JP2018034770A - Vehicle controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle controller capable of more accurately determining a driver's intention to intervene in steering.SOLUTION: An ECU 40 includes a deviation calculating part 41, an assist control part 60, an automatic steering control part 70 including an intervention determination switching part 72, an adder 42, a current command value calculating part 43, and a motor control signal calculating part 44. The intervention determination switching part 72 includes a count amount calculating part 82, an adder 83, an immediately-preceding count amount output part 85, a switching determination part 86, and an output switching part 87. The count amount calculating part 82 calculates a count amount C having a positive value or a negative value on the basis of a steering torque absolute value |Th| calculated by an absolute value processing part 81. The adder 83 calculates a total count amount Ca that is the total sum of a presently calculated count amount C and an immediately-preceding count amount Co calculated in an immediately-preceding calculation cycle. The switching determination part 86 determines a driver's intention to intervene in steering, on the basis of whether the total count amount Ca is equal to or greater than a count amount threshold value Tc.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle control device.

One of the vehicle steering devices includes a lane departure prevention support system that prevents the vehicle from deviating from the lane during traveling (for example, Patent Document 1).
Japanese Patent Application Laid-Open No. 2004-228561 discloses that the control related to the lane departure prevention support system is interrupted according to the steering state of the steering wheel of the driver during the execution of the control related to the lane departure prevention support system. When the steering torque applied to the steering wheel by the driver is greater than or equal to the threshold, the driver interrupts the control related to the lane departure prevention support system and assumes that the driver intends to intervene in the steering. The steered wheels can be steered with will.

JP 2009-214680 A

  By the way, if the driver holds the steering wheel, a steering torque is applied to the steering wheel even if the driver does not intend to intervene in steering. For this reason, when the intention to intervene in the driver's steering is determined based on whether or not the steering torque is greater than or equal to the threshold value, the intention to intervene in the driver's steering may not be accurately determined. For example, even though the driver has no intention to intervene in the steering, the intention of the driver to erroneously intervene in the steering may be determined by the steering torque generated by the driver holding the steering wheel. is there.

  The objective of this invention is providing the control apparatus for vehicles which can determine the intention which intervenes in a driver | operator's operation more appropriately.

  The vehicle control device that can achieve the above object is calculated based on a first component that is a control amount that is calculated based on an operation state amount that is changed by a driver's operation with respect to a vehicle steering mechanism, and a vehicle surrounding environment. In the vehicle control device that controls an actuator that generates power for turning the steered wheels with respect to the steering mechanism, using at least one of the second components that is a control amount, driving based on the operation state amount A count amount calculation unit that calculates a count amount that is an index for determining that there was an intention to intervene in the user's operation, the count amount calculated by the count amount calculation unit, and the count amount calculation unit An addition value calculation unit that calculates an addition value obtained by adding the count amount calculated in a certain past period, and an addition value calculated by the addition value calculation unit is counted. A determination unit that determines whether the driver intends to intervene in the operation of the driver or not intends to intervene based on whether or not the threshold is greater than the threshold amount, and the determination unit determines that there is an intention to intervene in the operation of the driver Includes a switching unit that reduces the second component and maintains the second component when it is determined that the driver does not intend to intervene in the operation of the driver.

  According to this configuration, the determination unit intends to intervene in the driver's operation based on whether or not the addition value obtained by adding the count amount calculated in the past certain period in addition to the count amount is equal to or greater than the count amount threshold value. Is judged. Compared with the case where the intention to intervene in the driver's operation is determined based on whether or not the count amount is greater than or equal to the threshold value, whether or not the added value is greater than or equal to the count amount threshold value by continuously adding the count amount Accordingly, the intention to intervene in the operation of the driver can be determined more accurately because the intention to intervene in the operation of the driver can be determined based on the above.

  In the above vehicle control device, the count amount calculation unit calculates a positive count amount when the absolute value of the operation state amount is equal to or greater than a threshold value, and when the absolute value of the operation state amount is smaller than the threshold value, The negative count amount is calculated, and the addition value calculation unit calculates the sum of the calculated count amount and the count amount calculated in a certain past period as an addition value, and the determination unit When the sum of count amounts is equal to or greater than the count amount threshold, it is determined that the driver intends to intervene in the operation of the driver. When the sum of count amounts is smaller than the count amount threshold, the intention of intervening in the operation of the driver It is preferable to determine that there is no.

  According to this configuration, the sign amount changes depending on whether the absolute value of the operation state amount is larger or smaller than the threshold value. Then, when the sum of the count amounts becomes larger than the count amount threshold, it is determined that there is an intention to intervene in the driver's operation. In this regard, for example, when determining the intention to intervene in the driver's operation based on whether or not the steering state quantity is larger than the threshold value, the operation state quantity becomes larger than the threshold value only once due to noise or the like. If this happens, it may be determined that the driver intends to intervene in the operation of the driver. In contrast, when determining the intention to intervene in the driver's operation based on whether or not the sum of the count amounts is larger than the count amount threshold, the operation state amount is continuously larger than the threshold. Since it can be determined that there is an intention to intervene in the driver's operation when the sum of the amounts is equal to or greater than the count amount threshold, it is possible to determine the intention to intervene in the driver's steering more accurately.

  The vehicle control device may include a guard processing unit that sets a lower limit of the total count amount to zero when the total count amount calculated by the addition value calculation unit becomes negative. preferable.

  According to this configuration, since the count sum is suppressed from being negative, the time required for the count sum to exceed the count threshold is shortened by the driver's operation. For this reason, the intention to intervene in a driver | operator's operation more rapidly can be determined.

