JP2009143484A - Vehicular control unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular control unit capable of preventing movement of a vehicle not intended by a load camber without causing a cost increase. <P>SOLUTION: This vehicular control unit 1 includes: front information acquirement means 2 for acquiring front information; target steering torque control means 5 for calculating target steering torque of a steering system 4 so as to maintain an own vehicle in the center of a lane based on the front information; real steering angle detection means which is fitted on the steering system 4 and detects a real steering angle; external disturbance suppression torque calculation means 5 for calculating external disturbance suppression torque based on a deviation of a real steering angle from a reference steering angle by taking a present real steering angle as a reference steering angle when a steering direction determined from the front information is the same as a displacement direction of the real steering angle and a previous reference steering angle for one control period as a reference steering angle when they are different from each other; and addition means 5 for adding the external disturbance suppression torque to the target steering torque. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle control device that maintains a host vehicle at the center of the lane based on the position of the host vehicle relative to a traveling lane and forward information.

  Conventionally, a vehicle that measures forward information such as an offset distance with respect to the center of a running lane, a curve radius, and a deflection angle of the host vehicle by a camera module, and performs automatic steering to maintain the host vehicle at the center of the lane using the front information. In the control device (LKA: Lane Keep Assist), the following control is performed. That is, the turning acceleration for maintaining the host vehicle at the center of the lane is converted into the steering torque to control the steering torque of an EPS (Electric Power Steering). In converting this steering torque from the turning acceleration in the steady circle turning at the curve radius, a well-known map or conversion formula obtained in advance is obtained, and the system is configured without using an absolute steering angle sensor.

  In such a vehicle control device, the vehicle is controlled based on a balance between the steering torque and the centrifugal force acting on the vehicle when turning, so that when a so-called road camber, that is, a road crossing gradient is large, the force The vehicle balance is lost and the vehicle is moved to either the left or right side of the road camber.

In order to prevent such unintentional movement of the vehicle, for example, in a vehicle control device capable of feedback of the steering angle as described in Patent Document 1, a necessary turning acceleration is obtained using an absolute steering angle sensor. In terms of the steering angle, it is conceivable to control the EPS steering torque based on the magnitude of the deviation between the actual steering angle and the target steering angle.
JP 2006-164841 A

  However, in such a vehicle control device, the required turning acceleration is small and, as a result, the target steering angle is also small. Therefore, in order to ensure the desired performance for maintaining the host vehicle in the center of the lane, it is absolutely necessary There is a problem that a high resolution is required for the steering angle sensor, the accuracy requirement for the zero point is increased, and the cost is increased.

  In view of the above problems, an object of the present invention is to provide a vehicle control device capable of preventing unintended movement of a vehicle by a road camber without causing an increase in cost.

In order to solve the above problem, a vehicle control device according to the present invention provides:
Provided in the steering device is forward information acquisition means for acquiring forward information, target steering torque control means for calculating a target steering torque of the steering device so as to maintain the host vehicle in the center of the lane based on the forward information, and If the actual steering angle detection means for detecting the actual steering angle and the steering direction obtained from the front information and the displacement direction of the actual steering angle are not different, the actual steering angle of this time is set as a reference steering angle, Disturbance suppression torque calculating means for calculating a disturbance suppression torque based on a deviation between the reference steering angle and the actual steering angle, using the previous reference steering angle as a reference steering angle for one control cycle, and the disturbance suppression to the target steering torque An addition means for adding torque is provided.

  The forward information refers to a curve radius in front of the vehicle, an offset distance from the lane center of the host vehicle, a deflection angle from the lane center of the host vehicle, and the like.

  According to this, even when the road camber exists on the road surface on which the host vehicle travels and the target steering torque calculating means calculates the target steering torque of the steering device so that the host vehicle travels in the steering direction, When the steering direction and the displacement direction of the actual steering angle are opposite to each other, the following operational effects can be obtained.

  That is, the disturbance suppression torque calculation means uses the previous reference steering angle as a reference steering angle for one control period before being influenced by the road camber, and the disturbance suppression based on the deviation between the reference steering angle and the actual steering angle. The torque is calculated and the adding means adds the disturbance suppression torque to the target steering torque. Therefore, the deviation between the reference steering angle and the actual steering angle is quickly reduced, and the influence due to the disturbance such as a load camber Steering in the direction opposite to the steering direction can be prevented, and unintended movement of the vehicle can be prevented.

  In addition, the actual steering angle detection means in this case can be a relative steering angle sensor using an encoder or a hall element. Therefore, when an absolute steering angle sensor is used, a high resolution is required and the zero point accuracy is high. It is possible to prevent an increase in demand and an increase in cost.

Or in order to solve the said subject, the vehicle control apparatus concerning this invention
Provided in the steering device is forward information acquisition means for acquiring forward information, target steering torque calculation means for calculating a target steering torque of the steering device so as to maintain the host vehicle in the center of the lane based on the forward information, and The actual steering angle detecting means for detecting the actual steering angle, and when the target steering torque is not within the predetermined range, the current actual steering angle is set as the reference steering angle. Disturbance suppression torque calculation means for calculating a disturbance suppression torque based on a deviation between the reference steering angle and the actual steering angle, and an addition means for adding the disturbance suppression torque to the target steering torque. This may be a feature.

