JP4980774B2 - Vehicle travel safety device - Google Patents

Description

  The present invention relates to a vehicle travel safety device, and more specifically to an apparatus that detects an obstacle such as a preceding vehicle around a vehicle (own vehicle) and assists in avoiding contact with the obstacle.

A radar with electromagnetic waves is mounted on the vehicle to detect and recognize obstacles such as a preceding vehicle ahead, judge the possibility of contact with the obstacle, and if it is judged that there is a possibility of contact, warning and steering An apparatus that performs a contact avoidance assist operation with an obstacle by vehicle control such as the above is known, and the technique described in Patent Document 1 below, which has been previously proposed by the present applicant, can be given as an example. In the prior art, when an obstacle (an oncoming vehicle) is approaching the vehicle, the vehicle is controlled so that it is difficult for the vehicle to deviate from the proper course.
JP 2006-131072 A

  In the prior art described above, contact avoidance is supported by controlling the vehicle so that it is difficult for the vehicle to deviate from the proper course. In addition to that, an alarm is given to give steering torque (reaction force) to the steering wheel. Supporting contact avoidance by urging the driver (driver) to perform avoidance actions is also conceivable. In such a case, depending on the steering characteristics of the driver (for example, how to grip the steering wheel is strong or weak), there may be individual differences in the contact avoidance assistance control amount felt by the driver, which may cause the driver to feel uncomfortable. There is a fear.

  Therefore, the object of the present invention is to solve the above-described problem and perform contact avoidance support control for applying steering torque when it is determined that there is a possibility of contact with an object, and control amount of the contact avoidance support control. It is an object of the present invention to provide a vehicle travel safety device in which the difference between the control amounts perceived by the driver is reduced by correcting the vehicle's estimated steering characteristics.

In order to achieve the above object, in claim 1, an object detection means for detecting an object existing around a vehicle, a motion state detection means for detecting a motion state of the vehicle, and the detected When it is determined that there is a possibility of contact with the detected object and contact possibility determination means for determining the possibility of contact with the detected object based on a motion state, the detected object Control of the contact avoidance support control in a vehicle travel safety device comprising contact avoidance assist control execution means for executing contact avoidance assist control for assisting contact avoidance by applying a steering torque in a direction to avoid contact with the vehicle and a control amount calculating means for calculating an amount of the control amount of the calculated, the vehicle is based on at least one of change of the change and a steering angle of the steering torque of the detected driver when in a predetermined running state E Bei a control amount correction means for correcting, based on the steering characteristic of the driver to be constant, the contact avoidance assistance control execution means may execute the contact avoidance assistance control based on the corrected control amount, the The predetermined traveling state includes at least one of a state where the vehicle travels on a straight path or a state where the vehicle travels on a curved road having a substantially constant turning radius at a constant vehicle speed for a predetermined time or more .

In the vehicle travel safety device according to claim 2 , the steering characteristic of the driver includes a steering torque or a steering angle of the driver detected when the vehicle is in a predetermined traveling state, and data stored in advance. Are estimated to be based at least on the deviation obtained by comparing.

In the vehicle travel safety device according to claim 3 , the greater the at least one of the change in the steering torque of the driver and the change in the steering angle detected when the vehicle is in a predetermined running state, or the As the deviation obtained by comparing the steering torque or steering angle of the driver detected when the vehicle is in a predetermined traveling state with previously stored data is larger, the steering characteristic of the driver is estimated to be stronger. Configured.

5. The vehicle travel safety device according to claim 4 , wherein the control amount correction means increases the calculated control amount as the driver's steering characteristic is estimated to be stronger, while the driver's steering is increased. The calculated control amount is decreased as the characteristic is estimated to be weaker.

