JP2019038395A - Drive assistance device for vehicle - Google Patents

Abstract

To make it possible to obtain stable travel performance even if the own vehicle M is pulled in the direction of a preceding vehicle or pushed out in a vehicle width direction when passing a large preceding vehicle Mt.SOLUTION: In a case where a following vehicle Mt traveling in a passing lane approaches when the own vehicle M travels along a target advancing path under lane maintaining control, an estimated quantity Zw' of push lateral movement in which the own vehicle M is pushed by the following vehicle Mt and an estimated quantity Zw of pull lateral movement are obtained (S6, S7) on the basis of a following vehicle speed (ΔVt+V) calculated from an own vehicle speed V and a relative vehicle speed ΔVt and on the basis of the front-face projection area Sf and side-face projection area Ss of the following vehicle Mt. A push correction steering angle θkz' and a pull correction steering angle θkz for offsetting them are calculated and are added to FF steering angle θff, thereby calculating an FF target steering angle θffo when subjected to push pressure (S15) and an FF target steering angle θffo when subjected to pull pressure (S16).SELECTED DRAWING: Figure 2

Description

  The present invention relates to a lateral movement amount and a pushing lateral movement amount with respect to a succeeding vehicle based on the rear vehicle speed, the front projection area, the side projection area, etc. of the succeeding vehicle when the host vehicle traveling by the lane keeping control is overtaken by the following vehicle. The present invention relates to a driving support apparatus for a vehicle that obtains a corrected steering angle that cancels out and corrects a target steering angle by feedforward control.

  Recent vehicles are provided with various driving support functions in order to reduce the burden on the driver during driving and to improve comfort. For example, in automatic driving, a stereo camera, or a stereo camera or monocular camera, and laser radar, millimeter wave radar, ultrasonic sonar, etc. are combined to acquire environmental information around the host vehicle, and a part of driving operation is performed. A technique is known in which the system performs the operation on behalf of the driver, and the system performs all the driving operations on behalf of the driver in a specific section.

  This type of driving support control includes preceding vehicle following control, lane keeping control, lane departure prevention control, preceding vehicle overtaking control, and the like. For example, in Patent Document 1 (Japanese Patent Laid-Open No. 2016-16829) filed earlier by the present applicant, the driver can arbitrarily set the vehicle speed of the preceding vehicle lower than the set vehicle speed of the own vehicle during automatic driving. As a travel mode that can be selected, a technology is proposed that includes a follow-up control mode in which the host vehicle follows the preceding vehicle and an overtaking mode in which the preceding vehicle is overtaken.

  This document also discloses a technique for running at a set vehicle speed when there is no preceding vehicle. Then, in traveling in the follow-up control mode and the set vehicle speed, lane keeping control for causing the host vehicle to travel along the traveling lane is executed.

  At that time, when the host vehicle is subjected to a lateral force disturbance such as a crosswind or a road surface cant, first, as disclosed in, for example, Japanese Patent Laid-Open No. 2001-97234, a lateral force acting on the host vehicle is firstly applied. In general, the feedback control is performed so that the yawing moment is estimated and the lateral force and yawing moment due to disturbance are canceled out.

JP 2016-16829 A JP 2001-97234 A

  By the way, the disturbance acting on the host vehicle traveling by the lane keeping control is not limited to the side wind and the road surface cant, but the subsequent vehicle traveling in the adjacent lane is a large vehicle such as a large truck having a relatively long overall length. The pressure received when a car overtakes the host vehicle also acts as a lateral force disturbance.

  That is, when the succeeding vehicle approaches the host vehicle, the air pressure pushed over the entire surface of the succeeding vehicle is applied to the host vehicle, and is easily pushed out in the vehicle width direction by the wind pressure. On the other hand, when the following vehicle runs in parallel with the preceding vehicle, if the distance between the opposing surfaces of the host vehicle and the following vehicle (distance between the side vehicles) is narrow, the air flow speed passing between the two vehicles becomes faster, and the air density is correspondingly increased. Since it becomes low, it becomes easy for the own vehicle to be drawn toward the following vehicle side. This phenomenon is prominent in small vehicles such as light vehicles, ordinary passenger cars, and one-box vehicles.

