JP4200943B2 - Driving support device - Google Patents

Description

  The present invention relates to a driving support device that supports driving of a vehicle, for example, a driving support device having a function as a lane departure prevention device that prevents a running vehicle from departing a lane.

  There is a vehicle having a lane departure prevention function for preventing a vehicle traveling on a road on which a lane is drawn from deviating from the lane. As an apparatus having such a lane departure prevention function, for example, there is an apparatus disclosed in JP-A-7-104850. This device tracks the center line between lanes, and when the vehicle deviates from the center line, an electric motor coupled to the steering mechanism applies torque to the vehicle steering mechanism to bring the vehicle to the center line position. It is to return.

A vehicle steering control device disclosed in Japanese Patent Application Laid-Open No. 11-91606 is provided with this type of lane departure prevention function. This vehicle steering control device determines whether or not the driver has consciously led the vehicle to the control area, and restricts the generation of return torque for returning the vehicle when it is determined that the driver has consciously led. is there.
JP-A-7-104850 JP-A-11-91606

  However, in the device disclosed in Patent Document 1, when the vehicle deviates from the center line, torque is applied to the steering mechanism of the vehicle, so that when the driver operates the steering to return to the center of the lane, This torque may be redundant. On the other hand, in the vehicle steering control device disclosed in Patent Document 2, it is determined whether or not the driver is consciously guiding the vehicle. When the driver is consciously guided, the torque is canceled. Torque can be eliminated.

  However, when a vehicle is traveling on a road that is straight and has a road surface cant (hereinafter referred to as “cant”), the driver may unconsciously turn the steering toward the higher side. Yes (hereinafter referred to as “Atekaji”). In such a state where the steering wheel is unconsciously turned, in the vehicle including the vehicle steering control device described in Patent Document 2, the degree of cancellation of the left and right steering becomes different, so the driver feels uncomfortable. There was a problem of memorizing.

  Accordingly, an object of the present invention is to prevent the driver from feeling uncomfortable when applying steering assist torque for preventing lane departure even when traveling on a certain road when preventing lane departure. It is in providing the driving assistance device which can be performed.

A driving support apparatus according to the present invention that has solved the above problems is a driving support apparatus that detects steering torque input from a steering and prohibits driving support when the detected steering torque is equal to or greater than a predetermined threshold. A steering torque calculation means for calculating the steering torque and a correction means for correcting at least one of the steering torque and a predetermined threshold based on the steering torque .

  If the driver is unconsciously steering, the degree of prohibition of the application of the alarm torque (steering assist torque) will be different on the left and right, and the driver will feel uncomfortable. This is because the driver unconsciously applies steering torque and applies the steering torque, and prohibits the application of alarm torque with a small steering torque in the tilt direction (direction where the steering is applied). In the opposite direction, the application of the alarm torque is not prohibited unless the steering torque is large.

  On the other hand, in the driving support device according to the present invention, the steering torque is compared with the threshold value when determining prohibition of the application of the alarm torque. The relative relationship between the steering torque and the threshold value is corrected based on the steering holding torque. Since the wheel holding torque corresponds to the steering torque when the driver is steering, the driver unconsciously handles the steering torque by correcting the relative relationship between the steering torque and the threshold value. Even when the operation is performed, the application of the alarm torque and the prohibition of the application of the alarm torque are performed in the same manner as when the operation is not performed. Therefore, it is possible to apply alarm torque for preventing lane departure without giving the driver a sense of incongruity.

  Here, the steering holding torque may be calculated based on the steering torque application history.

  Since the steering torque is a torque corresponding to the driver's guidance, the steering torque can be accurately calculated by using the steering torque application history.

Further, the steering torque calculating means sets a predetermined upper limit value for the calculated value of the steering torque, and when the calculated steering torque exceeds the upper limit value, the steering torque is set as the upper limit value, and the correction means Thus, it is also possible to correct at least one of the steering torque and the predetermined threshold value .

  When the steering torque is large, it is considered that the driver is consciously engaged, not unconsciously. If the application of alarm torque is prohibited when the driver is consciously engaged, the driver may feel uncomfortable. Therefore, in the present invention, when the steering holding torque exceeds the upper limit value, the relative relationship between the steering torque and the threshold value is corrected with the upper limit value. Therefore, the uncomfortable feeling given to the driver can be reduced.

