JP2007168591A - Steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering device capable of performing suitable steering control during traveling on a curve. <P>SOLUTION: The steering device 1 for detecting a traveling road of a vehicle by traveling road detection means 20, 21 and controlling a steering mechanism such that the vehicle travels along a predetermined position of the traveling road is provided with curving degree detection means 20, 21 for detection a curving degree of the traveling road; deviation detection means 20, 21 for detecting deviation relative to the traveling road of the vehicle; and a steering input detection means 10 for detecting steering input by a driver. The steering output for controlling the steering mechanism comprises an output based on the curving degree of the traveling road and an output based on the deviation relative to the traveling road of the vehicle. Variation of the steering output for controlling the steering mechanism is suppressed when it is determined that the output based on the curving degree of the traveling road is lacked based on the steering input of the driver and the deviation relative to the traveling road of the vehicle. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a steering apparatus that controls a steering mechanism so as to travel along a predetermined position on a traveling path.

As a steering device, there is a lane keeping device that recognizes a lane from a captured image of a traveling road ahead of the vehicle and applies torque to the steering mechanism so that the vehicle travels along the center of the lane (see Patent Document 1). In the lane keeping device, the curve radius (road curvature) of the travel path from the recognized lane and the vehicle, the yaw angle of the vehicle with respect to the lane, the offset of the vehicle from the lane center, and the like are obtained. In the lane keeping device, the feedforward output is obtained based on the road curvature, the feedback output is obtained based on the yaw angle and the offset, and the output torque to be added to the steering mechanism is set from these outputs. Further, some lane keeping devices integrate an offset, and a feedback output based on the integral term also takes into account the output torque.
JP 2001-10518 A

  Since an upper limit is set for the feedforward output, the feedforward output may be insufficient on a curved road as the vehicle speed and the radius of the curve are smaller. Due to the lack of feed-forward output of this lane keep, the vehicle once approaches the outside of the curve. At this time, by the feedback output by the lane keeping device and the steering input by the driver, the curve is increased inward and the vehicle is returned to the vicinity of the center of the lane. When the vehicle reaches the vicinity of the center of the lane, the lane keeping device performs switching back in order to return the vehicle traveling direction to the direction along the lane. When this switch back (decrease in output due to lane keeping) is performed, the vehicle does not converge to the center of the lane, but again approaches the outside of the curve when the feed forward output of the lane keeping device is insufficient. When the feedforward output is insufficient, such a phenomenon is repeated, so that the output torque due to the lane keep varies greatly. Therefore, the vehicle fluctuates between the center and the outside of the lane, and the output torque fluctuation due to the lane keep is transmitted to the driver via the steering wheel.

  Therefore, an object of the present invention is to provide a steering device capable of performing appropriate steering control during curve traveling.

  A steering apparatus according to the present invention detects a travel path of a vehicle by a travel path detection unit, and controls a steering mechanism so that the vehicle travels along a predetermined position on the travel path. A curve direction detecting means for detecting, and a steering control direction detecting means for detecting a steering control direction, wherein the steering control direction detected by the steering control direction detecting means is the same direction as the bending direction of the curve road detected by the curve direction detecting means It is characterized in that a change in steering output for controlling the steering mechanism is suppressed when it changes in the reverse direction.

  In this steering apparatus, the travel path of the vehicle is detected by the travel path detection means. The steering device controls the steering mechanism so that the vehicle travels along a predetermined position on the travel path. In the steering device, the curve direction detecting means detects the direction of the curve road, and the steering control direction detecting means detects the direction in which the steering output is applied to the steering mechanism (steering control direction). The steering device suppresses a change in steering output for controlling the steering mechanism when the steering control direction changes from the same direction as the direction of the curve road to the opposite direction on the curved road. In other words, if the steering control direction changes from the curve inner side direction (direction in which the steering wheel is turned up) to the curve outer side direction (direction in which the steering wheel is turned back), the steering output change is suppressed so that the steering output does not decrease as in the past. To do. As described above, in the steering apparatus, when the steering control control direction is changed from the increasing direction to the returning direction during the curve traveling, the change in the steering output is suppressed. Therefore, even when a feedforward output shortage occurs during curve driving, the steering device can suppress the fluctuation of the steering output and perform appropriate steering control. As a result, the vehicle converges to a predetermined position on the travel path, the vehicle does not fluctuate, and the fluctuation of the steering output is not transmitted to the driver via the steering wheel.

  In the steering apparatus according to the present invention, in the steering apparatus that detects the travel path of the vehicle by the travel path detection unit and controls the steering mechanism so that the vehicle travels along a predetermined position of the travel path, the degree of curvature of the travel path is determined. The steering output for controlling the steering mechanism is provided with a bending degree detecting means for detecting, a deviation detecting means for detecting a deviation with respect to the traveling path of the vehicle, and a steering input detecting means for detecting a steering input by the driver. It consists of an output based on the degree of curve of the road detected by the detection means and an output based on the deviation of the vehicle relative to the road detected by the deviation detection means, and detected by the steering input and deviation detection means of the driver detected by the steering input detection means. For controlling the steering mechanism when it is determined that the output based on the degree of bending of the road is insufficient based on the deviation of the vehicle from the road Which comprises suppressing the change of the steering output.

  In this steering apparatus, as described above, the travel path is detected, and the steering mechanism is controlled so that the vehicle travels along a predetermined position on the travel path. Further, in the steering device, the degree of curve of the traveling road is detected by the degree-of-bend detecting means, the deviation of the vehicle with respect to the road is detected by the deviation detecting means, and the steering input by the driver is detected by the steering input detecting means. The steering device obtains an output (feedforward output) for controlling the steering mechanism based on the degree of bending of the travel path, and outputs (feedback output) for controlling the steering mechanism based on a deviation of the vehicle from the travel path. ) And a steering output for controlling the steering mechanism is obtained from the feedforward output and the feedback output. Further, in the steering device, it is determined whether or not an output based on the degree of curvature of the traveling path (feed forward output) is insufficient based on the steering input of the driver and the deviation of the vehicle from the traveling path, and the degree of curvature of the traveling path is determined. When the output based on is insufficient, the change of the steering output for controlling a steering mechanism is suppressed. When driving on a curve, if the driver is not steering toward the outside of the curve and the deviation from the vehicle's travel path is on the outside of the curve, the feedforward output for driving along the curve is insufficient Can be estimated. When feedforward output shortage occurs while driving on a curve, the steering device suppresses the change in steering output (suppresses the decrease in steering output), and suppresses the change even after the vehicle is returned to a predetermined position on the road The steering mechanism is controlled by the steering output. Therefore, the vehicle travels along the predetermined position on the travel path without returning again from the predetermined position on the travel path due to insufficient feedforward output after returning to the vicinity of the predetermined position on the travel path. As described above, even when the feedforward output is insufficient during the curve running, the lane keeping device can suppress the fluctuation of the steering output and perform appropriate steering control. As a result, the vehicle does not wobble and the fluctuation of the steering output is not transmitted to the driver via the steering wheel.

