JP2017114168A - Driving support control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To surely perform lane deviation prevention and three-dimensional object avoidance by steering control without giving a sense of distrust to a driver.SOLUTION: A lane deviation prevention target turn amount for preventing an own vehicle from deviating from a traveling lane by steering control on the basis of line information is calculated, a three-dimensional object avoidance target turn amount of three-dimensional object avoidance control for avoiding a collision of the own vehicle with a three-dimensional object according to the steering control is calculated on the basis of peripheral three-dimensional object information, quick response (a feedforward control ratio compensation gain Kr and a feedback control phase compensation gain Kd) of the steering control is variably set on the basis of three-dimensional object information reliability Robj, then a control amount is calculated on the basis of the lane deviation prevention target turn amount and the three-dimensional object avoidance target turn amount, and the quick response of the steering control.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle driving support control apparatus that avoids deviation from a lane or collision with a three-dimensional object by steering control.

  In recent years, various devices that support driving have been developed and put into practical use in vehicles, and a lane departure prevention control device that prevents departure from a lane is one of such devices. For example, in Japanese Patent Application Laid-Open No. 11-189166 (hereinafter referred to as Patent Document 1), an anti-lane yaw angle formed by a traveling direction of a vehicle with respect to a traveling lane is calculated, a steering control torque is calculated based on the yaw angle, A technology of a lane departure prevention device that controls a steering actuator so that a steering control torque is generated in a direction to reduce the yaw angle is disclosed.

Japanese Patent Laid-Open No. 11-189166

  By the way, in a system that assists driving by steering control such as the lane departure prevention device disclosed in Patent Document 1 described above, the driver intentionally deviates from the lane other than the case where the lane departs unintentionally. Since the steering control is activated, the steering by the control and the steering by the driver interfere with each other, which may cause unnecessary control intervention for the driver. At this time, if the follow-up performance (rapid response) of the steering control is set high, when the control intervenes, the interference with the driver becomes high, and the steering is steered in a direction that is not right. There is a risk of having a sense of feeling and distrusting the driver. Therefore, it is conceivable to set the control while suppressing the speed response of the steering control to such an extent that the driver does not feel uncomfortable. On the other hand, in situations where the host vehicle collides with a three-dimensional object, there is a high possibility of a lane departure unintended by the driver, but steering performance can be adequately handled because the following performance is set low. There is a problem that disappears.

  The present invention has been made in view of the above circumstances, and provides a driving support control device for a vehicle that can reliably prevent lane departure and avoid three-dimensional objects by steering control without causing distrust to the driver. It is aimed.

  One aspect of the vehicle driving support control apparatus according to the present invention includes at least a surrounding environment recognition unit that recognizes surrounding solid object information of the host vehicle, and a solid object information reliability setting unit that sets reliability of the surrounding solid object information. A three-dimensional object avoidance target turning amount calculating means for calculating a three-dimensional object avoidance target turning amount of the three-dimensional object avoidance control for avoiding the collision of the host vehicle with the three-dimensional object by steering control based on the peripheral three-dimensional object information; Based on the reliability of the surrounding solid object information set by the object information reliability setting means, speed response setting means for variably setting the speed response of the steering control, and the solid object calculated by the solid object avoidance target turning amount calculation means Control means for calculating a control amount based on the object avoidance target turning amount and the speed response of the steering control set by the speed response setting means.

  According to the vehicle driving support control apparatus of the present invention, it is possible to reliably prevent lane departure and avoid a three-dimensional object by steering control without causing distrust to the driver.

1 is a configuration explanatory diagram of a vehicle steering system according to an embodiment of the present invention. FIG. It is a flowchart of the driving assistance control program which concerns on one Embodiment of this invention. 3 is a flowchart continued from FIG. 2. It is a flowchart of the collision margin time calculation routine which concerns on one Embodiment of this invention. It is explanatory drawing of the own vehicle, lane, and each parameter on XY coordinate which concerns on one Embodiment of this invention. It is explanatory drawing of each parameter of the other vehicle (front solid object) with respect to the own vehicle which concerns on one Embodiment of this invention. It is explanatory drawing which shows an example of the characteristic with respect to the solid-object information reliability of the feedforward control ratio compensation gain which concerns on one Embodiment of this invention. It is explanatory drawing which shows an example of the characteristic with respect to the solid-object information reliability of the feedback control phase compensation gain which concerns on one Embodiment of this invention. It is a time chart which shows the example of the follow-up of the actual yaw rate controlled with the control amount from which solid object information reliability differs with respect to the target yaw rate which concerns on one Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  In FIG. 1, reference numeral 1 denotes an electric power steering device in which a steering angle can be set independently of a driver input. It is rotatably supported, and one end thereof extends to the driver's seat side and the other end extends to the engine room side. A steering wheel 4 is fixed to an end portion of the steering shaft 2 on the driver's seat side, and a pinion shaft 5 is connected to an end portion extending to the engine room side.

