JP2014218134A - Drive support apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive support apparatus capable of realizing a drive support with a will of a driver reflected.SOLUTION: A drive support apparatus 1 includes a support device 3, a detection device 10, and a control device 20. The support device 3 is incorporated in a vehicle 2 and capable of executing a drive support. The detection device 10 detects an operation on a steering member 4 of the vehicle 2. The control device 20 controls the support device 3 on the basis of a visual component of an operation frequency to the steering member 4 detected by the detection device 10, a bodily sensibility component that is a higher frequency component than the visual component, or a tactical component that is a higher frequency component than the bodily sensibility component. Therefore the drive support apparatus 1 has effectiveness of realizing a drive support with a will of a driver reflected.

Description

  The present invention relates to a driving support device.

  As a conventional driving support device mounted on a vehicle, for example, Patent Literature 1 discloses a steering wheel steering state detection device. This steering wheel steering state detection device detects a steering wheel steering state (when steering, releasing, holding, etc.) by the driver according to the work amount obtained by integrating the product of the time differential value of the steering angle and the steering torque.

JP 2004-175122 A

  By the way, the steering wheel state detection device described in Patent Document 1 described above, for example, when performing driving support according to the detection result, there is room for further improvement so that the driving support more reflects the driver's intention. There is.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a driving support device capable of realizing driving support reflecting the driver's intention.

  In order to achieve the above object, a driving support device according to the present invention is mounted on a vehicle and can perform driving support on the vehicle, a detection device that detects an operation on a steering member of the vehicle, Based on the visual component of the operation frequency for the steering member detected by the detection device, the somatosensory component that is a higher frequency component than the visual component, or the tactile component that is a higher frequency component than the somatic sensory component And a control device for controlling the operation.

  In the driving support device, the detection device includes a steering angle detection device that detects a steering angle of the steering member, and a torque detection device that detects a torque acting on a steering shaft that rotates together with the steering member. The control device includes the visual component of the frequency of the steering power according to the product of the parameter related to the steering angle detected by the steering angle detection device and the parameter related to the torque detected by the torque detection device, and the somatic sensation. The support device may be controlled based on a component or the tactile component.

  Further, in the driving support device, the support device includes a steering actuator that operates in response to a steering operation to the steering member, and the control device includes an assist force generated by the steering actuator, or the The damping force generated by the steering actuator may be adjusted based on the visual component, the somatosensory component, or the tactile component.

  In the driving support device, the visual component is a component of 0 Hz to less than 4 Hz, the somatosensory component is a component of 4 Hz to less than 8 Hz, and the tactile component is a component of 8 Hz to less than 24 Hz. There can be.

  The driving support device according to the present invention has an effect that driving support reflecting the driver's intention can be realized.

FIG. 1 is a schematic configuration diagram illustrating a schematic configuration of the driving support apparatus according to the embodiment. FIG. 2 is a schematic diagram for explaining the visual component, somatosensory component, and tactile component of the operation frequency in the driving assistance apparatus according to the embodiment. FIG. 3 is a diagram for explaining a visual component, a somatosensory component, and a tactile component of an operation frequency in the driving support device according to the embodiment. FIG. 4 is a schematic diagram illustrating an example of a driver's intention that can be extracted in the driving support device according to the embodiment. FIG. 5 is a diagram illustrating the meaning represented by the steering power in the driving support device according to the embodiment. FIG. 6 is a diagram illustrating the meaning represented by the steering power in the driving support apparatus according to the embodiment. FIG. 7 is a block diagram illustrating an example of a schematic configuration of the ECU according to the embodiment.

  Embodiments according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

[Embodiment]
FIG. 1 is a schematic configuration diagram illustrating a schematic configuration of the driving support apparatus according to the embodiment. FIG. 2 is a schematic diagram for explaining the visual component, somatosensory component, and tactile component of the operation frequency in the driving assistance apparatus according to the embodiment. FIG. 3 is a diagram for explaining a visual component, a somatosensory component, and a tactile component of an operation frequency in the driving support device according to the embodiment. FIG. 4 is a schematic diagram illustrating an example of a driver's intention that can be extracted in the driving support device according to the embodiment. 5 and 6 are diagrams illustrating the meaning represented by the steering power in the driving support apparatus according to the embodiment. FIG. 7 is a block diagram illustrating an example of a schematic configuration of the ECU according to the embodiment.

  A driving support apparatus 1 according to the present embodiment shown in FIG. 1 is mounted on a vehicle 2 and can perform driving support on the vehicle 2 and detects a driver's operation intention based on information on a steering system of the vehicle 2. It also has a function as an operation detection device. The driving support device 1 of the present embodiment typically extracts the driver's steering state and steering intention based on the driver's visual, somatic sensation, and tactile processing times, and corresponding driving support control ( In the following example, the operational feeling is improved by performing EPS control.

  Specifically, as shown in FIG. 1, the driving assistance device 1 is mounted on a vehicle 2 and controls the assistance device 3, the detection device 10, and the assistance device 3 that can perform driving assistance on the vehicle 2. ECU20 as a control apparatus which performs. The detection device 10 detects an operation on a steering wheel (hereinafter abbreviated as “steering” unless otherwise specified) 4 as a steering member of the vehicle 2, and a steering angle sensor 11 as a steering angle detection device. And a torque sensor 12 as a torque detection device. The steering angle sensor 11 detects the steering angle of the steering 4 of the vehicle 2. The torque sensor 12 detects torque acting on a steering shaft (hereinafter abbreviated as “shaft” unless otherwise specified) 5 as a steering shaft portion that rotates together with the steering 4. The support device 3 is mounted on the vehicle 2 and can perform driving support with the vehicle 2. Here, the support device 3 performs driving support for a steering operation to the steering 4. The support device 3 of the present embodiment includes a steering device 30 that constitutes the steering system of the vehicle 2.

  Here, the steering device 30 is mounted on the vehicle 2 and is a device for steering the steered wheels 40 of the vehicle 2. The steering device 30 of the present embodiment is a so-called electric power steering device (EPS) that assists the steering force of the vehicle 2 with the power of an electric motor or the like. The steering device 30 assists the driver's steering operation (steering operation) by driving an electric motor or the like so as to obtain a steering assist force corresponding to the steering force applied to the steering 4 from the driver.

  Specifically, as shown in FIG. 1, the steering device 30 includes a steering 4 as a steering member, a shaft 5 as a steering shaft, an R & P gear mechanism (hereinafter referred to as “gear mechanism” unless otherwise specified). 6), a pair of left and right tie rods 7, and an EPS device 8 as a steering actuator.

  The steering 4 is a member that can be rotated in the direction around the rotation axis X <b> 1 and is provided in the driver's seat of the vehicle 2. The driver can perform a steering operation (steering operation) by rotating the steering 4 about the rotation axis X1. That is, in the vehicle 2 on which the steering device 30 is mounted, the steering wheel 40 is steered by turning the steering 4 by the driver.

  The shaft 5 forms a rotating shaft portion of the steering 4. The shaft 5 has one end connected to the steering 4 and the other end connected to the gear mechanism 6. That is, the steering 4 is connected to the gear mechanism 6 via the shaft 5. The shaft 5 can rotate around the central axis along with the steering 4 as the driver rotates the steering 4. The shaft 5 may be divided into a plurality of members such as an upper shaft, an intermediate shaft, and a lower shaft, for example.

