JP2017001565A - Drive support control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive support control device capable of reducing lateral acceleration more precisely.SOLUTION: An angular velocity distribution ratio calculation unit 52a calculates an angular velocity distribution ratio Dv on the basis of a pinion angular velocity command value ωp and an LKA angular velocity command value ωLK. An angle distribution ratio calculation unit 52 calculates an angle distribution ratio Da on the basis of a pinion angle command value θp and an LKA angle command value θLK. A Jerk determination unit 54a generates a Jerk determination flag by comparing a jerk J', which is multiplication of a jerk J and the angular velocity distribution ratio Dv, with a Jerk threshold value T2. An LA determination unit 54 generates an LA determination flag by comparing a lateral acceleration LA', which is multiplication of a lateral acceleration LA and the angle distribution ratio Da, with an LA threshold value T1. An LKA angle command value correction unit 55 gradually reduces an LKA angle command value θLK by an LPF 55a and generates a post-filter LKA angle command value θLK' on the basis of the LA determination flag and the Jerk determination flag.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a driving support control device.

  2. Description of the Related Art There is known an electric power steering device (EPS) that assists a driver's steering operation by applying motor power to a vehicle steering mechanism. The steering device described in Patent Literature 1 includes a first model that determines a target steering torque based on a steering angle, and a second model that determines a target turning angle based on the steering torque. The control device controls the motor based on both of these models (ideal models).

  By the way, in recent EPS, a system that supports driving of a driver such as ADAS (Advanced Driver Assistance Systems) and LKA (Lane Keeping Assist) is installed. In such an electric power steering device, the motor is controlled based on the sum of the control amount by the driver's steering and the control amount by the driving support in order to improve the driver's steering feeling and provide high-precision driving support. There is.

JP 2014-40178 A

  In an electric power steering apparatus that controls a motor based on the sum of a control amount by a driver's steering and a control amount by a driving support, a lateral acceleration acts on the vehicle by the driver's steering and driving support. This lateral acceleration worsens the driver's steering feeling. In order to reduce the lateral acceleration, it is conceivable to reduce the control amount of the motor. However, simply reducing the control amount of the motor will reduce not only the control amount by the driving assistance but also the control amount by the driver's steering. I can't help. Furthermore, even if the lateral acceleration is small, if the amount of change in the lateral acceleration is large, the change in the lateral acceleration may cause discomfort to the driver.

  The objective of this invention is providing the driving assistance control apparatus which can correct | amend the angle command value of driving assistance more exactly.

  The driving support control apparatus capable of achieving the above object controls the steering of the vehicle according to the sum of the first angle command value and the second angle command value, which is a target value of the rotation angle of the rotation shaft of the steering mechanism. In the driving support control apparatus, a first calculation unit that calculates a first angle command value for driving support and calculates a first angular velocity command value that is a differential value of the first angle command value; A second calculation unit that calculates a second angular command value based on the steering torque, calculates a second angular velocity command value that is a differential value of the second angular command value, the first angular velocity command value, and An angular velocity distribution ratio calculating unit that calculates an angular velocity distribution ratio that is a ratio of the first angular velocity command value to a total sum of the second angular velocity command values; a jerk that is a change in lateral acceleration of the vehicle; and the angular velocity distribution. The first angular velocity command by multiplying the ratio A jerk determination unit that determines whether or not the first angle command value needs to be reduced based on the calculated jerk and a determination result of the jerk determination unit And a correction unit that corrects the first angle command value. The correction unit corrects the first angle command value when the determination result indicates that it is necessary to reduce the first angle command value, and the determination result is the first angle command value. When the value does not need to be reduced, the first angle command value is not corrected.

  According to this configuration, when the jerk determination unit determines that the first angle command value needs to be reduced, the correction unit corrects the first angle command value. For this reason, the first angle command value can be corrected without reducing the second angle command value calculated based on the driver's steering. For this reason, the angle command value for driving assistance can be corrected more accurately. Incidentally, as a situation where the jerk determination unit determines that it is necessary to reduce the first angle command value, for example, when the jerk is large (when the change amount of the lateral acceleration is large) is assumed.

  In the driving support control device described above, an angle distribution ratio calculation unit that calculates an angle distribution ratio that is a ratio of the first angle command value to a total sum of the first angle command value and the second angle command value; The lateral acceleration for the first angle command value is calculated by multiplying the lateral acceleration of the vehicle and the angle distribution ratio to determine whether or not the first angle command value needs to be reduced. An acceleration determination unit. The correction unit is configured such that when at least one of the determination result of the jerk determination unit and the determination result of the lateral acceleration determination unit indicates that the first angle command value needs to be reduced, Correct the angle command value.