  In the above vehicle control device, the inclination of the count amount with respect to the absolute value of the operation state quantity when the absolute value of the operation state quantity is in the vicinity of the threshold value is not close to the threshold value. It is preferable that the count amount is set smaller than the slope of the operation state amount with respect to the absolute value.

  According to this configuration, when the absolute value of the operation state quantity is in the vicinity of the threshold value, since the inclination of the count quantity with respect to the operation state quantity is small, the calculation of a large count quantity is suppressed, and the absolute value of the operation state quantity is suppressed. Is not in the vicinity of the threshold value, the inclination of the count amount with respect to the operation state amount becomes large, so that the count amount having a larger value is calculated. For this reason, if the driver operates to have a large operation state amount, the time required for the sum of the count amounts to exceed the count amount threshold is shortened, and the intention to intervene in the driver's operation can be determined more quickly. .

  In the above vehicle control device, it is preferable that the operation state amount is a steering torque applied to the steered wheels.

  According to the vehicle control device of the present invention, the intention to intervene in the operation of the driver can be determined more accurately.

The schematic block diagram of the vehicle steering system by which the control apparatus for vehicles is mounted. The control block diagram in the vehicle control apparatus of 1st Embodiment. (A) is the graph which shows the relationship between the absolute value of steering torque, and count amount in the vehicle control apparatus of 1st Embodiment, (b), (c) is other embodiment of the vehicle control apparatus. The graph which shows the relationship between the absolute value of steering torque, and count amount. The control block diagram of 2nd Embodiment of the control apparatus for vehicles. The control block diagram of 3rd Embodiment of the control apparatus for vehicles. The vehicle control apparatus of 3rd Embodiment WHEREIN: The graph which shows the relationship between total count amount and a gain. The control block diagram of 4th Embodiment of the control apparatus for vehicles.

<First Embodiment>
Hereinafter, a first embodiment of the vehicle control device will be described.
As shown in FIG. 1, the vehicle steering system 1 includes a steering mechanism 2 that steers a steered wheel 15 based on a driver's operation of a steering wheel 10, an actuator 3 that applies power to a steering shaft 11, and an actuator 3. An ECU (electronic control unit) 40 is provided as a vehicle control device to be controlled. The vehicle steering system 1 constitutes a lane departure prevention support system that suppresses the vehicle from deviating from the lane in which the vehicle travels by, for example, applying power that automatically changes the traveling direction of the vehicle to the steering mechanism 2. doing.

  The steering mechanism 2 includes a steering wheel 10 operated by a driver and a steering shaft 11 that rotates integrally with the steering wheel 10. The steering shaft 11 includes a column shaft 11a connected to the steering wheel 10, an intermediate shaft 11b connected to the lower end portion of the column shaft 11a, and a pinion shaft 11c connected to the lower end portion of the intermediate shaft 11b. doing. A lower end portion of the pinion shaft 11 c is connected to the rack shaft 12 via a rack and pinion mechanism 13. The rotational motion of the steering shaft 11 is converted into a reciprocating linear motion in the axial direction of the rack shaft 12 via the rack and pinion mechanism 13. The reciprocating linear motion is transmitted to the left and right steered wheels 15 via the tie rods 14 respectively connected to both ends of the rack shaft 12, thereby changing the steered angles of the steered wheels 15.

  The actuator 3 has a motor 20 that is a source of power to be applied to the steering mechanism 2. A rotation shaft 21 of the motor 20 is connected to the column shaft 11a via a speed reduction mechanism 22. For example, as the motor 20, a three-phase brushless motor is employed. The reduction mechanism 22 reduces the rotation of the motor 20 and transmits the reduced rotational force to the column shaft 11a. That is, when the rotational force (torque) of the motor 20 is applied to the steering shaft 11 as power (steering force), the left and right turning angles change.

  An ECU 40 (electronic control device) as a vehicle control device that controls the driving of the motor 20 is connected to the actuator 3 via an inverter 23. For example, the inverter 23 includes a plurality of switching elements (MOS field effect transistors) that open and close a power supply path between a power source such as a vehicle battery and a motor. The inverter 23 supplies current to the motor 20 by switching on and off each switching element.

  The ECU 40 controls the amount of current supplied to the motor 20 by controlling on / off switching of each switching element of the inverter 23 based on detection results of various sensors provided in the vehicle. Examples of the various sensors include a steering angle sensor 30, a torque sensor 31, and a rotation angle sensor 32. For example, the steering angle sensor 30 and the torque sensor 31 are provided on the column shaft 11 a, and the rotation angle sensor 32 is provided on the motor 20. The steering angle sensor 30 detects a steering angle θs that is a rotation angle of the column shaft 11a that is linked to the steering operation of the driver. The torque sensor 31 is applied to the steering shaft 11 based on the torsion of the upper portion of the torsion bar 16 in the column shaft 11a and the lower portion of the torsion bar 16 in the column shaft 11a, which is caused by the driver's steering operation. The applied steering torque Th0 is detected. The rotation angle sensor 32 detects the rotation angle θm of the rotation shaft 21. Since there is a correlation between the steering angle θs and the steering angle of the steered wheels 15, the steering angle θs is an angle that can be converted into the steered angle of the steered wheels 15.

  The ECU 40 is connected to a host ECU 50 mounted on the vehicle. The host ECU 50 notifies the ECU 40 of a control amount for automatic steering control in order to automatically change the traveling direction of the vehicle.