According to claim 1, when it is determined that there is a possibility of contact with the detected object, a contact that assists contact avoidance by applying a steering torque in a direction to avoid contact with the detected object. In the vehicle travel safety device that executes avoidance support control, the calculated control amount is based on at least one of a change in the steering torque of the driver and a change in the steering angle detected when the vehicle is in a predetermined running state. corrected based on the steering characteristic of the driver estimated Te, and executes the contact avoidance assistance control based on the corrected control amount, the predetermined running condition is the vehicle state or turning radius travels a straight path is substantially constant since the curved path of the as configured including at least one of a state where the vehicle travels over a predetermined time at a constant speed, it is possible to accurately estimate the driver individual steering characteristics, driver number The control amount commensurate with the steering characteristics can perform contact avoidance assistance control, the driver is individual difference of the control amount of the contact avoidance support control is reduced to feel the contact avoidance control can be appropriately performed. In addition, it is possible to select a traveling state in which a disturbance is unlikely to occur or a traveling state in which the driver's steering characteristic is likely to appear, and thus the steering characteristic of each driver can be estimated with high accuracy.

In the vehicle travel safety device according to claim 2 , the driver's steering characteristic is determined by comparing the driver's steering torque or steering angle detected when the vehicle is in a predetermined traveling state with previously stored data. In addition to the above-described effects, the driver's individual steering characteristics can be estimated with high accuracy.

In the vehicle travel safety device according to claim 3 , as at least one of the change in the steering torque of the driver and the change in the steering angle detected when the vehicle is in a predetermined running state is larger, or the vehicle is Since it is estimated that the greater the deviation obtained by comparing the steering torque or steering angle of the driver detected in a predetermined traveling state with the data stored in advance, the stronger the steering characteristics of the driver are. In addition to the effects described above, the steering characteristics of each driver can be estimated more accurately.

In the vehicle travel safety device according to claim 4 , the calculated control amount is increased as the driver's steering characteristic is estimated to be stronger, while the driver's steering characteristic is estimated to be weaker. Since the control amount is reduced, the control amount can be corrected more accurately in addition to the above-described effects, and the contact avoidance support control can be more appropriately executed.

  The best mode for carrying out a vehicle travel safety device according to the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram showing the overall travel safety device for a vehicle according to an embodiment of the present invention.

  In FIG. 1, reference numeral 10 denotes a vehicle travel safety device. The device 10 transmits the driving force of an internal combustion engine (shown as “ENG” in the figure, hereinafter referred to as “engine”) 12 to an automatic transmission (in the figure, “T / M ”) 14 is mounted on a vehicle (own vehicle, not shown) that transmits to drive wheels (not shown), a control device 16, a brake actuator 20, an EPS (Electric Power Steering) actuator 22, An alarm device 24 is provided.

  The control device 16 includes a travel control unit 26, an engine control unit 30, a shift control unit 32, a brake control unit 34, and an EPS control unit 36. All of these control units include a microcomputer and are configured to be able to communicate with each other.

  The travel control unit 26 functions as a contact avoidance support unit that performs a contact avoidance support operation, which will be described later. The engine control unit 30 and the shift control unit 32 control the operations of the engine 12 and the automatic transmission 14, but the operations of the engine control unit 30 and the shift control unit 32 are not directly related to the subject matter of the present application. Is omitted.

  The brake actuator 20 generates a braking pressure with a master back (not shown) that increases the depression force of a brake pedal (not shown) and the increased depression force, and passes through a brake hydraulic mechanism (not shown). It consists of a master cylinder (not shown) that operates brakes mounted on the drive wheels and driven wheels.

  The brake control unit 34 is connected to the brake actuator 20. In response to a command from the travel control unit 26, the brake control unit 34 performs automatic braking that operates the brake actuator 20 independently of the driver's (driver) brake pedal operation via the brake hydraulic mechanism. Is braked (decelerated).

  The EPS actuator 22 will be described by taking the case where the front wheel is a drive wheel as an example. The EPS actuator 22 reciprocates a rack (not shown) via a pinion to rotate the steering wheel (not shown) transmitted from a steering shaft or the like. In a mechanism for converting the front wheel through a tie rod (not shown), the motor is arranged on the rack.

