100 when steering handwheel has been diverted more than the necessary deflection angle of negotiation of bends and be in the middle of lane changing.That is, maintain the process of auxiliary ECU50 according to above-mentioned track, whether can be in the middle of lane changing based on the deflection angle φ vehicle 100 that correctly judges.
In addition, track maintains and assists ECU50 also can judge whether vehicle 100 is in the middle of lane changing based on the size of departure distance D.Specifically, track maintains and assists ECU50 in above-mentioned steps A4 and step C21, judge 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 that vehicle 100 is 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 that vehicle 100 is not in the middle of lane changing.
The value of departure distance threshold value Dth preferably sets according to the value of the lane width W of traveling lane.Specifically, image procossing ECU11 detects track width W based on forward image, and maintains the data that auxiliary ECU50 sends this lane width of expression W to track.Track maintains auxiliary ECU50 can after the process starting steps A 4 and step C21, first calculate and the pre-determined factor such as such as 1/2 is multiplied by the lane width W received from image procossing ECU11 and the value obtained is used as departure distance threshold value Dth, perform above-mentioned judgement process afterwards.By setting departure distance threshold value Dth as described above, track maintains auxiliary ECU50 can enter the time point of the distance of the half of vehicle-width at vehicle 100 to adjacent track, is judged as that vehicle 100 is in the middle of lane changing.
In addition, track maintains auxiliary ECU50 and also can not judge whether vehicle 100 is in the middle of lane changing by means of only the operating conditions of arm for direction indicator 40 according to the operating conditions of the critical indicating lamp device of vehicle 100.Specifically, track maintains and assists ECU50 to be electrically connected with the critical indicating lamp device of vehicle 100.Critical operation signal, during carrying out blinking action according to the input operation from chaufeur, sends to track to maintain auxiliary ECU50 by critical indicating lamp device.Then, track maintains and assists ECU50 to judge whether to receive critical operation signal in above-mentioned steps A4 and step C21.Track maintains auxiliary ECU50 when receiving critical operation signal, is judged as that vehicle 100 is in the middle of lane changing.On the other hand, when track maintains and assists ECU50 ought not receive critical operation signal, be judged as that vehicle 100 is not in the middle of lane changing.Such as, when urgent, the chaufeur of vehicle 100 is lighted critical indicator lamp sometimes 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.Thus maintain the process of auxiliary ECU50 according to track described above, chaufeur also can carry out the steering operation of vehicle 100 with load few than ever when the operation of critical indicator lamp.
Practicality in industry
Steering support device of the present invention is useful as reducing steering support device of the steering-load of chaufeur etc. effectively.
Description of reference numerals
1 steering support device
10 fronts monitor camera
11 image procossing 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 course changing control ECU
63 turn to actr
100 vehicles
Claims (5)
1. track maintains an auxiliary device, carries out auxiliary to maintain the traveling of vehicle along traveling lane, and comprise the operation of chaufeur:
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 for carrying out the turning driving corresponding to the curvature in track; And
Detecting unit, described detecting unit detects the lane changing of described vehicle,
Described assist torque generation unit continues when described vehicle is in the middle of lane changing to export described assist torque.
2. track as claimed in claim 1 maintains auxiliary device, it is characterized in that, also comprises:
Second detecting unit, described second detecting unit detects the operation of the arm for direction indicator that described vehicle has,
Described assist torque generation unit continues when described arm for direction indicator is in the middle of operation to export described assist torque.
3. track as claimed in claim 1 maintains auxiliary device, it is characterized in that,
Described assist torque generation unit controls based on the direction of the lane changing of described vehicle the value continuing the described assist torque exported.
4. track as claimed in claim 2 maintains auxiliary device, it is characterized in that,
Described assist torque generation unit controls based on the direction of operating of described arm for direction indicator the value continuing the described assist torque exported.
5. track as claimed in claim 1 maintains auxiliary device, it is characterized in that,
Described assist torque generation unit continues to export described assist torque, 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 |
|---|---|---|---|
| CN201310361687.7A CN103496399B (en) | 2010-03-12 | 2010-03-12 | Steering support device |
| CN201080016002.XA CN102378712B (en) | 2010-03-12 | 2010-03-12 | Steering support device |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201080016002.XA Division CN102378712B (en) | 2010-03-12 | 2010-03-12 | Steering support device |
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| Publication Number | Publication Date |
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| CN103496399A CN103496399A (en) | 2014-01-08 |
| CN103496399B true 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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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP6365390B2 (en) * | 2015-04-27 | 2018-08-01 | トヨタ自動車株式会社 | Lane change support device |
| JP6531726B2 (en) * | 2016-07-07 | 2019-06-19 | 株式会社デンソー | Driving support device |
| JP6791021B2 (en) * | 2017-06-06 | 2020-11-25 | トヨタ自動車株式会社 | Steering support device |
| JP6939334B2 (en) * | 2017-09-27 | 2021-09-22 | トヨタ自動車株式会社 | Driving support device |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6092619A (en) * | 1996-05-09 | 2000-07-25 | Honda Giken Kogyo Kabushiki Kaisha | Steering assist system in a vehicle |
| JP2001048034A (en) * | 1999-08-10 | 2001-02-20 | Nissan Motor Co Ltd | Lane following device |
| JP2002274402A (en) * | 2001-03-14 | 2002-09-25 | Nissan Motor Co Ltd | Steering device for vehicle |
| JP2008012989A (en) * | 2006-07-04 | 2008-01-24 | Toyota Motor Corp | Running supporting device |
| CN101175662A (en) * | 2005-05-27 | 2008-05-07 | 罗伯特·博世有限公司 | Lane holding assistant for motor vehicles |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7885730B2 (en) * | 2007-01-26 | 2011-02-08 | Nexteer (Beijing) Technology Co., Ltd. | Systems, methods and computer program products for lane change detection and handling of lane keeping torque |
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2010
- 2010-03-12 CN CN201310361687.7A patent/CN103496399B/en not_active Expired - Fee Related
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6092619A (en) * | 1996-05-09 | 2000-07-25 | Honda Giken Kogyo Kabushiki Kaisha | Steering assist system in a vehicle |
| JP2001048034A (en) * | 1999-08-10 | 2001-02-20 | Nissan Motor Co Ltd | Lane following device |
| JP2002274402A (en) * | 2001-03-14 | 2002-09-25 | Nissan Motor Co Ltd | Steering device for vehicle |
| CN101175662A (en) * | 2005-05-27 | 2008-05-07 | 罗伯特·博世有限公司 | Lane holding assistant for motor vehicles |
| JP2008012989A (en) * | 2006-07-04 | 2008-01-24 | Toyota Motor Corp | Running supporting device |
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