  When the host vehicle is subjected to a lateral force disturbance when being overtaken by a succeeding vehicle, the lateral force disturbance is canceled by feedback control as disclosed in Patent Document 2 described above. However, since the steering angle is controlled in a direction in which the own vehicle receives a pushing pressure or a pulling pressure from a succeeding vehicle traveling in an adjacent lane and moves laterally after the lateral movement, the steering angle is controlled. There is a disadvantage that the behavior is disturbed and the running stability is impaired.

  In view of the above circumstances, in the present invention, when the own vehicle is overtaken by a succeeding vehicle, the vehicle behavior is disturbed even if the vehicle is subjected to pressure that is pushed out from the succeeding vehicle in the vehicle width direction or pulled toward the following vehicle. It is an object of the present invention to provide a vehicle driving support device that can obtain stable running performance without any problems.

  The present invention is obtained by driving support control means for causing the host vehicle to travel along the driving lane by lane keeping control, rear environment information acquiring means for acquiring environment information behind the host vehicle, and the rear environment information acquiring means. A driving support apparatus for a vehicle, comprising: an overtaking determination unit that obtains a relative vehicle speed between a following vehicle that travels in an adjacent lane based on the environment information and the own vehicle, and determines whether the following vehicle passes the own vehicle. The driving support control means calculates the vehicle speed of the succeeding vehicle based on the environment information acquired by the rear environment information acquiring means when the succeeding determination means determines that the succeeding vehicle overtakes the own vehicle. A subsequent vehicle speed calculating means, a front projected area calculating means for calculating a front projected area of the succeeding vehicle based on the environment information acquired by the rear environment information acquiring means, and the rear environment information Calculated by the side projection area calculation means for calculating the side projection area of the subsequent vehicle based on the environmental information acquired by the acquisition means, the vehicle speed of the subsequent vehicle calculated by the subsequent vehicle speed calculation means, and the front projection area calculation means A correction correction steering angle calculating means for calculating a correction correction steering angle that cancels out a lateral movement amount of the host vehicle due to a pressing pressure with which the host vehicle is pushed out from the succeeding vehicle based on the front projected area, and the subsequent vehicle speed. Based on the vehicle speed of the succeeding vehicle calculated by the calculating means and the side projected area calculated by the side projection area calculating means, the lateral movement amount of the own vehicle due to the attraction pressure with which the own vehicle is attracted to the succeeding vehicle is offset. An attraction correction steering angle calculation means for calculating an attraction correction steering angle, and the push-out compensation when the vicinity of the front surface of the succeeding vehicle approaches the host vehicle. The feedforward target steering angle is set by correcting the feedforward steering angle with the steering angle, and the feedforward steering angle is corrected with the pulling correction steering angle when the host vehicle is running side by side on the side of the succeeding vehicle. And feedforward target steering angle calculating means for setting the feedforward target steering angle.

  According to the present invention, when the host vehicle is overtaken by the succeeding vehicle, the pushing correction steering angle and the pulling correction steering angle that cancel the lateral movement amount due to the pushing pressure and the pulling pressure received from the following vehicle are calculated, and the own vehicle is calculated. When the following vehicle is close to the front, the feed-forward steering angle is corrected with the push-out correction steering angle, and when the following vehicle is running along the side of the host vehicle, the feed-forward steering is performed with the pull-up correction steering angle. Since the feedforward target steering angle is set by correcting the angle and the feedforward target steering angle is set, when the host vehicle is overtaken by the following vehicle, it receives pressure pushed out from the following vehicle in the vehicle width direction, Or even if it receives the pressure drawn toward the following vehicle, the vehicle behavior is not disturbed, and stable running performance can be obtained.