  According to this, when the target steering torque is not within the predetermined range, the disturbance suppression torque calculating means sets the current actual steering angle as the reference steering angle, and when the target steering torque is within the predetermined range, the previous reference steering for one control cycle. A disturbance suppression torque is calculated based on a deviation between the reference steering angle and the actual steering angle with the angle as a reference steering angle, and the adding means adds the disturbance suppression torque to the steering torque. It is possible to prevent unintentional movement of the vehicle due to the influence of a disturbance such as a road camber by performing steering holding that maintains the actual steering angle of the steering device before the input of.

  Note that the predetermined range is a range including zero when steering is desired during straight traveling, and a range including a target steering angle when steering is desired during turning.

  Also in this case, since the actual steering angle detection means can be a relative steering angle sensor using an encoder or a hall element, it is possible to prevent an increase in cost.

Or in order to solve the said subject, the vehicle control apparatus concerning this invention
Provided in the steering device is forward information acquisition means for acquiring forward information, target steering torque calculation means for calculating a target steering torque of the steering device so as to maintain the host vehicle in the center of the lane based on the forward information, and The actual steering angle detecting means for detecting the actual steering angle, and the actual steering angle when the steering direction obtained from the front information is switched is set as a reference steering angle, and when the steering angle is right steering, the predetermined steering angle is set to the reference steering angle. In addition, in the case of left steering, a predetermined steering angle is subtracted to obtain a fluctuation confirmation reference steering angle. When the direction of deviation between the fluctuation confirmation reference steering angle and the actual steering angle is different from the steering direction, a disturbance is generated based on the deviation. Disturbance suppression torque calculation means for calculating suppression torque, and addition means for adding the disturbance suppression torque to the target steering torque.

  According to this, even when the steering direction is switched, when the displacement direction of the actual steering angle is not switched to the steering direction side, the predetermined value is obtained when the disturbance suppression torque calculation means is steered right to the reference steering angle. In the case of left steering by adding a steering angle, a disturbance suppression torque is calculated based on a deviation between the fluctuation confirmation reference steering angle and the actual steering angle as a fluctuation confirmation reference steering angle by subtracting a predetermined steering angle, and the adding means Since the disturbance suppression torque is added to the target steering torque, the deviation between the fluctuation confirmation reference steering angle and the actual steering angle is quickly reduced so that the steering is not steered in the steering direction due to the influence of a disturbance such as a road camber. Thus, the vehicle can be moved in a desired direction, and unintended movement of the vehicle can be prevented.

  That is, the predetermined steering angle is added so that the displacement direction of the actual steering angle coincides with the steering direction when the displacement direction of the actual steering angle is not switched to the steering direction side even when the steering direction is switched. It is a parameter that determines the magnitude of the disturbance suppression torque to be applied automatically.

  Also in this case, since the actual steering angle detection means can be a relative steering angle sensor using an encoder or a hall element, it is possible to prevent an increase in cost.

  Note that when the disturbance suppression torque calculating means calculates the disturbance suppression torque from the deviation, PID control, PD control, and P control can be used.

  Here, in the vehicle control device, a case where the actual steering angle is steered to the right from the neutral position of the steering device is a positive value, and a case where the actual steering angle is steered to the left from the neutral position of the steering device. Negative value.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle control apparatus which can prevent the movement of the vehicle which is not intended by a road camber can be provided, without causing a cost increase.

  The best mode for carrying out the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a block diagram showing an embodiment of a vehicle control device according to the present invention, and FIG. 2 is a schematic diagram showing control parameters of an embodiment of the vehicle control device according to the present invention. FIG. 3 shows a map used in one embodiment of the vehicle control device according to the present invention, and FIG. 4 is a schematic diagram showing control parameters of one embodiment of the vehicle control device according to the present invention.

  As shown in FIG. 1, the vehicle control apparatus 1 includes a camera module 2, an EPS ECU 3, an EPS 4, and an LKA ECU 5. EPSECU 3, EPS 4 and LKA ECU 5 are connected by a communication standard such as CAN (Controller Area Network).

  The camera module 2 includes a front recognition camera and an image processing ECU (Electronic Control Unit). The front recognition camera is, for example, a CCD camera or a CMOS camera. Are arranged so as to match, and the road surface ahead of the vehicle is imaged.

  The image processing ECU is composed of, for example, a CPU, a ROM, a RAM, and a data bus connecting them, and the CPU performs predetermined processing according to a program stored in the ROM, and is included in an image captured by the front recognition camera. The white line located is detected by performing a double planting process or the like, and forward information such as the curve radius R of the road surface ahead, the offset distance D from the center of the lane of the host vehicle, and the deflection angle θ is acquired. That is, the camera module 2 constitutes a front information acquisition unit that acquires front information.

  An EPS ECU 3 (Electronic Power Steering Electronic Control Unit) is composed of, for example, a CPU, a ROM, a RAM, and a data bus connecting them, and the CPU performs predetermined processing in accordance with a program stored in the ROM. The steering torque control means for controlling the steering torque generated is transmitted to the LKA ECU 5 with the actual steering angle detected by a relative steering angle sensor (not shown) provided in the electric motor.