  According to this configuration, the correction unit corrects the first angle command value based on the determination result from the jerk determination unit and the determination result from the lateral acceleration determination unit. Can be corrected. That is, the correction unit corrects the first angle command value not only when the jerk is large but also when the lateral acceleration is large.

  In the driving support control apparatus, the correction unit indicates that the determination result of the jerk determination unit and the determination result of the lateral acceleration determination unit both need to reduce the first angle command value. In some cases, the first angle command value may be corrected by a first correction process, and the determination result of the lateral acceleration determination unit indicates that the first angle command value needs to be reduced. On the other hand, when the determination result of the jerk determination unit indicates that it is not necessary to reduce the first angle command value, the first angle command value is corrected by the second correction process. Alternatively, the determination result of the jerk determination unit indicates that the first angle command value needs to be reduced, whereas the determination result of the lateral acceleration determination unit is the first angle command. When indicating that there is no need to reduce the value, The angle command value of 1 may be corrected by the third correction process, and both the determination result of the jerk determination unit and the determination result of the lateral acceleration determination unit need to reduce the first angle command value. When it indicates that there is no, the first angle command value may not be corrected.

  According to this configuration, the correction unit selects each correction process based on the determination results of the jerk determination unit and the lateral acceleration determination unit, and corrects the first angle command value. The angle command value can be corrected.

  According to the driving support control device of the present invention, the angle command value for driving support can be corrected more accurately.

The block diagram which shows schematic structure of the control apparatus about the electric power steering apparatus of each embodiment. The block diagram which shows schematic structure of the microcomputer about the electric power steering apparatus of 1st Embodiment. (A) Schematic diagram of vehicle trajectory when considering only lateral acceleration, (b) Schematic diagram of vehicle trajectory when considering lateral acceleration and jerk. The table | surface which shows the gradual reduction pattern based on the LA determination flag and Jerk determination flag of 1st Embodiment. The flowchart which shows the correction | amendment procedure of a LKA angle command value about the electric power steering apparatus of 1st Embodiment. The block diagram which shows schematic structure of the microcomputer about the electric power steering apparatus of 2nd Embodiment. The figure which shows the gradual reduction pattern based on the Jerk determination flag in 2nd Embodiment. The flowchart which shows the correction | amendment procedure of a LKA angle command value about the electric power steering apparatus of 2nd Embodiment.

<First Embodiment>
Hereinafter, an embodiment in which the driving support control device is applied to an electric power steering device for a vehicle will be described.

  As shown in FIG. 1, the EPS 1 is a control device (ECU) that controls the motor 10 based on detection results of a motor 10 that applies assist force to a steering mechanism (not shown) and various sensors mounted on the vehicle. 20. Various sensors include a torque sensor 11 that detects a steering torque Th applied to the steering mechanism, a vehicle speed sensor 12 that detects a vehicle speed V, a lateral acceleration sensor 13 that detects a lateral acceleration LA acting on the vehicle, and a motor 10. The rotation angle sensor 14 for detecting the rotation angle θm of the motor 10 and the current sensor 15 for detecting the actual current value I supplied to the motor 10 are used. The ECU 20 determines a target assist force to be applied to the steering mechanism based on vehicle state quantities (Th, V, LA, θm) detected through various sensors, and drives for generating the target assist force. Electric power is supplied to the motor 10.

  The ECU 20 includes a microcomputer 30 that generates a motor control signal and a drive circuit 40 that supplies drive power to the motor 10 based on the motor control signal.

As shown in FIG. 2, the microcomputer 30 includes an assist command value calculation unit 31, a current command value calculation unit 32, and a motor control signal generation unit 33.
The assist command value calculation unit 31 calculates an assist command value Ta * based on the steering torque Th, the vehicle speed V, and the lateral acceleration LA acquired through the torque sensor 11, the vehicle speed sensor 12, and the lateral acceleration sensor 13.

The current command value calculation unit 32 calculates a current command value I * based on the assist command value Ta *.
The motor control signal generation unit 33 takes in the current command value I *, the actual current value I, and the rotation angle θm of the motor 10. The motor control signal generation unit 33 converts the phase of the actual current value I using the rotation angle θm of the motor 10, and performs feedback control according to the deviation between the current command value I * and the actual current value I, so that the motor Generate a control signal.

  Next, the configuration of the assist command value calculation unit 31 will be described in detail. The assist command value calculation unit 31 includes a basic assist component calculation unit 50, a target pinion angle calculation unit 51, an angle distribution ratio calculation unit 52, an LKA angle command value calculation unit 53, an LA determination unit 54, an LKA angle command value correction unit 55, An adder 56, a pinion angle calculation unit 57, an angle feedback control unit 58, and an adder 59 are provided.