  The EPS control unit 36 is connected to the EPS actuator 22. The EPS control unit 36 operates the EPS actuator 22 in accordance with a command from the travel control unit 26 to apply a steering torque to the driver.

  The alarm device 24 includes an audio speaker and an indicator (both not shown) installed near the driver's seat of the vehicle, and is connected to the travel control unit 26. The traveling control unit 26 activates the alarm device 24 to alert the driver through sound and vision.

  The travel control unit 26 further pulls in the seat belt via a drive mechanism of a seat belt (not shown) disposed in the driver's seat of the vehicle, or the EPS actuator 22 via the EPS control unit 36 as necessary. The driver is also warned by operating and vibrating the steering wheel.

  In addition to the above, the device 10 includes sensors as shown.

  As will be described below, the photographing apparatus 40 includes a camera 40a formed of a CCD camera or a C-MOS camera and an image processing unit 40b. The camera 40a is disposed at a position in the vicinity of the rearview mirror on the vehicle interior side of the front window of the vehicle, and photographs the front in the traveling direction through the front window. The image processing unit 40b inputs an image obtained by photographing with the camera 40a, performs image processing such as filtering and binarization, generates image data, and outputs the image data to the traveling control unit 26.

  The radar device 42 includes a radar 42a such as a laser beam or a millimeter wave and a radar control unit 42b. The radar 42a is disposed in the nose portion of the vehicle body and transmits laser light and the like around the vehicle in the traveling direction in accordance with an instruction from the radar control unit 42b that operates according to a command from the travel control unit 26. The reflected signal generated by the reflection of the object existing around the vehicle is received and mixed with the transmission signal to generate a beat signal, which is output to the traveling control unit 26.

  The steering torque sensor 44 is disposed between the steering wheel and the EPS actuator 22 and generates an output corresponding to the direction and magnitude of the steering force (steering torque) input (operated) by the driver from the steering wheel.

  The steering angle sensor 46 is disposed in the vicinity of the steering shaft, and generates an output corresponding to the direction and magnitude of the steering angle input (operated) by the driver through the steering wheel.

  The yaw rate sensor 50 is disposed in the vicinity of the center of gravity of the vehicle, and generates an output corresponding to the yaw rate (rotational angular velocity) around the vertical axis (yaw axis) of the vehicle.

The vehicle speed sensor 52 is disposed in the vicinity of a drive shaft (not shown) of the drive wheel, and outputs a pulse every predetermined rotation of the drive wheel. The output of the sensors described above are also sent to the travel control unit 26, the cruise control unit 2 6 detects the like steering torque from their input values, detects the vehicle speed by counting the output of the vehicle speed sensor 52.

  FIG. 2 is a flowchart showing the contact avoidance support operation of the travel control unit 26 in the device 10 shown in FIG. 1, more specifically, the control device 16 of the device 10.

  In the following, in S10, an object (such as a preceding vehicle) around the vehicle (own vehicle) is detected based on the output of the imaging device 40 or the radar device 42, and the relative position and relative speed with respect to the vehicle are detected. Next, in S12, the course of the vehicle is estimated from the vehicle speed and the yaw rate.

  Next, in S14, the possibility of contact is determined from the relationship between the relative position to the object, the relative speed, and the vehicle path, and the object that may be contacted is recognized as an obstacle. For example, as shown in FIG. 3, the vehicle 100 and the object 102 are based on the estimated predicted path of the vehicle (indicated by reference numeral 100) and the predicted path of the object 102 predicted from the change in the position of the object (indicated by reference numeral 102). Estimate the predicted position of the vehicle 100 and the predicted position of the object 102 at which the distance between them is zero, and calculate the lap amount 104 thereof. If the lap amount 104 is greater than or equal to a predetermined value, it is determined that there is a possibility of contact. , Recognize as an obstacle.

  Next, the process proceeds to S16, where it is determined whether it is determined that contact avoidance is difficult, in other words, whether there is a possibility of contact. If the determination is negative, the subsequent processing is skipped, and if the determination is positive, S18 is performed. Then, the alarm timing and the contact avoidance control timing are calculated according to the lap amount. Next, in S20, the alarm distance and the contact avoidance control distance are calculated by multiplying the value calculated in S18 by the relative speed detected in S10.