  In the above-described steering apparatus of the present invention, the deviation from the traveling path of the vehicle is at least one of a deviation amount from a predetermined position of the traveling path of the vehicle and an angle with respect to the traveling path of the vehicle.

  In this steering apparatus, the deviation detection means detects the amount of deviation from a predetermined position of the vehicle travel path and / or the angle of the vehicle with respect to the travel path. The steering device obtains a feedback output for controlling the steering mechanism based on the amount of deviation of the vehicle travel path from a predetermined position and / or the angle of the vehicle with respect to the travel path. Further, the steering device determines whether or not the feedforward output is insufficient based on the steering input of the driver and the deviation amount of the vehicle travel path from a predetermined position and / or the angle of the vehicle with respect to the travel path.

  In the above steering device of the present invention, the steering output characteristic for controlling the steering mechanism is set by the steering output at the time of increase with hysteresis and the steering output at the time of return, and the steering output at the time of increase is obtained. It is good also as a structure which suppresses the change of the steering output for controlling a steering mechanism by selecting.

  This steering device is provided with a steering output characteristic comprising a steering output at the time of increase with hysteresis and a steering output at the time of return. This hysteresis is, for example, for compensating for friction in the steering mechanism, and increases the steering output to compensate for the friction when the switch is increased, and decreases the steering output to compensate for the friction when switching back. Accordingly, when the steering output at the time of switching is switched from the steering output at the time of switching back, the steering output decreases. In the steering device, when the steering control control direction changes from the direction of increasing to the direction of returning when turning on a curve, the change of the steering output for controlling the steering mechanism is controlled by continuing the selection of the steering output at the time of increasing. Suppress.

  The traveling road is, for example, a traveling lane or a traveling road when there is no lane. The predetermined position of the travel path is, for example, the center of the travel path (lane). The steering output when controlling the steering mechanism may be any output that can change the steering state such as the steering torque and the steering angle. As the travel path detection means, for example, when detecting based on a captured image captured by the imaging means, when detecting based on processing by the navigation system and map information, when detecting using various sensors, road-to-vehicle communication, etc. Information may be obtained from outside the vehicle using. The steering control direction is a direction in which a steering torque, a steering angle, or the like acts as an output in the steering device, and is a right direction and a left direction. The degree of curvature of the traveling road corresponds to the road curvature and curve radius of the traveling road.

  According to the present invention, by suppressing the change of the steering output, it is possible to perform appropriate steering control even when the feedforward output is insufficient during the curve traveling.

  Hereinafter, embodiments of a steering apparatus according to the present invention will be described with reference to the drawings.

  In the present embodiment, the steering device according to the present invention is applied to a lane keeping device. The lane keeping device according to the present embodiment recognizes a white line from an image captured by the camera and assists steering by the driver, and assists steering torque toward the center of the left and right white lines (lanes) that are the traveling road. Is added.

  A lane keeping device 1 according to the present embodiment will be described with reference to FIGS. FIG. 1 is a configuration diagram of a lane keeping device according to the present embodiment. FIG. 2 is a control block diagram of the lane keeping device of FIG. FIG. 3 is a map of output torque with respect to the target lateral acceleration in the lane keeping device of FIG.

  The lane keeping device 1 sets an output torque necessary for traveling in the center of the lane, and uses the electric power steering device to add the output torque to the steering mechanism. At that time, the lane keeping device 1 is based on the road curvature γ (curve radius R), the direction of the vehicle with respect to the lane (yaw angle θ), the displacement of the vehicle position with respect to the lane center (offset D), and the integral term of the offset. A target lateral acceleration is set, and an output torque is obtained from the target acceleration. In particular, the lane keeping device 1 suppresses fluctuations in the output torque in order to add an appropriate output torque even when the feedforward output is insufficient during curve traveling. The lane keeping device 1 includes a steering torque sensor 10, a vehicle speed sensor 11, a CCD [Charge Coupled Device] camera 20, an image processing unit 21, and an ECU [Electronic Control Unit] 30, and uses an electric power steering device 40.

  In a steering mechanism in a vehicle, steered wheels (left and right front wheels FR, FL) are steered in accordance with an operation on the steering wheel 2 by a driver. The steering wheel 2 is fixed to one end of the steering shaft 3. The steering shaft 3 rotates as the steering wheel 2 rotates. A rack bar 5 is connected to the other end of the steering shaft 3 via a steering gear box 4. The steering gear box 4 has a function of converting the rotational movement of the steering shaft 3 into the linear movement of the rack bar 5 in the axial direction. Both ends of the rack bar 5 are connected to the hub carriers of the wheels FL and FR via the knuckle arm 6. Thus, the wheels FL and FR are steered via the steering shaft 3 and the steering gear box 4 (rack bar 5) when the steering wheel 2 is rotated.

  The electric power steering device 40 drives and controls a motor 42 by an EPS [Electric Power Steering] ECU 41, and assists steering by the driver by a driving torque by the motor 42. The EPS ECU 41 sets an assist torque based on the steering torque generated by the driver's steering, and drives and controls the motor 42 in order to generate the assist torque by the motor driver. In particular, EPSECU 41, when receiving the output torque signal from ECU 30, multiplies the output torque indicated by the output torque signal by a predetermined coefficient, adds the multiplied value (additional torque) to the assist torque, and outputs the assist torque + In order to generate the additional torque, the motor 42 is driven and controlled. The driving torque by the motor 42 is added to the steering mechanism, and the torque by the motor 42 is applied to the steering mechanism in addition to the steering torque by the driver. Note that the steering torque, assist torque, and output torque (additional torque) are represented by plus / minus values, and the sign indicates the direction. For each torque, a positive value indicates torque in the right direction, and a negative value indicates torque in the left direction.

  A ball screw groove is formed on a part of the outer peripheral surface of the rack bar 5, and a ball nut having a ball screw groove corresponding to the ball screw groove on the inner peripheral surface is fixed to the rotor of the motor 42. A plurality of bearing balls are accommodated between the pair of ball screw grooves. When the motor 42 is driven, the rotor can be rotated and moved in the axial direction of the rack bar 5 (that is, assisting the steering). be able to). At this time, the motor 42 applies to the rack bar 5 a torque corresponding to the drive current supplied from the motor driver of the EPSECU 41.

  The steering torque sensor 10 is a sensor that detects the steering torque input from the steering wheel 2. The steering torque sensor 10 transmits the detected steering torque to the ECU 30 as a steering torque signal. The vehicle speed sensor 11 is a sensor that detects the speed of the vehicle. The vehicle speed sensor 11 transmits the detected vehicle speed to the ECU 30 as a vehicle speed signal. In the present embodiment, the steering torque sensor 10 corresponds to the steering input detection means described in the claims.