  The basic assist component calculation unit 50 calculates a basic assist component Ta1 *, which is a basic component of the assist command value Ta *, based on the steering torque Th and the vehicle speed V. The basic assist component calculation unit 50 sets the absolute value of the basic assist component Ta1 * to a larger value as the absolute value of the steering torque Th increases and the vehicle speed V decreases.

  The target pinion angle calculation unit 51 uses the basic assist component Ta1 * calculated by the basic assist component calculation unit 50 and the steering torque Th detected by the torque sensor 11, and the pinion angle command value θp according to the driver's steering. Is calculated based on the ideal model. The pinion angle command value θp is a target value of a pinion angle θ that is a rotation angle of a pinion shaft (not shown) in a rack and pinion mechanism that steers steered wheels according to steering. The pinion angle θ is obtained from the rotation angle θm of the motor 10 or the like. The ideal model is obtained by modeling in advance an ideal pinion angle command value θp that the vehicle should take in accordance with the basic assist component Ta1 * and the steering torque Th.

  The LKA angle command value calculation unit 53 performs lane keeping assist (LKA) control as an example of driving support control. The LKA angle command value calculator 53 calculates the LKA angle command value θLK based on the steering torque Th and the vehicle speed V. In LKA control, for example, the motor 10 is controlled so that the vehicle travels along the white line of the road recognized by the external detection means 53a such as a camera.

  The angle distribution ratio calculator 52 calculates the following expression (1) based on the pinion angle command value θp calculated by the target pinion angle calculator 51 and the LKA angle command value θLK calculated by the LKA angle command value calculator 53. Using this, the angle distribution ratio Da is calculated.

Angle distribution ratio Da = | LKA angle command value θLK | / (| LKA angle command value θLK | + | pinion angle command value θp |) (1)
The angle distribution ratio Da indicates the ratio of the LKA angle command value θLK to the total sum of the LKA angle command value θLK and the pinion angle command value θp. Here, in the right side of the formula (1), the absolute values are used for the denominator and the numerator in order to prevent the angular distribution ratio Da from being overestimated. That is, when the signs of the LKA angle command value θLK and the pinion angle command value θp are opposite, the LKA angle command value θLK and the pinion angle command value θp cancel each other in the denominator of the equation (1). The absolute value of the denominator is small. When the denominator of Equation (1) approaches 0, the angular distribution ratio Da becomes excessively large compared to the original value. For this reason, the angle distribution ratio Da can be calculated more accurately by obtaining the angle distribution ratio Da after performing the process of making the LKA angle command value θLK and the pinion angle command value θp absolute values.

  The LA determination unit 54 generates an LA determination flag based on the input angle distribution ratio Da, lateral acceleration LA, and lateral acceleration threshold (LA threshold) T. That is, the LA determination unit 54 compares the lateral acceleration LA ′ corresponding to the LKA angle command value θLK calculated based on the following equation (2) with the LA threshold value T1 stored in a memory (not shown), etc. A determination flag is generated. The lateral acceleration LA ′ is a lateral acceleration generated by the LKA control at the lateral acceleration LA. The LA threshold value T1 is a value set from mapping or an empirical rule, and is set to a limit value of the lateral acceleration LA that the driver does not feel uncomfortable, for example.

Lateral acceleration LA ′ = lateral acceleration LA × angle distribution ratio Da (2)
By the way, when the lateral acceleration LA increases, the driver's discomfort may increase. Therefore, it is preferable to reduce the lateral acceleration LA. However, if the lateral acceleration LA is simply reduced, not only the lateral acceleration LA ′ generated by the LKA control but also the lateral acceleration generated by the driver's steering is reduced. That is, since the lateral acceleration is attenuated by attenuating the pinion angle command value θp generated by the driver's steering, the assist force requested by the driver may not be obtained. For this reason, instead of simply attenuating the lateral acceleration LA, it is desirable to attenuate the lateral acceleration LA ′ generated by the LKA control without attenuating the lateral acceleration caused by the steering of the driver. That is, the LKA angle command value θLK generated by the LKA control is attenuated without attenuating the pinion angle command value θp generated by the steering of the driver.

  For this reason, in the present embodiment, the LKA angle command value θLK is corrected by comparing the lateral acceleration LA ′ calculated by the equation (2) with the LA threshold value T1. That is, the LA determination unit 54 generates an LA determination flag indicating that the lateral acceleration LA ′ is attenuated when the lateral acceleration LA ′ is larger than the LA threshold T1. On the other hand, when the lateral acceleration LA ′ is smaller than the LA threshold T1, the LA determination unit 54 generates an LA determination flag indicating that the lateral acceleration LA ′ is not attenuated.