  A steering gear box 6 extending in the vehicle width direction is disposed in the engine room, and a rack shaft 7 is inserted into and supported by the steering gear box 6 so as to be reciprocally movable. A rack (not shown) formed on the rack shaft 7 is engaged with a pinion formed on the pinion shaft 5 to form a rack and pinion type steering gear mechanism.

  The left and right ends of the rack shaft 7 protrude from the end of the steering gear box 6, and a front knuckle 9 is connected to the end via a tie rod 8. The front knuckle 9 rotatably supports left and right wheels 10L and 10R as steering wheels and is supported by a vehicle body frame so as to be steerable. Accordingly, when the steering wheel 4 is operated and the steering shaft 2 and the pinion shaft 5 are rotated, the rack shaft 7 is moved in the left-right direction by the rotation of the pinion shaft 5, and the front knuckle 9 is moved by the movement to the kingpin shaft (not shown). And the left and right wheels 10L, 10R are steered in the left-right direction.

  Further, an electric power steering motor (electric motor) 12 is connected to the pinion shaft 5 via an assist transmission mechanism 11, and assists and sets the steering torque applied to the steering wheel 4 by the electric motor 12. The steering torque is added so that the target turning amount (the target yaw rate γt in this embodiment) is reached. The electric motor 12 is driven by the motor drive unit 21 by outputting a target torque Tp as a control output value (control amount) from the steering control unit 20 described later to the motor drive unit 21.

  The steering control unit 20 is connected to a front recognition device 31 as a surrounding environment recognition means for recognizing at least lane information of a traveling lane and surrounding three-dimensional object information of the host vehicle, and a vehicle speed for detecting the (own) vehicle speed V. A sensor 32 and a yaw rate sensor 33 for detecting the yaw rate γ are connected.

  The front environment recognition device 31 is, for example, a set of cameras that are attached to the front of a ceiling in a vehicle interior at a constant interval and that captures an object outside the vehicle from different viewpoints, and stereo image processing that processes image data from the camera. Device.

  The processing of image data from the camera in the stereo image processing device of the forward environment recognition device 31 is performed as follows, for example. First, distance information is obtained from a pair of stereo image pairs taken in the traveling direction of the host vehicle captured by the camera from a corresponding positional shift amount, and a distance image is generated.

  In recognition of lane markings such as white lines, the left and right lane markings on the image plane are evaluated on the basis of the knowledge that the white lines are brighter than the road surface. Is specified on the image plane. The position (x, y, z) of the lane marking in the real space is based on the position (i, j) on the image plane and the parallax calculated with respect to this position, that is, based on the distance information. It is calculated from a known coordinate conversion formula. In the present embodiment, the coordinate system of the real space set based on the position of the host vehicle is, as shown in FIG. 5, with the road surface directly under the center of the camera as the origin, the vehicle longitudinal direction is the X axis, the vehicle width The direction (vehicle lateral direction) is the Y axis, and the vehicle height direction is the Z axis. At this time, the xy plane at z = 0 coincides with the road surface when the road is flat. The road model is expressed and acquired by dividing the traveling lane of the host vehicle on the road into a plurality of sections in the distance direction, and connecting the left and right lane markings in each section to a predetermined approximation.