  The host ECU 50 outputs an angle command value θs * used for automatic steering control to the ECU 40 based on the detection value detected through the vehicle surrounding environment detection unit 33. The detected value is a value detected based on the environment (road surface information, obstacles, etc.) around the host vehicle. In the present embodiment, for example, road white line information is used as the vehicle surrounding environment. The vehicle surrounding environment detection unit 33 is configured to provide angle information on the basis of detection values obtained through GPS such as car navigation provided in the vehicle, other in-vehicle sensors (camera, distance sensor, yaw rate sensor, laser, etc.), and inter-road communication. θv is calculated. The angle information θv is, for example, a relative angle in the traveling direction of the vehicle with respect to road white line information. That is, the angle information θv is the steering angle of the steered wheels 15 with respect to the traveling direction of the vehicle (the direction in which the white line extends). Therefore, the steering angle θs that can be converted into the steering angle of the steered wheels 15 is a component that indicates the actual traveling direction of the vehicle. Further, the angle command value θs * is a target value of a component indicating the traveling direction of the vehicle. The host ECU 50 calculates the angle command value θs * at every predetermined period, and outputs the calculated angle command value θs * to the ECU 40.

  The ECU 40 performs automatic steering control when the automatic steering mode is set. The ECU 40 performs assist control for applying an assist force according to the steering of the driver by setting the manual steering mode (the automatic steering mode is not set). During execution of the automatic steering control, the ECU 40 interrupts the automatic steering control and shifts to a control for assisting the steering operation if there is a steering operation intervention (steering intervention) by the driver. To do. Further, the ECU 40 invalidates the angle command value θs * output from the host ECU 50 when executing the assist control.

Next, the configuration of the ECU 40 will be described in detail. Note that the ECU 40 detects various state quantities at a predetermined sampling period, and generates a motor control signal based on these state quantities.
As shown in FIG. 2, the ECU 40 includes a deviation calculation unit 41, an assist control unit 60, an automatic steering control unit 70, an adder 42, a current command value calculation unit 43, and a motor control signal calculation unit 44. Have.

The deviation calculation unit 41 calculates an angle deviation dθ that is a difference between the angle command value θs * calculated through the host ECU 50 and the steering angle θs calculated through the steering angle sensor 30.
The assist control unit 60 includes an assist torque command value calculation unit 61. Based on the steering torque Th0 obtained from the torque sensor 31, the assist torque command value calculation unit 61 calculates a first component Ta1 * that is a target value of the current amount corresponding to the assist torque (power) to be generated by the motor 20. Calculate.

The automatic steering control unit 70 includes an automatic steering torque command value calculation unit 71 and an intervention determination switching unit 72.
The automatic steering torque command value calculation unit 71 is a second component that is a target value of the current amount corresponding to the automatic steering torque (power) to be generated by the motor 20 based on the angle deviation dθ obtained from the deviation calculation unit 41. Calculate Ta2 *.

  The intervention determination switching unit 72 calculates a second component Ta2 * ′ that is increased or decreased according to the degree of intervention in the driver's automatic steering (intention to intervene in steering). The intervention determination switching unit 72 includes a low-pass filter 80 (LPF), an absolute value processing unit 81, a count amount calculation unit 82 (correction amount calculation unit), an adder 83, a guard processing unit 84, a previous count amount output unit 85, and a switching determination. Part 86 and output switching part 87.

  The low-pass filter 80 calculates the steering torque Th after the filter process, which is a value obtained by performing the low-pass filter process on the steering torque Th0 detected through the torque sensor 31. By performing the low-pass filter process, the high frequency component of the steering torque Th0 that is not considered to be caused by the driver's steering operation is reduced.

The absolute value processing unit 81 calculates a steering torque absolute value | Th | which is an absolute value of the steering torque Th subjected to low-pass filter processing.
The count amount calculation unit 82 calculates a positive or negative count amount C (correction amount) based on the steering torque absolute value | Th | calculated by the absolute value processing unit 81. The count amount C is an index for determining that there was an intention to intervene in the operation of the driver.

  Specifically, as shown in FIG. 3A, the count amount calculation unit 82 calculates a positive count amount C when the steering torque absolute value | Th | is larger than the threshold value Tt, and the steering torque absolute value | When Th | is smaller than the threshold value Tt, a negative count amount C is calculated. The count amount C increases in the positive direction as the steering torque absolute value | Th | increases when the steering torque absolute value | Th | is larger than the threshold value Tt, and the steering torque absolute value | Th | If the steering torque is small, it increases in the negative direction as the steering torque absolute value | Th | Further, when the steering torque absolute value | Th | is in the vicinity of the threshold value Tt (for example, in the region R in FIG. 3A), the inclination (change gradient) of the count amount C with respect to the steering torque absolute value | Th | When the steering torque absolute value | Th | is not in the vicinity of the threshold value Tt, the inclination of the count amount C with respect to the steering torque absolute value | Th | That is, the inclination of the count amount C with respect to the steering torque absolute value | Th | increases as the steering torque absolute value | Th | increases from the threshold value Tt. When the steering torque absolute value | Th | is sufficiently larger than the threshold value Tt, it is considered that the driver is almost certainly performing the steering operation. Therefore, a larger count amount C is output, and the steering torque absolute value | Th When | is in the vicinity of the threshold value Tt, it is not certain whether the driver has performed the steering operation, so that the count amount C having a smaller value is calculated. As a result, when the steering torque absolute value | Th | is in the vicinity of the threshold value Tt, the steering torque absolute value | Th | only fluctuates slightly due to a steering operation not intended by the driver (for example, slight vibration of the hand). Suppresses fluctuations in the count amount.

  As shown in FIG. 2, the adder 83 (addition value calculation unit) includes the count amount C calculated by the count amount calculation unit 82 in the current calculation cycle and the previous count amount output from the previous count amount output unit 85. The total count amount Ca, which is the total with Co, is calculated. The total count amount Ca is increased or decreased by adding the count amount C of the current calculation cycle to the previous count amount Co. Since the count amount C increases as the degree of intervention in the driver's automatic steering control increases, the total count amount Ca also increases as the degree of intervention in the driver's automatic steering control increases.