  Further, the assist command value calculation unit 31 also attenuates the LKA angle command value θLK by the jerk J. The jerk J is a differential value of the lateral acceleration LA of the vehicle, and is a change amount of the lateral acceleration LA per time. The assist command value calculation unit 31 also includes an angular velocity distribution ratio calculation unit 52a, a Jerk determination unit 54a, and differentiators 60, 61, and 62. The differentiator 60 calculates the pinion angular velocity command value ωp by differentiating the pinion angle command value θp. The differentiator 61 calculates the LKA angular velocity command value ωLK by differentiating the LKA angle command value θLK. The differentiator 62 calculates the jerk J by differentiating the lateral acceleration LA of the vehicle. The LKA angle command value calculation unit 53 and the differentiator 61 constitute a first calculation unit. The target pinion angle calculation unit 51 and the differentiator 60 constitute a second calculation unit.

  The angular velocity distribution ratio calculation unit 52a takes in the pinion angular velocity command value ωp and the LKA angular velocity command value ωLK, and uses the following equation (3) based on the taken in pinion angular velocity command value ωp and LKA angular velocity command value ωLK. The ratio Dv is calculated.

Angular velocity distribution ratio Dv = | LKA angular velocity command value ωLK | / (| LKA angular velocity command value ωLK | + | pinion angular velocity command value ωp |) (3)
The angular velocity distribution ratio Dv indicates the ratio of the LKA angular velocity command value ωLK to the total sum of the LKA angular velocity command value ωLK and the pinion angular velocity command value ωp. Here, the absolute value is used for the denominator and the numerator in the right side of the expression (3) in order to prevent the angular velocity distribution ratio Dv from being overestimated.

  The Jerk determination unit 54a generates a Jerk determination flag based on the angular velocity distribution ratio Dv, the jerk J, and the Jerk threshold value T2. That is, the Jerk determination unit 54a generates a Jerk determination flag by comparing the jerk J 'with the Jerk threshold value T2 stored in a memory (not shown). The jerk J ′ is a jerk J corresponding to the LKA angular velocity command value ωLK calculated based on the following equation (4). The Jerk threshold value T2 is a value set from mapping or an empirical rule, and is set to a limit value of the jerk J that the driver does not feel uncomfortable, for example.

Jerk acceleration J ′ = Jerk acceleration J × Angular velocity distribution ratio Dv (4)
The LKA angle command value correction unit 55 corrects the LKA angle command value θLK according to the LA determination flag and the Jerk determination flag. That is, the LKA angle command value correction unit 55 includes a low-pass filter (LPF) 55a that gradually decreases the LKA angle command value θLK. When at least one of the LA determination flag and the Jerk determination flag indicates that the lateral acceleration LA ′ is attenuated, the LKA angle command value correction unit 55 gradually reduces the LKA angle command value θLK by the LPF 55a, thereby reducing the filter. A rear LKA angle command value θLK ′ is generated. On the other hand, when the LA determination flag and the Jerk determination flag indicate that the lateral acceleration LA ′ is not attenuated, the LKA angle command value correction unit 55 does not correct the LKA angle command value θLK. In other words, the LKA angle command value θLK is not attenuated by the LPF 55a.

  The adder 56 calculates the sum of the pinion angle command value θp calculated by the target pinion angle calculation unit 51 and the filtered LKA angle command value θLK ′ or LKA angle command value θLK calculated by the LKA angle command value correction unit 55. Then, the angle command value θ * is calculated.

The pinion angle calculation unit 57 calculates the pinion angle θ based on the rotation angle θm of the motor 10.
The angle feedback control unit 58 performs feedback control based on these deviations so as to make the pinion angle θ coincide with the angle command value θ *, and calculates a correction assist component Ta2 *.

The adder 59 calculates the assist command value Ta * by adding the correction assist component Ta2 * to the basic assist component Ta1 *.
As shown in FIG. 3A, when only the lateral acceleration LA is considered without considering the jerk J, the timing for attenuating the LKA angle command value θLK generated by the LKA control is delayed. For example, as indicated by an arrow A, when the vehicle is going to turn right, for example, from a straight line, the lateral acceleration LA is small, so the LKA angle command value θLK is not attenuated. Then, as indicated by an arrow B, when the vehicle turns to the right, the lateral acceleration LA increases, and then the LKA angle command value θLK is attenuated. That is, even when the jerk J, which is the amount of change in the lateral acceleration LA, is large, the LKA angle command value θLK is not attenuated when the lateral acceleration LA is small. For this reason, the LKA angle command value θLK is rapidly attenuated after the lateral acceleration LA exceeds the LA threshold value T1, and a rapid change in the lateral acceleration LA occurs due to the rapid attenuation of the LKA angle command value θLK. There is a fear. The same applies when turning to the left.