  The gear mechanism 6 mechanically connects the shaft 5 and the pair of tie rods 7. The gear mechanism 6 has, for example, a so-called rack and pinion type gear mechanism, and the rotational movement around the central axis of the shaft 5 corresponds to the left-right direction of the pair of tie rods 7 (typically corresponding to the vehicle width direction of the vehicle 2). ) Convert to linear motion.

  Each of the pair of tie rods 7 has a base end connected to the gear mechanism 6 and a tie rod end forming a front end connected to each steered wheel 40 via a knuckle arm. That is, the steering 4 is connected to each steered wheel 40 via the shaft 5, the gear mechanism 6, each tie rod 7, and the like.

  The EPS device 8 constitutes the support device 3 and is a steering actuator that operates in response to a steering operation to the steering 4. The EPS device 8 assists the steering operation (steering operation) on the steering 4 by the driver, and generates torque for assisting the steering operation. The EPS device 8 outputs a steering assist force (assist torque) that assists the steering force (torque) input to the steering 4 by the driver. In other words, the EPS device 8 supports the driver's steering operation by driving the steering wheel 40 of the vehicle 2 with an electric motor or the like. The EPS device 8 assists the driver's steering operation by applying an assist torque to the shaft 5. Here, the assist torque is torque that assists torque corresponding to the steering force input to the steering 4 by the driver.

  The EPS device 8 here has a motor 8a as an electric motor and a speed reducer 8b. The EPS device 8 of this embodiment is a column EPS device in which a motor 8a is provided on a shaft 5 such as an intermediate shaft, for example, a so-called column assist type assist mechanism.

  The motor 8a is a column assist electric motor that generates rotational power (motor torque) when electric power is supplied. For example, the motor 8a generates assist torque as a steering assist force. The motor 8a is connected to the shaft 5 through the speed reducer 8b or the like so as to be able to transmit power, and applies a steering assist force to the shaft 5 through the speed reducer 8b or the like. The speed reducer 8 b decelerates the rotational power of the motor 8 a and transmits it to the shaft 5.

  In the EPS device 8, when the motor 8a is rotationally driven, the rotational power (torque) generated by the motor 8a is transmitted to the shaft 5 via the speed reducer 8b, thereby performing steering assist. At this time, the rotational power generated by the motor 8a is decelerated by the speed reducer 8b, the torque is increased, and the torque is transmitted to the shaft 5. The EPS device 8 is electrically connected to an ECU 20 described later, and the drive of the motor 8a is controlled.

  The steering angle sensor 11 detects the steering angle of the steering 4 as described above, and is a rotation angle sensor in the steering system. Here, the steering angle sensor 11 detects the steering angle as an absolute angle. The steering angle sensor 11 detects a steering angle (steering wheel steering angle) that is a rotation angle of the steering 4. For example, the steering angle detected by the steering angle sensor 11 is detected as a positive value on the counterclockwise side and a negative value on the clockwise side with reference to the neutral position of the steering 4, but the reverse may be possible. The neutral position of the steering wheel 4 is a position serving as a reference for the steering angle, and is typically the position of the steering wheel 4 when the vehicle 2 travels straight ahead. The steering angle detected by the steering angle sensor 11 is 0 ° at the neutral position of the steering 4. The steering angle sensor 11 is electrically connected to the ECU 20 and outputs a detection signal corresponding to the detected steering angle to the ECU 20.

  Note that the steering angle detection device of the driving support device 1 is not limited to the steering angle sensor 11, for example, the rotation angle sensor 13 that detects the rotation angle of the rotor shaft of the motor 8 a, and the rack stroke or pinion rotation angle of the gear mechanism 6. A sensor (not shown) for detecting, a sensor (not shown) for detecting the turning angle of the steered wheels 40, or the like can also be used. In this case, if the steering angle detection device is a sensor that detects the steering angle as a relative angle, such as the rotation angle sensor 13, for example, the steering angle detection device has an additional function that can acquire the absolute angle of the steering 4. Good.

  The torque sensor 12 detects the torque that acts on the shaft 5 as described above. Here, the torque sensor 12 detects torque acting on the shaft 5, in other words, torque generated on the shaft 5. The torque sensor 12 detects, for example, torque that acts on a torsion bar (not shown) that is a torsion member that constitutes a part of the EPS device 8. The torque detected by the torque sensor 12 (hereinafter sometimes referred to as “steering torque”) is typically a driver steering that acts on the shaft 5 in accordance with a steering force input to the steering 4 from the driver. The torque reflects the disturbance torque input to the shaft 5 from the steering wheel 40 via the tie rod end in accordance with the torque, road surface disturbance input to the steering wheel 40, and the like. For example, the torque detected by the torque sensor 12 is detected as a positive value on the counterclockwise side and a negative value on the clockwise side, but this may be reversed. The torque sensor 12 is electrically connected to the ECU 20 and outputs a detection signal corresponding to the detected steering torque to the ECU 20.

  The ECU 20 controls each part of the vehicle 2 on which the driving support device 1 is mounted. The ECU 20 is an electronic circuit mainly composed of a known microcomputer including a CPU, a ROM, a RAM, and an interface. The ECU 20 is electrically connected to various sensors such as the torque sensor 12, the steering angle sensor 11, the rotation angle sensor 13, and the EPS device 8 described above. The rotation angle detected by the rotation angle sensor 13 is used, for example, for current control (output control) to the motor 8a by the ECU 20. Here, the ECU 20 is further electrically connected to the vehicle speed sensor 14 and the like. The vehicle speed sensor 14 detects a vehicle speed that is the traveling speed of the vehicle 2. In addition to this, the ECU 20 may be electrically connected to various sensors such as a current sensor that detects various currents, a lateral G sensor that detects lateral acceleration acting on the vehicle 2, and a detector.

  The ECU 20 receives electrical signals (detection signals) corresponding to the detection results from various sensors, and outputs a drive signal to the EPS device 8 according to the input detection results to control the drive. The ECU 20 can execute control for adjusting the torque generated by the EPS device 8 based on the detected steering operation physical quantity.

  For example, the ECU 20 controls the EPS device 8 based on the steering torque detected by the torque sensor 12 and adjusts and controls the assist torque generated by the EPS device 8 and acting on the shaft 5. The ECU 20 adjusts the output torque of the motor 8a by adjusting the motor supply current, which is the supply current to the motor 8a, and adjusts the assist torque. Here, the motor supply current is a current having a magnitude that allows the EPS device 8 to generate a predetermined torque required. At this time, the ECU 20 may control the motor supply current to the motor 8 a based on, for example, the rotation angle detected by the rotation angle sensor 13.

  In the steering device 30 configured as described above, the torque generated by the EPS device 8 under the control of the ECU 20 and the like are applied to the shaft 5 together with the steering torque input to the steering 4 from the driver. When the steering force and the steering assist force are applied to the tie rod 7 from the shaft 5 through the gear mechanism 6, the steering device 30 responds to the driver steering torque generated by the driver and the torque generated by the EPS device 8. The steering wheel 40 is steered by being displaced in the left-right direction by the axial force of the magnitude. As a result, the steering device 30 can steer the steered wheels 40 by the steering force input to the steering 4 from the driver and the steering assist force generated by the EPS device 8, thereby the steering by the driver. The operation can be assisted, and the burden on the driver can be reduced during the steering operation.

  The ECU 20 of the present embodiment executes, for example, assist control, damping control, and the like as control related to steering system driving assistance using the steering device 30 that constitutes the assistance device 3. The ECU 20 can execute the assist control and the damping control by controlling the EPS device 8 of the steering device 30 based on the detection results of the various sensors described above. These controls are performed by adjusting the torque generated by the EPS device 8.