  When the total count amount Ca calculated by the adder 83 is negative, the guard processing unit 84 calculates the total count amount Ca ′ subjected to the lower limit limitation. That is, when the total count amount Ca calculated by the adder 83 is negative, the guard processing unit 84 outputs the total count amount Ca ′ with the lower limit of the total count amount Ca being “0”. Since the count amount C calculated by the count amount calculation unit 82 is not only positive but also negative, the total count amount Ca calculated by the adder 83 may be negative.

  The previous count amount output unit 85 stores the current total count amount Ca ′ calculated through the guard processing unit 84 as the previous count amount Co used in the next calculation cycle, and is stored at the next calculation cycle. The previous count amount Co is output to the adder 83.

  The switching determination unit 86 (determination unit) switches to control for intervening manual steering control during automatic steering control based on the total count amount Ca ′ and the count amount threshold value Tc fetched from the guard processing unit 84. Specifically, when the total count amount Ca ′ is equal to or greater than the count amount threshold Tc, the switching determination unit 86 determines that the degree of intervention by the driver in the automatic steering control is large, and causes the output switching unit 87 to perform automatic steering. Notify that the second component Ta2 * calculated by the torque command value calculation unit 71 is to be reduced. Further, when the total count amount Ca ′ is smaller than the count amount threshold value Tc, the switching determination unit 86 determines that the degree of intervention by the driver in the automatic steering control is small (intention of non-intervention), and the output switching unit 87. In addition, the automatic steering torque command value calculation unit 71 notifies that the second component Ta2 * calculated by the automatic steering torque command value calculation unit 71 is not reduced. Note that the count amount threshold value Tc is a value experimentally determined to determine that there is an intervention operation during execution of the automatic steering control. Note that when the total count amount Ca becomes negative, the time lag of determination performed by the switching determination unit 86 described later increases. In this regard, by providing the guard processing unit 84, the lower limit of the total count amount Ca becomes “0”, so that the determination performed by the switching determination unit 86 is performed more quickly.

  When the output switching unit 87 receives a notification from the switching determination unit 86 that the second component Ta2 * calculated by the automatic steering torque command value calculation unit 71 is reduced, the output switching unit 87 has reduced the second component Ta2 * Is output to the adder 42. Further, when the output switching unit 87 receives a notification from the switching determination unit 86 that the second component Ta2 * calculated by the automatic steering torque command value calculation unit 71 is not reduced, the output switching unit 87 remains the second component Ta2 *. In this state, the signal is output to the adder 42.

  The adder 42 includes a first component Ta1 * calculated by the assist torque command value calculation unit 61 of the assist control unit 60 and a second component Ta2 * ′ calculated by the output switching unit 87 of the automatic steering control unit 70. Is calculated as a sum component Ta *.

The current command value calculation unit 43 calculates a current command value Ia * corresponding to the sum component Ta * calculated by the adder 42.
The motor control signal calculation unit 44 executes current feedback control based on a deviation between the current command value Ia * and the actual current value so that the actual current value supplied to the motor 20 follows the current command value Ia *. The motor control signal output to the inverter 23 (see FIG. 1) is generated.

The operation and effect of this embodiment will be described.
In the vehicle turning system 1, the second component Ta2 * calculated by the automatic steering torque command value calculation unit 71 is increased or decreased based on whether or not the total count amount Ca ′ is greater than or equal to the count amount threshold value Tc. The driver can intervene in the automatic steering control. Since the total count amount Ca (Ca ′) is calculated using the count amount C calculated based on the steering torque absolute value | Th |, the count amount threshold value Tc can be freely set. For example, if the driver wants to be able to intervene more quickly, the count amount threshold Tc may be set smaller, and if the driver's intervention is to be determined more accurately, the count amount threshold Tc is set larger. do it. Further, the threshold value Tt can be freely set depending on how the relationship of the count amount C to the steering torque absolute value | Th | For this reason, the freedom degree at the time of determining count amount threshold value Tc and threshold value Tt is securable.

  On the other hand, as a comparative example, when the driver's intention to intervene in the automatic steering control is determined based on whether or not the steering torque absolute value | Th | It is necessary to determine the threshold value Tt in consideration of the steering torque that is naturally generated by the holding. A threshold cannot be set in a region between the value of the steering torque absolute value | Th | being “0” and the steering torque absolute value | Th | generated when the driver holds the steering wheel 10. . For this reason, the freedom degree at the time of determining a threshold value will become small.

  In the present embodiment, since the driver's degree of intervention in automatic steering control is weak, when the steering torque absolute value | Th | is sufficiently smaller than the threshold value Tt, the smaller the steering torque absolute value | Th | The count amount C calculated by the count amount calculation unit 82 increases in the negative direction. As a result, the total count amount Ca ′ is suppressed from being greater than or equal to the count amount threshold Tc.

  As a comparative example, for example, when determining the driver's intention to intervene in the automatic steering control based on whether or not the steering torque absolute value | Th | is larger than the threshold value Tt, the count amount is only once due to the influence of noise or the like. Even when C is positively increased, it may be determined that the driver's intention to intervene in automatic steering control is strong. In this respect, in this embodiment, since the intention of the driver to intervene in the automatic steering control is determined based on whether or not the total count amount Ca ′ is equal to or greater than the count amount threshold value Tc, it is counted only once due to the influence of noise or the like. Even when the amount C is positively increased, it is suppressed that the driver's intention to intervene in the automatic steering control immediately is determined to be strong. For this reason, the intention of the driver's intervention in the automatic steering control can be determined more accurately.