Schematic configuration diagram of the driving support device Flowchart showing lateral movement correction steering angle calculation routine Flowchart showing FF target steering angle calculation routine Flowchart showing FB target steering angle calculation routine A flowchart showing a command steering angle calculation routine (A) is a bird's-eye view showing a state in which a front projection area and a side projection area of a succeeding vehicle are obtained, and (b) is a bird's-eye view explaining feedforward control when the host vehicle receives the extrusion pressure from the following vehicle, (d) ) Is a bird's-eye view explaining feedforward control when the host vehicle is attracted to the following vehicle (A) is a bird's-eye view showing a state in which a target traveling path is set at the center in the vehicle width direction, and (b) is a bird's-eye view showing a state in which the own vehicle traveling path is shifted from the target traveling path

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. A reference symbol M shown in FIG. 6 is a host vehicle traveling in a traveling lane, and Mt is a succeeding vehicle traveling in an adjacent lane (hereinafter referred to as “passing lane”). The own vehicle M is a light vehicle or a normal vehicle, and the following vehicle Mt is a large vehicle having a long vehicle length, such as a large truck, a bus, or a trailer. In the present embodiment, description will be made on the assumption that left-hand traffic. Therefore, in the case of right-hand traffic, the left and right descriptions are reversed.

  The driving support device 1 shown in FIG. 1 is mounted on the host vehicle M. The driving support apparatus 1 includes a driving support control unit 11 as driving support control means, a power control unit (hereinafter referred to as “P / W_ECU”) 12, a power steering control unit (hereinafter referred to as “PS_ECU”) 13, a brake. Each control unit such as a control unit (hereinafter referred to as “BK_ECU”) 14 is provided, and these control units 11 to 14 are connected to each other through a vehicle communication line 15 such as a CAN (Controller Area Network) so as to be capable of bidirectional communication. Yes. Each unit 11 to 14 is composed of a microcomputer equipped with a CPU, ROM, RAM, etc., and the ROM stores a control program and fixed data for realizing the operation set for each system. ing.

  Further, on the input side of the driving support control unit 11, an in-vehicle camera unit 21, a vehicle speed sensor 22 for detecting the vehicle speed (own vehicle speed) V of the host vehicle M, a steering angle sensor 23 for detecting the steering angle θh of the steering wheel, and a front side radar. 24, a rear side radar 25, a yaw rate sensor 26 for detecting a yaw rate acting on the host vehicle M, a rear camera unit 27 for imaging a rear traveling environment, and other various sensors are connected, and an informing means 28 is connected on the output side. Has been. The rear side radar 25 and the rear camera unit 27 described above constitute rear environment information acquisition means for acquiring environment information behind the host vehicle M of the present invention. Each sensor 22, 23, 26 corresponds to the operating state detecting means of the present invention.

  The in-vehicle camera unit 21 includes a stereo camera composed of a main camera 21a and a sub camera 21b, and an image processing unit (IPU) 21c, and a predetermined area Er1 in front of the host vehicle captured by both the cameras 21a and 21b (FIG. 6). The driving environment image (see (a)) is subjected to predetermined image processing by the IPU 21 c and then transmitted to the driving support control unit 11. The rear camera unit 27 is attached to the vehicle compartment side of the rear window, and a monocular camera 27a and an image processing unit (IPU) for imaging the rear environment of the predetermined area Er4 (see FIG. 6B) behind the host vehicle. 27b. The image captured by the monocular camera 27 a is subjected to predetermined image processing by the IPU 27 b and transmitted to the driving support control unit 11.

  Each of the radars 24 and 25 is a millimeter wave radar, a microwave radar, an infrared laser radar, or the like, and includes, for example, a pair of radars disposed on the left and right sides of the front bumper or the rear bumper. The front side radar 24 monitors the areas Er2L and Er2R (see FIG. 6B) that are difficult to recognize from the above-described image from the in-vehicle camera unit 21, and detects the detected object and the own vehicle M. Find the distance.