  In this respect, as shown in FIG. 3B, in the present embodiment, the LKA angle command value θLK is attenuated in consideration of the jerk J in addition to the lateral acceleration LA. The LKA angle command value θLK can be attenuated at an earlier timing. For example, as shown by the arrow C, when the vehicle is going to turn right, for example, from the straight traveling state, the lateral acceleration LA may be small but the jerk J may be large. At this time, since the LKA angle command value θLK can be attenuated before the lateral acceleration LA increases, a sudden change in the lateral acceleration LA that makes the driver feel uncomfortable can be suppressed.

Next, the LKA angle command value correction unit 55 will be described in detail.
As shown in FIG. 4, when the LA determination flag and the Jerk determination flag both indicate that the LKA angle command value θLK is attenuated, the LKA angle command value correction unit 55 sets, for example, the filter coefficient of the LPF 55a to be the largest. By doing so, the LKA angle command value correction unit 55 gradually decreases the LKA angle command value θLK to the largest extent (first gradually decreasing pattern). When the LA determination flag indicates that the LKA angle command value θLK is attenuated, whereas the Jerk determination flag indicates that the LKA angle command value θLK is not attenuated, the LKA angle command value correction unit 55 performs the LKA angle command. The command value θLK is gradually decreased after the first gradually decreasing pattern (second gradually decreasing pattern). When the LA determination flag indicates that the LKA angle command value θLK is not attenuated, whereas the Jerk determination flag indicates that the LKA angle command value θLK is attenuated, the LKA angle command value correction unit 55 performs the LKA angle. The command value θLK is gradually decreased after the second gradual decrease pattern (third gradual decrease pattern). That is, the LKA angle command value correction unit 55 gradually decreases the LKA angle command value θLK in the order of the first to third gradual decrease patterns. When the LA determination flag and the Jerk determination flag indicate that the LKA angle command value θLK is not attenuated, the LKA angle command value correction unit 55 does not gradually decrease the LKA angle command value θLK.

Next, a procedure for correcting the LKA angle command value θLK performed by the assist command value calculation unit 31 will be described.
As shown in the flowchart of FIG. 5, first, the lateral acceleration LA ′ for the LKA angle command value θLK and the jerk J ′ for the LKA angle command value θLK are calculated (step S1).

Next, it is determined whether or not the lateral acceleration LA ′ corresponding to the LKA angle command value θLK is greater than the LA threshold T1 (step S2).
If the lateral acceleration LA ′ for the LKA angle command value θLK is greater than the LA threshold T1 (YES in step S2), it is determined whether the jerk J ′ for the LKA angle command value θLK is greater than the Jerk threshold T2 (step). S3).

  When the jerk J ′ corresponding to the LKA angle command value θLK is larger than the Jerk threshold value T2 (YES in step S3), by performing the LPF process with the first gradual decrease pattern (step S4), the post-filter LKA angle command value θLK ′ Is generated (step S5), and the process is terminated.

  When the jerk J ′ corresponding to the LKA angle command value θLK is smaller than the Jerk threshold value T2 (NO in step S3), the LPF process is performed using the second gradual decrease pattern (step S6), thereby obtaining a post-filter LKA angle command value θLK ′. Is generated (step S5), and the process is terminated.

  Even when the lateral acceleration LA ′ for the LKA angle command value θLK is smaller than the LA threshold T1 (NO in step S2), it is determined whether the jerk J ′ for the LKA angle command value θLK is larger than the Jerk threshold T2. (Step S7).

  When the jerk J ′ corresponding to the LKA angle command value θLK is larger than the Jerk threshold value T2 (YES in step S7), by performing LPF processing with the third gradual decrease pattern (step S8), the filtered LKA angle command value θLK ′ Is generated (step S5), and the process is terminated.

  When the jerk J ′ corresponding to the LKA angle command value θLK is smaller than the Jerk threshold value T2 (NO in step S7), the LKA angle command value θLK is used as it is without correcting the LKA angle command value θLK ( Step S9) and the process is terminated.

  With the above processing, the LKA angle command value θLK corresponding to the LKA control can be attenuated without attenuating the pinion angle command value θp corresponding to the driver's steering in the lateral acceleration LA. For this reason, the lateral acceleration LA 'can be attenuated more accurately.

The effect of this embodiment will be described.
(1) By attenuating the LKA angle command value θLK, the lateral acceleration LA ′ generated by the LKA control can be attenuated more accurately. That is, when the LA determination flag or the Jerk determination flag indicates that the LKA angle command value θLK is attenuated, the LKA angle command value θLK is attenuated by passing the LKA angle command value θLK through the LPF 55a of each gradually decreasing pattern. be able to. Therefore, the LKA angle command value θLK corresponding to the LKA control can be attenuated without attenuating the pinion angle command value θp corresponding to the driver's steering.