  As described above, the assist control is a control for generating an assist force that assists the steering operation on the steering 4 by the driver by the EPS device 8. Damping control is control in which the EPS device 8 generates a damping force that simulates damping corresponding to the viscosity characteristic of the steering device 30. The steering device 30 tends to suppress the steering speed of the steering wheel 4 by applying a damping force that acts in a direction to suppress the steering speed of the steering wheel 4 by the damping control. Can be granted.

  The driving support device 1 of the present embodiment includes the steering device 30 that constitutes the support device 3 based on the visual component, somatosensory component, and tactile component of the operation frequency for the steering 4 detected by the detection device 10. Control.

  Here, the visual component, somatosensory component, and tactile component of the operation frequency will be described with reference to FIGS. The visual component of the operation frequency is the frequency component of the operation performed on the steering 4 and the frequency component of the operation performed in response to the visual stimulus, that is, information input through the driver's vision. Is a frequency component of an operation performed by the driver in response to. Similarly, the somatosensory component of the operation frequency is the frequency component of the operation performed on the steering 4 and the frequency component of the operation performed in response to the stimulus for the somatosensory sense, that is, the driver's body. This is a frequency component of an operation performed by the driver in response to information input through sexual senses. Here, the somatic sensation is a sensation felt according to, for example, acceleration acting on the driver or a change in the yaw rate of the vehicle 2. The tactile component of the operation frequency is the frequency component of the operation performed on the steering 4 and the frequency component of the operation performed in response to the stimulus to the tactile sense, that is, information input via the driver's tactile sense. Is a frequency component of an operation performed by the driver in response to.

  FIG. 2 is a diagram schematically showing a flow from input of information to a driver through visual sense, somatic sense, and tactile sense to actual operation. The driver has a sensory system including a receptor that senses sight (light), hearing (sound), touch (force), and the like, and external environment information is input via the sensory system. Then, the driver processes the input information with the brain, and outputs an actual operation (exercise) through an exercise system composed of effectors such as hands and feet. Human information such as driver elements (experience, age, psychological state) influences information processing in the brain. In the motor system, the driver performs various motions by high-order judgment on input information, typical motion that is typical motion for input information, reflex motion that is reflective motion for input information, and the like. An operation (steering angle, force, etc. in the case of a steering operation) by the driver is input to a transmission system such as a steering wheel (steering 4), a brake, an accelerator and the like, and is reflected as a vehicle motion of the vehicle 2.

  Further, the driver visually receives information by light (speed, position, scenery, etc.) that changes according to vehicle motion etc., and by inertial force (acceleration, yaw rate) etc. that changes according to vehicle motion etc. Information is input to the somatic sensation, and information is input to the tactile sensation by reaction forces (road information, etc.) from the steering wheel (steering 4), brake, accelerator, etc. that change in accordance with vehicle movements.

  The steering operation by the driver is a combination of complex operations with different processing speeds. For example, when the driver performs an operation corresponding to information input via vision, the input information is processed by the cerebral cortex and tends to be operated by a typical exercise through higher-order judgment. . The processing time at this time is, for example, a total of 300 ms including a time for transmitting information to the cerebral cortex 100 ms (50 ms + 50 ms), a processing time 100 ms in the cerebral cortex, a time 50 ms for higher-order judgment, and a time 50 ms for typical exercise. It tends to be a degree. When the driver performs an operation in response to information input via somatosensory, the input information is processed by the cerebellum and basal ganglia, and the operation is performed by a typical movement without high-order judgment. There is a tendency. The processing time at this time tends to be about 150 ms in total, for example, 50 ms for transmitting information to the cerebellum / basal ganglia, 50 ms for processing in the cerebellum / basal ganglia, and 50 ms for typical exercise. . When the driver performs an operation corresponding to information input via a tactile sense, the input information tends to be processed by the central nervous system and operated by reflex motion. For example, the processing time at this time tends to be about 50 ms in accordance with the processing time 50 ms in the central nervous system.

In this case, when the turning and turning back of the steering wheel 4 are set as one set of operations, the number of circumferences of each component is approximately as follows. The frequency of an operation performed in response to information input through vision, that is, the visual component of the operation frequency is about 1 / (300 × 10 ⁻³ ) = 3.3 Hz. The frequency of the operation performed in response to the information input via the somatosensory, that is, the somatosensory component of the operation frequency is about 1 / (150 × 10 ⁻³ ) = 6.7 Hz. The frequency of the operation performed in response to the information input via the tactile sense, that is, the tactile component of the operation frequency is about 1 / (50 × 10 ⁻³ ) = 20 Hz. Thus, typically, the somatosensory component is a higher frequency component than the visual component, and the tactile component is a higher frequency component than the somatosensory component.

  FIG. 3 shows an example of the frequency analysis result of the steering torque change at the lane change. In FIG. 3, turning and turning back of the steering wheel 4 is a set of operations, a region A of 0 to 4 Hz is a visual component, a region B of 4 to 8 Hz is a somatosensory component, and a region C of 8 to 24 Hz is a tactile component. It has become.

  Using the above, the ECU 20 performs an operation performed in response to information input through vision based on an operation frequency by the driver, and an operation performed in response to information input through somatic sensation. In addition, it is possible to separate and grasp operations performed in response to information input via the sense of touch, and to perform driving support control (EPS control in the following example) corresponding to each tendency. As a result, the driving assistance device 1 can realize driving assistance that reflects the driver's intention according to the visual component, somatosensory component, and tactile component of the operation frequency for the steering 4.

  Here, the ECU 20 is a physical quantity representing steering by the driver as a predetermined input signal corresponding to information on the steering system for extracting the visual component, somatic sensory component, and tactile component of the operation on the steering 4. Although a steering angle and a steering torque can be used, in this embodiment, a steering power is used. Thereby, the driving assistance apparatus 1 can further realize driving assistance by distinguishing between an active operation on the steering 4 and a passive operation on the steering 4 as an operation reflecting the driver's intention to operate.

  Here, the active operation with respect to the steering 4 is typically an operation in which the driver's intention to operate is relatively strongly reflected. On the other hand, the passive operation on the steering 4 is typically an operation in which the driver's steering intention is reflected relatively weakly, for example, a passive operation corresponding to disturbance or stability compensation. More specifically, the active operation on the steering 4 may include, for example, an aggressive steering operation in which the driver tries to move the vehicle 2 to the target position. The active operation is typically a state of actively working, a state where a so-called myoelectricity is generated, a state where a command is actively issued from the brain, and the like. The operation is such that the vehicle 2 is shifted from the straight traveling state to the turning state by applying a force. On the other hand, the passive operation with respect to the steering 4 is, for example, a steering operation in which the driver tries to maintain the vehicle 2 at the target position against disturbance, a release operation in which the hand is released from the steering 4, or a traveling direction of the vehicle 2 is constant. It may include a steering operation for holding the steering wheel 4 to maintain the steering wheel. The passive operation is, for example, an operation in which a hand is put on the steering 4 to deal with a road surface disturbance or the like.

  Note that the ECU 20 can extract a driver's intention as shown in FIG. 4, for example, by combining the component extraction based on the operation frequency by the driver and the active / passive operation determination based on the steering power. It is. For example, the ECU 20 can extract the course following intention by the visual component of the active operation, the target lateral G following intention by the somatosensory component of the active operation, and the target steering following intention by the tactile component of the active operation. Further, the ECU 20, for example, the course correction intention and the road surface external force (SAT (self-aligning torque) etc.) correction intention by the visual component of the passive operation, and the target G correction intention (roll) by the somatic sensory component of the passive operation. ), The intention to correct the ride comfort (lateral direction), the steering target correction intention, and the road information can be extracted by the tactile component of the passive operation.