  The area scanned by the rear side radar 25 is relatively wider than that of the front side radar 24, and the areas Er3L and Er3R which cannot be monitored by the front side radar 24 from the rear of the host vehicle M to the left and right (see FIG. 6 (b)). )), And the distance between the vehicle M and the object detected laterally, obliquely rearward, and rearward is obtained.

  In the present embodiment, the presence / absence of the succeeding vehicle Mt and the distance from the succeeding vehicle Mt are obtained based on the rear environment image captured by the rear camera unit 27 and the scan data from the rear side radar 25, and further the front surface of the succeeding vehicle Mt. The projected area Sf and the side projected area Ss are obtained.

  The notification means 28 notifies the driver of the start or stop of automatic driving by blinking display, character display, voice, or the like, and includes a display lamp, a display, a speaker, and the like.

  On the other hand, the P / W_ECU 12 controls the output of the drive source in accordance with the traveling load, and the drive source is a hybrid drive source including an engine and an electric motor, or a single drive source such as an engine or an electric motor. The P / W_ECU 12 is connected to a P / W actuator 31 that controls the output of the drive source. In addition, when it has an electric motor as a drive source, the P / W actuator 31 controls both power running and regenerative (regenerative braking).

  An electric power steering (EPS) motor 32 is connected to the output side of the PS_ECU 13. The EPS motor 32 applies steering torque to the steering mechanism by the rotational force of the motor. In the automatic operation, the EPS motor 32 is controlled by a drive signal from the PS_ECU 13 to execute lane keeping control for causing the host vehicle M to travel along the target travel path (for example, the center of the lane).

  A brake actuator 33 is connected to the output side of the BK_ECU 14. The brake actuator 33 adjusts the brake hydraulic pressure supplied to the brake wheel cylinder provided on each wheel. When the brake actuator 33 is driven by a drive signal from the BK_ECU 14, each brake wheel 33 is driven by the brake wheel cylinder. Braking force is generated and the vehicle is forcibly decelerated.

  The driving support control unit 11 uses the rear environment image information captured by the rear camera unit 27 and the rear side radar 25 while the host vehicle M is traveling by the lane keeping control along the target traveling path set in the traveling lane. Based on the scan data, the vehicle travels in the overtaking lane and constantly monitors the presence or absence of the following vehicle Mt close to the host vehicle M.

  When the driving support control unit 11 detects the subsequent vehicle Mt that is close to the host vehicle M, first, the relative vehicle speed ΔVt between the subsequent vehicle Mt and the host vehicle M is calculated, and the lateral pressure due to the extrusion pressure received from the subsequent vehicle Mt is calculated. A predicted feed lateral movement amount Zw ′, which is a movement amount, and a pulling lateral movement prediction amount Zw, which is a lateral movement amount due to the pulling pressure, are calculated, and a feedforward (FF) target including the respective lateral movement prediction amounts Zw ′ and Zw. A steering angle θffo is calculated. Further, a feedback (FB) target steering angle θfb for causing the host vehicle M to travel along the target traveling path is calculated, and an instruction steering angle θt for driving the EPS motor 32 is calculated based on both target steering angles θffo and θfb. calculate.

  Specifically, the lane keeping control executed by the driving support control unit 11 for causing the host vehicle M to travel along the target traveling path is processed according to the routines shown in FIGS.

  In the lane keeping control, when the succeeding vehicle Mt traveling in the overtaking lane is detected, first, the lateral movement correction steering angle calculation routine shown in FIG. 2 is executed, and based on the scan data of the rear side radar 25 in step S1. Then, the relative vehicle speed ΔVt and the inter-vehicle distance between the own vehicle M and the following vehicle Mt traveling in the overtaking lane are calculated, and it is checked whether or not the following vehicle Mt passes the own vehicle M in step S2. When the following vehicle Mt is fast and the inter-vehicle distance is within the predetermined inter-vehicle distance, the relative vehicle speed ΔVt is determined to be overtaken, and the process proceeds to step S3, where the relative vehicle speed ΔVt is 0 [Km / h] or less than the own vehicle M. If the following vehicle Mt is late or the inter-vehicle distance is equal to or greater than the predetermined inter-vehicle distance, it is determined that the subsequent vehicle Mt is not overtaken, and the routine is exited. Note that the processing in step S2 corresponds to the overtaking determination means of the present invention.