  In the present embodiment, the count amount C calculated by the count amount calculation unit 82 continues to output a positive value, so that when the total count amount Ca exceeds the count amount threshold value Tc, the driver's It was determined that there was an intention to intervene in automatic steering control. For this reason, compared with the case where the driver's intention to intervene in the automatic steering control is determined only when the count amount C (steering torque) exceeds the threshold value only once, the driver's intervention in the automatic steering control is more accurately performed. Can be determined.

  Based on how much the steering torque Th0 (steering torque absolute value | Th |) is larger than the threshold value Tt, the value of the calculated count amount C varies. Therefore, if the driver's degree of intervention in automatic steering control is strong, and the steering torque absolute value | Th | is sufficiently larger than the threshold value Tt, the count amount increases as the steering torque absolute value | Th | The count amount C calculated by the calculation unit 82 increases in the positive direction. As a result, the time required for the total count amount Ca ′ to become larger than the count amount threshold value Tc is shortened compared to the case where the steering torque absolute value | Th | is slightly greater than the threshold value Tt. Thus, the degree of intervention of the driver in the automatic steering control can be determined more quickly and accurately.

  When the steering torque absolute value | Th | is in the vicinity of the threshold value Tt, the steering torque absolute value | Th | exceeds the threshold value Tt regardless of the driver's intention to intervene in the automatic steering control due to vehicle vibration or the like. May fall below or below. In this case, the count amount calculation unit 82 randomly calculates the positive count amount C and the negative count amount C. As a result, even if the driver does not intend to intervene in the automatic steering control, if the positive count amount C continues, the total count amount Ca ′ exceeds the count amount threshold value Tc, and the driver is automatically It may be erroneously determined that there is an intention to intervene in the steering control. In this regard, in the present embodiment, the inclination of the count amount C with respect to the steering torque absolute value | Th | when the steering torque absolute value | Th | is in the vicinity of the threshold Tt is the steering torque absolute value | Th | Is set smaller than the inclination of the count amount C with respect to the steering torque absolute value | Th |. For this reason, the total count amount Ca ′ exceeds the count amount threshold value Tc even if the steering torque absolute value | Th | exceeds or falls below the threshold value Tt regardless of the driver's intention to intervene in the automatic steering control. Therefore, it is possible to prevent the driver's intention to intervene in the automatic steering control from being erroneously determined.

Second Embodiment
Hereinafter, a second embodiment of the vehicle control device will be described. Here, the difference from the first embodiment will be mainly described.

  As shown in FIG. 4, the intervention determination switching unit 72 further includes a low-pass filter 90, an absolute value processing unit 91, a count amount correction gain calculation unit 92, and a multiplication unit 93. The ECU 40 also has a differentiator 94. The differentiator 94 calculates the steering torque differential value dTh0 by differentiating the steering torque Th0 detected through the torque sensor 31.

  The low-pass filter 90 calculates a steering torque differential value dTh after filtering, which is a value obtained by low-pass filtering the steering torque differential value dTh0 obtained through the differentiator 94. By performing the low-pass filter process, the high frequency component of the steering torque differential value dTh0 that is not considered to be caused by the driver's steering operation is reduced. The reason why the high frequency component of the steering torque differential value dTh0 is reduced is that the driver has operated the steering torque Th0 when the change of the steering torque Th0 is so sudden that the driver cannot think that the steering torque differential value dTh0 is operated (the steering torque differential value dTh0 is large). It is because it cannot be considered.

The absolute value processing unit 91 calculates a steering torque differential absolute value | dTh | which is an absolute value of the steering torque differential value dTh0 subjected to low-pass filter processing.
The count amount correction gain calculation unit 92 calculates the count amount correction gain Gd based on the steering torque differential absolute value | dTh | calculated by the absolute value processing unit 91. The count amount correction gain Gd is calculated to correct the count amount C calculated by the count amount calculation unit 82. Specifically, the count amount correction gain calculation unit 92 sets the count amount correction gain Gd to “0” so that the count amount C is “0” when the steering torque differential absolute value | dTh | 0 ”. Further, the count amount correction gain calculation unit 92 sets the count amount correction gain Gd to “1” so as to output the count amount C as it is when the steering torque differential absolute value | dTh | is smaller than the steering torque differential threshold Td. .

  The multiplier 93 multiplies the count amount C calculated by the count amount calculator 82 and the count amount correction gain Gd calculated by the count amount correction gain calculator 92 to calculate the correction count amount C ′.

  The adder 83 calculates a total count amount Ca that is the sum of the correction count amount C ′ calculated by the multiplication unit 93 in the current calculation cycle and the previous count amount Co output from the previous count amount output unit 85. . When the count amount correction gain Gd calculated by the count amount correction gain calculation unit 92 is “0”, the correction count amount C ′ is also “0”. For this reason, the value of the total count amount Ca ′ does not change. Therefore, the previous count amount output unit 85 is kept in a state where the previous value is stored.

  When the total count amount Ca ′ fetched from the guard processing unit 84 is equal to or greater than the count amount threshold value Tc, the switching determination unit 86 determines that the degree of intervention by the driver in the automatic steering control is large, and the total count amount Ca ′. Is smaller than the count amount threshold Tc, it is determined that the driver's intention to intervene in the automatic steering control is small, and a current switching flag indicating that is generated.

When the output switching unit 87 receives the current switching flag from the switching determination unit 86, the output switching unit 87 reduces or maintains the second component Ta2 * based on the current switching flag.
The operation and effect of this embodiment will be described.

  Even when the driver is only holding the steering wheel 10 when the vehicle is traveling on a rough road surface, the value of the vehicle is higher regardless of the intention of the driver to intervene in the automatic steering control. There is a risk that a large steering torque absolute value | Th | That is, when the vehicle travels on a rough road surface, a greater vibration is transmitted to the vehicle, and thus a large steering torque absolute value | Th | is instantaneously generated as noise. When the steering torque absolute value | Th | having a larger value is generated, the count amount C having a larger value is calculated, and the total count amount Ca tends to exceed the count amount threshold value Tc.