  The ECU 20 according to the present embodiment uses the parameters relating to the steering angle detected by the steering angle sensor 11 and the parameters relating to the steering torque detected by the torque sensor 12 as a predetermined index corresponding to the steering system information. The operation and the passive operation for the steering 4 are distinguished and determined. Here, the ECU 20 determines the active operation and the passive operation based on the steering power according to the product of the parameter related to the steering angle detected by the steering angle sensor 11 and the parameter related to the steering torque detected by the torque sensor 12. . The ECU 20 can detect the strength of the active operation and the passive operation and then apply the control to the control. The ECU 20 of the present embodiment controls the driving assistance by the assistance device 3 based on the steering power according to the product of the parameter related to the steering angle detected by the steering angle sensor 11 and the parameter related to the steering torque detected by the torque sensor 12. Change the amount.

  Here, the steering power used for the control by the ECU 20 will be described. The steering power typically has a tendency to represent a transient steering operation by the driver's intention.

The steering power is an index that represents the power in the steering operation of the driver with respect to the steering 4, and is a physical quantity that represents energy used per unit time. The steering power P can be expressed by the following mathematical formula (1) using the steering work W when the time is “t”. Here, the steering work amount W is an index representing work in the steering operation of the driver with respect to the steering 4 and is a physical quantity representing used energy.

P = dW / dt (1)

  Here, the steering power P is, for example, the product of the steering speed (corresponding to the differential value of the steering angle) θ ′ corresponding to the steering angle θ detected by the steering angle sensor 11 and the steering torque T detected by the torque sensor 12. Alternatively, it is calculated based on one or both of the product of the steering angle θ detected by the steering angle sensor 11 and the torque differential value T ′ corresponding to the steering torque T detected by the torque sensor 12. The steering power P based on the product [θ ′ · T] of the steering speed θ ′ and the steering torque T typically has a tendency to reflect a course change intention or the like in a transient steering operation by a driver's intention. It is in. On the other hand, the steering power P based on the product [θ · T ′] of the steering angle θ and the torque differential value T ′ typically corresponds to the reverse input from the road surface in the transient steering operation by the driver's intention. It tends to reflect the intentions of others. For example, the ECU 20 detects an active operation on the steering 4 when the steering power P is equal to or higher than a preset power reference (reference value) ThP, and the steering power P is smaller than the power reference value ThP. In this case, a passive operation on the steering 4 can be detected. The setting of the work rate reference value ThP in this case will be described in detail later.

The ECU 20 is based on one or both of the product [θ ′ · T] of the steering speed θ ′ and the steering torque T or the product [θ · T ′] of the steering angle θ and the torque differential value T ′. The steering power P is calculated, the driver's intention is determined based on this, and reflected in the control using the support device 3 (steering device 30). The ECU 20 may determine the driver's intention using one of the steering power P based on the product [θ ′ · T] and the steering power P based on [θ · T ′]. However, the determination of the driver's intention may be performed using both of them. Further, the ECU 20 determines a driver's intention by calculating a steering power P obtained by combining the steering power based on the product [θ ′ · T] and the steering power based on the product [θ · T ′]. May be performed. The ECU 20 can calculate the steering power P using, for example, the following formula (2).

P = A · [θ ′ · T] + B · [θ · T ′] (2)

  In the above formula (2), “A” and “B” are coefficients, which are suitable values that can be set as appropriate based on various conditions, actual vehicle evaluation, and the like. The ECU 20 arbitrarily sets the coefficients A and B in the above formula (2), for example, according to the use of the calculated steering power P, the characteristics of the vehicle 2, the characteristics of the driver, and the like. Can be adjusted. For example, when it is desired to change the driving support by determining the active operation and the passive operation reflecting the driver's intention to change the course, the ECU 20 sets the steering power by setting A = 1 and B = 0. The calculation formula of P can be simplified. Similarly, when it is desired to change the driving support by determining the active operation and the passive operation while reflecting the intention of the driver to respond to the reverse input, the ECU 20 performs steering by setting A = 0 and B = 1. The calculation formula of the work rate P can be simplified. Further, the ECU 20 can calculate the steering power P by combining the product [θ ′ · T] and the product [θ · T ′] at a desired ratio by arbitrarily adjusting the coefficients A and B. . Thereby, since ECU20 can change distribution of the reflection degree of each intention in the steering work rate P, it becomes possible to determine active operation and passive operation appropriately according to a situation, and to change driving assistance.

The ECU 20 may further calculate the steering power P by applying Stevens' law to the above formula (2). In this case, for example, the ECU 20 may apply [k1 · θ ′ ^a1 · k2 · T ^a2 ] instead of [θ ′ · T] in the above formula (2). Similarly, the ECU 20 may apply [k3 · θ ^a3 · k4 · T ' ^a4 ] instead of [θ · T'] in the above formula (2), for example. “K1”, “k2”, “k3”, “k4”, “a1”, “a2”, “a3”, “a4” are coefficients and can be set as appropriate based on various conditions, actual vehicle evaluation, and the like. Conformity value. As a result, the ECU 20 can linearly convert a non-linear physical quantity with respect to the driver's feeling, for example, so that the steering power P can be set to a value more suited to the driver's feeling and more Judgment and driving support according to the sense of the person.

  Next, the meaning represented by the steering power P calculated as described above will be described with reference to FIGS. FIG. 5 is an example of a steering characteristic diagram for explaining the meaning represented by the steering power P based on the product [θ ′ · T], in which the horizontal axis represents the steering torque T and the vertical axis represents the steering speed θ ′. FIG. 6 is an example of a steering characteristic diagram for explaining the meaning represented by the steering power P based on the product [θ · T ′]. The horizontal axis represents the (steering) torque differential value T ′, and the vertical axis represents the steering angle θ. It is said.

  In FIG. 5, an equal driver intention line L11 indicated by a plurality of dotted lines is a set of operating points (a combination of the steering speed θ ′ and the steering torque T) representing the equal driver intention. Here, since the steering power P can be used as an indicator representing the driver's intention, the operating point representing the equal driver intention is, in other words, the steering power P (that is, the product [θ ′ · T]). This corresponds to a combination of the steering speed θ ′ and the steering torque T that are equivalent. That is, each equal driver intention line L11 is a set of combinations of the steering speed θ ′ and the steering torque T at which the steering power P is equal. When [θ ′ · T] = P (constant), since it can be transformed to θ ′ = P / T, each equal driver intention line L11 is a right-angled hyperbola. For example, the operating point A and the operating point B in FIG. 5 are both located on the same equal driver intention line L11. Therefore, the combination of the steering speed θ ′ and the steering torque T at the operating point A and the combination of the steering speed θ ′ and the steering torque T at the operating point B are determined by the driver performing the steering operation with the same steering intention. Can be seen as being.