  The CCD camera 20 is attached in front of a vehicle on which the lane keeping device 1 is mounted (for example, built in a rearview mirror). At this time, the CCD camera 20 is mounted such that its optical axis direction coincides with the traveling direction of the vehicle. The CCD camera 20 images a road ahead of the vehicle and acquires a captured color image (for example, an image by RGB [Red Green Blue]). The CCD camera 20 transmits the captured image data to the image processing unit 21 as an imaging signal. The CCD camera 20 has a wide imaging range in the left-right direction, and can sufficiently image the left and right (a pair of) white lines indicating the traveling lane. Although the CCD camera 20 is color, it may be a black and white camera as long as it can acquire an image that can recognize a white line on the road.

  The image processing unit 21 takes an image signal from the CCD camera 20 and recognizes a pair of white lines (road lane lines) indicating the lane in which the vehicle is traveling from the image data of the image signal. In the captured image, the brightness difference between the road surface and the white line drawn on it is large, so the white line that divides the lane is relatively easy to detect by edge detection etc., which is convenient for detecting the lane ahead of the vehicle. Good.

  Then, the image processing unit 21 calculates a lane width and a line passing through the center of the pair of white lines (that is, the center of the lane) from the recognized pair of white lines. Further, the image processing unit 21 calculates the radius of the center of the lane (curve radius R), and calculates the road curvature γ (= 1 / R) from the curve radius R. Further, the image processing unit 21 calculates an angle (yaw angle θ) formed between the center line of the lane and the center axis in the front-rear direction of the vehicle and a lateral shift amount (offset D) of the vehicle center of gravity with respect to the center line of the lane. To do. Then, the image processing unit 21 transmits the recognized pair of white line information and each calculated information to the ECU 30 as image signals.

  The curve radius R, the road curvature γ, the yaw angle θ, and the offset D are represented by plus / minus values, and the sign indicates the direction. As for the curve radius R and the road curvature γ, a positive value indicates the right direction and a negative value indicates the left direction. Therefore, the direction of the curve road can be determined from the curve radius R and the road curvature γ. When the curve radius R and the road curvature γ are positive values, the curve road is a right turn, and when the curve radius is negative, the curve road is a left turn. It is. The yaw angle θ has a positive value in the left direction and a negative value in the right direction. The offset D (integrated value of the offset D) has a positive value on the left side of the lane and a negative value on the right side of the lane. In the present embodiment, the CCD camera 20 and the image processing unit 21 correspond to a traveling road detection unit, a deviation detection unit, a curve direction detection unit, and a road curvature detection unit described in the claims.

  The ECU 30 includes a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like, and comprehensively controls the lane keeping device 1. The ECU 30 takes in the image signal from the image processing unit 21 and takes in the detection signal from each of the sensors 10 and 11 at regular time intervals. Then, in the ECU 30, when the lane keeping device 1 is activated by an operation by the driver, various information (road curvature γ, yaw angle θ, offset D) shown in the image signal so that the vehicle travels near the center of the lane. ) And the vehicle speed V, an output torque (target lateral acceleration) is set, and an output torque signal indicating the output torque is transmitted to the electric power steering device 40 (EPS ECU 41).

  With reference to FIG. 2, a basic process for obtaining the output torque in the ECU 30 will be described.

In ECU 30, multiplied by the gain K _gamma to the multiplication value of the road curvature gamma and vehicle speed V in the F / F controller 31 calculates the yaw rate omega _gamma. The yaw rate ω _γ is a yaw rate that generates a target lateral acceleration necessary for the vehicle to travel along the curve, and is 0 on a straight road. The yaw rate ω _γ is a feedforward output of lane keeping. An upper limit is set for the feedforward output.

The ECU 30 calculates a deviation ΔD = (D ₀ −D) between the offset D and the target offset D ₀ (for example, 0). Then, the ECU 30 integrates the deviation ΔD with time in the integrator 32 to calculate the integrated value ID of the offset. Further, the ECU 30, multiplied by the gain _{K D} the deviation ΔD with multiplying the gain _{K ID} to the integral value ID, and calculates a yaw rate omega _D by adding the two multiplied values. The yaw rate ω _D is a yaw rate that generates a target lateral acceleration necessary for converging the offset (integral value). In particular, the target lateral acceleration generated based on the integral value ID is a target lateral acceleration for compensating for the influence of a road surface cant and insufficient feedforward.

The ECU 30 calculates a deviation Δθ = (θ ₀ −θ) between the yaw angle θ and the target yaw angle θ ₀ (for example, 0). Then, the ECU 30, multiplied by the gain K _theta the deviation [Delta] [theta], and calculates the yaw rate omega _theta. The yaw rate ω _θ is a yaw rate that generates a target lateral acceleration necessary for converging the yaw angle. Yaw rate ω _D and the yaw rate _ω θ is a feedback output of the lane keep.

The ECU 30 calculates the target yaw rate ω by adding the three calculated yaw rates ω _γ , ω _D , and ω _θ . In the ECU 30, the target lateral acceleration calculator 33 multiplies the target yaw rate ω by the vehicle speed V to calculate the target lateral acceleration G. The target lateral acceleration G is represented by a plus value / minus value, and the sign indicates the direction. For the target lateral acceleration G, a positive value indicates a lateral acceleration in the right direction, and a negative value indicates a lateral acceleration in the left direction. Based on the change in the target lateral acceleration G, the direction of the output torque applied to the steering mechanism by lane keeping (lane keeping steering direction) is determined. In addition, the determination of the lane keep steering direction takes into account insufficient feedforward output, and the determination method will be described in detail later.

  In the ECU 30, an output torque T corresponding to the target lateral acceleration G is obtained by the output torque calculator 34. The output torque calculator 34 holds the output torque map shown in FIG. 3, and the output torque T corresponding to the target lateral acceleration G is obtained from the output torque map with reference to the output torque map. As the output torque map, a map TI at the time of increasing and a map TR at the time of switching back are set, and hysteresis is provided between the two maps TI and TR. This hysteresis is for compensating for friction in the steering mechanism, and increases the output torque when increasing the cut and decreases the output torque when switching back. In the output torque map, the direction in which the output torque T (target lateral acceleration G) increases to the plus side is the lane keeping steering direction to the right, and the output torque T (target lateral acceleration G) increases to the minus side. The steering direction of the lane keep is the left direction. The output torque calculator 34 selects either the map TI at the time of increase or the map TR at the time of return according to the sign of the lane keep steering direction and the target lateral acceleration G. Then, the output torque calculator 34 extracts the output torque T corresponding to the value of the target lateral acceleration G from the selected map. Then, the ECU 30 transmits an output torque signal indicating the output torque T to the EPS ECU 41.

  In particular, the ECU 30 switches from the map TI at the time of increase to the map TR at the time of reverting when the feedforward output is insufficient in order to suppress fluctuations in output torque due to lane keeping due to insufficient feedforward output during curve driving. Is prohibited. Therefore, the ECU 30 performs a curve inner yaw angle large determination process, a driver steering direction determination process, a feedforward output shortage determination process, and a lane keep steering direction determination process before the process in the output torque calculator 34 at regular time intervals. Do. Here, an outline of processing for suppressing fluctuations in output torque during curve traveling in the ECU 30 will be described, and details of each processing described above will be described when the operation of the lane keeping device 1 is described. In the present embodiment, the lane keeping steering direction determination process in the ECU 30 corresponds to the steering control direction detection means described in the claims.