  In this respect, in the vehicle steering system 1 of the present embodiment, the count amount C that varies depending on the road surface condition including the undulation of the road surface is calculated based on the steering torque differential absolute value | dTh |. Correction is performed based on the count amount correction gain Gd. That is, when the steering torque differential absolute value | dTh | is equal to or greater than the steering torque differential threshold Td, the count amount C is set to “0” by setting the count amount correction gain Gd to “0”. In the case of the steering torque generated due to the road surface condition, the value changes abruptly compared with the steering torque generated by the driver's steering, so the steering torque differential value that is the differential value also increases sharply. This is because it is considered to grow.

  Then, when the count amount C is set to “0”, the count amount calculated according to the steering torque that is generated as noise due to the road surface condition is suppressed from being added to the total count amount Ca. it can. For this reason, the intention of the driver's intervention in the automatic steering control can be determined more accurately.

  The count amount correction gain calculation unit 92 sets the count amount correction gain Gd to a value smaller than “1” in order to reduce the count amount C when the steering torque differential absolute value | dTh | is equal to or greater than the steering torque differential threshold Td. Also good. In this case, the influence of the count amount calculated corresponding to the steering torque generated as noise can be suppressed.

<Third Embodiment>
Hereinafter, a third embodiment of the vehicle control device will be described. Here, the difference from the second embodiment will be mainly described.

As illustrated in FIG. 5, the intervention determination switching unit 72 includes a gain calculation unit 88 instead of the switching determination unit 86.
The gain calculation unit 88 calculates the gain G corresponding to the total count amount Ca ′ calculated by the guard processing unit 84. Specifically, the gain calculation unit 88 performs a map calculation on the gain G having a smaller value in inverse proportion to the increase in the total count amount Ca ′.

  As shown by a solid line in FIG. 6, as an example, there is a relation between the total count amount Ca ′ and the gain G that the value of the gain G decreases exponentially as the total count amount Ca ′ increases. .

  The output switching unit 87 multiplies the second component Ta2 * calculated by the automatic steering torque command value calculation unit 71 and the gain G calculated by the gain calculation unit 88, thereby obtaining the second component Ta2 * ′. Calculate.

The operation and effect of this embodiment will be described.
The ECU 40 calculates the gain G based on the total count amount Ca ′ calculated in accordance with the steering torque Th0, and then multiplies the second component Ta2 * ′ by the gain G to multiply the second component Ta2 * ′. Is calculated. Since the total count amount Ca ′ changes according to the magnitude of the intention to intervene in the automatic steering control, the second component Ta2 * ′ can be changed according to the magnitude of the intention to intervene in the automatic steering control. .

<Fourth embodiment>
Hereinafter, a fourth embodiment of the vehicle control device will be described. Here, the difference from the first embodiment will be mainly described.

  As shown in FIG. 7, the automatic steering control unit 70 is provided with an abnormal output determination unit 72 a instead of the intervention determination switching unit 72. The abnormal output determination unit 72a determines whether or not the second component Ta2 * is an abnormal output. Similar to the intervention determination switching unit 72, the abnormal output determination unit 72a is a low-pass filter 80a, an absolute value processing unit 81a, a count amount calculation unit 82a, an adder 83a, a guard processing unit 84a, a previous count amount output unit 85a, and a switching determination. Part 86a and output switching part 87a.

  The second component Ta2 * calculated through the automatic steering torque command value calculation unit 71 is input to the low-pass filter 80a. The low-pass filter 80a calculates the control amount T by subjecting the second component Ta2 * to low-pass filter processing.

The absolute value processing unit 81a calculates a control amount absolute value | T | that is an absolute value of the control amount T obtained by the low-pass filter 80a.
The count amount calculation unit 82a calculates a positive or negative count amount Ct based on the control amount absolute value | T | calculated by the absolute value processing unit 81a. As an example, the relationship between the control amount absolute value | T | and the count amount Ct is the same as the relationship between the steering torque absolute value | Th | and the count amount C in the first embodiment (see FIG. 3). . The count amount Ct is an index for determining that the control amount (second component Ta2 *) used in the automatic steering control is not an abnormal output.

  The adder 83a calculates a total count amount Cta that is the sum of the count amount Ct calculated by the count amount calculation unit 82a in the current calculation cycle and the previous count amount Cto output from the previous count amount output unit 85a. .

When the total count amount Cta is negative, the guard processing unit 84a calculates the total count amount Cta ′ with the lower limit of the total count amount Cta being “0”.
The previous count amount output unit 85a stores the current total counter Ca ′ calculated through the guard processing unit 84a as the previous count amount Co used in the next calculation cycle, and is stored in the next calculation cycle. The count amount Cto is output to the adder 83.

  The switching determination unit 86a generates an abnormality flag indicating an abnormality when the total count amount Cta ′ fetched from the guard processing unit 84a is equal to or greater than the count amount threshold value Ttc, and the total count amount Cta ′ is greater than the count amount threshold value Ttc. When it is small, no abnormality flag is generated (or a flag indicating that there is no abnormality is generated).

  When the output switching unit 87a receives the abnormality flag from the switching determination unit 86a, the output switching unit 87a sets the value of the second component Ta2 * to “0” and outputs it. At this time, for example, the first component Ta1 * is used for the calculation of the current command value Ia * as it is as the total component Ta *.