  (2) Since the LKA angle command value θLK is attenuated in consideration of the jerk J in addition to the lateral acceleration LA, the LKA angle command value θLK can be attenuated at an earlier timing. For example, when only the lateral acceleration LA is considered and the LKA angle command value θLK is attenuated, when a sudden change in the lateral acceleration LA (the jerk J is large) occurs, the LA determination flag is set to LKA if the lateral acceleration LA is small. Since this indicates that the angle command value θLK is not attenuated, a sudden change in the lateral acceleration LA causes the driver to feel uncomfortable. In this regard, when the LKA angle command value θLK is attenuated in consideration of the jerk J in addition to the lateral acceleration LA, even when the lateral acceleration LA is small, when a sudden change in the lateral acceleration LA occurs. The Jerk determination flag indicates that the LKA angle command value θLK is attenuated. For this reason, the driver's discomfort due to a sudden change in the lateral acceleration LA is suppressed.

  (3) Using the angular velocity distribution ratio Dv calculated from the pinion angular velocity command value ωp, which is a differential value of the pinion angle command value θp, and the LKA angular velocity command value ωLK, which is a differential value of the LKA angle command value θLK, the jerk J ′ It is possible to determine whether or not the LKA angle command value θLK is attenuated only by determining whether or not is greater than the Jerk threshold value T2. Further, only by determining whether or not the lateral acceleration LA ′ is larger than the LA threshold T1 by using the angle distribution ratio Da calculated from the pinion angle command value θp and the LKA angle command value θLK, the LKA angle command value θLK. It can be determined whether or not to attenuate. That is, whether or not the LKA angle command value θLK is attenuated by simple determination of whether or not the jerk J ′ is greater than the Jerk threshold value T2 and whether or not the lateral acceleration LA ′ is greater than the LA threshold value T1. Can be determined.

  (4) By calculating the angular velocity distribution ratio Dv after processing the LKA angular velocity command value ωLK and the pinion angular velocity command value ωp as absolute values, the more accurate angular velocity distribution ratio Dv can be obtained. Further, by obtaining the angle distribution ratio Da after processing the LKA angle command value θLK and the pinion angle command value θp to be absolute values, the more accurate angle distribution ratio Da can be obtained. For example, when absolute value processing is not performed, when the LKA angle command value θLK and the pinion angle command value θp are opposite in sign, the denominator of the angle distribution ratio Da is estimated to be small, so that the angle distribution ratio Da is excessively large. May be estimated. In this regard, in the present embodiment, by calculating the angle distribution ratio Da after performing absolute value processing of the LKA angle command value θLK and the pinion angle command value θp, the more accurate angle distribution ratio Da can be determined.

Second Embodiment
Next, a second embodiment in which the driving support control device is applied to an electric power steering device will be described. Here, the difference from the first embodiment will be mainly described.

  As shown in FIG. 6, unlike the first embodiment, in the second embodiment, the portions for calculating the LA determination flag (the angle distribution ratio calculation unit 52 and the LA determination unit 54) are not provided. Therefore, the LKA angle command value θLK is gradually reduced based only on the Jerk determination flag.

  As shown in FIG. 7, when the Jerk determination flag indicates that the LKA angle command value θLK is attenuated, the LKA angle command value θLK is gradually decreased. For this reason, the lateral acceleration LA when the lateral acceleration LA changes abruptly is reduced.

On the other hand, when the Jerk determination flag indicates that the LKA angle command value θLK is not attenuated, the LKA angle command value θLK is not gradually decreased.
Next, a procedure for correcting the LKA angle command value θLK performed by the assist command value calculation unit 31 will be described.

As shown in the flowchart of FIG. 8, first, a jerk J ′ corresponding to the LKA angle command value θLK is calculated (step S10).
Next, it is determined whether or not the jerk J ′ corresponding to the LKA angle command value θLK is larger than the Jerk threshold value T2 (step S11).

  When the jerk J ′ corresponding to the LKA angle command value θLK is larger than the Jerk threshold value T2 (YES in step S11), the filtered LKA angle command value θLK ′ is obtained by performing LPF processing with a predetermined gradual decrease pattern (step S12). Generate (step S13), and the process ends.

  When the jerk J ′ corresponding to the LKA angle command value θLK is smaller than the Jerk threshold value T2 (NO in step S11), the LKA angle command value θLK is used as it is without correcting the LKA angle command value θLK (step S14). ), The process is terminated.