  EPS4 (Electronic Power Steering) is, for example, a rack and pinion type and pinion assist type, and constitutes a steering device that generates a steering torque by driving an electric motor by the operation force of the driver or the control of EPSECU3. A relative steering angle sensor is provided that detects the actual steering angle from the rotation angle of the rotor of the electric motor. That is, the relative steering angle sensor constitutes an actual steering angle detection means.

  At the same time, the EPS 4 includes a pinion shaft connected to a steering shaft (not shown) and a rack shaft extending in the vehicle width direction. When the electric motor generates a steering torque based on the operating force applied to the steering wheel by the driver or the control of EPSECU 3, the rack shaft is stroked in the vehicle width direction. Tie rods are connected to both ends of the rack shaft, and a front wheel (not shown) connected to the tie rod is steered by the stroke of the rack shaft in the vehicle width direction.

  An LKA ECU 5 (Lane Keep Assist Electronic Control Unit) is also composed of, for example, a CPU, a ROM, a RAM, and a data bus connecting them, and the CPU performs predetermined processing according to a program stored in the ROM. 2 for maintaining the host vehicle in the center of the lane from the forward information obtained by the above, that is, the curve radius R, the offset distance D from the center of the lane, the vehicle deflection angle θ, and the vehicle speed obtained from the wheel speed sensor (not shown). The target turning acceleration as shown in FIG. 4 is obtained, the right or left steering direction is calculated from the target turning acceleration, and the target steering torque as shown in FIG. 4 is calculated from the torque map shown in FIG. In FIG. 3, the difference in the target steering torque between right steering and left steering is due to friction with the tire road surface and friction within the actuator including the electric motor inside the EPS 4.

  Further, the LKA ECU 5 sets the actual steering angle as the reference steering angle when the steering direction obtained from the curve radius R, which is the forward information, and the displacement direction of the actual steering angle are not different from each other, and when the difference is different, The reference steering angle is a reference steering angle, and disturbance suppression torque calculation means for calculating disturbance suppression torque based on the deviation between the reference steering angle and the actual steering angle, and addition means for adding the disturbance suppression torque to the target steering torque are also configured. To do.

  Further, the LKA ECU 5 outputs a target torque obtained by adding the disturbance suppression torque to the target steering torque to the EPS ECU 3, and the EPS ECU 3 controls the EPS 4 so that the steering torque of the electric motor of the EPS 4 becomes the target torque. That is, the LKA ECU 5 constitutes a target steering torque calculation unit that calculates the target steering torque of the EPS 4 so as to maintain the host vehicle at the center of the lane based on the forward information.

  The detailed control contents of the disturbance suppression torque calculating means of the LKA ECU 5 will be described with reference to FIG. FIG. 5 is a block diagram showing the control contents of an embodiment of the vehicle control apparatus according to the present invention.

  In S1, the disturbance suppression torque calculating means of the LKA ECU 5 determines whether the steering direction is right steering or left steering, and proceeds to S2 if it is right steering, and proceeds to S3 if it is left steering. In S2, the actual steering angle is compared with the reference steering angle, and if the actual steering angle is smaller than the reference steering angle, it is determined that the steering is actually leftward and the displacement direction of the steering direction is different from the actual steering angle. In S4, the reference steering angle is set to the previous reference steering angle for one control cycle. In S2, if the actual steering angle is smaller than the reference steering angle, it is determined that the vehicle is actually steered to the right and the displacement direction of the steering direction is not different from the actual steering angle. A corner.

  Similarly, the disturbance suppression torque calculation means of the LKA ECU 5 determines whether the steering direction is right steering or left steering in S1, proceeds to S2 if right steering, and proceeds to S3 if left steering. Proceed. In S3, the actual steering angle and the reference steering angle are compared, and if the actual steering angle> the reference steering angle, it is determined that the steering direction is actually right and the displacement direction of the steering direction is different from the actual steering angle. In step S6, the reference steering angle is set to the previous reference steering angle for one control cycle. In S3, if the steering angle is not greater than the reference steering angle, it is determined that the steering is actually leftward and the displacement direction of the steering direction is not different from the actual steering angle. And

  The actual steering angle is subtracted from the reference steering angle obtained in this way at the addition point A shown in FIG. 5 to obtain these deviations, and the PID controller B shown in FIG. That is, the disturbance suppression torque 1 is calculated so that the deviation becomes small, and the upper and lower limit values of the disturbance suppression torque 1 are limited as shown in FIG. 1, and at the addition point C shown in FIG. The target torque is obtained by adding the steering torque and the disturbance suppression torque 1, and this target torque is output to the EPS ECU 3. Note that the addition point C constitutes an adding means.

  According to the vehicle control device 1 of the present embodiment realized by the control contents described above, the following operational effects can be obtained. That is, even if the road camber exists on the road surface on which the host vehicle travels and the target steering torque of the LKA ECU 5 calculates the target steering torque of the EPS 4 so that the host vehicle travels in the steering direction, the steering direction and the actual steering are calculated. When the angular displacement direction is the opposite direction and the intended steering cannot be performed, the following effects can be obtained.