  Further, the correction means may be configured to perform correction by subtracting the steering holding torque from the detected steering torque or adding the steering holding torque to a predetermined threshold value.

  As described above, the correction means easily subtracts the steering holding torque from the steering torque or adds the steering holding torque to the predetermined threshold value to facilitate the relative relationship between the steering torque and the predetermined threshold value. It can be corrected.

On the other hand, a driving support apparatus according to the present invention that solves the above-described problem is a driving support apparatus that detects steering torque input from a steering and prohibits driving support when the detected steering torque is equal to or greater than a predetermined threshold. A cant detecting means for detecting a cant on the road, and a correcting means for correcting at least one of the steering torque and a predetermined threshold based on the cant of the road detected by the cant detecting means. .

  When there is a cant on the road, the driver often makes unconscious calls. For this reason, even if the driver is unconsciously performing the steering by detecting the canting of the road and correcting the relative relationship between the steering torque and the predetermined threshold based on the canting, The alarm torque is applied and the application of the alarm torque is prohibited with the same feeling as when the alarm is not performed. Therefore, it is possible to apply alarm torque for preventing lane departure without giving the driver a sense of incongruity.

  At this time, the correction means may be provided with a map of road cant and correction amount.

  Thus, by using the map that defines the relationship between the road cant and the correction amount, the relative relationship correction amount between the steering torque and the threshold value can be set with high accuracy.

  Further, the correction means predicts the steering torque necessary for the vehicle to maintain the straight traveling state with respect to the detected cant, and subtracts the predicted steering torque from the detected steering torque, or predicts the steering It is also possible to perform a correction by adding torque to a predetermined threshold value.

  In this way, the steering torque necessary for the vehicle to maintain a straight traveling state with respect to the detected cant is predicted, and the predicted steering torque is subtracted from the detected steering torque, or the predicted steering torque is By performing correction by adding to the predetermined threshold, the relative relationship between the steering torque and the predetermined threshold can be easily corrected. Here, when the steering torque is predicted, a map that defines the relationship between the road and the correction amount as described above may be referred to, or an appropriate arithmetic expression may be used.

  Moreover, it can be set as the aspect which correct | amends by a correction | amendment means, when the straight traveling state of a vehicle is detected and the straight traveling state of a vehicle is detected.

  When the vehicle is not traveling straight, the driver rarely unconsciously performs the steering. Therefore, when the vehicle is traveling straight, correction by the correction means can further reduce the uncomfortable feeling given to the driver.

  Furthermore, it is possible to determine whether the road on which the vehicle is traveling is straight or not, and when it is determined that the road is straight, the correction by the correcting means may be performed.

  Even when the road on which the vehicle is traveling is not straight, the driver rarely unconsciously performs the steering. Therefore, when the road on which the vehicle is traveling is straight, the uncomfortable feeling given to the driver can be further reduced by performing the correction by the correction means.

  According to the driving support device of the present invention, when preventing lane departure, even when driving on a certain road, the driver does not feel uncomfortable when applying steering assist torque for preventing lane departure. can do.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram of a driving support apparatus according to an embodiment of the present invention.

  As shown in FIG. 1, the driving assistance apparatus 1 according to the present embodiment includes a departure prevention assistance ECU 10. The departure prevention assisting ECU 10 is connected to a vehicle speed detecting means 11, a steering torque detecting means 12, a white line recognition camera 13, a brake switch 14, a blinker switch 15, and a main switch 16. In addition, a steering torque applying means 17, an alarm buzzer 18, and a meter 19 are connected to the ECU 10.

  The departure prevention assisting ECU 10 determines whether or not the vehicle departs from the lane based on information output from the vehicle speed detection means 11, the steering torque detection means 12, the white line recognition camera 13, and the like. As a result, when it is determined that the vehicle departs from the lane after a predetermined time, a predetermined signal is output to the steering torque applying means 17, the alarm buzzer 18, and the like. More detailed functions of the departure prevention support ECU 10 will be described later.