  Next, the process proceeds to S22, in which it is determined whether or not the relative distance is less than the alarm distance. On the other hand, when the result in S22 is negative, the program proceeds to S26, and the alarm is stopped because it is unnecessary.

  Next, in S28, it is determined whether or not the relative distance is less than the contact avoidance control distance. If the result is affirmative, the process proceeds to S30, and the contact avoidance yaw rate is calculated. That is, as shown in FIG. 4, the left avoidance amount for avoiding to the left of the obstacle 102 and the right avoidance amount for avoiding to the right as the target course for avoiding contact are calculated, and the avoidance amount is small. In the illustrated example, the target advance position is set with the right direction as the target course, and then the target yaw rate for passing the target advance position is calculated.

  Next, in S32, the control amount of the contact avoidance support control, that is, the contact avoidance support control for assisting the contact avoidance with the obstacle 102 by applying the steering torque to the steering wheel is calculated.

Specifically, the contact avoidance support control is performed by controlling the steering torque via the EPS control unit 36 and the EPS actuator 22 so that the actual yaw rate detected from the yaw rate sensor 50 approaches the target yaw rate. The control amount (steering torque control amount) is calculated from the target yaw rate and the vehicle speed detected from the vehicle speed sensor 52, specifically as follows. In the formula, k is a coefficient.
Control amount = k x vehicle speed x target yaw rate

  Next, the process proceeds to S34, where the control amount is corrected according to the estimated driver steering characteristics (described later), and the process proceeds to S36, where contact avoidance support control is executed based on the corrected control amount. If the result in S28 is NO, the program proceeds to S38, and contact avoidance support control is stopped because it is no longer necessary.

  Hereinafter, estimation of driver steering characteristics will be described.

  The estimation of the driver characteristics is executed by the traveling control unit 26 in a predetermined traveling state regardless of a situation where the contact avoidance assist control is necessary. FIG. 5 is a block diagram functionally illustrating the estimation process performed by the traveling control unit 26. The illustrated travel control unit 26 includes vehicle state detection means 26a, steering characteristic calculation means 26b, road alignment detection means 26c, and reference data storage means 26d.

  The vehicle state detection unit 26a reads the detected vehicle speed and yaw rate, and when the vehicle speed is a predetermined vehicle speed (for example, 30 km / h) or more and the absolute value of the yaw rate is sufficiently small for a predetermined time (for example, 3 seconds) or more (for example, 0 .5 deg / sec or less), it is determined that the vehicle 100 is in a straight traveling state (running on a straight road), and the period during which the vehicle 100 is in such a traveling state is set as a steering characteristic estimation section.

  Instead of the vehicle speed and the yaw rate, a white line on the road may be detected based on the output of the imaging device 40, and it may be determined that the vehicle 100 is in a straight traveling state from the linear information of the detected white line. Alternatively, a navigation device may be installed, and the determination may be made from the map information and GPS information.

  When the vehicle state detection unit 26a determines that the vehicle 100 is in the straight traveling state, the steering characteristic calculation unit 26b estimates the driver's steering characteristic from the steering torque, steering angle, and yaw rate at that time.

  Specifically, when the vehicle 100 continues straight ahead for a predetermined time (for example, 5 seconds), the maximum value (MaxDrStrTrq) of the steering torque data (MaxDrStrTrq) and the minimum A value (IntDrStrTrq) obtained by dividing the value (MinDrStrTrq), the integral value thereof by the measurement time (such as 5 sec), and a value (IntAbsStrTrq) obtained by dividing the integral value of the absolute value by the measurement time are calculated.