  For example, when an active operation is performed on the steering wheel 4 by the driver, the operating point determined by the combination of the steering speed θ ′ and the steering torque T is located in the vicinity of the region T11 in the steering characteristic diagram shown in FIG. Tend to. On the other hand, for example, when the driver performs a passive operation on the steering wheel 4, the operating point determined by the combination of the steering speed θ ′ and the steering torque T is located in the vicinity of the regions T12, T13, and T14 in FIG. There is a tendency. More specifically, when the driver does not perform the steering operation itself as the passive operation, the operating point determined by the combination of the steering speed θ ′ and the steering torque T is located in the vicinity of the region T12 in FIG. There is a tendency. When the driver holds the steering as the passive operation, the operating point determined by the combination of the steering speed θ ′ and the steering torque T tends to be located in the vicinity of the region T13 in FIG. As a passive operation, when the driver releases the hand (or when there is no axial force such as when jacking up), the operating point determined by the combination of the steering speed θ ′ and the steering torque T is in the vicinity of the region T14 in FIG. Tend to be located.

  The relationship between each operating point as shown in FIG. 5 and each region T11, T12, T13, T14 can be specified in advance according to the actual vehicle evaluation or the like. Therefore, the ECU 20 can determine the driver's intention according to the region where the operating point determined by the combination of the detected steering speed θ ′ and the steering torque T is located in the steering characteristic diagram shown in FIG. . That is, for example, when the operating point determined by the combination of the steering speed θ ′ and the steering torque T is in the region T11, the ECU 20 can estimate and determine that the driver has performed an active operation.

  The power reference value ThP used for discrimination between the active operation and the passive operation described above is based on the steering power P when the active operation is performed and the steering power P when the passive operation is performed. Are preset. Here, for example, the first power reference value ThP1 is set based on the steering characteristic diagram shown in FIG. The first power reference value ThP1 is a power reference value ThP set for the steering power P based on the product [θ ′ · T]. The first power reference value ThP1 can be set based on the equal driver intention line L11 located at the boundary between the active operation region and the passive operation region in the steering characteristic diagram shown in FIG. That is, for example, an equal driver intention line L11 (or an operating point determined by a combination of the steering speed θ ′ and the steering torque T) located at the boundary between the active operation area and the passive operation area based on the actual vehicle evaluation or the like is set. Identify. Then, the steering power P (product [θ ′ · T]) represented by the specified equal driver intention line L11 (or operating point) can be used as the first power reference value ThP1.

  Similarly, an equal driver intention line L21 indicated by a plurality of dotted lines in FIG. 6 is a set of operating points (a combination of the steering angle θ and the torque differential value T ′) representing the equal driver intention. In other words, the operating point representing the equal driver intention corresponds to a combination of the steering angle θ and the torque differential value T ′ having the same steering power P (that is, the product [θ · T ′]). That is, each equal driver intention line L21 is a set of combinations of the steering angle θ and the torque differential value T ′ at which the steering power P becomes equal. When [θ · T ′] = P (constant), since it can be transformed to θ = P / T ′, each equal driver intention line L21 is a right-angled hyperbola.

  For example, when the driver performs an active operation on the steering wheel 4, the operating point determined by the combination of the steering angle θ and the torque differential value T ′ is in the vicinity of the region T21 in the steering characteristic diagram shown in FIG. Tend to be located. On the other hand, for example, when the driver performs a passive operation on the steering 4, the operating point determined by the combination of the steering angle θ and the torque differential value T ′ is located in the vicinity of the regions T22, T23, and T24 in FIG. Tend to. More specifically, when the driver does not perform the steering operation itself as the passive operation, the operating point determined by the combination of the steering angle θ and the torque differential value T ′ is located in the vicinity of the region T22 in FIG. Tend to. As a passive operation, when the driver performs a steering operation against disturbance, the operating point determined by the combination of the steering angle θ and the torque differential value T ′ tends to be located in the vicinity of the region T23 in FIG. . As a passive operation, when a steering operation is performed by a driver during a turn, an operating point determined by a combination of the steering angle θ and the torque differential value T ′ tends to be located in the vicinity of the region T24 in FIG.

  The relationship between each operating point as shown in FIG. 6 and each region T21, T22, T23, T24 can be specified in advance according to actual vehicle evaluation or the like. Therefore, the ECU 20 can determine the driver's intention according to the region where the operating point determined by the combination of the detected steering angle θ and the torque differential value T ′ is located in the steering characteristic diagram shown in FIG. it can.

  Here, for example, based on the steering characteristic diagram shown in FIG. 6, the second power reference value ThP2 is set. The second power reference value ThP2 is a power reference value ThP that is set with respect to the steering power P based on the product [θ · T ′]. The second power reference value ThP2 can be set based on the equal driver intention line L21 located at the boundary between the active operation region and the passive operation region in the steering characteristic diagram shown in FIG. That is, for example, an equal driver intention line L21 located at the boundary between the active operation region and the passive operation region based on actual vehicle evaluation or the like (or an operating point determined by a combination of the steering angle θ and the torque differential value T ′). Is identified. Then, the steering power P (product [θ · T ′]) represented by the specified equal driver intention line L21 (or operating point) can be used as the second power reference value ThP2.

  The power reference value ThP is calculated as a steering power P obtained by combining the product [θ ′ · T] and the product [θ · T ′] at a desired ratio using the above formula (2) or the like. When determining an active operation and a passive operation, they may be set in the same manner as described above.

  Then, the ECU 20 controls, for example, EPS control using the steering device 30 based on the steering power P calculated by using the formula (2) or the like as described above. Change the control amount. Furthermore, the ECU 20 has a visual component, a somatic sensory component of the frequency of the steering power P according to the product of the parameter related to the steering angle detected by the steering angle sensor 11 and the parameter related to the torque detected by the torque sensor 12, and The support device 3 is controlled based on the tactile component. The magnitude of the steering power P also represents the strength of the driver's intention (will of active operation, will of passive operation). Therefore, the ECU 20 controls the support device 3 based on the calculated steering power P, thereby reflecting the driver's intention (will of active operation, intention of passive operation) in the control amount of the support device 3. it can.

  Here, the ECU 20 adjusts the assist force generated by the EPS device 8 in the assist control or the damping force generated by the EPS device 8 in the damping control based on the visual component, the somatosensory component, and the tactile component. . Here, the visual component is, for example, a component from 0 Hz to less than 4 Hz, the somatosensory component is a component from 4 Hz to less than 8 Hz, and the tactile component is a component from 8 Hz to less than 24 Hz. Preferably, the visual component is a component of 2 Hz to less than 4 Hz, the somatosensory component is a component of 5 Hz to less than 7 Hz, and the tactile component is a component of 10 Hz to less than 22 Hz.

  Next, the schematic configuration of the ECU 20 will be described with reference to the block diagram of FIG. The ECU 20 can realize functions corresponding to an assist control unit that performs assist control and a damping control unit that performs damping control, for example, with the configuration illustrated in FIG. 7.

  The ECU 20 illustrated in FIG. 7 is functionally conceptually configured with a differential operation unit 20a, an active / passive operation unit 20b, BPFs (band pass filters) 20c, 20d, and 20e, an adder 20f, and multipliers 20g, 20h, 20i, and 20j. , 20k, 20l, 20m, 20n, and 20o, control maps MP1, MP2, MP3, MP4, MP5, MP6, MP7, MP8, MP9, MP10, MP11, MP12, MP13, MP14, and MP15.

  The differential calculation unit 20a calculates a torque differential value T ′ of the steering torque T. The differential calculation unit 20 a receives a detection signal corresponding to the steering torque T from the torque sensor 12. The differential calculation unit 20a calculates a torque differential value T ′ of the steering torque T based on the input detection signal, and outputs a calculation signal corresponding to the torque differential value T ′ to the active / passive calculation unit 20b.