  The vehicle speed detection means 11 is attached to the front wheel portion of the vehicle, for example, and detects the vehicle speed when the host vehicle travels. The vehicle speed detection means 11 outputs the detected vehicle speed to the departure prevention assisting ECU 10.

  The steering torque detection means 12 is attached to, for example, a steering rod connected to the steering in the vehicle interior, and detects the steering torque input to the steering by the driver's steering operation. The steering torque detection means 12 outputs the detected steering torque to the departure prevention assist ECU 10.

  The white line recognition camera 13 is disposed, for example, in a position overlooking the outside of the vehicle from the upper part of the windshield in the vehicle interior, and images the situation outside the vehicle as seen through the windshield. The white line recognizing camera 13 outputs the captured outside situation to the departure prevention assisting ECU 10.

  The brake switch 14 is attached to, for example, a brake pedal in the passenger compartment, and detects the operation of the brake pedal by the driver. The brake switch 14 outputs a brake signal to the departure prevention assisting ECU 10 when the driver operates the brake pedal to cause the vehicle to perform a braking operation.

  The blinker switch 15 is attached to, for example, a blinker lever in the passenger compartment, and detects the operation of the blinker by the driver. The winker switch 15 outputs a winker signal to the departure prevention assisting ECU 10 when the driver tries to take out the winker by operating the winker lever.

  The main switch 16 is attached, for example, to a door on the driver's seat side in the passenger compartment. When a driver or the like performs an operation to turn on the main switch 16, the main switch 16 outputs an ON signal to the departure prevention assisting ECU 10. The departure prevention support ECU 10 receives the ON signal and starts departure prevention support.

  As the steering torque applying means 17, for example, an electric motor in an electric power steering device connected to a steering rod is used. The steering torque applying means 17 applies a predetermined steering assist torque, which is the alarm torque of the present invention, to the steering rod based on the applied signal output from the departure prevention assisting ECU 10.

  The alarm buzzer 18 is provided, for example, in an instrument panel portion in the passenger compartment, and issues an alarm of a predetermined volume that reaches the driver. The alarm buzzer 18 has a plurality of types of signals, and a predetermined type of alarm is output based on the alarm signal output from the departure prevention support ECU 10.

  As shown in FIG. 2, the meter 19 is provided with a speed meter 21 and a tachometer 22. The display portion of the speed meter 21 includes a departure prevention support execution display 23 represented by characters “LKA”, a steering control execution display 24, a white line recognition display 25, a radar cruise display 26, and a radar cruise set speed display 27. Is displayed. These display portions are appropriately displayed based on a display signal output from the departure prevention assisting ECU 10.

  The operation | movement and effect | action in the driving assistance device 1 in this embodiment which has the above structure are demonstrated. Here, first, the entire driving support control will be described. FIG. 3 is a flowchart showing a control procedure of the driving support apparatus 1 according to the present embodiment.

  In the driving assistance apparatus 1 according to the present embodiment, the departure prevention assisting ECU 10 confirms that the main switch 16 is turned on as pre-processing for starting driving assistance. If the main switch 16 is ON, white line information processing for extracting a white line from an image taken by the white line recognition camera 13 is performed, and the white line of the lane in which the host vehicle travels is recognized. Then, white line recognition processing is performed, and flag processing based on the detection result of the white line is performed. After performing the white line information processing, it is determined whether steering assistance is possible (S1). Whether or not steering assistance is possible is determined based on vehicle speed information output from the vehicle speed detection unit 11, information on whether or not a white line is recognized by white line information processing, and the like.

  After determining whether or not steering assistance is possible, a driver operation determination is performed (S2). The driver's operation determination is made based on a steering torque signal output from the steering torque detection means 12, a brake signal output from the brake switch 14, a winker signal output from the winker switch 15, and the like. When the steering torque signal indicates a predetermined torque amount, it is determined that the driver has operated the steering. When a brake signal is output from the brake switch 14, it is determined that the driver has performed a brake operation. When a winker signal is output from the winker switch 15, it is determined that the driver has performed a blinker operation. Based on the determination results of these driver operations, it is determined whether or not to continue driving support.