  The forward environment recognition device 31 performs a well-known grouping process based on distance image data representing a three-dimensional distance distribution, and compares it with a frame (window) such as side wall data or three-dimensional object data along the road. Side wall data such as existing guardrails and curbs are extracted, and three-dimensional objects are classified and extracted into pedestrians, two-wheeled vehicles, four-wheeled vehicles (vehicles), and other three-dimensional types. In addition, among the recognized vehicles, for example, a vehicle that is closest to the host vehicle 1 and is continuously recognized as the same vehicle for a set time or longer is extracted as a preceding vehicle. As information of these three-dimensional objects, as shown in FIG. 6, the origin of the XY coordinates with respect to the above-mentioned own vehicle is used as a part closest to the three-dimensional object of the own vehicle (in FIG. 6, the left front end portion is an example. In addition to the three-dimensional object type, the distance from the own vehicle, the direction, and the center position, the relative position (xobj, yobj) of the portion closest to the own vehicle of the three-dimensional object , Speed Vobj, and information on the angle θobj formed by the traveling direction of the three-dimensional object with respect to the traveling direction of the host vehicle are input.

  In addition, for the above-described lane marking information and three-dimensional object information, the reliability is set in the forward environment recognition device 31, and the reliability information is also input to the steering control unit 20.

  The reliability of the lane line information depends on the number of feature values of the lane line existing in the processing area determined in the lane on the image captured by the camera, for example, on the line. Calculate the degree. When there is an ideal straight solid lane line in the area, the feature quantity of the lane line that exists is set to 1, and if there is no feature quantity at all, or it cannot be judged as being aligned on the line In this case, 0 is set. Further, the reliability of the three-dimensional object (three-dimensional object information reliability) Robj is set according to, for example, the time when the three-dimensional object detected in the set region is continuously recognized as the same three-dimensional object. And the reliability Robj is set to 1 higher and the reliability Robj is set to 0 lower as the time of continuous recognition decreases. Thus, the front environment recognition device 31 is also provided with the function of the three-dimensional object information reliability setting means.

  In this embodiment, an example in which a stereo camera is used for recognizing forward information has been described, but a monocular camera or the like may be used instead.

  Then, the steering control unit 20 converts the lane information into the lane information based on the lane marking position information, the three-dimensional object information (including the three-dimensional object information reliability Robj), and each sensor signal according to the driving support control program shown in FIG. Lane departure prevention target turning amount γ0 that prevents the vehicle from deviating from the lane in which the vehicle travels is calculated based on the steering control, and avoids collision of the vehicle with the three-dimensional object by the steering control based on the surrounding three-dimensional object information. The three-dimensional object avoidance target turning amount (γ1, γ2, γ3) of the three-dimensional object avoidance control is calculated, the speed response of the steering control is variably set based on the three-dimensional object information reliability Robj, and the lane departure prevention target turning amount γ0 is obtained. A target torque Tp as a control amount is calculated based on the three-dimensional object avoidance target turning amount (γ1, γ2, γ3) and the speed response of the steering control, and is output to the motor drive unit 21 of the electric power steering apparatus 1 for electric power. -Drive control of the steering motor 12 is performed. As described above, the steering control unit 20 is provided as a lane departure prevention target turning amount calculation unit, a three-dimensional object avoidance target turning amount calculation unit, a quick response setting unit, and a control unit.

  Hereinafter, the driving support control executed by the steering control unit 20 will be described based on the flowchart of FIG.

  First, in step (hereinafter abbreviated as “S”) 101, it is determined whether or not a lane is recognized. If a lane is recognized, the process proceeds to S102, and an estimated lane departure time t_tlc is calculated.

  Here, derivation of parameters that can be obtained from the lane marking recognized by the forward environment recognition device 31 will be described.

  The lane marking on the left side of the host vehicle is approximated by the following equation (1) by the method of least squares.

y = AL · x ² + BL · x + CL (1)
Further, the lane marking on the right side of the host vehicle is approximated by the following equation (2) by the method of least squares.

y = AR · x ² + BR · x + CR (2)
In the above equations (1) and (2), “AL” and “AR” indicate the curvature in each curve, and the curvature κ of the left lane marking is 2 · AL, The curvature κ of the lane marking is 2 · AR. In the equations (1) and (2), “BL” and “BR” indicate the inclinations of the respective curves in the width direction of the host vehicle, and “CL” and “CR” indicate the respective curves. The position in the width direction of the vehicle is shown (see FIG. 5).

  For this reason, an on-lane yaw angle (hereinafter referred to as an on-vehicle yaw angle) θyaw formed by the traveling direction of the own vehicle with respect to the traveling lane of the own vehicle is expressed by the above-described approximate expressions (1) and (2). It calculates with the following (3) Formula.