  On the other hand, when the process proceeds to step S3, the succeeding vehicle Mt traveling in the passing lane and approaching the host vehicle M recognized by the rear environment image captured by the rear camera unit 27 in steps S3 and S4, and the rear side radar 25. The front projection area Sf and the side projection area Ss of the subsequent vehicle Mt are calculated based on the distance data of the subsequent vehicle Mt detected from the scan data.

  In this case, the monocular camera 27a of the rear camera unit 27 may be a stereo camera. In the case of a stereo camera, the front projection area Sf and the side surface of the succeeding vehicle Mt are processed by image processing without using the rear side radar 25. The projected area Ss can be obtained. The process in step S3 corresponds to the front projected area calculating means of the present invention, and the process in step S4 corresponds to the side projected area calculating means of the present invention.

  In step S5, a lateral inter-vehicle distance Lw with the following vehicle Mt approaching the host vehicle M is calculated based on the scan data from the rear side radar 25. Note that, when the rear camera unit 27 is equipped with a stereo camera, the lateral inter-vehicle distance Lw can be obtained from an image captured by the stereo camera. Further, the processing in this step corresponds to the side-to-vehicle distance calculation means of the present invention.

  Thereafter, the process proceeds to step S6, and the predicted lateral displacement Zw 'is calculated based on the extrusion pressure received when the host vehicle M is overtaken by the following vehicle Mt. When the succeeding vehicle Mt is a large vehicle, the projected area on the front surface is large and the air resistance is large. Therefore, the air pressure is received during high-speed traveling, and the wind pressure flows in the vehicle width direction and upward. As a result, the air density in the vehicle width direction on the front side and the upper air density become high, which becomes the extrusion pressure. Since the air resistance changes depending on the front projection area Sf and the square of the vehicle speed, the extrusion pressure can be obtained from the subsequent vehicle speed (V + ΔVt) that is the vehicle speed of the subsequent vehicle Mt and the front projection area Sf.

  The pushing pressure is increased as the lateral distance Lw is decreased, and is continued until the front surface of the succeeding vehicle Mt comes out ahead of the host vehicle M. Since the duration is calculated from the relative vehicle speed ΔVt and the length of the host vehicle M, the predicted lateral displacement Zw ′ (see FIG. 6B) based on the duration, the extrusion pressure, and the lateral distance Lw. ) Is calculated. Therefore, this step S6 includes a function as the subsequent vehicle speed calculation means of the present invention.

  Thereafter, when the process proceeds to step S7, the subsequent vehicle Mt travels in parallel with the host vehicle M, thereby calculating a predicted lateral movement predicted amount Zw by the pulling pressure that the host vehicle M receives from the subsequent vehicle Mt. In the section where the following vehicle Mt is running in parallel to pass the own vehicle M, the flow velocity of the air flowing between the following vehicle Mt and the own vehicle M is narrowed by the lateral inter-vehicle distance Lw. Faster, and therefore the air density is lower. As a result, the host vehicle M is likely to be drawn toward the subsequent vehicle Mt.

  The pulling pressure increases as the side projected area Ss of the following vehicle Mt increases, the lateral inter-vehicle distance Lw decreases, and the subsequent vehicle speed (ΔVt + V) increases. The drawing pressure is continued until the host vehicle M passes the succeeding vehicle Mt, and the duration can be calculated from the relative vehicle speed ΔVt and the vehicle length of the following vehicle Mt. Therefore, the drawing pressure is obtained based on the side projection area Ss, the lateral distance Lw, and the following vehicle speed (ΔVt + V), and the own vehicle M is aligned with the following vehicle Mt based on the relative vehicle speed ΔVt and the vehicle length of the following vehicle Mt. A predicted pulling lateral movement amount Zw (see FIG. 6C) due to the pulling pressure received during running is calculated.