  When the driver operation determination is performed, the deviation mitigation control operation amount is calculated (S3). Here, the target torque required to return the vehicle to the lane is calculated. The deviation mitigation control operation amount is calculated using the turning radius of the host vehicle and the vehicle speed of the host vehicle that are determined based on the turning angle of the steering. A predetermined upper limit value is set for the deviation mitigation control operation amount. The calculation of the deviation mitigation control manipulated variable will be further described later.

  After calculating the departure mitigation control operation amount, lane departure determination is performed (S4). Here, it is determined whether or not the vehicle departs from the lane after a predetermined time has elapsed, for example, 1 second, and based on the determination result of lane departure, determination is made as to whether or not the steering torque application means 17 is requested to operate. I do. The lane departure determination is performed based on the steering support availability state, the white line detection state, the offset amount of the host vehicle with respect to the lane, the yaw angle, the estimated road R, the lane width, and the like.

  Now, it is assumed that the host vehicle M is traveling on the road R as shown in FIG. Here, based on the speed of the own vehicle M, the yaw angle, the offset amount with respect to the road R, etc., the travel route of the own vehicle M for one second is calculated. As a result, when it is determined that the travel route C1 of the host vehicle M travels on the white line W, the steering assist torque calculated in the subsequent processing is applied by the steering torque application means 17, so that, for example, the travel route C2 is obtained. To do. In this way, control is performed to change the travel route. In this way, by changing the travel route from C1 to C2, it is possible to lengthen the departure margin time until the vehicle departs from the white line. By increasing the departure margin time, the steering assist torque is applied to the steering, and the driver is notified of the danger of departure, thereby preventing lane departure.

  Further, in this lane departure determination, based on the steering torque given by the driver operating the steering wheel, it is determined whether or not to prohibit the application of the steering assist torque to the steering wheel. Allow application of auxiliary torque. The determination as to whether or not to apply the steering assist torque will be further described later.

  After performing the lane departure determination, the departure mitigation control target torque is calculated (S5). Here, the waveform of the steering assist torque that is actually applied by the steering torque applying means 17 with respect to the deviation mitigation operation amount is calculated.

  When the departure mitigation control target torque is calculated, a buzzer sounding process is performed to notify the driver that departure prevention support is to be performed (S6). In the lane departure determination process, when it is determined that the host vehicle departs from the lane and the steering assist torque is applied by the steering torque application means 17, an alarm of a predetermined sound is output from the alarm buzzer 18.

  Further, a buzzer sounding process is performed and an alarm display process is performed (S7). In the lane departure determination process, when it is determined that the vehicle departs from the lane and the steering assist torque is applied by the steering torque application means 17, the meter 19 has a departure prevention support execution display 23 and a white line recognition display. Made.

  Then, driving support is completed by performing a predetermined data output process (S8).

  Now, the determination (hereinafter referred to as “prohibition determination”) of whether or not to prohibit the application of the steering assist torque performed in step S4 of the flowchart will be described. The prohibition determination is performed by comparing the steering torque when the driver operates the steering wheel with a predetermined threshold value for determining whether or not to perform the prohibition determination according to the steering torque. When the driver operates the steering, a steering torque corresponding to the amount of steering operation is applied. Therefore, when the steering torque exceeds a predetermined threshold value, the return direction of the travel lane that is the road of the present invention is determined by the vehicle. It can be determined that the steering is steered. During such steering operation, application of steering assist torque is prohibited.

  However, for example, when a cant is traveling on a certain traveling lane, the driver may unconsciously operate the steering wheel to perform a so-called “advance”. As described above, when the addressing is performed, the result of the prohibition judgment is different from that when the addressing is not performed. Due to the difference in the result, the driver makes a difference between the state in which the application of the steering assist torque is prohibited and the state in which the application is not prohibited, which makes the driver feel uncomfortable when the steering assist torque is applied. .

  More specifically, for example, when the steering torque when the steering wheel is turned to the left is positive, it is determined that the driver has intentionally steered when it is +2.2 N or more or -2.2 N or less. Suppose there is. In this state, for example, when the vehicle is traveling in a certain traveling lane, it is assumed that the driver is unconsciously performing steering to apply a steering torque corresponding to 0.5 N to the right side.