  The active / passive calculation unit 20b calculates an index for determining an active operation and a passive operation. The active / passive computing unit 20b receives a detection signal corresponding to the steering speed θ ′ based on the steering angle θ from the steering angle sensor 11, and receives a detection signal corresponding to the steering torque T from the torque sensor 12. A detection signal corresponding to the steering angle θ is input from the sensor 11, and a calculation signal corresponding to the torque differential value T ′ is input from the differential calculation unit 20a. The active / passive computing unit 20b of the present embodiment uses, as the index, the steering power P1 based on the product [θ ′ · T], the steering power P2 based on the product [θ · T ′], or the product [ At least one of the steering powers P obtained by combining θ ′ · T] and the product [θ · T ′] is calculated. The active / passive calculation unit 20b calculates the steering power P1, P2, or P in the current control cycle based on the input detection signal. The active / passive calculation unit 20b outputs a calculation signal corresponding to the calculated steering power P1, P2, or P to the BPFs 20c, 20d, and 20e.

  The BPF 20c, BPF 20d, and BPF 20e each receive a calculation signal corresponding to the steering power P1, P2, or P from the active / passive calculation unit 20b. The BPF 20c, the BPF 20d, and the BPF 20e perform a filtering process to remove frequency components other than a predetermined frequency component on the calculation signal corresponding to the input steering power P1, P2, or P. Here, the BPF 20c removes a frequency component other than the frequency corresponding to the visual component, for example, a frequency of 0 Hz or more and less than 4 Hz, from the calculation signal corresponding to the input steering power P1, P2, or P. Similarly, the BPF 20d removes a frequency component other than a frequency corresponding to the somatosensory component, for example, a frequency of 4 Hz or more and less than 8 Hz, from the calculation signal corresponding to the input steering power P1, P2, or P. The BPF 20e removes a frequency component other than a frequency corresponding to the tactile component, for example, a frequency of 8 Hz or more and less than 24 Hz, from the calculation signal corresponding to the input steering power P1, P2, or P.

  The ECU 20 of this embodiment further receives a detection signal corresponding to the vehicle speed V from the vehicle speed sensor 14. The ECU 20 adds an adder 20f, multipliers 20g, 20h, 20i, 20j, 20k, 20l, 20m, 20n, and 20o, a control map MP1, MP2, MP3, MP4, MP5, MP6, MP7, MP8, MP9, MP10. , MP11, MP12, MP13, MP14 and MP15 are used to calculate a target steering control amount (final target torque) from the input detection signal. Thus, the ECU 20 can change the driving support control amount of the support device 3, here, the control amount of the EPS device 8, based on the steering power P1, P2 or P and the vehicle speed V of the vehicle 2. Then, the ECU 20 outputs a current command value signal corresponding to the calculated target steering control amount as an EPS assist command to the EPS device 8 to control the motor 8a of the EPS device 8.

In the example of FIG. 7, the target steering control amount is expressed as the following equation (3) by the action of the adder 20f, multipliers 20g, 20h, 20i, 20j, 20k, 20l, 20m, 20n, and 20o. .

Target steering control amount = [basic assist control amount × (visual component assist correction amount × first gain) × (somatosensory component assist correction amount × second gain) × (tactile component assist correction amount × third gain)] + [(Damping control amount × Damping control gain) × (Visual component damping correction amount × Fourth gain) × (Somatosensory component damping correction amount × Fifth gain) × (Tactile component damping correction amount × Sixth gain)] (3)

  The basic assist control amount of Equation (3) is set by the control map MP1. The ECU 20 calculates a basic assist control amount from the control map MP1 based on the steering torque T. The control map MP1 is a map in which the steering torque T and the basic assist control amount are associated with each other, and is stored in advance in the storage unit. In the control map MP1, the basic assist control amount increases as the steering torque T increases.

  The damping control amount of Equation (3) is set by the control map MP2. The ECU 20 calculates a damping control amount from the control map MP2 based on the steering speed θ '. The control map MP2 is a map in which the steering speed θ ′ and the damping control amount are associated with each other, and is stored in advance in the storage unit. In the control map MP2, the absolute value of the damping control amount increases as the steering speed θ ′ increases. In the control map MP2, the region below the origin represents the damping force that acts in the direction opposite to the assist force (assist torque) by the assist control.

  The damping control gain of Equation (3) is set by the control map MP3. The ECU 20 calculates a damping control gain from the control map MP3 based on the vehicle speed V. The control map MP3 is a map in which the vehicle speed V and the damping control gain are associated with each other, and is stored in advance in the storage unit. In the control map MP3, the damping control gain once decreases as the vehicle speed V increases, becomes constant, and then gradually increases from a preset predetermined vehicle speed.

  The visual component assist correction amount of Equation (3) is set by the control map MP4. The ECU 20 calculates the visual component assist correction amount from the control map MP4 based on the steering power P1, P2 or P filtered through the BPF 20c. Here, the ECU 20 exemplifies a case where the visual component assist correction amount is calculated from the control map MP4 based on the steering power P1 based on the product [θ ′ · T]. Further, here, the [−θ ′ · T] side, that is, the passive operation side is illustrated, but the [θ ′ · T] side, that is, the active operation side can be defined in the same manner (hereinafter the same). .) The control map MP4 is a map in which the product [−θ ′ · T] is associated with the visual component assist correction amount, and is stored in advance in the storage unit. In the control map MP4, the visual component assist correction amount increases as the absolute value of the product [−θ ′ · T] increases (that is, the strength of intention) increases on the negative side (passive operation side). That is, in the control map MP4, the visual component assist correction amount is the final value in the assist control according to the increase in the absolute value of the product [−θ ′ · T] in the passive operation, that is, the increase in the intensity of the passive operation intention. The control amount (assist force) is set to be large. However, in the control map MP4, the visual component assist correction amount is 0 when the absolute value of the product [−θ ′ · T] is smaller than a predetermined value.

  The somatosensory component assist correction amount of Equation (3) is set by the control map MP8. The ECU 20 calculates the somatosensory component assist correction amount from the control map MP8 based on the steering power P1, P2 or P filtered through the BPF 20d. The control map MP8 is a map formed by associating the product [−θ ′ · T] with the somatosensory component assist correction amount, and is stored in advance in the storage unit. In the control map MP8, the somatosensory component assist correction amount increases as the absolute value of the product [−θ ′ · T] increases (that is, the strength of intention) increases on the negative side (passive operation side). That is, in the control map MP8, the somatosensory component assist correction amount is the final value in the assist control according to the increase in the absolute value of the product [−θ ′ · T] in the passive operation, that is, the increase in the strength of the passive operation intention. The control amount (assist force) is set to be large. However, in the control map MP8, the somatosensory component assist correction amount is 0 when the absolute value of the product [−θ ′ · T] is smaller than a predetermined value set in advance.

  The tactile component assist correction amount of Equation (3) is set by the control map MP12. The ECU 20 calculates a tactile component assist correction amount from the control map MP12 based on the steering power P1, P2 or P filtered through the BPF 20e. The control map MP12 is a map in which the product [−θ ′ · T] and the tactile component assist correction amount are associated with each other, and is stored in advance in the storage unit. In the control map MP12, the haptic component assist correction amount increases on the negative side (passive operation side) as the absolute value of the product [−θ ′ · T] increases (that is, the intention strength increases). That is, in the control map MP12, the tactile component assist correction amount is the final value in the assist control according to the increase in the absolute value of the product [−θ ′ · T] in the passive operation, that is, the increase in the strength of the passive operation intention. The control amount (assist force) is set to be large. However, in the control map MP12, the haptic component assist correction amount is 0 when the absolute value of the product [−θ ′ · T] is smaller than a predetermined value set in advance.