  That is, the disturbance suppression torque based on the deviation between the reference steering angle and the actual steering angle, using the previous reference steering angle as the reference steering angle for one control cycle before the disturbance suppressing torque calculating means of the LKA ECU 5 is affected by the load camber. 1 and the addition means of the LKA ECU 5 outputs the target torque obtained by adding the disturbance suppression torque 1 to the target steering torque to the EPS ECU 3, so that the deviation between the reference steering angle and the actual steering angle is quickly reduced. Steering in the direction opposite to the steering direction due to the influence of disturbance such as a load camber can be prevented, and the vehicle can be prevented from moving in an unintended steering direction.

  More specifically, in the schematic diagram of the steering angle and the target steering torque in the conventional control shown in FIG. 6, as shown in FIG. 7, it descends from the left side to the right side in the traveling direction at time 2-5 and time 7-8 as shown in FIG. When a disturbance of about 1 Nm due to the inclined road camber is input, the curve of the steering angle indicated by the thick solid line in FIG. 6 is the side where the steering angle is positive, that is, the right steering is indicated as indicated by the thin solid line in FIG. However, by performing the control shown in the first embodiment, the target torque is offset downward as shown by the thick broken line in FIG. 7 with respect to the target steering torque shown by the thin broken line in FIG. When the disturbance suppression torque 1 is added to this, this shift amount can be reduced, and steering in an unintended direction different from the steering direction and movement of the vehicle can be prevented.

  Further, the actual steering angle detection means in this case can be a relative steering angle sensor using an encoder or a hall element without using an absolute steering angle sensor such as a resolver, thereby preventing an increase in cost. I can do it. That is, when an absolute steering angle sensor is used, a high resolution is required, and the requirement for zero point accuracy is increased, leading to an increase in cost, and can be prevented by using a relative steering angle sensor.

  Further, in the control when the absolute steering angle sensor is used, the control becomes too sensitive to the noise of the white line on the road surface detected by the camera module 2, but the vehicle control device 1 in this embodiment uses the steering torque. Since it is controlled, it can be made robust against the noise of white line recognition, that is, robust control.

  In the vehicle control apparatus 1 shown in the first embodiment described above, when the actual steering angle is displaced in a direction different from the steering direction after the disturbance due to the road camber is actually input, the disturbance suppressing torque in a direction to cancel the actual steering angle. 1 can be calculated to prevent steering in an unintended steering direction. In so-called LKA, there are many cases where the target turning acceleration and the target steering torque are used in a small region. When a disturbance is input, it is easily affected by minute effects. For this reason, steering control as shown in Example 2 below is additionally performed. In addition, since the structure used as the premise of this steering control is the same as that of Example 1, the description of the overlapping component is omitted.

  When the target steering torque is not within the predetermined range shown below, the actual steering angle is set as the reference steering angle when the target steering torque is not within the predetermined range shown below. The disturbance suppression torque 2 is calculated based on the deviation between the reference steering angle and the actual steering angle using the steering angle as the reference steering angle, and the adding means of the LKA ECU 5 adds the disturbance suppression torque 2 to the target steering torque.

  The detailed control contents of the disturbance suppression torque calculating means of the LKA ECU 5 will be described with reference to FIG. FIG. 8 is a block diagram showing the control contents of an embodiment of the vehicle control apparatus according to the present invention.

  In S11, the disturbance suppression torque calculating means of the LKA ECU 5 determines whether the steering direction is right steering or left steering, and proceeds to S12 if it is right steering, and proceeds to S13 if it is left steering. In S12, if the predetermined range represented by -threshold 1 <target steering torque <threshold 2 continues for a certain time, the process proceeds to S14, and the reference steering angle is set as the previous reference steering angle. In S12, if the predetermined range represented by -threshold 1 <target steering torque <threshold 2 has not been continued for a certain period of time, the process proceeds to S15, and the reference steering angle is set as the actual steering angle this time. The threshold values 1 and 2 are positive real numbers, and the threshold value 1 is smaller than the threshold value 2. The threshold value 1 and the threshold value 2 are appropriately determined depending on how small the target turning acceleration and the target steering torque are.

  Similarly, the disturbance suppression torque calculation means of the LKA ECU 5 determines whether the steering direction is right steering or left steering in S11, proceeds to S12 if it is right steering, and proceeds to S13 if it is left steering. Proceed. In S13, if the predetermined range represented by −threshold 2 <target steering torque <threshold 1 continues for a certain period of time, the process proceeds to S16, and the reference steering angle is set as the previous reference steering angle. In S13, if the predetermined range represented by -threshold 1 <target steering torque <threshold 2 has not continued for a certain period of time, the process proceeds to S17, and the reference steering angle is set as the actual steering angle this time.

  The actual steering angle is subtracted from the reference steering angle obtained in this way at the addition point A shown in FIG. 8 to obtain these deviations. The PID controller B shown in FIG. That is, the disturbance suppression torque 2 that reduces the deviation is calculated, and further, as shown in FIG. 1, the upper and lower limit values of the disturbance suppression torque 2 are limited, and the target steering is performed at the addition point C shown in FIG. The target torque is obtained by adding the torque and the disturbance suppression torque 1, and this target torque is output to the EPS ECU 3. The addition point C constitutes an adding means.