  The ECU 30 uses five flags: a large curve inside yaw angle flag, a driver right steering flag, a driver left steering flag, a feedforward output shortage flag, and a lane keep steering direction flag. The ECU 30 sets each flag in each process at regular time intervals. In addition, the ECU 30 updates the previous value of each flag for four flags other than the curve inside yaw angle large flag at regular time intervals.

  The curve inside yaw angle large flag is a flag indicating whether or not the yaw angle in the curve inner direction is large while the vehicle is turning, and is ON when the vehicle has a large yaw angle in the curve inner direction. It is OFF when the yaw angle is not large.

  The driver right steering flag is a flag indicating whether or not the driver is steering the steering wheel 2 in the right direction, and is ON when the driver is steering right, and OFF when the driver is not steering right. is there. The driver left steering flag is a flag indicating whether or not the driver is steering the steering wheel 2 in the left direction, and is ON when the driver is steering left, and is OFF when the driver is not steering left. is there. Incidentally, when both the driver right steering flag and the driver left steering flag are OFF, the driver is performing a straight traveling operation.

  The feedforward output shortage flag is a flag indicating whether or not the lane keep feedforward output is insufficient, and is ON when the feedforward output is insufficient, and when the feedforward output is not insufficient. Is OFF. However, when the yaw angle of the vehicle is large in the direction of the inside of the curve, when the offset of the vehicle is large in the inside of the curve, when the driver is steering in the direction of the outside of the curve, or when the curve is not turning (especially when the curve exit is In the case of passing), the feedforward output shortage flag is turned OFF.

  The lane keep steering direction flag is a flag indicating the steering direction of the lane keep, and is Left when the steering direction is the left direction, and Right when the steering direction is the right direction.

  At certain time intervals, the ECU 30 determines whether or not the vehicle has a large yaw angle in the curve inner direction during the curve turning based on the road curvature γ and the yaw angle θ based on the curve inner yaw angle large determination process. Set the large corner flag. Further, the ECU 30 determines whether the driver is steering rightward and leftward based on the steering torque input by the driver in the driver steering direction determination processing, and the driver right steering flag. And the driver left steering flag is set.

  Then, the ECU 30 determines whether or not the feedforward output is insufficient based on the curve radius R, the offset D, the curve inside yaw angle large flag, the driver right steering flag, and the driver left steering flag by the feedforward output insufficient determination process. And set the feedforward output shortage flag. On a curved road, the feedforward output may be insufficient due to the influence of the upper limit of the feedforward output as the vehicle has a higher vehicle speed and a smaller curve radius. In this case, the vehicle approaches the outside of the curve even though the driver is not steering in the direction of the outside of the curve. Thus, when the vehicle offset D increases to some extent outside the curve when the driver is not steering in the direction outside the curve, it is estimated that the feedforward output is insufficient.

  Conventionally, when the feedforward output is insufficient, the increase in the curve inward is performed by the feedback output by the lane keep (in this case, the output torque map TI at the increase is used), and the vehicle is Return to near the center of the lane. When the vehicle reaches the vicinity of the center of the lane, in order to return the traveling direction of the vehicle to the direction along the lane, switching back by lane keeping is performed. When performing switching back by this lane keeping, the output torque map TI at the time of additional switching is switched to the output torque map TR at the time of switching back, the output torque jumps due to the hysteresis between the two maps, and the output torque greatly decreases. . As a result, in a state where the feedforward output is insufficient, the vehicle does not converge to the center of the lane, but again approaches the outside of the curve. When the feedforward output is insufficient, such a phenomenon is repeated, so that the output torque due to the lane keep largely fluctuates (see the time change OT ′ of the output torque in FIG. 9), and the vehicle is between the center and the outside of the lane. (See the vehicle travel locus ML ′ in FIG. 10). Therefore, when it is estimated that the feedforward output is insufficient, the ECU 30 turns on the feedforward output insufficient flag and prohibits switching from the output torque map TI at the time of increase to the output torque map TR at the time of return. To do.

  However, when the yaw angle θ of the vehicle is large in the inner direction of the curve, when the offset D of the vehicle is large in the inner side of the curve, or when the driver is steering in the outer direction of the curve, the vehicle may be involved in the curve. Switching back is necessary. Further, due to insufficient feedforward output, an offset is generated outside the curve of the vehicle, the integral value outside the curve increases, and torque in the direction inside the curve is added based on this integral value. Therefore, when entering a straight road or a curve with a different turning direction from the curve exit, there is a possibility that the entanglement of the lane keep added to the inside of the curve may cause the curve to be involved, and the steering must be switched back. It becomes. Therefore, in such a case, the ECU 30 turns off the feedforward output shortage flag to enable switching from the output torque map TI at the time of increase to the output torque map TR at the time of return.

  Further, the ECU 30 determines the lane keep steering direction based on the target lateral acceleration G, the lane keep steering direction flag, and the feedforward output shortage flag by the lane keep steering direction determination process, and sets the lane keep steering direction flag. Basically, when the target lateral acceleration G is increased by a predetermined amount to the plus side, the lane keeping steering direction is rightward, and when the target lateral acceleration G is increased by a predetermined amount to the minus side, the lane keeping steering direction is Left direction. However, if the feedforward output is insufficient, even if the lane keep steering direction changes in the direction opposite to the curve bending direction in response to the change in the target lateral acceleration G (from the increase direction to the return direction) Forcibly, the lane keeping steering direction is set to the direction in which the curve bends (the direction to increase). Thereby, in the lane keeping device 1, when the feedforward output is insufficient during the curve traveling, the lane keeping device 1 is fixed to the output torque map TI at the time of the increase, and the fluctuation of the output torque is suppressed.

  When the lane keep steering direction flag is set, the output torque calculator 34 of the ECU 30 selects an output torque map based on the lane keep steering direction flag, and obtains the output torque T with reference to the selected output torque map.

  The operation of the lane keeping device 1 will be described with reference to FIGS. In particular, the curve inner yaw angle determination process in the ECU 30 will be described with reference to the flowchart of FIG. 4, the driver steering direction determination process will be described with reference to the flowcharts of FIGS. 5 and 6, and the feedforward output shortage determination process will be described. 7 and the lane keep steering direction determination process will be described with reference to the flowchart of FIG. FIG. 4 is a flowchart showing the flow of the curve inside yaw angle large determination process in the ECU of the lane keeping device of FIG. FIG. 5 is a flowchart showing the flow of the right steering determination part of the driver steering direction determination process in the ECU of the lane keeping device of FIG. FIG. 6 is a flowchart showing the flow of the left steering determination part of the driver steering direction determination process in the ECU of the lane keeping device of FIG. FIG. 7 is a flowchart showing the flow of feedforward output shortage determination processing in the ECU of the lane keeping device of FIG. FIG. 8 is a flowchart showing the flow of lane keeping steering direction determination processing in the ECU of the lane keeping device of FIG.