  In step S8, based on the extrusion lateral movement prediction amount Zw ', the extrusion correction steering angle θkz' is calculated with reference to the extrusion table (not shown), and the routine is exited. The push-out table stores a push-out corrected steering angle θkz ′ that cancels out the push-out lateral movement predicted amount Zw ′ and is close to the inter-vehicle direction from the succeeding vehicle Mt. Note that the processing in steps S6 and S8 described above corresponds to the extrusion correction steering angle calculation means of the present invention.

  Next, in step S8, an attraction correction steering angle θkz is calculated with reference to an attraction table (not shown) based on the attraction lateral movement prediction amount Zw. In this drawing table, a drawing correction steering angle θkz of a value that cancels the drawing lateral movement predicted amount Zw and is separated from the succeeding vehicle Mt in the direction between the horizontal vehicles is stored. Note that the processing in steps S7 and S9 described above corresponds to the attraction correction steering angle calculation means of the present invention.

  The corrected steering angles θkz ′ and θkz described above are read by the FF target steering angle calculation routine shown in FIG. In this routine, first, in step S11, the curvature a of the target traveling path is read. As shown in FIG. 7A, the target traveling path is set at the center of the lane marking that divides the left and right of the traveling lane recognized based on the traveling environment image information from the in-vehicle camera unit 21. The method of obtaining the curvature a is described in detail in Japanese Patent Application Laid-Open No. 2014-193645 previously filed by the present applicant, and thus the description thereof is omitted here.

  Next, the process proceeds to step S12, and the FF steering angle θff is set based on the vehicle model obtained by modeling the host vehicle speed V, the curvature a, and the behavior of the host vehicle M. And it progresses to step S13 and it is investigated whether it was extruded to the vehicle width direction by the extrusion pressure from the adjacent vehicle Mt which adjoins. Whether or not the host vehicle M has been pushed out is determined from, for example, the amount of change in the lateral position of the host vehicle M with respect to the following vehicle Mt based on the scan data from the rear side radar 25 when the following vehicle Mt approaches the host vehicle M. judge. The lateral position change amount may be detected from the steering angle change amount detected by the steering angle sensor 23 or the yaw rate change amount detected by the yaw rate sensor 26.

  And when it determines with the own vehicle M not being extruded, it branches to step S14, and when it determines with having pushed out, it progresses to step S15.

  If it progresses to step S14, it will be investigated whether the own vehicle M was drawn near to the succeeding vehicle Mt. This determination is based on the traveling environment image information from the in-vehicle camera unit 21, the change amount of the steering angle detected by the steering angle sensor 23, or the change amount of the yaw rate detected by the yaw rate sensor 26 as described above. This is performed by calculating the lateral position change amount of M. In this case, when the host vehicle M is a vehicle having a high vehicle height such as a one-box vehicle, the vehicle body lateral direction inclination angle is detected based on the traveling environment image from the in-vehicle camera unit 21, and the inclination angle and inclination are determined. You may make it determine from the direction whether the own vehicle M is pushed out from the succeeding vehicle Mt, or is pulled. Note that the processing in steps S13 and S14 described above corresponds to the vehicle behavior determination means of the present invention.

  If it is determined that there is attraction, the process proceeds to step S16. If it is determined that there is no attraction, the process branches to step S17.

  If it is determined that the host vehicle M has been pushed out and the process proceeds to step S15, the FF steering angle θff is added to the FF steering angle θff to set the FF target steering angle θffo, and the routine is exited (θffo ← θff + θkz ′). .

  If it is determined that the wheel has been pulled and the process proceeds to step S16, the FF steering angle θkz is added to the FF steering angle θff to set the FF target steering angle θffo, and the routine is exited (θffo ← θff + θkz). On the other hand, when the process proceeds to step S17, neither pushing nor pulling occurs, so the FF steering angle θff is set as the FF target steering angle θffo and the routine is exited (θffo ← θff). Note that the processing in steps S15 to S17 described above corresponds to the FF target steering angle calculation means of the present invention.