θyaw = tan ⁻¹ ((BL + BR) / 2) (3)
Also, the vehicle lateral position yv in the lane width direction, which is the vehicle position from the center of the lane, is calculated by the following equation (4).

yv = (CL + CR) / 2 (4)
As described above, the predicted lane departure time t_tlc that deviates from the lane in the current traveling state can be calculated by, for example, the following equation (5).

t_tlc = (L−y_offset) / (V · sin (θyaw) (5)
Here, L is the distance from the lane marking to the host vehicle, and is calculated by, for example, the following equation (6). Further, y_offset is a value that is set by referring to a map or table that has been set in advance through experiments and calculations, for example, under conditions such as road surface cant, road width, and lane curvature.

L = ((CL-CR) -W) / 2-yv (6)
Here, W is a vehicle width.

  Next, the process proceeds to S103, and a lane departure prevention target turning amount (in this embodiment, a lane departure prevention target yaw rate) γ0 is calculated by the following equation (7), for example.

γ0 = −θyaw / t_tlc (7)
If the lane is not recognized in S101, the process proceeds to S104, and the lane departure prevention target yaw rate γ0 is set to 0 (γ0 = 0: the target turning amount for lane departure prevention is 0).

  After setting the lane departure prevention target yaw rate γ0 in S103 or S104, the process proceeds to S105, in which it is determined whether a three-dimensional object is recognized.

  As a result of the determination in S105, when it is determined that a three-dimensional object is recognized, the process proceeds to S106, and the collision margin time t_ttc is calculated according to the collision margin time calculation routine shown in FIG.

  After calculating the collision margin time t_ttc in S106, the process proceeds to S107, and it is determined whether or not the collision margin time t_ttc is calculated as a result of the calculation process of the collision margin time t_ttc in S106.

  If it is determined in S107 that the collision allowance time t_ttc has been calculated, the process proceeds to S108, and it is determined whether or not an angle θobj formed by the traveling direction of the three-dimensional object with respect to the traveling direction of the host vehicle is detected.

  When the angle θobj formed by the traveling direction of the three-dimensional object with respect to the traveling direction of the host vehicle is detected, the process proceeds to S109, and the first three-dimensional object avoidance target turning amount (in this embodiment, the first three-dimensional object). The avoidance target yaw rate) γ1 is calculated by the following equation (8), for example.

γ1 = −θobj / t_ttc (8)
That is, the first three-dimensional object avoidance target yaw rate γ1 performs steering control so that the traveling direction of the host vehicle is the same as the traveling direction of the three-dimensional object before the host vehicle collides with the three-dimensional object. The control amount can reliably prevent the object from colliding.

  If the angle θobj formed by the traveling direction of the three-dimensional object with respect to the traveling direction of the host vehicle is not detected as a result of the determination in S108, the process proceeds to S110 and the first three-dimensional object avoidance target yaw rate γ1 is set to 0 (γ1 = 0). : The target turning amount for avoiding the first three-dimensional object is set to 0).

  After setting the first three-dimensional object avoidance target yaw rate γ1 in S109 or S110, the process proceeds to S111, and it is determined whether or not the lane yaw angle θyaw of the host vehicle is detected.

  If the on-vehicle yaw angle θyaw of the host vehicle is detected, the process proceeds to S112, and the second three-dimensional object avoidance target turning amount (in the present embodiment, the second three-dimensional object avoidance target yaw rate) γ2 is For example, it is calculated by the following equation (9).

γ1 = −θyaw / t_ttc (9)
In other words, the second three-dimensional object avoidance target yaw rate γ2 is controlled so that at least the host vehicle does not collide with the three-dimensional object so as not to deviate from the traveling lane of the host vehicle, and the host vehicle and the three-dimensional object collide. The control amount can be surely prevented.

  On the other hand, if it is determined in S111 that the lane yaw angle θyaw of the host vehicle is not detected, the process proceeds to S113, and the second three-dimensional object avoidance target yaw rate γ2 is set to 0 (γ2 = 0: second solid object avoidance) Is set to 0).

  If it is determined that the collision allowance time t_ttc has not been calculated as a result of the determination in S107, the process proceeds to S114, and the first three-dimensional object avoidance target yaw rate γ1 is set to 0 (γ1 = 0: first solid). The target turning amount for object avoidance is set to 0), and the process proceeds to S115, where the second three-dimensional object avoidance target yaw rate γ2 is set to 0 (γ2 = 0: the second target turning amount for avoiding the three-dimensional object is 0). .