  The steering torque sensor 10 detects the steering torque input from the steering wheel 2 and transmits a steering torque signal indicating the steering torque to the ECU 30. The vehicle speed sensor 11 detects the vehicle speed and transmits a vehicle speed signal indicating the vehicle speed to the ECU 30.

  The CCD camera 20 captures the front of the vehicle and transmits data of the captured image to the image processing unit 21 as an imaging signal. The image processing unit 21 recognizes a pair of white lines that divide the lane from the captured image. Then, the image processing unit 21 calculates the lane width, the lane center line, the lane center curve radius R, the road curvature γ, the yaw angle θ, and the vehicle offset D from the pair of white lines. Further, the image processing unit 21 transmits the information on the pair of white lines and the calculated information to the ECU 30 as image signals.

  The ECU 30 receives a steering torque signal, a vehicle speed signal, and an image signal at regular intervals. Then, the ECU 30 acquires the curve radius R, road curvature γ, yaw angle θ, and offset D from the steering torque, vehicle speed, and image signal, and filters each of these input data.

The F / F controller 31 of the ECU 30 calculates a yaw rate ω _γ by multiplying a multiplication value of the road curvature γ and the vehicle speed V by a gain K _γ at regular time intervals.

Further, the ECU 30 calculates a deviation Δθ = (θ ₀ −θ) between the yaw angle θ and the target yaw angle θ _0, and calculates the yaw rate ω _θ by multiplying the deviation Δθ by the gain K _θ .

Further, the ECU 30 calculates a deviation ΔD = (D ₀ −D) between the offset D and the target offset D ₀ . Then, the integrator 32 of the ECU 30 time-integrates the deviation ΔD to calculate the offset integral value ID. Further, the ECU 30, multiplied by the gain _{K D} the deviation ΔD with multiplying the gain _{K ID} to the integral value ID, and calculates a yaw rate omega _D by adding the two multiplied values.

The ECU 30 calculates the target yaw rate ω by adding the three calculated yaw rates ω _γ , ω _D , and ω _θ . Then, the target lateral acceleration calculator 33 of the ECU 30 multiplies the target yaw rate ω by the vehicle speed V to calculate the target lateral acceleration G.

  Next, the ECU 30 determines whether or not the vehicle is turning on the basis of the curve radius R, the road curvature γ> 0, and the yaw angle θ <−α at every predetermined time (that is, the yaw angle θ is changed during the curve turning to the right). It is determined whether it is large in the right direction (inward direction of the curve) (S10 in FIG. 4). When the determination condition of S10 is not satisfied, the ECU 30 determines whether or not the vehicle is turning on the basis of the curve radius R and the road curvature γ <0 and the yaw angle θ> α (that is, the yaw angle θ is set while turning the curve to the left). Whether it is large in the left direction (inward direction of the curve) is determined (S11 in FIG. 4). α (plus value) is a threshold value for determining whether or not the yaw angle of the vehicle is large in the inward direction of the curve. The yaw angle θ has a positive value in the left direction and a negative value in the right direction. Therefore, when the yaw angle is larger than α, a large yaw angle is generated in the left direction, and when it is smaller than −α, a large yaw angle is generated in the right direction.

  When the determination condition of S10 is satisfied or when the determination condition of S11 is satisfied, the ECU 30 increments the curve inside yaw angle large determination establishment timer (S12 in FIG. 4). On the other hand, when the determination condition of S11 is not satisfied, the ECU 30 resets the curve inside yaw angle large determination establishment timer (S13 in FIG. 4). The curve inside yaw angle large determination establishment timer is a timer for determining that the yaw angle in the curve inside direction is large when the state where the yaw angle θ (absolute value) is larger than α in the curve inside direction continues to some extent. . Since the yaw angle θ is obtained from the lane recognized from the captured image, it may be influenced by camera noise. Therefore, the yaw angle in the inner direction of the curve is determined to be large only when it is determined that the yaw angle θ (absolute value) is greater than α in the inner direction of the curve for a predetermined number of times.

  Then, the ECU 30 determines whether the curve inside yaw angle large determination establishment timer is greater than T0 (S14 in FIG. 4). When it is determined in S14 that the curve inner yaw angle large determination establishment timer is greater than T0, the state in which the yaw angle θ (absolute value) is larger than α in the inner direction of the curve continues for a predetermined time. The large angle flag is set to ON (the yaw angle in the curve inner direction is large) (S15 in FIG. 4). On the other hand, if the curve inner yaw angle large determination establishment timer is determined to be T0 or less in S14, the state where the yaw angle θ (absolute value) is larger than α in the inner direction of the curve has not continued for a predetermined time. The curve inside yaw angle large flag is set to OFF (the yaw angle in the curve inside direction is not large) (S16 in FIG. 4). T0 is a threshold value for determining that the state where the yaw angle θ (absolute value) is larger than α in the inner direction of the curve continues for a predetermined time.

  Next, the ECU 30 determines whether the driver right steering flag (previous value) = OFF at regular time intervals (S20 in FIG. 5). If it is determined in S20 that the driver right steering flag (previous value) = OFF, the ECU 30 determines whether or not the driver's steering torque is greater than MT1 (S21 in FIG. 5). MT1 (plus value) is a threshold value for determining whether the steering direction is the right direction or the left direction based on the steering torque by the driver. The steering torque has a positive value in the right direction and a negative value in the left direction. Therefore, when the steering torque is greater than MT1, a right steering torque is generated so that the driver's steering direction can be determined as the right direction. When the steering torque is smaller than −MT1, the driver's steering direction can be determined as the left direction. This indicates that a left steering torque is generated.

  If it is determined in S21 that the steering torque is greater than MT1, the ECU 30 increments the driver right steering determination establishment timer (S22 in FIG. 5). On the other hand, if it is determined in S21 that the steering torque is equal to or less than MT1, the ECU 30 resets the driver right steering determination establishment timer (S23 in FIG. 5). The driver right steering determination establishment timer is a timer for determining that the driver is steering in the right direction when the state where the steering torque is greater than MT1 continues to some extent when the previous driver right steering flag is OFF. Since the steering torque detected by the steering torque sensor 10 may include noise, it is determined that the driver is steering rightward only when it is determined that the steering torque is greater than MT1 for a predetermined number of times. To do.

  Then, the ECU 30 determines whether or not the driver right steering determination establishment timer is greater than T1 (S24 in FIG. 5). If it is determined in S24 that the driver right steering determination establishment timer is greater than T1, the state in which the steering torque is greater than MT1 has continued for a predetermined time when the previous driver right steering flag is OFF. Is set to ON (the driver is steering rightward) (S26 in FIG. 5). On the other hand, if it is determined in S24 that the driver right steering determination establishment timer is equal to or less than T1, the state in which the steering torque is greater than MT1 has not continued for a predetermined time when the previous driver right steering flag is OFF. The right steering flag is set to OFF (the driver is not steering in the right direction) (S27 in FIG. 5). T1 is a threshold value for determining that the state where the steering torque is larger than MT1 (the state where the steering torque is smaller than −MT1) continues for a predetermined time.