  In this case, the prohibition determination prohibits the application of the operation torque by the driver's operation amount corresponding to + 1.7N or more or −2.7N or less. For this reason, the driver feels uncomfortable. In this embodiment, in order to remove such a driver's uncomfortable feeling, the relative relationship between the steering torque and the threshold value in the prohibition determination is corrected. In this embodiment, in correcting the relative relationship between the steering torque and the threshold value, the steering operation determination value serving as the threshold value is corrected (corrected). Hereinafter, the procedure of this prohibition determination will be described. FIG. 5 is a flowchart showing the prohibition determination procedure.

  When making the prohibition determination, it is first determined whether or not the travel lane in which the vehicle is traveling is a straight road (S11). Whether the road is a straight road is determined based on, for example, the curvature of the travel lane, and when the curve radius, which is the reciprocal of the curvature of the travel lane, is 1000 m or more, it may be determined that the travel lane is a straight road. The curvature of the traveling lane is obtained by performing image processing on an image captured by the white line recognition camera 13 and calculating the curvature of the white line in the image. Moreover, you may judge whether the road currently drive | working is a straight road by the map information of a name part gating system with a GPS function.

  As a result, when it is determined that the travel lane is not a straight road, it is considered that the driver is intentionally operating the steering along the curve R. Accordingly, at this time, the correction amount of the steering operation determination value is set to the initial value (= 0) (S18).

  On the other hand, when it is determined that the travel lane is a straight road, it is determined whether or not the vehicle is traveling straight ahead (S12). The determination as to whether or not the vehicle is traveling straight ahead may be made, for example, by detecting an offset amount with respect to the vehicle in the detected travel lane and detecting a change in the offset amount. When the travel lane is a straight line and the amount of change in the offset amount is small, it is determined that the vehicle is traveling straight. In addition, for example, it may be determined from the amount of change in the steering angle of the steering wheel, and is not limited to this as long as it is a means for determining whether or not the vehicle is in a straight traveling state.

  When it is determined that the vehicle is not traveling straight ahead, the driver can determine that the steering is intentionally operated, so the steering operation amount determination value is set to an initial value (= 0). . On the other hand, when it is determined that the vehicle is traveling straight, the steering torque is calculated (S13). Here, the steering holding torque is obtained by calculating an average value of the steering torque in a predetermined time immediately before detecting the steering torque, for example, a steering torque application history for 2 s. By calculating the steering torque, it can be determined whether or not the driver continues to operate the steering.

  Once the steering torque has been calculated, it is next determined whether or not the steering torque is less than a preset maximum value of the steering torque correction (S14). When the steering torque is equal to or greater than the maximum correction value of the steering torque, it can be considered that the driver is consciously performing a steering operation to turn the steering to the left side. Therefore, a predetermined maximum value, for example, + 0.8N is set in advance for the correction amount of the steering torque, and when the steering torque exceeds + 0.8N, the correction amount of the steering torque is a preset maximum value. It is set to + 0.8N (S19).

  When it is determined that the steering torque is less than the maximum correction amount, it is determined whether the steering torque is equal to or greater than a preset minimum value of the steering torque correction (S15). ). When the steering torque is below the minimum correction value of the steering torque, it can be considered that the driver is consciously performing a steering operation to turn the steering to the right. Therefore, a predetermined minimum value, for example, −0.8N, is set in advance for the steering torque correction amount, and when the steering torque is less than −0.8N, the steering torque correction amount is set to a preset minimum value. The value is set to -0.8N (S20).

  When it is determined that the steering torque is equal to or greater than the minimum value of the steering torque correction amount, the steering torque correction amount is set to the steering torque (S16).

  After the steering torque correction amount is set in this way, a preset steering operation determination value is corrected with the set correction amount (S17). For example, when the steering operation determination value set in advance is −2.2N to + 2.2N and the correction amount of the steering torque is + 0.7N, the steering operation determination value is set to −1.5N to +2. Set to a range of 9N.

  As described above, when the steering operation determination value is corrected, the steering torque input from the steering torque detection means 12 is compared with the steering operation determination value, and it is determined whether or not the steering torque exceeds the upper limit value of the steering operation determination value. Judgment is made (S21).