  Then, after setting the second three-dimensional object avoidance target yaw rate γ2 in S112, S113, or S115, the process proceeds to S116, where the vehicle's anti-lane yaw angle θyaw and the position of the three-dimensional object in the lateral direction with respect to the own vehicle are determined. It is determined whether or not yobj is detected.

  As a result of the determination in S116, when the lane yaw angle θyaw of the host vehicle and the position yobj of the three-dimensional object in the lateral direction with respect to the host vehicle are detected, the process proceeds to S117, and the third three-dimensional object avoidance target turning amount (main In the embodiment, the third three-dimensional object avoidance target yaw rate) γ3 is calculated by, for example, the following equation (10).

γ3 = −θyaw / ((yobj−y_offset) / (V · sin (θyaw))
(10)
In other words, the third three-dimensional object avoidance target yaw rate γ3 is likely to cause fear for the driver to travel closer to the three-dimensional object even in the traveling lane of the own vehicle. The control amount prevents the vehicle from running.

  Further, as a result of the determination in S116 described above, when the anti-lane yaw angle θyaw of the host vehicle and the position yobj of the three-dimensional object in the lateral direction with respect to the host vehicle have not been detected, the process proceeds to S118 and the third three-dimensional object avoidance target is reached. The yaw rate γ3 is set to 0 (γ3 = 0: the target turning amount for the third solid object avoidance is 0).

  On the other hand, if it is determined that the three-dimensional object is not recognized as a result of the determination in S105, the process proceeds to S119, where the first three-dimensional object avoidance target yaw rate γ1 is set to 0 (γ1 = 0: first three-dimensional object avoidance). Is set to 0), the process proceeds to S120, the second three-dimensional object avoidance target yaw rate γ2 is set to 0 (γ2 = 0: the target turn amount of the second three-dimensional object avoidance is 0), and S121. , The third three-dimensional object avoidance target yaw rate γ3 is set to 0 (γ3 = 0: the target turning amount of the third three-dimensional object avoidance is 0).

  Then, after setting the third three-dimensional object avoidance target yaw rate γ2 in S117, S118, or S121, the process proceeds to S122, and the target turning amount (target yaw rate in the present embodiment) γt is set to, for example, (11).

γt = MAX (| γ0 |, | γ1 |, | γ2 |, | γ3 |) (11)
Here, MAX (| γ0 |, | γ1 |, | γ2 |, | γ3 |) is a MAX function for obtaining a maximum value among | γ0 |, | γ1 |, | γ2 |, | γ3 |. That is, among the target yaw rates, the largest absolute value is calculated as the target yaw rate γt.

  Next, the process proceeds to S123, a feed forward control ratio compensation gain Kr to be described later is set with reference to a map (FIG. 7) set in advance by experiment / calculation, etc., and the process proceeds to S124. A feedback control phase compensation gain Kd described later is set with reference to a map (FIG. 8) set by calculation or the like.

  Then, the process proceeds to S125, and the target torque Tp composed of the feedforward control value Tp_ff and the feedback control value Tp_fb is calculated and output by the following equation (12), for example.

Tp = Kr · Tp_ff + Tp_fb (12)
In the present embodiment, the above-described feedforward control value Tp_ff is calculated by the following equation (13), for example.

Tp_ff = Kff · γt (13)
Here, Kff is a preset feed forward gain.

  Further, in the present embodiment, the above-described feedback control value Tp_fb is calculated by the following equation (14), for example.

Tp_fb = Kp · (γt−γ) + Kd · d (γt−γ) / dt
+ Ki · ∫ (γt−γ) dt) (14)
Here, Kp is a preset proportional gain, and Ki is a preset integral gain.

  As is clear from the above equation (12), the feedforward control ratio compensation gain Kr is a gain for setting the ratio of the feedforward control value Tp_ff between 0 and 1, as shown in FIG. Yes. The smaller the three-dimensional object information reliability Robj is, the lower the ratio of the feedforward control value Tp_ff in the target torque Tp is set, and the feedback control that eliminates the deviation from the target value while minimizing the intervention of the steering control for the driver steering. Thus, the steering control with high accuracy is performed. Conversely, the higher the three-dimensional object information reliability Robj is, the higher the ratio of the feedforward control value Tp_ff is. Predictive steering control is performed to improve the responsiveness of the steering control, thereby preventing lane departure by the steering control and the three-dimensional object. Avoidance is surely done.