  On the other hand, when it is determined in S20 that the driver right steering flag (previous value) = ON, the ECU 30 determines whether or not the steering torque by the driver is smaller than MT2 (S25 in FIG. 5). MT2 (plus value) is a threshold value for determining that the steering direction is not the right direction or the left direction based on the steering torque by the driver, and is a value smaller than MT1. The steering torque has a positive value in the right direction and a negative value in the left direction. Therefore, when the steering torque is smaller than MT2, no right steering torque is generated so that the steering direction of the driver can be determined as the right direction. When larger than −MT2, the steering direction of the driver is determined as the left direction. It indicates that the leftward steering torque is not generated as much as possible. If it is determined in S25 that the steering torque of the driver is smaller than MT2, since the steering torque is smaller than MT2 when the previous driver right steering flag is ON, the ECU 30 turns OFF the driver right steering flag (the driver turns to the right Is not steered in the direction) (S27 in FIG. 5). On the other hand, if it is determined in S25 that the driver's steering torque is greater than or equal to MT2, the steering torque is still greater than or equal to MT2 when the previous driver right steering flag is ON. Is being steered) (S26 in FIG. 5).

  Then, the ECU 30 updates the driver right steering flag (previous value) with the value of the driver right steering flag set this time (S28 in FIG. 5).

  Subsequently, the ECU 30 determines whether or not the driver left steering flag (previous value) = OFF (S29 in FIG. 6). When it is determined in S29 that the driver left steering flag (previous value) = OFF, the ECU 30 determines whether or not the driver's steering torque is smaller than -MT1 (S30 in FIG. 6).

  When it is determined in S30 that the steering torque is smaller than -MT1, the ECU 30 increments the driver left steering determination establishment timer (S31 in FIG. 6). On the other hand, if it is determined in S30 that the steering torque is equal to or greater than -MT1, the ECU 30 resets the driver left steering determination establishment timer (S32 in FIG. 6). The driver left steering determination establishment timer is a timer for determining that the driver is steering leftward when the state where the steering torque is smaller than −MT1 continues to some extent when the previous driver left steering flag is OFF. . As described above, noise may be included in the steering torque. Therefore, only when it is determined that the steering torque is smaller than −MT1 for a predetermined number of times, it is determined that the driver is steering leftward.

  Then, the ECU 30 determines whether or not the driver left steering determination establishment timer is greater than T1 (S33 in FIG. 6). If it is determined in S33 that the driver left steering determination establishment timer is greater than T1, the state in which the steering torque is smaller than -MT1 has continued for a predetermined time when the previous driver left steering flag is OFF. The flag is set to ON (the driver is steering leftward) (S35 in FIG. 6). On the other hand, if it is determined in S33 that the driver left steering determination establishment timer is equal to or less than T1, the state where the steering torque is smaller than -MT1 does not continue for a predetermined time when the previous driver left steering flag is OFF. The driver left steering flag is set to OFF (the driver is not steering leftward) (S36 in FIG. 6).

  On the other hand, if it is determined in S29 that the driver left steering flag (previous value) = ON, the ECU 30 determines whether or not the steering torque by the driver is greater than −MT2 (S34 in FIG. 6). If it is determined in S34 that the steering torque of the driver is larger than -MT2, the steering torque becomes larger than -MT2 when the previous driver left steering flag is ON. Is not steered leftward) (S36 in FIG. 6). On the other hand, if it is determined in S34 that the driver's steering torque is -MT2 or less, the steering torque is still -MT2 or less when the previous driver left steering flag is ON. (S35 in FIG. 6) is set.

  Then, the ECU 30 updates the driver left steering flag (previous value) with the value of the driver left steering flag set this time (S37 in FIG. 6).

  Next, the ECU 30 determines whether or not the feedforward output shortage flag (previous value) = OFF at regular time intervals (S40 in FIG. 7).

  If it is determined in S40 that the feedforward output shortage flag (previous value) = OFF, the ECU 30 turns the left curve based on the curve radius R and the curve inside yaw angle large flag = OFF and offset D <−L1 and the driver right Whether or not the steering flag is OFF (that is, the left side (inner direction of the curve) yaw angle is not large and the right side of the lane (outside of the curve) is offset and the driver moves rightward ( It is determined whether or not the vehicle is steered in the outer direction of the curve) (S41 in FIG. 7). If the determination condition of S41 is not satisfied, the ECU 30 determines whether or not the vehicle is turning right, the curve inside yaw angle flag is OFF, the offset D> L1, and the driver left steering flag is OFF based on the curve radius R (that is, right Check whether the yaw angle in the right direction (inner direction of the curve) is not large, the offset on the left side of the lane (outside of the curve) is large, and the driver is steering left (outward direction of the curve) (S42 in FIG. 7). L1 (plus value) is a threshold value for determining whether or not the vehicle offset is large outside the curve. The offset D has a positive value on the left side and a negative value on the right side. Therefore, when the offset is larger than L1, a large offset is generated on the left side, and when it is smaller than -L1, a large offset is generated on the right side.

  When the determination condition of S41 is satisfied or when the determination condition of S42 is satisfied, the yaw angle in the inner direction of the curve is not large during curve turning, and the driver is not steering in the outer direction of the curve, but the offset outside the curve is Since it is large, the ECU 30 sets the feed forward output shortage flag to ON (lane feed feed forward shortage) (S48 in FIG. 7). On the other hand, if the determination condition of S42 is not satisfied, the ECU 30 sets OFF (ie, the feedforward output of the lane keep is not insufficient) in the feedforward output insufficient flag (S49 in FIG. 7).

  On the other hand, if it is determined in S40 that the feedforward output shortage flag (previous value) = ON, the ECU 30 determines whether the curve inside yaw angle large flag = ON or whether the curve is turning based on the curve radius R (that is, It is determined whether or not the yaw angle in the inner direction of the curve is large or the curve is no longer turning (S43 in FIG. 7). If the determination condition of S43 is satisfied, the yaw angle in the curve inner direction is large or the vehicle has reached the curve exit, so the ECU 30 sets the feedforward output shortage flag to OFF (S49 in FIG. 7).

  If the determination condition of S43 is not satisfied, the ECU 30 determines whether or not offset D> L2 based on the curve radius R and offset D> L2 (that is, offset on the left side of the lane (inside the curve) during the curve turning to the left) (S44 in FIG. 7). When the determination condition of S44 is satisfied, the offset inside the curve is large, so the ECU 30 sets OFF to the feedforward output shortage flag (S49 in FIG. 7). On the other hand, if the determination condition of S44 is not satisfied, the ECU 30 determines whether or not the vehicle is turning right based on the curve radius R and offset D <−L2 (that is, the right side of the lane (the curve It is determined whether or not the inner offset is large (S45 in FIG. 7). When the determination condition of S45 is satisfied, the offset inside the curve is large, so the ECU 30 sets OFF to the feedforward output shortage flag (S49 in FIG. 7). L2 (plus value) is a threshold value for determining whether or not the vehicle offset is large inside the curve. The offset D has a positive value on the left side and a negative value on the right side. Therefore, when the offset is larger than L2, a large offset is generated on the left side, and when it is smaller than -L2, it indicates that a large offset is generated on the right side.