  In the above, the maximum value of the steering torque (MaxDrStrTrq) is a variable related to the driver's steering strength, and the difference between the maximum value and the minimum value {(MaxDrStrTrq) − (MinDrStrTrq)} and the integral value are divided by the measurement time. The value (IntDrStrTrq) obtained in this way indicates a shift in the steering torque, and is a variable related to the average value of the deviation amount from the steering angle center. A value (IntAbsStrTrq) obtained by dividing the integral value of the absolute value by the measurement time is a variable related to the steering frequency. In the above description, “absolute value” means an absolute value regardless of whether the steering direction is right or left. Further, “deviation” means that the torque is generated in the left or right direction, specifically, the steering tends to turn right (or left).

  Next, these variables are multiplied by weights (k1, k2, k3, k4), respectively, to calculate the steering characteristics DrStrCh as follows.

DrStrCh =
k1 × (MaxDrStrTrq) +
k2 × {(MaxDrStrTrq) − (MinDrStrTrq)} +
k3 × (IntDrStrTrq) +
k4 × (IntAbsStrTrq)

  The steering characteristic calculation means 26b determines that the greater the calculated characteristic value (numerical value) of the steering characteristic DrStrCh, the stronger the steering characteristic of the driver, in other words, the stronger the steering wheel grip. In this specification, “strong steering characteristics” specifically means that the steering wheel is strongly gripped, the steering direction is frequently changed to the left or right, etc.

  Although a detailed description is omitted, the maximum value, the minimum value, the integral value, and the like are also obtained for the steering angle and the yaw rate, and are calculated according to the above calculation formula. In addition to or instead of these variables, frequency characteristics obtained by Fourier transform of detected data may be used.

  Next, the case of estimation using road alignment will be described.

  The road alignment detection means 26c calculates the road alignment from the image information output from the imaging device 40, and sets the steering characteristic estimation section. When the device 10 is equipped with a navigation device, the road alignment detection means 26c may set the steering characteristic estimation section by calculating the road alignment from the map information and GPS information.

  Specifically, as shown in FIG. 6, when passing a curved road having a substantially constant turning radius R with a constant current vehicle speed, the vehicle is in a traveling state that requires a predetermined time (for example, 3 seconds), Alternatively, a traveling state that turns a curved road (for example, an intersection) at an angle of about 90 deg is extracted, and a period during such a traveling state is set as a steering characteristic estimation section.

  The steering characteristic calculation unit 26b stores the detected vehicle speed, steering torque, steering angle, and yaw rate when the road alignment detection unit 26c travels in the steering characteristic estimation section in which the vehicle 100 is set.

  Next, the reference data of the steering torque, the steering angle, and the yaw rate with respect to the turning radius stored in advance in the reference data storage unit 26d is referred from the calculated road alignment and the stored vehicle speed, and when the driver actually travels. Deviations from the steering torque, steering angle, and yaw rate are obtained, and the steering characteristics are estimated from them. The reference data is, for example, data of a driver having an average steering characteristic, or data when a steering torque, a steering angle, or a yaw rate passes with a constant value.

  When the steering torque is used, the steering torque steering characteristic TrqCh is estimated using a deviation obtained by subtracting the reference steering torque from the steering torque detected during traveling. FIG. 7 is an explanatory time chart showing an example of the subtraction process.

  The steering torque steering characteristic TrqCh is estimated by dividing the maximum value, the minimum value, and the integral value of the deviation obtained by subtracting the reference data from the detected value during traveling by the measurement time, as in the case of traveling on the straight road described above. A value obtained by dividing the obtained value and the integral value of the absolute value by the measurement time is calculated, multiplied by the weight, and the product thus obtained is added.

  The same applies when calculating the steering angle steering characteristic StrAngCh from the steering angle, or when calculating the yaw rate steering characteristic YawCh from the yaw rate.

Next, the steering characteristic DrStrCh is calculated as follows by multiplying these variables by the weights (k5, k6, k7), respectively.
DrStrCh = k5 × TrqCh +
k6 × StrAngCh +
k7 x YawCh

  Similarly to the steering characteristic DrStrCh obtained when traveling on a straight road, the steering characteristic DrStrCh obtained when traveling on a curved road or the like is determined to be stronger as the characteristic value (numerical value) is larger. Is done.