  Further, the feedforward control ratio compensation gain Kr is set between 0 and 1, and the ratio of the feedforward control value Tp_ff in the target torque Tp is set higher as the collision margin time t_ttc is shorter. Thus, the responsiveness of the steering control is improved, and lane departure prevention and solid object avoidance are reliably performed by the steering control. On the contrary, the feedforward control ratio compensation gain Kr is set between 0 and 1, and the ratio of the feedforward control value Tp_ff in the target torque Tp is set lower as the collision margin time t_ttc is longer. Accurate steering control is performed by feedback control that eliminates the deviation from the target value while minimizing intervention.

  As described above, in this embodiment, the feedforward control ratio compensation gain Kr is variably set according to the three-dimensional object information reliability Robj and the collision allowance time t_ttc, thereby making it possible to set the speed response of the steering control. . Depending on vehicle specifications, the feedforward control ratio compensation gain Kr may be variably set only by the three-dimensional object information reliability Robj, or may be variably set only by the collision margin time t_ttc.

  On the other hand, the feedback control phase compensation gain Kd is set to the differential gain of the feedback control value Tp_fb. For this reason, the amount of deviation from the target value is set in the advance direction (direction in which the phase is advanced) or in the delay direction (direction in which the phase is delayed). ) Is set to gain. As shown in FIG. 8, when the feedback control phase compensation gain Kd exceeds a certain solid object information reliability Robj, the feedback control phase compensation gain Kd is set to a higher value as the value of the solid object information reliability Robj is higher. That is, in the region where the value of the three-dimensional object information reliability Robj is high, the amount of deviation from the target value is set in the advance direction (the direction in which the phase is advanced), and the responsiveness is enhanced to prevent lane departure due to steering control and the three-dimensional object. Avoidance is surely done. On the other hand, in the region where the three-dimensional object information reliability Robj is low, the amount of deviation from the target value is set in the delay direction (the direction in which the phase is delayed), the quick response is set low, and the change due to control is provided with damping. It is set so as to prevent unnecessarily interfering with the steering operation of the vehicle and not to distrust the driver.

  Further, as shown in FIG. 8, the feedback control phase compensation gain Kd is set to a higher value as the collision margin time t_ttc is shorter, and the deviation from the target value is set in the advance direction (direction in which the phase is advanced). The responsiveness is enhanced to prevent lane departure and avoid three-dimensional objects by steering control. Conversely, as the collision margin time t_ttc is longer, the amount of deviation from the target value is set in the delay direction (the direction in which the phase is delayed), the speed response is set low, and the driver's steering operation is interfered more than necessary. Set to prevent distrust to the driver.

  As described above, in this embodiment, the feedback control phase compensation gain Kd is variably set according to the three-dimensional object information reliability Robj and the collision margin time t_ttc, so that the speed response of the steering control can be set freely. Depending on the vehicle specifications, the feedback control phase compensation gain Kd may be variably set only by the three-dimensional object information reliability Robj, or may be variably set only by the collision margin time t_ttc.

  For this reason, for example, as shown in FIG. 9, when one of the feedback control phase compensation gain Kd and the feedforward control ratio compensation gain Kr is constant and the value of the three-dimensional object information reliability Robj increases, the target yaw rate γt is increased. The followability of the actual yaw rate obtained from the control result, that is, the quick response becomes high. In FIG. 9, the interval between times t0 and t1 is a delay time that the steering system itself has.

  Next, the collision margin time calculation routine executed in S106 described above will be described with reference to the flowchart of FIG.

  First, in S201, it is determined whether or not a position xobj in the front-rear direction of the three-dimensional object with respect to the host vehicle is detected.

  As a result of the determination, if the front-rear direction position xobj of the three-dimensional object is detected, the process proceeds to S202, and it is determined whether the horizontal position yobj of the three-dimensional object is detected.

  If the result of the determination in S202 is that the lateral position yobj of the three-dimensional object relative to the host vehicle is detected, the process proceeds to S203, and the longitudinal component Vrx_obj (= dxobj / dt) of the relative speed between the three-dimensional object and the host vehicle. ) And the lateral component Vry_obj (= dyobj / dt) of the relative speed between the three-dimensional object and the host vehicle.