  On the other hand, when the determination condition of S45 is not satisfied, the ECU 30 determines whether or not the driver is turning leftward (turning the curve to the left (turning the curve to the left) while turning the curve and turning the driver right steering flag = ON based on the curve radius R). Whether or not the vehicle is steered in the outer direction) (S46 in FIG. 7). When the determination condition of S46 is satisfied, the driver is steering in the outward direction of the curve, so the ECU 30 sets the feedforward output shortage flag to OFF (S49 in FIG. 7). On the other hand, if the determination condition of S46 is not satisfied, the ECU 30 determines whether or not the driver is turning left and the left steering flag is ON based on the curve radius R. Whether or not the vehicle is steered in the outward direction) (S47 in FIG. 7). If the determination condition of S47 is satisfied, the driver is steering in the direction of the outside of the curve, so the ECU 30 sets OFF to the feedforward output shortage flag (S49 in FIG. 7). On the other hand, when the determination condition of S47 is not satisfied, the ECU 30 sets ON the feedforward output shortage flag (S48 in FIG. 7).

  Then, the ECU 30 updates the feedforward output shortage flag (previous value) with the value of the feedforward output shortage flag set this time (S50 in FIG. 7).

  Next, the ECU 30 performs a filtering process on the target lateral acceleration G obtained by calculation at regular intervals (S60 in FIG. 8). Then, the ECU 30 determines whether or not the target lateral acceleration G is smaller than (target lateral acceleration limit−ΔG) (S61 in FIG. 8). When it is determined in S61 that the target lateral acceleration G is equal to or greater than (target lateral acceleration limit−ΔG), the ECU 30 determines whether the target lateral acceleration G is greater than (target lateral acceleration limit + ΔG) (S62 in FIG. 8). ). The target lateral acceleration limit is a target lateral acceleration that serves as a reference when determining the direction of change of the target lateral acceleration G in order to determine the steering direction of the lane keep. The target lateral acceleration limit is updated with the target lateral acceleration G every time the target lateral acceleration G changes more than ΔG from the target lateral acceleration limit. ΔG is a threshold value of the amount of change in the target lateral acceleration G necessary for determining the steering direction of the lane keep.

  If it is determined in S61 that the target lateral acceleration G is smaller than (target lateral acceleration limit−ΔG), the target lateral acceleration G has decreased from ΔG (because it has increased from ΔG to the minus side), so the vehicle is left by lane keeping. In order to apply the lateral acceleration in the direction, the ECU 30 sets Left in the lane keep steering direction flag (S63 in FIG. 8). Further, when it is determined in S62 that the target lateral acceleration G is larger than (target lateral acceleration limit + ΔG), the target lateral acceleration G has increased from ΔG, so that the lateral lateral acceleration due to the lane keep is applied to the vehicle. The ECU 30 sets Right in the lane keep steering direction flag (S64 in FIG. 8). Then, the ECU 30 updates the target lateral acceleration limit with the current target lateral acceleration G (S65 in FIG. 8).

  On the other hand, if it is determined in S62 that the target lateral acceleration G is equal to or smaller than (target lateral acceleration limit + ΔG), the change in the target lateral acceleration G is equal to or smaller than ΔG, so the lane keep steering direction flag is not updated.

  Subsequently, in the ECU 30, the lane keep steering direction flag does not coincide with the lane keep steering direction flag (previous value), the lane keep steering direction flag does not coincide with the curve turning direction based on the curve radius R, and the feedforward output is insufficient. It is determined whether or not the flag is ON (that is, whether or not the steering direction of the lane keep is reversed from the previous time, the reversed steering direction is the opposite direction to the curve turning direction, and the feedforward output is insufficient). (S66 in FIG. 8). When the determination condition of S66 is satisfied, the lane keep steering direction is going to be changed from the increasing direction to the returning direction when the feedforward output is insufficient, so the ECU 30 sets the lane keep steering direction flag to the lane keep steering. The direction flag (previous value) is reset (S67 in FIG. 8). In other words, the steering direction of the lane keep is changed to the direction in which the curve bends and is returned to the increasing direction. As a result, the output torque map is not switched to the output torque map TR at the time of switching back, but is held in the output torque map TI at the time of switching back. On the other hand, when the determination condition of S66 is not satisfied, the ECU 30 holds the value of the lane keep steering direction flag.

  Then, the ECU 30 updates the lane keep steering direction flag (previous value) with the value of the currently set lane keep steering direction flag (S68 in FIG. 8).

  When the lane keep steering direction flag is set, the output torque calculator 34 of the ECU 30 selects the map TI at the time of increase or the map TR at the time of return according to the sign of the lane keep steering direction flag and the target lateral acceleration G, The output torque T corresponding to the value of the target lateral acceleration G is extracted with reference to the selected map. Then, the ECU 30 transmits an output torque signal indicating the output torque T to the EPS ECU 41.

  The EPS ECU 41 receives the output torque signal, and multiplies the output torque indicated by the output torque signal by a predetermined coefficient. Then, the EPS ECU 41 adds the multiplication value (additional torque) to the assist torque, and drives and controls the motor 42 according to the assist torque + additional torque. The motor 42 generates a predetermined torque under the control of the EPS ECU 41 and adds the torque to the steering mechanism. Then, an assist torque corresponding to the steering torque by the driver is applied to the steering mechanism, and an auxiliary additional torque for causing the vehicle to travel along the vehicle center is applied.

  For example, if the feedforward output is insufficient during a turn on a curved road with a small curve radius, the vehicle approaches the outside of the lane. At this time, the ECU 30 sets the inner direction of the curve in the lane keep steering direction flag, and selects the output torque map TI at the time of increase. Then, the ECU 30 sets the output torque with reference to the output torque map TI at the time of increase. Therefore, the vehicle is returned to the vicinity of the center of the lane. When the vehicle reaches near the center of the lane, the ECU 30 once sets the outer direction of the curve in the lane keep steering direction flag in order to return the vehicle traveling direction to the direction along the lane, but feedforward output is insufficient. The lane keep steering direction flag is reset to the inner direction of the curve. For this reason, the ECU 30 continues to select the output torque map TI at the time of increase, and sets the output torque with reference to the output torque map TI at the time of increase. As a result, the output torque map TR at the time of switching is not switched to the output torque map TI at the time of switching back, so that the output torque is not rapidly reduced and fluctuations in the output torque are suppressed. Therefore, even if the vehicle returns to the vicinity of the lane center, the additional torque of the lane keep is not reduced, and the vehicle can continue traveling along the vicinity of the lane center.