  In this embodiment, as shown in FIGS. 6B and 6C, the lateral movement prediction amount Zw ′ based on the pushing pressure and the lateral movement prediction amount Zw based on the pulling pressure are calculated in advance and the extrusion correction steering that cancels them out. Since the angle θkz ′ and the attraction correction steering angle θkz are calculated and added as a feedforward component of the steering angle, when the succeeding vehicle Mt passes the own vehicle M, the own vehicle M departs from the succeeding vehicle Mt. Even when subjected to the extrusion pressure and the pulling pressure, the vehicle behavior does not become unstable, and good running performance can be obtained.

  Next, the FB target steering angle calculation routine shown in FIG. 4 will be described. In this routine, first, in step S21, the curvature a of the target traveling path of the host vehicle M is read, and subsequently, the yaw angle with respect to the target traveling path of the host vehicle M based on the yaw rate detected by the yaw rate sensor 26 in step S22. y is calculated (see FIG. 7B).

  In step S23, the FB target steering angle θfb for setting the anti-lane yaw angle y to 0 is set, and the routine is exited.

  The above-described FF target steering angle θffo and FB target steering angle θfb are read by the command steering angle calculation routine shown in FIG. In this routine, first, in step S31, both target steering angles θffo, θfb and other target steering angles of the feedforward control system and the feedback control system necessary for automatic operation are read.

  In step S32, the FF target steering angle θffo, the FB target steering angle θfb, and other target steering angles are respectively multiplied by a predetermined weighting gain and added to set the command steering angle θt, and the routine is exited. .

  The command steering angle θt obtained by the driving support control unit 11 is read by the PS_ECU 13. The PS_ECU 13 obtains an EPS motor torque with reference to an EPS motor output table (not shown) based on the command steering angle θt, and drives and controls the EPS motor 32 with the EPS motor torque, so that the host vehicle M progresses as a target. Drive along the road (Fig. 7 (a)).

  As described above, according to the present embodiment, when the host vehicle M is overtaken by the succeeding vehicle Mt, the lateral movement predicted amounts Zw ′ and Zw due to the pushing pressure and the pulling pressure received from the succeeding vehicle Mt are obtained, and the correction for canceling this is obtained. Steering angles θkz ′ and θkz are calculated, and when the host vehicle M is pushed out or pulled toward the succeeding vehicle Mt, the predicted lateral movement predicted amount Zw ′ or the pulled lateral movement predicted amount Zw is converted into the FF steering angle θff. Since the FF target steering angle θffo is obtained by adding to the following vehicle pressure, even if the vehicle M is overtaken by the succeeding vehicle Mt, even if it receives pressure that is pushed out or drawn, it is canceled out. Therefore, stable running performance can be obtained.

  The present invention is not limited to the above-described embodiment. For example, when the host vehicle M is a vehicle with a high vehicle height, such as a one-box vehicle, an inclination sensor or a lateral G sensor that detects right and left inclinations is used. The pulling pressure or the pushing pressure may be detected based on the detected inclination angle.

1 ... Driving assistance device,
11 ... Driving support control unit,
12 ... Power control unit,
13 ... Power steering control unit,
14 ... Brake control unit,
15 ... In-car communication line,
21 ... In-vehicle camera unit,
21a ... main camera,
21b ... sub camera,
22 ... Vehicle speed sensor,
23 ... Steering angle sensor,
24: Front side radar,
25: Rear side radar,
26 ... Yaw rate sensor,
27 ... Rear camera unit,
27a ... Monocular camera,
28 ... informing means,
31 ... Power actuator,
32 ... Electric power steering motor,
33 ... Brake actuator,
a ... curvature,
Lw ... Distance between the side cars,
M ... own vehicle,
Mt ... following car,
Sf: Front projection area,
Ss: side projection area,
V ... Vehicle speed,
y ... Yaw angle to lane,
Zw: Pulling lateral movement prediction amount,
Zw '... Extruded lateral movement prediction amount,
ΔVt ... Relative vehicle speed,
θfb ... FB target steering angle,
θff ... FF steering angle,
θffo ... FF target steering angle,
θh: steering angle,
θkz: Attraction correction steering angle,
θkz ′: Push-out correction steering angle,
θt ... Instructed steering angle