  According to this, when the target steering torque is a predetermined range defined by the threshold value 1 and the threshold value 2 including zero as described above and is a small value, the disturbance suppression torque calculating means of the LKA ECU 5 performs the previous operation for one control cycle. If the reference steering angle is the reference steering angle and the actual steering angle is not the predetermined range, the current steering angle is the reference steering angle, the disturbance suppression torque 2 is calculated based on the deviation between the reference steering angle and the actual steering angle, and the adding means Since the suppression torque 2 is added to the target steering torque, steering is performed to maintain the actual steering angle of the EPS 4 before a disturbance such as a road camber is input, and unintended vehicle movement due to the influence of the disturbance such as the road camber is performed. Can be prevented.

  More specifically, as shown in FIG. 9, at time 2 to 5 and time 7 to 8, when disturbance due to a load camber that is inclined so as to descend from the left side in the traveling direction to the right side is input, When the control is not performed, the steering angle indicated by the broken line in FIG. 9 is shifted to the side where the steering angle is positive, that is, the right steering as indicated by the alternate long and short dash line, but the control shown in the second embodiment is performed. Thus, this shift amount can be reduced in advance.

  In other words, when the center of the lane is maintained and the target steering torque is small, for example, within ± 1 Nm, the target torque shown by the thick solid line becomes the target torque shown by the thin solid line in FIG. As disturbance suppression torque 2 is added, the steering angle is kept almost zero as shown by the thick dashed line, and the steering angle is actively controlled so that the steering angle shifts due to the disturbance input even if the disturbance is input. Before detecting the amount, the steering can be stabilized in advance and the position of the vehicle in the vehicle width direction can be maintained.

  In the vehicle control apparatus 1 shown in the first embodiment described above, when the actual steering angle is displaced in a direction different from the steering direction after the disturbance due to the road camber is actually input, the disturbance suppressing torque in a direction to cancel the actual steering angle. In the vehicle control device 1 shown in the second embodiment, steering in an unintended steering direction can be performed and steering can be performed in a predetermined region where the target steering torque is small. In order to guarantee the steering in the steering direction regardless of the disturbance input due to, it is preferable to add correction control as shown in the third embodiment below. In addition, since the structure used as the premise of this correction | amendment control is the same as that of Example 1, the description of the overlapping component is omitted.

  The disturbance suppression torque calculation means of the LKA ECU 5 uses the actual steering angle when the steering direction obtained from the forward information is switched as the reference steering angle, adds a predetermined steering angle to the reference steering angle in the case of right steering, and applies to the left steering. If the direction of deviation between the fluctuation confirmation reference steering angle and the actual steering angle is different from the steering direction as a fluctuation confirmation reference steering angle by subtracting a predetermined steering angle, the disturbance suppression torque 3 is calculated based on this deviation. As will be described later, the direction of the deviation is the right side if the deviation is positive and the left side if the deviation is negative.

  The detailed control contents of the disturbance suppression torque calculating means of the LKA ECU 5 will be described with reference to FIG. FIG. 10 is a block diagram showing the control contents of an embodiment of the vehicle control apparatus according to the present invention.

  In S21, the disturbance suppression torque calculating means of the LKA ECU 5 determines whether or not the steering direction has been switched with respect to the previous steering direction, and proceeds to S22 if negative, or proceeds to S23 if positive. In S22, the reference steering angle is set to the previous reference steering angle, and in S23, the reference steering angle is set to the actual steering angle. In addition, the integrator of the control deviation in the PID controller B is reset.

  Next, proceed to S24 to determine whether or not the steering direction is right steering. If affirmative, proceed to S25, add a predetermined steering angle to the reference steering angle to obtain a variation confirmation reference steering angle, and if negative. In S26, a predetermined steering angle is subtracted from the reference steering angle to obtain a fluctuation confirmation reference steering angle, and a deviation is calculated by subtracting the actual steering angle from the fluctuation confirmation reference steering angle at the addition point A. The predetermined steering angle is a positive real number, and is a value determined as appropriate depending on how much correction control is performed. In other words, the predetermined steering angle is a disturbance that is additionally applied so that the displacement direction of the actual steering angle does not switch to the steering direction side even when the steering direction is switched, so that the displacement direction of the actual steering angle matches the steering direction. This parameter determines the magnitude of the suppression torque 3.

  At the same time, the disturbance suppression torque calculating means of the LKA ECU 5 determines whether the steering direction is right steering or left steering in S27, proceeds to S28 if left steering, and proceeds to S31 if right steering. Proceed. In S28, it is determined whether or not the deviation is less than 0. If the determination is negative, it is determined that the actual steering angle is not displaced to the left side in the left steering, and the process proceeds to S29. If there is, it is determined that the actual steering angle is displaced to the left side in the left steering, and the process proceeds to S30 to set the control deviation = 0.

  Similarly, in S31, it is determined whether or not the deviation is greater than 0. If the determination is negative, it is determined that the actual steering angle is not displaced to the right side in the right steering, and the process proceeds to S32, where control deviation = deviation. If the result is affirmative, it is determined that the actual steering angle is displaced to the right in the right steering, and the process proceeds to S33 to set the control deviation = 0.