  Next, in S204, a collision margin time t_ttc_x (= xobj / Vrx_obj) in the vehicle longitudinal direction and a collision margin time t_ttc_y (= yobj / Vry_obj) in the vehicle lateral direction are calculated.

  If the horizontal position yobj of the three-dimensional object with respect to the own vehicle is not detected in S202 described above, the process proceeds to S205, and whether the angle θobj formed by the three-dimensional object traveling direction with respect to the traveling direction of the own vehicle is detected. It is determined whether or not.

  As a result of the determination, if the angle θobj formed by the traveling direction of the three-dimensional object with respect to the traveling direction of the host vehicle is detected, the process proceeds to S206, and the longitudinal component Vrx_obj (= dxobj / dt) is calculated. Further, the lateral component Vry_obj of the relative speed between the three-dimensional object and the host vehicle is calculated by the following equation (13) using Vrx_obj and θobj.

Vry_obj = Vrx_obj · sin (θobj) (13)
Next, the process proceeds to S207, where the lateral position yobj of the three-dimensional object that cannot be detected with respect to the own vehicle is multiplied by the time after the lateral component Vry_obj of the relative speed between the three-dimensional object and the own vehicle cannot be detected, and finally detected. It is calculated by adding to the horizontal position yobj of the three-dimensional object made with respect to the host vehicle.

  Next, the process proceeds to S208, where a collision margin time t_ttc_x (= xobj / Vrx_obj) in the vehicle longitudinal direction and a collision margin time t_ttc_y (= yobj / Vry_obj) in the vehicle lateral direction are calculated.

  After calculating the collision margin time t_ttc_x in the vehicle front-rear direction and the collision margin time t_ttc_y in the vehicle lateral direction in S204 or S208, the process proceeds to S209, where the collision margin time t_ttc_x in the vehicle longitudinal direction and the collision in the vehicle lateral direction are calculated. The margin time t_ttc_y is compared.

  If the result of the comparison in S209 shows that the smaller collision margin time, that is, t_ttc_x ≧ t_ttc_y, the process proceeds to S210, where the collision margin time t_ttc_y in the lateral direction of the vehicle is set as the collision margin time t_ttc. If there is, the process proceeds to S211, and the collision margin time t_ttc_x in the vehicle longitudinal direction is set as the collision margin time t_ttc.

  When the angle θobj formed by the traveling direction of the three-dimensional object with respect to the traveling direction of the host vehicle is not detected in S205 described above, the process proceeds to S212, and the longitudinal component Vrx_obj (= dxobj / dt) is calculated, the process proceeds to S213, and a collision margin time t_ttc_x (= xobj / Vrx_obj) in the vehicle longitudinal direction is calculated.

  Then, the process proceeds to S214, and the collision margin time t_ttc_x in the vehicle longitudinal direction is set as the collision margin time t_ttc.

  On the other hand, if the front-rear direction position xobj of the three-dimensional object with respect to the host vehicle is not detected in S201, the process proceeds to S215, and it is determined whether or not the horizontal position yobj of the three-dimensional object with respect to the host vehicle is detected.

  As a result of the determination in S215, when the lateral position yobj of the three-dimensional object with respect to the own vehicle is detected, the process proceeds to S216, and the lateral component Vry_obj (= dyobj / dt) of the relative speed between the three-dimensional object and the own vehicle. The process proceeds to S217, and a collision margin time t_ttc_y (= yobj / Vry_obj) in the lateral direction of the vehicle is calculated.

  In S218, the collision margin time t_ttc_y in the vehicle lateral direction is set as the collision margin time t_ttc.

  If the lateral position yobj of the three-dimensional object with respect to the host vehicle is not detected in S215 described above, the process proceeds to S219, and the collision margin time t_ttc is not set.