Claims (3)

Driving support control means for driving the host vehicle along the driving lane by lane keeping control;
Back environment information acquisition means for acquiring environment information behind the host vehicle;
An overtaking determination that determines a relative vehicle speed between a following vehicle that travels in an adjacent lane and the own vehicle based on the environment information acquired by the rear environment information acquisition unit, and determines whether the following vehicle passes the own vehicle. A vehicle driving support device comprising:
The driving support control means calculates a vehicle speed of the succeeding vehicle based on the environment information acquired by the rear environment information acquiring means when the succeeding determination means determines that the succeeding vehicle passes the own vehicle. Vehicle speed calculation means;
Front projection area calculation means for calculating a front projection area of the succeeding vehicle based on the environment information acquired by the rear environment information acquisition means;
Side projection area calculation means for calculating a side projection area of the succeeding vehicle based on the environment information acquired by the rear environment information acquisition means;
Based on the vehicle speed of the succeeding vehicle calculated by the succeeding vehicle speed calculating means and the front projected area calculated by the front projected area calculating means, the own vehicle is laterally moved by the pushing pressure with which the own vehicle is pushed out from the succeeding vehicle. An extrusion correction steering angle calculating means for calculating an extrusion correction steering angle that cancels the amount;
Based on the vehicle speed of the succeeding vehicle calculated by the succeeding vehicle speed calculating means and the side projected area calculated by the side projection area calculating means, the own vehicle is laterally moved by the attraction pressure at which the own vehicle is attracted to the succeeding vehicle. An attraction correction steering angle calculating means for calculating an attraction correction steering angle for offsetting the amount;
When the vicinity of the front surface of the succeeding vehicle approaches the host vehicle, the feedforward steering angle is corrected by the push-out correction steering angle to set a feedforward target steering angle, and the side surface of the succeeding vehicle is set by the host vehicle. A vehicle driving support device, comprising: a feedforward target steering angle calculation unit that sets a feedforward target steering angle by correcting a feedforward steering angle with the pulling correction steering angle when running in parallel. A vehicle that determines whether the host vehicle is being drawn or pushed out to the succeeding vehicle based on the environment information acquired by the rear environment information acquiring unit or the driving state of the host vehicle detected by the driving state detecting unit A behavior determination means;
The feedforward target steering angle calculation means sets the feedforward target steering angle by correcting the feedforward steering angle with the extrusion correction steering angle when the vehicle behavior determination means determines that the host vehicle is being pushed out. In addition, when it is determined that the vehicle is being pulled, the feed forward target steering angle is set by correcting the feed forward steering angle with the pulling correction steering angle. A lateral inter-vehicle distance calculating means for calculating a lateral inter-vehicle distance between the host vehicle and the succeeding vehicle;
The pushing correction steering angle calculating means calculates the vehicle speed of the succeeding vehicle calculated by the succeeding vehicle speed calculating means, the front projected area of the succeeding vehicle calculated by the front projected area calculating means, and the lateral inter-vehicle distance calculating means. Calculating an extrusion correction steering angle that offsets the lateral movement amount of the host vehicle based on the distance between the side vehicles,
The attraction correction steering angle calculation means includes the vehicle speed of the subsequent vehicle calculated by the subsequent vehicle speed calculation means, the side projection area calculated by the side projection area calculation means, and the lateral inter-vehicle distance calculated by the lateral inter-vehicle distance calculation means. The vehicle driving support device according to claim 1, wherein an attraction correction steering angle that cancels out a lateral movement amount of the host vehicle is calculated based on

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