  From the control deviation thus obtained, the PID controller B shown in FIG. 10 calculates the disturbance suppression torque 3 corresponding to this deviation, that is, the control deviation becomes small, and further, FIG. As shown in FIG. 1, the upper and lower limits of the disturbance suppression torque 3 are limited, and the target torque is obtained by adding the target steering torque and the disturbance suppression torque 3 at the addition point C shown in FIG. Output to. Here again, the addition point C constitutes an adding means. Note that the correction control of the third embodiment interferes with the steering control of the second embodiment described above, and therefore this correction control is not performed when the steering control is performed.

  According to this, when the displacement direction of the actual steering angle is not switched to the steering direction side even when the steering direction is switched, the predetermined steering angle is set when the disturbance suppression torque calculating means of the LKA ECU 5 is the right steering to the reference steering angle. In addition, in the case of left steering, a disturbance suppression torque 3 is calculated based on the deviation between the fluctuation confirmation reference steering angle and the actual steering angle as a fluctuation confirmation reference steering angle by subtracting a predetermined steering angle, and the adding means adds disturbance to the target steering torque. Since the suppression torque 3 is added, the deviation between the fluctuation confirmation reference steering angle and the actual steering angle is quickly reduced to prevent the steering in the steering direction due to the influence of a disturbance such as a road camber. Steering is ensured, and the movement of the vehicle in a desired direction can be realized.

  In the following, the control according to the first embodiment for preventing steering in the opposite direction to the steering direction when the disturbance input by the load camber occurs, the steering control according to the second embodiment performed in a predetermined region where the target steering torque is small, A control content for executing the correction control according to the third embodiment when the actual steering angle is not displaced in the steering direction when the steering direction is switched will be described with reference to a flowchart. FIGS. 11-15 is a flowchart which shows the control content of the vehicle control apparatus concerning this invention.

  In S31 of FIG. 11, the LKA ECU 5 detects the forward information obtained by the camera module 2, that is, the curve radius R, the offset distance D from the center of the lane, and the vehicle deflection angle θ. In S32, the vehicle speed is detected from a wheel speed sensor (not shown). In step S33, a target turning acceleration as shown in FIG. 2 for maintaining the host vehicle in the center of the lane is obtained. In step S34, the right or left steering direction is calculated from the target turning acceleration. In step S35, A nominal target steering torque as shown in FIG. 4 is calculated from the torque map shown in FIG.

  Further, in S36, disturbance suppression torque including disturbance suppression torques 1 to 3 is calculated. In S37, the upper and lower limits of the disturbance suppression torque are limited. In S38, target torque = nominal target steering torque + disturbance suppression torque. Then, the target torque is corrected. Further, in S39, the target torque is output to the EPS ECU 3, and in S40, the EPS ECU 3 controls the steering torque of the EPS 4 according to the target torque.

  In S36, more specifically, disturbance suppression torque 1 is calculated as shown in S41 of FIG. 12, disturbance suppression torque 2 is calculated as shown in S42, and disturbance suppression torque 3 is calculated in S43. In step S44, disturbance suppression torque = disturbance suppression torque 1 + disturbance suppression torque 2 + disturbance suppression torque 3 is set. The correction control by the disturbance suppression torque 3 interferes with the steering control by the disturbance suppression torque 2 described above. Therefore, when the steering control by the disturbance suppression torque 2 is performed, that is, the target steering torque continues for a certain period of time. When the value is within the predetermined range, the correction control by the disturbance suppression torque 3 is not performed.

  Next, the calculation of the disturbance suppression torque 1 will be described based on the flowchart shown in FIG. In S51, the disturbance suppression torque calculating means of the LKA ECU 5 determines whether the steering direction is the right direction or the left direction, and proceeds to S52 if it is the right direction, and proceeds to S53 if it is the left direction. In S52, the actual steering angle is compared with the reference steering angle, and if the actual steering angle is smaller than the reference steering angle, it is determined that the steering is actually leftward and the displacement direction of the steering direction is different from the actual steering angle. In S54, the reference steering angle 1 is set as the previous reference steering angle 1. In S52, if the actual steering angle is smaller than the reference steering angle, it is determined that the vehicle is actually steered to the right and the displacement direction of the steering direction is not different from the actual steering angle. The reference steering angle is updated as the steering angle.

  Similarly, the disturbance suppression torque calculation means of the LKA ECU 5 determines whether the steering direction is the right direction or the left direction in S51, proceeds to S52 if it is the right direction, and proceeds to S53 if it is the left direction. Proceed. In S53, the actual steering angle and the reference steering angle are compared, and if the actual steering angle> the reference steering angle, it is determined that the steering direction is actually right and the displacement direction of the steering direction is different from the actual steering angle. In S56, the reference steering angle 1 is set to the previous reference steering angle 1. In S53, if the steering angle is not greater than the reference steering angle, it is determined that the left steering wheel is actually steered to the left and the displacement direction of the actual steering angle is not different, and the process proceeds to S57. The reference steering angle is updated as the angle 1.