  The assist correction amount described above is set so as to increase in the order of visual component assist correction amount, somatosensory component assist correction amount, and tactile component assist correction amount. That is, in the control maps MP4, MP8, and MP12, each assist correction amount is set such that visual component assist correction amount <somatosensory component assist correction amount <tactile component assist correction amount. Thereby, the driving assistance device 1 can basically increase the assist correction amount of a component having a relatively short processing cycle, and can realize a steering characteristic that is easy for the driver to handle. The driving assistance device 1 can arbitrarily adjust the steering characteristics by arbitrarily changing each assist correction amount.

  The first gain of Equation (3) is set by the control map MP5. The ECU 20 calculates the first gain from the control map MP5 based on the vehicle speed V. The control map MP5 is a map in which the vehicle speed V is associated with the first gain, and is stored in advance in the storage unit. In the control map MP5, the first gain becomes smaller as the vehicle speed V increases because the visual influence (region where visual change is large) tends to be relatively larger as the vehicle speed is relatively lower. In the control map MP5, the first gain is constant at 1 when the vehicle speed V is lower than the first predetermined vehicle speed set in advance (the first predetermined vehicle speed in the control map MP5), and the second gain set in advance. When it is higher than a predetermined vehicle speed (second predetermined vehicle speed in the control map MP5), it is constant at a predetermined value smaller than 1.

  The second gain of Equation (3) is set by the control map MP9. The ECU 20 calculates the second gain from the control map MP9 based on the vehicle speed V. The control map MP9 is a map in which the vehicle speed V is associated with the second gain, and is stored in advance in the storage unit. In the control map MP9, the second gain increases as the vehicle speed V increases because the influence from the somatic sensation (region where G is large, for example) tends to increase as the vehicle speed increases. Become. In the control map MP9, the second gain is constant at 1 when the vehicle speed V is higher than a first predetermined vehicle speed that is set in advance (the first predetermined vehicle speed in the control map MP9), and the second gain that is set in advance. When the vehicle speed is lower than the predetermined vehicle speed (second predetermined vehicle speed in the control map MP9), it is constant at a predetermined value smaller than 1.

  The third gain of Equation (3) is set by the control map MP13. The ECU 20 calculates the third gain from the control map MP13 based on the vehicle speed V. The control map MP13 is a map in which the vehicle speed V is associated with the third gain, and is stored in advance in the storage unit. In the control map MP13, the third gain is constant at 1, since the influence from the sense of touch tends to be almost constant regardless of the vehicle speed.

  The first gain, the second gain, and the third gain may be calculated from the lateral G, the yaw rate, the steering angle, and the steering torque instead of the vehicle speed V, or may be calculated by combining these, Even in these cases, substantially the same effect as in the present embodiment can be obtained.

  The visual component damping correction amount of Equation (3) is set by the control map MP6. The ECU 20 calculates a visual component damping correction amount from the control map MP6 based on the steering power P1, P2 or P filtered through the BPF 20c. The control map MP6 is a map in which the product [−θ ′ · T] and the visual component damping correction amount are associated with each other, and is stored in advance in the storage unit. In the control map MP6, the visual component damping correction amount increases as the absolute value of the product [−θ ′ · T] increases (that is, the strength of intention) increases on the negative side (passive operation side). That is, in the control map MP6, the visual component damping correction amount is the final value in the damping control according to the increase in the absolute value of the product [−θ ′ · T] in the passive operation, that is, the increase in the strength of the passive operation intention. The control amount (damping force) is set to be large. However, in the control map MP6, the visual component damping correction amount is 0 when the absolute value of the product [−θ ′ · T] is smaller than a predetermined value set in advance.

  The somatosensory component damping correction amount of Equation (3) is set by the control map MP10. The ECU 20 calculates the somatosensory component damping correction amount from the control map MP10 based on the steering power P1, P2 or P filtered through the BPF 20d. The control map MP10 is a map in which the product [−θ ′ · T] and the somatosensory component damping correction amount are associated with each other, and is stored in advance in the storage unit. In the control map MP10, the somatosensory component damping correction amount increases as the absolute value of the product [−θ ′ · T] increases (that is, the strength of intention) increases on the negative side (passive operation side). That is, in the control map MP10, the somatosensory component damping correction amount is the final value in the damping control according to the increase in the absolute value of the product [−θ ′ · T] in the passive operation, that is, the increase in the strength of the passive operation intention. The control amount (damping force) is set to be large. However, in the control map MP10, the somatosensory component damping correction amount is 0 when the absolute value of the product [−θ ′ · T] is smaller than a predetermined value.

  The tactile component damping correction amount of Equation (3) is set by the control map MP14. The ECU 20 calculates a tactile component damping correction amount from the control map MP14 based on the steering power P1, P2 or P filtered through the BPF 20e. The control map MP14 is a map in which the product [−θ ′ · T] and the tactile component damping correction amount are associated with each other, and is stored in advance in the storage unit. In the control map MP14, the tactile component damping correction amount increases as the absolute value of the product [−θ ′ · T] increases on the negative side (passive operation side) (that is, the intention strength increases). That is, in the control map MP14, the tactile component damping correction amount is the final value in the damping control according to the increase in the absolute value of the product [−θ ′ · T] in the passive operation, that is, the increase in the strength of the passive operation intention. The control amount (damping force) is set to be large. However, in the control map MP14, the tactile component damping correction amount is 0 when the absolute value of the product [−θ ′ · T] is smaller than a predetermined value set in advance.

  The above-described damping correction amount is set to increase in the order of the visual component damping correction amount, the somatosensory component damping correction amount, and the tactile component damping correction amount. That is, in the control maps MP6, MP10, and MP14, each damping correction amount is set such that visual component damping correction amount <somatosensory component damping correction amount <tactile component damping correction amount. Thereby, the driving assistance device 1 can basically increase the damping correction amount of a component having a relatively short processing cycle, and can realize a steering characteristic that is easy for the driver to handle. In addition, the driving assistance device 1 can arbitrarily adjust the steering characteristics by arbitrarily changing each damping correction amount.

  The fourth gain of Equation (3) is set by the control map MP7. The ECU 20 calculates the fourth gain from the control map MP7 based on the vehicle speed V. The control map MP7 is a map in which the vehicle speed V is associated with the fourth gain, and is stored in advance in the storage unit. In the control map MP7, the fourth gain becomes smaller as the vehicle speed V increases because the visual influence (region of large visual change) tends to be relatively larger as the vehicle speed is relatively lower. In the control map MP7, the fourth gain is constant at 1 when the vehicle speed V is lower than the first predetermined vehicle speed set in advance (the first predetermined vehicle speed in the control map MP7), and the second gain set in advance. When it is higher than a predetermined vehicle speed (second predetermined vehicle speed in the control map MP7), it is constant at a predetermined value smaller than 1.

  The fifth gain of Equation (3) is set by the control map MP11. The ECU 20 calculates the fifth gain from the control map MP11 based on the vehicle speed V. The control map MP11 is a map in which the vehicle speed V is associated with the fifth gain, and is stored in advance in the storage unit. In the control map MP11, the fifth gain increases as the vehicle speed V increases because the influence from the somatic sensation (the region where the lateral G is large, etc.) tends to be relatively large as the vehicle speed is relatively high. Become. In the control map MP11, the fifth gain is constant at 1 when the vehicle speed V is higher than a first predetermined vehicle speed (a first predetermined vehicle speed in the control map MP11) set in advance, and is set in a second set in advance. When the vehicle speed is lower than the predetermined vehicle speed (second predetermined vehicle speed in the control map MP11), the vehicle speed is constant at a predetermined value smaller than 1.