  If lane departure prevention is performed by applying the steering torque in a state where the steering torque exceeds the upper limit value of the steering operation determination value, it is considered that the driver is likely to feel uncomfortable. Accordingly, when it is determined that the upper limit value of the steering operation determination value is exceeded, the steering operation flag is turned ON (S24), and a prohibition process for prohibiting application of the steering assist torque is performed. By performing this prohibition process, the process of applying the steering assist torque and moving it toward the center of the travel lane is prohibited. Therefore, the driver can avoid feeling uncomfortable due to the application of the steering assist torque.

  If it is determined that the steering torque is less than or equal to the upper limit value of the steering operation determination value, it is subsequently determined whether or not the steering torque is greater than or equal to the lower limit value of the steering operation torque (S22). If the lane departure prevention is performed by applying the steering assist torque when the steering torque is lower than the lower limit value of the steering operation torque, it is considered that the driver is likely to feel uncomfortable. Therefore, when it is determined that the value is below the lower limit value of the steering operation determination value, the steering operation flag is turned ON (S24), and the application of the steering assist torque is prohibited, as in the case where the steering operation determination value is equal to or higher than the upper limit value. Prohibit processing for.

  Thus, the steering torque is compared with the steering operation determination value, and when it is determined that the steering torque is equal to or lower than the upper limit value of the steering operation determination value and equal to or higher than the lower limit value of the steering operation torque, the steering operation flag is turned OFF. The prohibition process for prohibiting the application of the steering assist torque is not performed (S23). Then, the deviation mitigation control target torque, which proceeds to step S5 in the flowchart shown in FIG. 3, is calculated.

  In the above example, the steering torque is added to a predetermined threshold value, and the prohibition determination is determined as being shifted by the steering torque. However, the steering torque is subtracted from the steering torque and input. The determined steering torque may be determined as a state where the steering torque is not applied. In either case, the result is the same. Also, for example, when the steering torque is less than the upper limit, it is necessary to prohibit the application of the steering assist torque based on the steering torque when the steering assist torque is prohibited by turning the steering wheel to the right or left. The amount of correct steering torque is the same whether it is right or left.

  As described above, in the driving assistance device according to the present embodiment, when the traveling lane is restored by applying the steering assist torque, the determination value of the steering operation determination value is corrected based on the steering holding torque. For this reason, when the driver does not intend while driving in a certain driving lane, the operation operation determination value for lane departure determination is adjusted according to the situation at this time. It will be. Therefore, the driver feels the operating torque for preventing the lane departure with the same feeling as when driving on the driving lane in a normal state where there is no cant. Therefore, even when traveling on a certain road, it is possible to prevent the driver from feeling uncomfortable when applying the steering assist torque for preventing lane departure.

  The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. For example, in the above-described embodiment, when the steering operation determination value is corrected, the steering torque obtained from the past steering torque application history is used. For example, a cant of a traveling lane is detected and the size of the cant is detected. The steering operation determination value can be corrected based on the above.

  Corresponding to the turning angle of the steering wheel when the vehicle is driving unconsciously when the vehicle runs on a driving lane where the cant is corrected when correcting the steering operation judgment value based on the size of the cant To some extent can be assumed. Therefore, a steering torque correction amount corresponding to the cant size is prepared in advance as a map, the cant is detected, and the correction amount corresponding to the cant size is referred to from the map to determine the steering operation determination value. Can be used as a correction value. In addition, as a means for detecting a cant, an inclination sensor for detecting the inclination of a vehicle, a lateral acceleration sensor, a gyro sensor, a navigation device in which cant information of a road serving as a driving lane is stored, or the like can be used.

  Further, in the above embodiment, the threshold value is corrected in order to correct the relative relationship between the steering torque and the threshold value for determining whether to perform the prohibition determination according to the steering torque. However, for example, it is possible to correct the detected value of the steering torque, or to correct both the detected value of the steering torque and the threshold value.