  The deviation 1 is obtained by subtracting the actual steering angle from the reference steering angle 1 obtained in this way, and in the PID controller B, a disturbance suppression torque corresponding to the deviation 1, that is, the deviation 1 becomes small. 1 is calculated, and in S60, the previous value is stored as the previous reference steering angle 1 = reference steering angle 1.

Furthermore, the calculation of the disturbance suppression torque 2 will be described based on the flowchart shown in FIG.
In S61, the disturbance suppression torque calculating means of the LKA ECU 5 determines whether the steering direction is the right direction or the left direction, and proceeds to S62 if it is the right direction, and proceeds to S63 if it is the left direction. In S62, as shown in the lower right in FIG. 14, if the state within the predetermined range represented by -threshold 1 <target steering torque <threshold 2 continues for a certain period of time, the process proceeds to S64 and the reference steering angle 2 is set. The previous value is held as the previous reference steering angle 2. In S62, if the state in the predetermined range represented by -threshold 1 <target steering torque <threshold 2 has not continued for a certain period of time, the process proceeds to S65, and the reference steering angle 2 is determined as the current actual steering angle. Update.

  Similarly, the disturbance suppression torque calculating means of the LKA ECU 5 determines in S61 whether the steering direction is the right direction or the left direction, and proceeds to S62 if it is the right direction, and proceeds to S63 if it is the left direction. Proceed. In S63, if the predetermined range represented by -threshold 2 <target steering torque <threshold 1 continues for a certain period of time, the process proceeds to S66, where the reference steering angle 2 is set as the previous reference steering angle 2 and the previous value. Hold. In S63, if the predetermined range represented by -threshold 1 <target steering torque <threshold 2 has not been continued for a certain period of time, the process proceeds to S67, and the reference steering angle 2 is set as the current actual steering angle as the reference steering angle. Update.

  These deviations 2 are obtained by subtracting the actual steering angle from the reference steering angle 2 obtained in this way. In the PID controller B, the disturbance suppression torque 2 corresponding to this deviation 2, ie, the deviation 2 is reduced. As shown in S70, the previous value is stored as the previous reference steering angle 2 = reference steering angle 2.

Furthermore, the calculation of the disturbance suppression torque 3 will be described based on the flowchart shown in FIG.
In S71, the disturbance suppression torque calculating means of the LKA ECU 5 determines whether or not the steering direction has been switched with respect to the previous steering direction.

  In S72, the previous value is stored as reference steering angle 3 = previous reference steering angle 3. In S73, with reference steering angle 3 = actual steering angle, the integrator for control deviation in PID controller B is reset in S74. Proceeding to S75, it is determined whether the steering direction is the right direction, and if affirmative, proceeding to S76, adding a predetermined steering angle to the reference steering angle 3 to obtain a variation confirmation reference steering angle, and if negative, Proceeding to S77, a predetermined steering angle is subtracted from the reference steering angle 3 to obtain a fluctuation confirmation reference steering angle. In S78, the actual steering angle is subtracted from the fluctuation confirmation reference steering angle to calculate a deviation.

  At the same time, the disturbance suppression torque calculation means of the LKA ECU 5 determines in S79 whether the steering direction is the right direction or the left direction, and proceeds to S80 if it is the right direction, and proceeds to S81 if it is the left direction. Proceed. In S80, it is determined whether or not the deviation is greater than 0. If the result is affirmative, it is determined that the actual steering angle is displaced to the right in the right steering, and the process proceeds to S82 to set the control deviation to 0.

  If negative in S80, it is determined that the actual steering angle is not displaced to the right in right steering, and the process proceeds to S83, where control deviation = deviation. In S81, it is determined whether or not the deviation is less than 0. If the determination is affirmative, it is determined that the actual steering angle is displaced to the left in the left steering, and the process proceeds to S84 to set the control deviation = 0. If negative in S81, it is determined that the actual steering angle is not displaced to the left in left steering, and the process proceeds to S85, where control deviation = deviation.

  From the control deviation thus obtained, in S86, the PID controller B calculates the disturbance suppression torque 3 corresponding to this deviation, that is, the control deviation becomes small, and as shown in S87, The previous reference steering angle 3 = reference steering angle 3 and the previous steering direction = steering direction are set, and the previous value is stored.

  The above-described disturbance suppression torques 1 to 3 are calculated based on the flowcharts shown in FIGS.

  Further, in the above-described embodiment, when the disturbance input by the load camber is generated, the control according to Embodiment 1 that prevents the steering to the opposite side to the steering direction and the actual steering in the steering direction when the steering direction is switched. Since the correction control according to the third embodiment when the angle is not displaced is performed at the same time, the following effects can be obtained.

  That is, when a disturbance of about 1 Nm is input at time 2 to 5 and time 7 to 8 as shown in FIG. As shown by the thin broken line in FIG. 16, the disturbance suppression torque 3 is added to the target steering torque shown in FIG. 16 so that the target torque is offset more downward than that shown in FIG. The steering angle indicated by the thick solid line in FIG. 16 is only the control of the first embodiment as well as the steering angle when the control of the first embodiment and the correction control of the third embodiment shown in FIG. It can be made closer to the ideal steering angle indicated by the thick broken line than the steering angle indicated by the two-dot chain line in the case of performing.