  With the above processing, the LKA angle command value θLK corresponding to the LKA control can be attenuated without attenuating the pinion angle command value θp corresponding to the driver's steering among the jerk J.

The effect of this embodiment will be described.
(1) The LKA angle command value θLK is attenuated in consideration of the jerk J. If the jerk J is larger than the Jerk threshold value T2, the LKA angle command value θLK can be attenuated. If the jerk J is large even if the lateral acceleration LA is small, the driver feels uncomfortable as in the case where the lateral acceleration LA is large. In this regard, by considering the jerk J, the LKA angle command value θLK can be attenuated, so that the driver can be prevented from feeling uncomfortable.

In addition, you may change this embodiment as follows.
In each embodiment, the LKA angle command value correction unit 55 determines whether or not to pass the LKA angle command value θLK through the LPF 55a by the LA determination flag and the Jerk determination flag, but the present invention is not limited to this. For example, when an LA determination flag indicating that no attenuation is performed is input, power supply to the LKA angle command value correction unit 55 is stopped, and the LKA angle command value calculation unit 53 outputs the LKA angle command value θLK to the adder 56. You may make it do. Similarly, when a Jerk determination flag indicating that no attenuation is performed is input, power supply to the LKA angle command value correction unit 55 is stopped, and the LKA angle command value calculation unit 53 adds the LKA angle command value θLK to the adder 56. You may make it output to. Then, using the angle command value θ * calculated by adding the pinion angle command value θp and the LKA angle command value θLK by the adder 56, the angle feedback control unit 58 converts the pinion angle θ to the angle command value θ *. Feedback control is performed in order to match the above.

  In the first embodiment, the method for obtaining the angle distribution ratio Da is not limited to the equation (1). For example, the LKA angle command value θLK and the pinion angle command value θp may be weighted from an experimental rule of thumb. Similarly, the method for obtaining the angular velocity distribution ratio Dv is not limited to Equation (3). In the second embodiment, the method for obtaining the angular velocity distribution ratio Dv is not limited to the equation (3).

  In each embodiment, the angle distribution ratio Da and the angular velocity distribution ratio Dv are obtained after processing the LKA angle command value θLK and the pinion angle command value θp to be absolute values, but the absolute value processing may not be performed. . In this case, for example, when the signs of the LKA angle command value θLK and the pinion angle command value θp are opposite, the angle distribution ratio Da is overestimated, but the signs of the LKA angle command value θLK and the pinion angle command value θp are the same. Therefore, an accurate angular distribution ratio Da can be obtained.

  -In 1st Embodiment, although LA threshold value T1 was a fixed value, you may make it change according to the vehicle speed V. FIG. That is, the lateral acceleration LA that the driver feels uncomfortable varies depending on the vehicle speed V. Similarly, although the Jerk threshold value T2 is a constant value, it may be changed according to the vehicle speed V. Further, the arithmetic processing for gradually decreasing the LKA angle command value θLK according to the lateral acceleration LA and jerk J may be performed without providing the LA threshold T1 and the Jerk threshold T2. Similarly, in the second embodiment, the Jerk threshold value T2 is a constant value, but may be changed according to the vehicle speed V.

  In the first embodiment, the LPF 55a that gradually decreases the LKA angle command value θLK with the first to third different gradual decrease patterns based on the LA determination flag and the Jerk determination flag is provided, but the LKA angle with the same gradual decrease pattern An LPF 55a that gradually decreases the command value θLK may be provided. In this case, when either the LA determination flag or the Jerk determination flag indicates that the LKA angle command value θLK is attenuated, the LKA angle command value correction unit 55 performs the LPF process with the same gradual decrease pattern. Further, the LA determination flag and the Jerk determination flag may be further defined, and the gradual decrease pattern of the LPF 55a may be mapped based on these determination flags.

In the first embodiment, the LKA angle command value θLK is gradually reduced based on the LA determination flag and the Jerk determination flag, but the present invention is not limited to this.
-In each embodiment, although pinion angle (theta) was used, it is not restricted to this. For example, it may be a steering angle.

  -In each embodiment, although lane keeping assist control was used as an example of driving assistance control, it is not restricted to this. For example, an advanced driving assistance system (ADAS) such as parking assistance or lane change assistance may be used.

-In each embodiment, although the LKA angle command value calculating part 53 was provided in ECU20 which controls EPS1, you may provide in ECU of a vehicle body, for example.
-In each embodiment, although the electric power steering apparatus and the driving assistance control apparatus were combined, it is not restricted to this. For example, a steer-by-wire and a driving support control device may be combined.

  The driving support control device of each embodiment may be embodied in any electric power steering device. For example, it may be a column type electric power steering device or a rack parallel type electric power steering device.