  As described above, according to the present embodiment, the lane departure prevention target turning amount γ0 that prevents the vehicle from deviating from the lane in which the host vehicle travels is calculated by the steering control based on the lane information, and the surrounding solid object information is calculated. Based on the three-dimensional object information reliability Robj, the three-dimensional object avoidance target turning amount (γ1, γ2, γ3) of the three-dimensional object avoidance control for avoiding the collision of the host vehicle with the three-dimensional object is calculated based on the steering control. (Specifically, a feedforward control ratio compensation gain Kr for determining the ratio of the feedforward control value Tp_ff and a feedback control phase compensation gain Kd for determining the phase of the feedback control value Tp_fb) are variably set. The control amount is calculated based on the departure prevention target turning amount γ0, the three-dimensional object avoidance target turning amount (γ1, γ2, γ3), and the speed response of the steering control. For this reason, it is possible to reliably prevent lane departure and avoid a three-dimensional object by steering control without interfering with steering more than necessary and without causing distrust to the driver.

  In this embodiment, the feedforward control ratio compensation gain Kr and the feedback control phase compensation gain Kd are variably set according to the three-dimensional object information reliability Robj and the collision margin time t_ttc to set the steering control speed response. However, the speed response of the steering control may be set by variably setting one of the gains.

  In the embodiment of the present invention, the target turning amount γt has been described as an example of generating the vehicle by operating the steering system, but in addition, the yaw moment corresponding to the target turning amount γt is applied to the braking / driving force. It goes without saying that the present invention can also be applied to a yaw moment control device that generates a difference or the like and adds to a vehicle for control.

DESCRIPTION OF SYMBOLS 1 Electric power steering apparatus 2 Steering shaft 4 Steering wheel 5 Pinion shaft 10L, 10R Wheel 12 Electric motor 20 Steering control part (lane departure prevention target turning amount calculation means, solid object avoidance target turning amount calculation means, speed response setting means, control means)
21 motor drive unit 31 forward recognition device (peripheral environment recognition means, solid object information reliability setting means)
32 Vehicle speed sensor 33 Yaw rate sensor

Claims (7)

A surrounding environment recognition means for recognizing at least three-dimensional object information of the host vehicle;
Solid object information reliability setting means for setting the reliability of the peripheral solid object information;
A three-dimensional object avoidance target turning amount calculation means for calculating a three-dimensional object avoidance target turning amount of the three-dimensional object avoidance control for avoiding a collision of the host vehicle with the three-dimensional object by steering control based on the peripheral three-dimensional object information;
Speed response setting means for variably setting the speed response of the steering control based on the reliability of the surrounding solid object information set by the solid object information reliability setting means;
Control means for calculating a control amount based on the three-dimensional object avoidance target turning amount calculated by the three-dimensional object avoidance target turning amount calculating means and the speed response of the steering control set by the speed response setting means;
A vehicle driving support control device comprising: The surrounding environment recognition means recognizes at least the lane information of the traveling lane and the surrounding three-dimensional object information of the host vehicle,
Lane departure prevention target turning amount calculation means for calculating a lane departure prevention target turning amount for preventing the vehicle from deviating from the lane in which the host vehicle is traveling by steering control based on the lane information,
The control means includes the lane departure prevention target turn amount calculated by the lane departure prevention target turn amount calculation means, the solid object avoidance target turn amount calculated by the three-dimensional object avoidance target turn amount calculation means, and the speed response. 2. The vehicle driving support control device according to claim 1, wherein the control amount is calculated based on the speed response of the steering control set by a setting means.   The control amount is to calculate the control amount by at least feedforward control, and the quick response setting means sets the feedforward control ratio as the reliability of the surrounding solid object information is higher. 3. The driving support control device for a vehicle according to claim 1, wherein the forward control ratio compensation gain is set to a high value.   4. The vehicle driving support control apparatus according to claim 3, wherein the feedforward control ratio compensation gain is variably set according to a collision margin time during which the host vehicle collides with a three-dimensional object.   The control amount is to calculate the control amount by at least feedback control, and the rapid response setting means determines the phase of the control amount to be calculated by the feedback control as the reliability of the surrounding solid object information is higher. The vehicle driving support control device according to claim 1, wherein the vehicle driving support control device calculates the driving direction.   The control amount is to calculate the control amount by at least feedback control, and the quick response setting means determines the phase of the control amount to be calculated by the feedback control as the reliability of the surrounding solid object information is lower. 6. The driving support control apparatus for a vehicle according to claim 1, wherein the driving support control apparatus calculates the driving direction in a delaying direction.   The vehicle driving support control according to claim 5 or 6, wherein the phase value of the control amount calculated by the feedback control is variably set according to a collision allowance time during which the host vehicle collides with a three-dimensional object. apparatus.

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