  In addition, when the target steering torque is a predetermined range defined by the threshold value 1 and the threshold value 2 including zero and is a small value, the disturbance suppression torque calculation means of the LKA ECU 5 inputs a disturbance such as a load camber. The steering control shown in the second embodiment for maintaining the actual steering angle of the EPS 4 is performed before the unintended movement of the vehicle due to the influence of a disturbance such as a road camber.

  Although the preferred embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and various modifications and substitutions are made to the above-described embodiments without departing from the scope of the present invention. be able to.

  For example, in the first to third embodiments described above, the PID controller B is used. However, other than the PID control, a PI or P controller may be used.

  In addition, when the disturbance input by the load camber occurs, the control of the first embodiment for preventing the steering to the opposite side to the steering direction, and the case where the actual steering angle is not displaced in the steering direction when the steering direction is switched. The correction control of the third embodiment may be performed simultaneously, or only the control of the first embodiment may be performed.

  The present invention can provide a vehicle control device that can prevent unintended movement of a vehicle by a road camber without causing an increase in cost. Therefore, the present invention can be applied to various vehicles such as passenger cars, trucks, and buses. It is useful.

It is a block diagram showing one embodiment of a vehicle control device concerning the present invention. It is a map used for one Embodiment of the vehicle control apparatus concerning this invention. It is a schematic diagram which shows the control parameter of one Embodiment of the vehicle control apparatus concerning this invention. It is a schematic diagram which shows the control parameter of one Embodiment of the vehicle control apparatus concerning this invention. It is a block diagram which shows the control content of one Embodiment of the vehicle control apparatus concerning this invention. It is a schematic diagram which shows the control result of the conventional vehicle control apparatus. It is a schematic diagram which shows the control result of one Embodiment of the vehicle control apparatus which concerns on this invention. It is a block diagram which shows the control content of one Embodiment of the vehicle control apparatus which concerns on this invention. It is a schematic diagram which shows the control result of one Embodiment of the vehicle control apparatus which concerns on this invention. It is a block diagram showing one embodiment of a vehicle control device concerning the present invention. It is a flowchart which shows the control content of one Embodiment of the vehicle control apparatus which concerns on this invention. It is a flowchart which shows the control content of one Embodiment of the vehicle control apparatus which concerns on this invention. It is a flowchart which shows the control content of one Embodiment of the vehicle control apparatus which concerns on this invention. It is a flowchart which shows the control content of one Embodiment of the vehicle control apparatus which concerns on this invention. It is a flowchart which shows the control content of one Embodiment of the vehicle control apparatus which concerns on this invention. It is a schematic diagram which shows the control result of one Embodiment of the vehicle control apparatus which concerns on this invention.

Explanation of symbols

1 Vehicle control device 2 Camera module 3 EPSECU
4 EPS
5 LKAECU

Claims (4)

  Provided in the steering device is forward information acquisition means for acquiring forward information, target steering torque control means for calculating a target steering torque of the steering device so as to maintain the host vehicle in the center of the lane based on the forward information, and If the actual steering angle detection means for detecting the actual steering angle and the steering direction obtained from the front information and the displacement direction of the actual steering angle are not different, the actual steering angle of this time is set as a reference steering angle. Disturbance suppression torque calculating means for calculating a disturbance suppression torque based on a deviation between the reference steering angle and the actual steering angle, using the previous reference steering angle as a reference steering angle for one control cycle, and the disturbance suppression to the target steering torque A vehicle control apparatus comprising addition means for adding torque.   Provided in the steering device is forward information acquisition means for acquiring forward information, target steering torque calculation means for calculating a target steering torque of the steering device so as to maintain the host vehicle in the center of the lane based on the forward information, and The actual steering angle detecting means for detecting the actual steering angle, and when the target steering torque is not within the predetermined range, the current actual steering angle is set as the reference steering angle. Disturbance suppression torque calculation means for calculating a disturbance suppression torque based on a deviation between the reference steering angle and the actual steering angle, and an addition means for adding the disturbance suppression torque to the target steering torque. The vehicle control apparatus characterized by the above-mentioned.   Provided in the steering device is forward information acquisition means for acquiring forward information, target steering torque calculation means for calculating a target steering torque of the steering device so as to maintain the host vehicle in the center of the lane based on the forward information, and The actual steering angle detecting means for detecting the actual steering angle, and the actual steering angle when the steering direction obtained from the front information is switched is set as a reference steering angle, and when the steering angle is right steering, the predetermined steering angle is set to the reference steering angle. In addition, in the case of left steering, a predetermined steering angle is subtracted to obtain a fluctuation confirmation reference steering angle. When the direction of deviation between the fluctuation confirmation reference steering angle and the actual steering angle is different from the steering direction, a disturbance is generated based on the deviation. A vehicle control apparatus comprising: disturbance suppression torque calculation means for calculating suppression torque; and addition means for adding the disturbance suppression torque to the target steering torque.   The vehicle control device according to any one of claims 1 to 3, wherein the actual steering angle is a positive value when the steering is steered to the right from a neutral position of the steering device.

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