  It should be noted that at least one of the steering characteristic DrStrCh obtained when traveling on a straight road and the steering characteristic DrStrCh obtained when traveling on a curved road should be noted in the processing of FIG. It is sufficient to calculate the above, and not both of them are always calculated. That is, the steering characteristic calculation unit 26b only needs to estimate (calculate) the steering characteristic at least once when traveling in any one of the steering characteristic estimation sections including a straight path and a curved path.

  Next, correction of the contact avoidance control amount based on the estimated steering characteristic in S34 of the flowchart of FIG. 2 will be described.

  For example, as shown in FIG. 8, the control amount is calculated so that the increase is increased in accordance with the estimated strength of the steering characteristic, that is, the characteristic value (numerical value) of the steering characteristic is large, and thus the steering characteristic is strong. It is corrected so that the calculated control amount increases as it is estimated, while the calculated control amount increases as it is estimated to be weaker. The increment is set to saturate after the characteristic value exceeds a certain limit.

  Further, for example, as shown in FIG. 9, the control amount is calculated so that the upper limit value is increased according to the estimated strength of the steering characteristic, that is, the characteristic value (numerical value) of the steering characteristic is large. It is corrected so that the calculated control amount increases as it is estimated to be stronger, while it decreases as it is estimated to be weaker.

  Further, for example, as shown in FIG. 10, the control amount is calculated so that the rising gradient increases according to the estimated strength of the steering characteristic, that is, the characteristic value (numerical value) of the steering characteristic is large. It is corrected so that the calculated control amount increases as it is estimated to be stronger, while it decreases as it is estimated to be weaker. In the case shown in FIG. 10, the steering torque per hour is increased.

  Further, as shown in FIG. 11, for example, the control amount is calculated such that the control time upper limit value increases according to the estimated strength of the steering characteristic, that is, the characteristic value (numerical value) of the steering characteristic is large. As the characteristic is estimated to be stronger, the calculated control amount is increased. On the other hand, the characteristic is corrected to be decreased as it is estimated to be weaker. In the case shown in FIG. 11, the time for applying the steering torque is extended.

  In S34 of the flow chart of FIG. 2, the control amount is corrected using one or more of the correction methods described with reference to FIGS. 8 to 11, and the contact avoidance support control is executed based on the correction in S36. Is done.

  As described above, it is sufficient for the steering characteristic calculation unit 26b to estimate (calculate) the steering characteristic at least once when traveling on a steering characteristic estimation section such as a straight road or a curved road, but it travels on the steering characteristic estimation section. If the steering characteristic is estimated, that is, updated every time, the estimation accuracy is further improved.

For example, each time the steering characteristic is calculated, it is stored along with the time, and if a weighted average is obtained as shown in the following equation, the estimation accuracy is further improved.
DrStrCh = {DrStrCh (t1) × k (t1) + DrStrCh (t2) × k (t2) +... DrStrCh (tn) × k (tn)} / n

  FIG. 12 shows an example of the weight function k (t).

  Although the description is omitted, the same applies to the steering angle steering characteristic StrAngCh or the yaw rate steering characteristic YawCh.

  If the steering characteristics are frequently calculated and updated in this way, changes in the driver's state (for example, changes in steering characteristics due to fatigue) or environmental changes (for example, highways, urban areas, suburban roads, etc.) Even if the steering characteristic changes due to (), appropriate contact avoidance assistance control according to the latest steering characteristic can be performed while inheriting the steering characteristic in the normal state of the driver.

  Further, when the driver changes, the steering characteristic also changes. Therefore, when the engine 12 is stopped, the door opening / closing state of the driver's seat of the vehicle 100 is monitored, and the door is opened / closed when the vehicle is stopped, the estimated steering characteristic is estimated. May be reset.

  As described above, in the vehicle travel safety device according to this embodiment, the calculated control amount is corrected based on the estimated steering characteristic DrStrCh of the driver, and the contact avoidance support control is performed based on the corrected control amount. Since it is configured to be executed, the contact avoidance support control can be executed with a control amount corresponding to the driver's individual steering characteristics, the individual difference in the control amount of the contact avoidance support control felt by the driver is reduced, and the contact avoidance support control. Can be executed appropriately.