  On the other hand, in the above-described embodiment, attention is paid only to the lane cant. However, there is a difference in how the driver feels the steering torque depending on the acceleration in the front-rear direction of the lane. Focusing on this point, the absolute value of the correction amount of the steering operation determination value can be increased in a state where acceleration ahead is increasing, such as when driving downhill or when the vehicle is accelerating. . In addition, when the vehicle is traveling uphill or when the vehicle is decelerating, the absolute value of the correction amount of the steering operation determination value can be reduced.

  In the above embodiment, a method is described in which the possibility of the vehicle deviating from the traveling lane is determined, and the alarm torque is prohibited when there is a possibility of deviating. However, the present invention is not limited to this. Absent. For example, if an obstacle is detected ahead and the steering torque input to the steering is greater than or equal to a threshold value, the driver is willing to avoid the obstacle and prohibits the application of an alarm or steering assist torque In this case, the relationship between the steering torque and the threshold value may be corrected from the detected steering holding torque.

  In addition, when performing guidance along a predetermined route, the steering torque input to the steering is compared with a threshold value to determine whether the vehicle is traveling along the predetermined route. When it is determined that it is not possible, the method can also be applied to a method of applying warning / steering assist torque. As described above, the present invention can also be applied to a driving support device that detects steering torque input to the steering and prohibits driving support.

It is a block block diagram of the driving assistance device which concerns on this invention. It is a front view of a meter. It is a flowchart which shows the control procedure of the driving assistance device which concerns on this invention. It is a figure for demonstrating the driving | running route of the vehicle at the time of not performing when the deviation prevention assistance in the vehicle which drive | works a road is not performed. It is a flowchart which shows a prohibition judgment procedure.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Driving assistance device, 10 ... Deviation prevention assistance ECU, 11 ... Vehicle speed detection means, 12 ... Steering torque detection means, 13 ... White line recognition camera, 14 ... Brake switch, 15 ... Winker switch, 16 ... Main switch, 17 ... Steering Torque application means, 18 ... alarm buzzer, 19 ... meter, 21 ... speed meter, 22 ... tachometer, 23 ... deviation prevention support execution display, 24 ... steering control execution display, 25 ... white line recognition display, 26 ... radar cruise display, 27: Radar cruise setting speed display.

Claims (9)

In a driving assistance device that detects steering torque input from a steering and prohibits driving assistance when the detected steering torque is equal to or greater than a predetermined threshold value.
A steering torque calculating means for calculating the steering torque of the steering;
Correction means for correcting at least one of the steering torque and the predetermined threshold based on the steering holding torque;
A driving support apparatus comprising:   The driving support device according to claim 1, wherein the steering holding torque is calculated based on a steering torque application history. The steering torque calculating means sets a predetermined upper limit value for the calculated value of the steering torque,
The claim 1 or claim 2, wherein when the calculated steering torque exceeds the upper limit value, the steering torque is set as the upper limit value, and the correction means corrects at least one of the steering torque and the predetermined threshold value. The driving support apparatus according to 2.   The correction means performs correction by subtracting the steering torque from the detected steering torque or adding the steering torque to the predetermined threshold value. The driving support device according to Item 1. In a driving assistance device that detects steering torque input from a steering and prohibits driving assistance when the detected steering torque is equal to or greater than a predetermined threshold value.
A cant detecting means for detecting a cant on the road is provided.
Correction means for correcting at least one of the steering torque and the predetermined threshold based on a cant of the road detected by the cant detection means;
A driving support apparatus comprising:   The driving support apparatus according to claim 5, wherein the correction unit includes a map of a cant of the road and a correction amount.   The correction means predicts a steering torque necessary for the vehicle to maintain a straight traveling state with respect to the detected cant, and subtracts the predicted steering torque from the detected steering torque or predicts the steering torque. The driving support device according to claim 5 or 6, wherein the correction is performed by adding to the predetermined threshold value.   The driving support device according to any one of claims 1 to 7, wherein when the straight traveling state of the vehicle is detected and the straight traveling state of the vehicle is detected, correction by the correction unit is performed.   9. The method according to claim 1, wherein it is determined whether or not a road on which the vehicle is traveling is straight, and when the road is determined to be straight, correction by the correction unit is performed. The driving support device according to item.

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