The operation and effect of this embodiment will be described.
In the ECU 40, the second component Ta2 * calculated by the automatic steering torque command value calculation unit 71 is abnormal based on whether or not the total count amount Ca ′ is greater than or equal to the count amount threshold value Ttc by the abnormal output determination unit 72a. It can be determined whether the output is not correct. For example, in the automatic steering control, control in which the control output (output corresponding to the second component Ta2 *) changes rapidly in a short time such as emergency avoidance assistance and skid prevention assistance may be performed. In these controls, it is unlikely that the control output will continue for a long time. Therefore, by determining whether or not the total count amount Ca ′ is greater than or equal to the count amount threshold value Ttc, it is possible to determine whether or not the state in which the control output is greater than the threshold value has continued for a certain period of time. It can be determined whether or not the control output of the control in which the control output changes in a short time, such as avoidance support and skid prevention support, is not an abnormal output. Further, when the situation where the control output is equal to or greater than the threshold value continues for a certain period of time, it can be detected that the control output is an abnormal output. Thereby, for example, when an abnormality occurs in a signal taken from the outside via a sensor, or a control output generated unintentionally due to a calculation error in the vehicle steering system 1 or the like, the control is erroneously continued. Can be suppressed.

Note that the threshold value set at this time may be freely set depending on how the relationship of the count amount to the control output is desired.
Each embodiment may be changed as follows. The following other embodiments can be combined with each other within a technically consistent range.

  The count amount C calculated by the count amount calculation unit 82 and the steering torque absolute value | Th | may have the relationship shown in FIG. That is, the count amount C may have a proportional relationship that simply increases as the steering torque absolute value | Th | increases. In this case, for example, when the steering torque absolute value | Th | is the threshold value Tt, the count amount C is “0”.

  Further, the count amount C calculated by the count amount calculation unit 82 and the steering torque absolute value | Th | may have the relationship shown in FIG. That is, when the count amount C is smaller than the threshold value Tt, a larger negative count amount C may be calculated.

  The relationship between the count amount C and the steering torque absolute value | Th | is that the threshold Tt is set when the steering torque absolute value | Th | is equal to or greater than the threshold Tt and when the steering torque absolute value | Th | is smaller than the threshold Tt. The reference may be symmetric or asymmetric. For example, the inclination of the count amount C with respect to the steering torque absolute value | Th | when the steering torque absolute value | Th | is equal to or greater than the threshold value Tt, and the count amount when the steering torque absolute value | Th | is smaller than the threshold value Tt. The inclination of C with respect to the steering torque absolute value | Th |

  In the first to third embodiments, the low pass filter 80 is provided in the intervention determination switching unit 72, but it may not be provided. In this case, the absolute value processing unit 81 directly takes the steering torque Th0 and performs absolute value processing. In the second and third embodiments, the intervention determination switching unit 72 is provided with the low-pass filter 90, but it may not be provided. Further, in the fourth embodiment, the low-pass filter 80a is provided in the abnormal output determination unit 72a, but it may not be provided.

  -In 1st-3rd embodiment, although the absolute value process part 81 was provided in the intervention determination switching part 72, it is not necessary to provide. In this case, the count amount calculation unit 82 calculates the count amount C based on the steering torque Th. Further, in the second and third embodiments, the absolute value processing unit 91 is provided in the intervention determination switching unit 72, but it may not be provided. Further, in the fourth embodiment, the absolute value processing unit 91 is provided in the abnormal output determination unit 72a, but it may not be provided.

  -In 1st-3rd embodiment, although the guard process part 84 was provided in the intervention determination switching part 72, it is not necessary to provide. In this case, the total count amount Ca may be a negative value, but if the driver intends to intervene in the automatic steering control, the count amount C continues to be positive, so that a certain amount of time passes. For example, the total count amount Ca becomes larger than the count amount threshold value Tc. For this reason, the switching determination unit 86 can determine that the driver intends to intervene in the automatic steering control. In the fourth embodiment, the guard processing unit 84a is provided in the abnormal output determination unit 72a.

  In each embodiment, the previous total count amount Ca ′ is output by the previous count amount output unit 85 (85a), but is not limited thereto. For example, the previous count amount output unit 85 may output the sum of the count amounts C calculated in a certain past period including the previous time.

The vehicle steering system 1 may be configured to switch from automatic steering control to assist control when an intervention operation is performed while the setting of the automatic steering mode is instructed.
The host ECU 50 may output the angle deviation dθ to the ECU 40 instead of the angle command value θs *. In this case, the deviation calculation unit 41 is provided in the host ECU 50. Then, the host ECU 50 calculates the angle deviation dθ based on the steering angle θs obtained from the steering angle sensor 30 and the angle information θv obtained from the vehicle surrounding environment detection unit 33.

  In each embodiment, the ECU 40 captures the steering angle θs from the rudder angle sensor 30, but is not limited thereto. For example, the ECU 40 may calculate the steering angle θs based on the rotation angle θm obtained from the rotation angle sensor 32. In this case, the ECU 40 can calculate the steering angle θs by calculating an absolute angle from the rotation angle θm of the rotation angle sensor 32 and multiplying this by a conversion coefficient. Thereby, the steering angle sensor 30 can be omitted, and the number of parts and the cost can be reduced.

  In calculating the first component Ta1 *, at least the steering torque Th0 may be used. However, the vehicle speed may be used in addition to the steering torque Th0, and other elements may be added to the first component Ta1 *. Ta1 * may be calculated. The second component Ta2 * may be calculated using at least the angle command value θs * calculated based on the vehicle surrounding environment (angle information θv). In addition to this, other factors such as the vehicle speed are used. May be used.

  In the first to third embodiments, the intervention determination switching unit 72 determines the intention to intervene in the driver's steering based on the steering torque Th0, but is not limited thereto. For example, the intervention determination switching unit 72 may determine an intention to intervene in the driver's steering based on the steering angle θs, or intervene in the driver's steering based on the current command value Ia * (actual current value). The intention to do may be determined.