  The sixth gain of Equation (3) is set by the control map MP15. The ECU 20 calculates the sixth gain from the control map MP15 based on the vehicle speed V. The control map MP15 is a map in which the vehicle speed V is associated with the sixth gain, and is stored in advance in the storage unit. In the control map MP15, the sixth gain is constant at 1 because the influence from the tactile sensation tends to be almost constant regardless of the vehicle speed.

  The fourth gain, the fifth gain, and the sixth gain may be calculated from the lateral G, the yaw rate, the steering angle, and the steering torque instead of the vehicle speed V, or may be calculated by combining these, Even in these cases, substantially the same effect as in the present embodiment can be obtained.

  The driving support device 1 configured as described above separates visual components, somatic sensory components, and tactile components based on the operation frequency of the driver, and responds to each sense (visual sense, somatic sense, tactile sense). Optimal driving assistance can be performed, and the operational feeling (steering feeling) in each sense can be improved, so that driving assistance reflecting the driver's intention can be realized. Here, the driving assistance device 1 further controls the assistance device 3 based on the visual component, somatic sensory component, and tactile component of the steering power frequency, and thus reflects the driver's intention to operate. As an operation, driving support can be realized by distinguishing between an active operation on the steering 4 and a passive operation on the steering 4.

  The ECU 20 illustrated in FIG. 7 is common to the visual component, the somatosensory component, and the tactile component, for example, when the intention of passive operation is relatively strong, that is, when the steering power is relatively small, The assist force and damping force can be relatively increased so that the component becomes smaller. Thereby, the driving assistance device 1 can reduce the degree of passive operation by the driver and reduce the burden on the driver. Further, in this case, the driving support device 1 tends to reduce the degree of the subsequent active operation by reducing the degree of the passive operation by the driver. Can do. As a result, since the driving support device 1 can reduce the burden on both the active operation and the passive movement operation, the correction steering amount can be reduced, and a smooth and less wasteful driving operation can be realized.

  In more detail, the driving support device 1 is configured such that the visual component is passively operated by the driver with respect to the movement of the vehicle due to, for example, a course change during straight traveling or gentle turning or a gentle change in road external force (such as inclination). Therefore, the burden on the driver's operation can be reduced. In addition, the driving support device 1 can drive the somatosensory component in a situation where passive operation by the driver is necessary for a situation in which vehicle behavior tends to increase, for example, when turning or crosswind. The burden on the operation of the person can be reduced. Furthermore, the driving support device 1 is configured so that, for example, in the tactile component, the driver is required to perform passive operation as a response to disturbance input or a situation where correction steering is performed with respect to target steering. The operation burden can be reduced.

  According to the driving support apparatus 1 according to the embodiment described above, the support apparatus 3 mounted on the vehicle 2 and capable of performing driving support with the vehicle 2, and the detection apparatus that detects an operation on the steering 4 of the vehicle 2. 10 and the visual component of the operation frequency for the steering 4 detected by the detection device 10, the somatosensory component that is a higher frequency component than the visual component, or the tactile component that is the higher frequency component than the somatic sensory component ECU20 which controls the apparatus 3 is provided.

  Therefore, the driving assistance device 1 extracts visual components, somatic sensory components, and tactile components based on the operation frequency of the driver, and provides driving assistance that reflects the driver's intention according to each driver's sense. For example, it is possible to provide driving assistance with less discomfort for the driver.

  The driving support apparatus according to the above-described embodiment of the present invention is not limited to the above-described embodiment, and various modifications can be made within the scope described in the claims. The driving support apparatus according to the present embodiment may be configured by appropriately combining the components of the embodiments described above.

  In the above description, turning and turning back of the steering wheel 4 is a set of operations, the 0 to 4 Hz region is a visual component, the 4 to 8 Hz region is a somatosensory component, and the 8 to 24 Hz region is a tactile component. However, the present invention is not limited to this. For example, the driving support device calculates a frequency from the reciprocal of a predetermined multiple of an operation processing cycle (processing time, visual component = about 300 ms, somatosensory component = about 150 ms, tactile sense about 50 ms) in each sense, and the frequency The passive component can be extracted by setting the BPF to include Basically, this multiple is in accordance with the difference in the definition of 1 steering, and for example, a range of 1 to 4 is preferable. The frequency of each sensation component is, for example, four times the processing cycle of the operation for each sensation when the steering 4 turning, turning back, turning to the opposite side, and turning back are one set of operations (steering). For example, the region of 0 to 1 Hz corresponds to the visual component, the region of 1 to 3 Hz corresponds to the somatosensory component, and the region of 3 to 7 Hz corresponds to the tactile component.

  In the above description, the control device of the driving support device has been described as being an ECU that controls each part of the vehicle. However, the present invention is not limited to this. For example, each control device is configured separately from the ECU and is mutually detected by the ECU. It may be configured to exchange information such as signals, drive signals, and control commands.

  In the above description, the support device has been described as including a steering actuator that operates in response to a steering operation on the steering member, but the present invention is not limited thereto. The support device generates, for example, a braking actuator that can adjust the braking force of the vehicle 2, a posture / behavior actuator that can adjust the posture / behavior of the vehicle 2, a suspension actuator of the vehicle 2, or power to drive the vehicle 2. You may comprise including the operation | movement part etc. which perform driving assistance by starting and stopping the motive power source to start automatically.

  In the above description, the steering device is a column assist type column EPS device. However, the present invention is not limited to this and can be applied to any of a pinion assist type and a rack assist type.

1 Driving support device 2 Vehicle 3 Support device 4 Steering (steering member)
5 Shaft (steering shaft)
6 Gear mechanism 7 Tie rod 8 EPS device (steering actuator)
DESCRIPTION OF SYMBOLS 10 Detection apparatus 11 Steering angle sensor 12 Torque sensor 13 Rotation angle sensor 14 Vehicle speed sensor 20 ECU (control apparatus)
30 Steering device 40 Steering wheel

Claims (4)

A support device mounted on a vehicle and capable of performing driving support on the vehicle;
A detection device for detecting an operation on a steering member of the vehicle;
Based on the visual component of the operation frequency for the steering member detected by the detection device, the somatosensory component that is a higher frequency component than the visual component, or the tactile component that is a higher frequency component than the somatic sensory component And a control device for controlling
Driving assistance device. The detection device includes a steering angle detection device that detects a steering angle of the steering member, and a torque detection device that detects torque acting on a steering shaft that rotates together with the steering member,
The control device includes the visual component of the frequency of the steering power according to the product of the parameter related to the steering angle detected by the steering angle detection device and the parameter related to the torque detected by the torque detection device, the somatosensory component, Or controlling the support device based on the tactile component,
The driving support device according to claim 1. The support device includes a steering actuator that operates in response to a steering operation to the steering member,
The control device adjusts the assist force generated by the steering actuator or the damping force generated by the steering actuator based on the visual component, the somatosensory component, or the tactile component.
The driving support device according to claim 1 or 2. The visual component is a component of 0 Hz to less than 4 Hz,
The somatosensory component is a component of 4 Hz or more and less than 8 Hz,
The tactile component is a component of 8 Hz or more and less than 24 Hz,
The driving support device according to any one of claims 1 to 3.

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