  DESCRIPTION OF SYMBOLS 1 ... EPS, 10 ... Motor, 11 ... Torque sensor, 12 ... Vehicle speed sensor, 13 ... Lateral acceleration sensor, 14 ... Rotation angle sensor, 15 ... Current sensor, 20 ... ECU, 30 ... Microcomputer, 31 ... Assist command value calculating part , 32 ... current command value calculation unit, 33 ... motor control signal generation unit, 40 ... drive circuit, 50 ... basic assist component calculation unit, 51 ... target pinion angle calculation unit (second calculation unit), 52 ... angle distribution ratio Calculation unit, 52a ... angular velocity distribution ratio calculation unit, 53 ... LKA angle command value calculation unit (first calculation unit), 53a ... external detection means, 54 ... LA determination unit (lateral acceleration determination unit), 54 ... Jerk determination unit (Jerk determination unit), 55... LKA angle command value correction unit (correction unit), 55 a... LPF, 56... Adder, 57 .. pinion angle calculation unit, 58. ... differentiator (second arithmetic unit), 61 ... differentiator (first arithmetic unit), 62 ... differentiator, Th ... steering torque, Ta1 * ... basic assist component, Ta2 * ... correction assist component, Ta * ... Assist command value, I * ... current command value, V ... vehicle speed, I ... actual current value, θm ... rotation angle, θ ... pinion angle, θLK ... LKA angle command value (first angle command value), θLK '... filter Rear LKA angle command value, θp: Pinion angle command value (second angle command value), θ *: Angle command value, ωLK: LKA angular velocity command value (first angular velocity command value), ωp: Pinion angular velocity command value ( (Second angular velocity command value), Da ... angular distribution ratio, Dv ... angular velocity distribution ratio, LA ... lateral acceleration, LA '... lateral acceleration (lateral acceleration corresponding to the first angular command value), J ... jerk, J' ... jerk (jerk for the first angle command value), T1 ... LA threshold, 2 ... Jerk threshold.

Claims (3)

In a driving support control device that controls steering of a vehicle according to a sum of a first angle command value and a second angle command value, which is a target value of a rotation angle of a rotation shaft of a steering mechanism,
A first calculation unit that calculates a first angle command value for driving assistance, and calculates a first angular velocity command value that is a differential value of the first angle command value;
A second calculator that calculates a second angle command value based on the steering torque and calculates a second angular velocity command value that is a differential value of the second angle command value;
An angular velocity distribution ratio calculating unit that calculates an angular velocity distribution ratio that is a ratio of the first angular velocity command value to a total sum of the first angular velocity command value and the second angular velocity command value;
A jerk corresponding to the first angular velocity command value is calculated by multiplying a jerk that is a change amount of a lateral acceleration of the vehicle by the angular velocity distribution ratio, and the first angle is calculated based on the calculated jerk. A jerk determination unit that determines whether or not the command value needs to be reduced;
A correction unit that corrects the first angle command value according to the determination result of the jerk determination unit,
The correction unit corrects the first angle command value when the determination result indicates that it is necessary to reduce the first angle command value;
The driving assistance control device that does not correct the first angle command value when the determination result indicates that it is not necessary to reduce the first angle command value. In the driving assistance control device according to claim 1,
An angle distribution ratio calculation unit that calculates an angle distribution ratio that is a ratio of the first angle command value to a total sum of the first angle command value and the second angle command value;
A lateral acceleration for determining whether or not the first angle command value needs to be reduced by calculating a lateral acceleration corresponding to the first angle command value by multiplying a lateral acceleration of the vehicle and the angle distribution ratio. A determination unit;
The correction unit is configured such that when at least one of the determination result of the jerk determination unit and the determination result of the lateral acceleration determination unit indicates that the first angle command value needs to be reduced, A driving support control device for correcting the angle command value of the vehicle. In the driving assistance control device according to claim 2,
The correction unit is
When the determination result of the jerk determination unit and the determination result of the lateral acceleration determination unit both indicate that it is necessary to reduce the first angle command value, the first angle command value is set to the first angle command value. Correct with the correction process of
While the determination result of the lateral acceleration determination unit indicates that the first angle command value needs to be reduced, the determination result of the jerk determination unit needs to decrease the first angle command value. When the first angle command value is corrected by the second correction process,
The determination result of the jerk determination unit indicates that the first angle command value needs to be reduced, whereas the determination result of the lateral acceleration determination unit needs to decrease the first angle command value. When the first angle command value is corrected by a third correction process,
When the determination result of the jerk determination unit and the determination result of the lateral acceleration determination unit both indicate that it is not necessary to reduce the first angle command value, the first angle command value is not corrected. Driving support control device.