  In the fourth embodiment, the abnormal output determination unit 72a determines whether the second component Ta2 * is an abnormal output based on the second component Ta2 * calculated by the automatic steering torque command value calculation unit 71. However, the present invention is not limited to this. For example, the abnormal output determination unit 72a may determine whether or not the second component Ta2 * is an abnormal output based on the angular deviation dθ calculated by the deviation calculation unit 41.

  In the fourth embodiment, the total count amount Ca ′ and the gain G have the relationship shown by the solid line in FIG. 6, but are not limited thereto. For example, the total count amount Ca ′ and the gain G may have a relationship in which the gain G simply decreases as the total count amount Ca ′ increases, as indicated by a two-dot chain line in FIG.

  -In each embodiment, although the vehicle steering system 1 comprised the lane departure prevention assistance system as an example, it is not restricted to this. For example, the vehicle steering system 1 may constitute a parking assistance system, may constitute a skid prevention device, or may constitute various advanced driving assistance systems. Also good.

  -In each embodiment, although it actualized to the vehicle steering system 1 of the type which provides motive power to the column shaft 11a, it is not restricted to this. For example, the present invention may be embodied in a vehicle steering system 1 that applies power to the rack shaft 12.

  Each embodiment may be applied to a steer-by-wire steering device. In this case, the actuator 3 may be provided around the rack shaft 12.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle steering system, 2 ... Steering mechanism, 3 ... Actuator, 10 ... Steering wheel, 11 ... Steering shaft, 11a ... Column shaft, 11b ... Intermediate shaft, 11c ... Pinion shaft, 12 ... Rack shaft, 13 ... Rack Andpinion mechanism, 14 ... tie rod, 15 ... steered wheel, 16 ... torsion bar, 20 ... motor, 21 ... rotating shaft, 22 ... deceleration mechanism, 23 ... inverter, 30 ... rudder angle sensor, 31 ... torque sensor, 32 ... rotation Angle sensor, 33 ... Vehicle surrounding environment detection unit, 40 ... ECU, 41 ... Deviation calculation unit, 42 ... Adder, 43 ... Current command value calculation unit, 44 ... Motor control signal calculation unit, 50 ... Host ECU, 60 ... Assist Control part 61 ... Assist torque command value calculation part 70 ... Automatic steering control part 71 ... Automatic steering torque Command value calculation unit 72 ... Intervention determination switching unit 72a ... Abnormal output determination unit 80, 80a ... Low pass filter 81, 81a ... Absolute value processing unit 82, 82a ... Count amount calculation unit 83, 83a ... Adder (Addition value calculation unit), 84, 84a ... guard processing unit, 85, 85a ... previous count amount output unit, 86, 86a ... switching determination unit (determination unit), 87, 87a ... output switching unit (switching unit), 88 DESCRIPTION OF SYMBOLS ... Gain calculating part, 90 ... Low pass filter, 91 ... Absolute value processing part, 92 ... Count amount correction gain calculating part, 93 ... Multiplication part, 94 ... Differentiator, C ... Count amount, Ca, Ca '... Sum total count amount ( (Added value), Co: previous count amount, θm: rotation angle, θs: steering angle, θv: angle information, dθ: angle deviation, Tc: count amount threshold, Th, Th0: steering torque, Tt: threshold, θs * ... Corner Command value, Ia * ... current command value, Ta * ... total components, Ta1 * ... first component, Ta2 *, Ta2 * '... second component.

Claims (5)

At least one of a first component that is a control amount that is calculated based on an operation state amount that is changed by a driver's operation on the steering mechanism of the vehicle, and a second component that is a control amount that is calculated based on the vehicle surrounding environment. In the vehicle control device for controlling an actuator that generates power for turning the steered wheels with respect to the steering mechanism,
A count amount calculation unit that calculates a count amount that is an index for determining that there was an intention to intervene in a driver's operation based on the operation state amount;
An addition value calculation unit for calculating an addition value obtained by adding the count amount calculated by the count amount calculation unit and the count amount calculated by the count amount calculation unit in a past fixed period;
A determination unit that determines whether the addition value calculated by the addition value calculation unit is greater than or equal to a count amount threshold, and whether or not to intervene in the driver's operation;
The second component is reduced when the determination unit determines that there is an intention to intervene in the driver's operation, and the second component when the determination unit determines that there is no intention to intervene in the driver's operation. The control apparatus for vehicles which has the switching part which maintains the component of. The vehicle control device according to claim 1,
The count amount calculation unit calculates a positive count amount when the absolute value of the operation state amount is equal to or greater than a threshold value, and calculates a negative count amount when the absolute value of the operation state amount is smaller than the threshold value,
The addition value calculation unit calculates the sum of the calculated count amount and the count amount calculated during a certain past period as an addition value,
The determination unit determines that there is an intention to intervene in the operation of the driver when the sum of the count amounts is equal to or greater than the count amount threshold, and when the sum of the count amounts is smaller than the count amount threshold, the driver The vehicle control device that determines that there is no intention to intervene in the operation. The vehicle control device according to claim 2,
The vehicle control apparatus which has a guard process part which makes the minimum of the sum total of the said count amount zero when the sum total of the said count amount calculated by the said addition value calculating part becomes negative. The vehicle control device according to any one of claims 1 to 3,
The inclination of the count amount with respect to the absolute value of the operation state amount when the absolute value of the operation state amount is in the vicinity of the threshold is the operation of the count amount when the absolute value of the operation state amount is not in the vicinity of the threshold. A vehicle control device that is set to be smaller than the inclination of the state quantity with respect to the absolute value. In the vehicle control device according to any one of claims 1 to 4,
The vehicle control device, wherein the operation state quantity is a steering torque applied to a steered wheel.

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