  In FIG. 9, when the feedforward output is insufficient during curve turning, the output torque is fixed to the output torque map TI at the time of increase, and the time variation OT of the output torque when the output torque fluctuation suppression control is performed. An example is shown. As can be seen from the time variation OT of the output torque, the output torque is increased to some extent without being reduced after being increased. FIG. 10 also shows the vehicle travel locus ML when the feedforward output is insufficient during curve turning and is fixed to the output torque map TI at the time of rounding, and when the control for suppressing fluctuations in the output torque is performed. An example is shown. As can be seen from this vehicle travel locus ML, the vehicle keeps traveling near the center of the lane without returning to the outside of the curve after returning from the outside of the curve to the vicinity of the center of the lane.

  According to the lane keeping device 1, when the feedforward output is insufficient during the curve running, the output torque is not drastically reduced by fixing the output torque map TI at the time of increase and obtaining the output torque. Variations in output torque can be suppressed. As a result, the feeling transmitted to the driver via the steering wheel 2 can be improved, and the accuracy of traveling the vehicle on the curved road along the center of the lane can be improved.

  The lane keeping device 1 can estimate with high accuracy whether or not the feedforward output is insufficient from the relationship between the curve direction, the steering direction by the driver, and the offset D of the vehicle.

  In the lane keeping device 1, when the vehicle yaw angle θ is large in the curve inner direction, the vehicle offset D is large in the curve inner direction, or the driver is steering in the curve outer direction, the vehicle has reached the curve exit. In this case, even if the feedforward output is insufficient, the output torque in the switching back direction is added by switching to the output torque map TR at the time of switching back, so that the vehicle is not curled. .

  As mentioned above, although embodiment which concerns on this invention was described, this invention is implemented in various forms, without being limited to the said embodiment.

  For example, although the present embodiment is applied to the lane keeping device, it can also be applied to other devices, for example, an automatic steering device.

  In this embodiment, the steering torque is applied by using the electric power steering device. However, the lane keeping device may be provided with an actuator that assists the rack and pinion. Therefore, the present invention can be applied to a vehicle that does not include a power steering device. Further, the present invention can be applied not only to an electric power steering device but also to a hydraulic power steering device, and may be configured to add steering torque by controlling an actuator that adjusts hydraulic pressure.

  In this embodiment, the lane keep control is performed by adding torque to the steering mechanism. However, the lane keep control may be performed by another parameter that can change the steering state such as the steering angle. Good.

  In the present embodiment, the lane is detected by recognizing a pair of white lines. However, the lane may be detected by recognizing other lines such as a yellow line other than the white line, or a road shoulder. Alternatively, the lane may be detected by another method such as detecting the lane by recognizing a block that partitions the lane and the sidewalk. Further, although the present embodiment is applied to a road having a lane, the present invention can also be applied to a road having no lane. In this case, it is necessary to detect the shoulder of the road.

  In the present embodiment, a lane (traveling road) is recognized based on an image captured by a camera, and a curve radius (road curvature), a vehicle yaw angle, and a vehicle offset are calculated based on the recognized lane. However, the road and these parameters may be obtained by other methods, for example, when detecting based on processing in the navigation system and map information, when detecting using various sensors, road-to-vehicle communication, etc. In some cases, information is obtained from outside the vehicle.

  In the present embodiment, the output torque is calculated using the output torque map at the time of increase and the output torque map at the time of switch back. However, the output torque may be determined without using such a map. . Furthermore, in the present embodiment, when the feedforward output is insufficient, the configuration is such that the output torque map at the time of increase is fixed in order to suppress fluctuations in the output torque. Processing for suppressing fluctuation is performed.

  In this embodiment, the feedforward output shortage is determined based on the steering direction of the driver, the vehicle offset, and the vehicle yaw angle. However, the feedforward output shortage may be determined by other methods. For example, the determination may be made based on the steering direction of the driver and the vehicle offset or the vehicle yaw angle.

It is a block diagram of the lane keeping apparatus which concerns on this Embodiment. FIG. 2 is a control block diagram of the lane keeping device of FIG. 1. 2 is a map of output torque with respect to target lateral acceleration in the lane keeping device of FIG. 1. It is a flowchart which shows the flow of the curve inside yaw angle large determination process in ECU of the lane keeping apparatus of FIG. 2 is a flowchart showing a flow of a right steering determination portion of a driver steering direction determination process in an ECU of the lane keeping device of FIG. 1. 3 is a flowchart showing a flow of a left steering determination portion of a driver steering direction determination process in the ECU of the lane keeping device of FIG. 1. It is a flowchart which shows the flow of the feedforward output shortage determination process in ECU of the lane keeping apparatus of FIG. It is a flowchart which shows the flow of the lane keep steering direction determination process in ECU of the lane keep apparatus of FIG. It is an example of the time change of the output torque when not performing the time change of the output torque when not performing the control control of the fluctuation | variation of the output torque when feedforward output is insufficient during curve turning. It is an example of the driving | running | working locus | trajectory when not performing, and the control locus of the fluctuation | variation of the output torque when the feedforward output is insufficient during curve turning.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Lane keeping device, 2 ... Steering wheel, 3 ... Steering shaft, 4 ... Steering gear box, 5 ... Rack bar, 6 ... Knuckle arm, 10 ... Steering torque sensor, 11 ... Vehicle speed sensor, 20 ... CCD camera, 21 ... Image processing unit, 30 ... ECU, 31 ... F / F controller, 32 ... integrator, 33 ... target lateral acceleration calculator, 34 ... output torque calculator, 40 ... electric power steering device, 41 ... EPSECU, 42 ... motor

Claims (4)

In a steering device that detects a travel path of a vehicle by a travel path detection unit and controls a steering mechanism so that the vehicle travels along a predetermined position of the travel path.
A curve direction detecting means for detecting a direction in which a curved road is bent;
Steering control direction detection means for detecting the steering control direction,
Suppress changes in steering output for controlling the steering mechanism when the steering control direction detected by the steering control direction detection means changes from the same direction to the opposite direction of the curve road detected by the curve direction detection means. A steering apparatus characterized by: In a steering device that detects a travel path of a vehicle by a travel path detection unit and controls a steering mechanism so that the vehicle travels along a predetermined position of the travel path.
A bend degree detecting means for detecting the bend degree of the traveling path;
Deviation detecting means for detecting a deviation of the vehicle relative to the traveling path;
Steering input detection means for detecting a steering input by a driver,
The steering output for controlling the steering mechanism is composed of an output based on the degree of bending of the traveling road detected by the bending degree detecting means and an output based on the deviation of the vehicle detected by the deviation detecting means,
When it is determined that the output based on the degree of bending of the travel path is insufficient based on the steering input of the driver detected by the steering input detection means and the deviation of the vehicle with respect to the travel path detected by the deviation detection means. A steering apparatus that suppresses a change in steering output for control.   The steering apparatus according to claim 2, wherein the deviation of the vehicle travel path is at least one of a deviation amount of the vehicle travel path from a predetermined position and an angle with respect to the vehicle travel path. The steering output characteristic for controlling the steering mechanism is set by the steering output at the time of increase with hysteresis and the steering output at the time of return,
The steering apparatus according to any one of claims 1 to 3, wherein a change in the steering output for controlling the steering mechanism is suppressed by selecting a steering output at the time of additional turning.

Images