  In addition, the driver's steering characteristics are estimated based on at least one of a change in the driver's steering torque and a change in the steering angle detected when the vehicle 100 is in a predetermined traveling state, in other words, in the steering characteristic estimation section. In addition to the above-described effects, the driver's individual steering characteristics can be estimated with high accuracy.

  The driver's steering characteristic is estimated based at least on a deviation obtained by comparing the driver's steering torque or steering angle detected when the vehicle 100 is in a predetermined traveling state with previously stored data. Since it is configured as described above, it is possible to accurately estimate the steering characteristics of each driver in addition to the effects described above.

  In addition to the above effects, the predetermined traveling state is a traveling state in which the vehicle travels on a straight road or a traveling state in which the vehicle travels on a curved road. It is possible to select a driving state in which characteristics tend to appear, and thus it is possible to accurately estimate the steering characteristics of each driver.

  Further, as the characteristic value of the steering characteristic DrStrCh is larger, more specifically, as at least one of the change in the steering torque of the driver and the change in the steering angle detected when the vehicle 100 is in a predetermined traveling state is larger. Alternatively, it is estimated that the greater the deviation obtained by comparing the steering torque or steering angle of the driver detected when the vehicle 100 is in a predetermined traveling state with previously stored data, the stronger the steering characteristics of the driver. Since it is configured as described above, in addition to the above-described effects, the steering characteristics of each driver can be estimated more accurately.

  Further, as shown in FIG. 8 and subsequent figures, the calculated control amount increases as the driver's steering characteristic DrStrCh is estimated to be strong, while the calculated control amount decreases as it is estimated to be weak. The control amount can be corrected more accurately, and the contact avoidance support control can be executed more appropriately.

As described above, in this embodiment, the object detection means (the photographing device 40, the radar device 42, the travel control unit 26, S10) for detecting an object existing around the vehicle (own vehicle) 100, and the vehicle The contact possibility to determine the possibility of contact with the detected object based on the detected motion state and the motion state detection means (yaw rate sensor 50, travel control unit 26, S12) for detecting the motion state of When it is determined that there is a possibility of contact between the determination means (S14) and the detected object , steering torque is applied in a direction to avoid contact with the detected object to assist contact avoidance. Control amount calculation means (S3) for calculating a control amount of the contact avoidance support control in the vehicle travel safety device 10 including contact avoidance support control execution means (S16 to S38) for executing contact avoidance support control. And), the control amount of the calculated, the vehicle is based on at least one of change in the steering angle and the change in the steering torque of the detected driver when in a predetermined running state, in other words, the steering characteristic estimating section steering characteristic of the driver estimated Te (vehicle state detecting means 26a, the road shape detection unit 26c, the steering characteristic calculation unit 26b) and Bei give a control amount correction means for correcting, based on (S34), wherein the contact avoidance assistance control executed The means executes the contact avoidance support control based on the corrected control amount (S36) , and the predetermined traveling state is a state in which the vehicle travels on a straight path or a curved road having a substantially constant turning radius. The vehicle is configured to include at least one of a state where the vehicle travels at a constant vehicle speed for a predetermined time or more .

  Further, the steering characteristic of the driver is obtained by comparing the steering torque or steering angle of the driver detected when the vehicle is in a predetermined traveling state with data stored in advance (by the reference data storage means 26d). It was configured to be estimated based on at least the obtained deviation.

  Further, the larger the characteristic value of the steering characteristic DrStrCh, the more specifically, the greater the at least one of the change in the steering torque and the change in the steering angle detected when the vehicle is in a predetermined traveling state. Alternatively, it is estimated that the greater the deviation obtained by comparing the steering torque or the steering angle of the driver detected when the vehicle is in a predetermined traveling state with previously stored data, the stronger the steering characteristics of the driver. Configured as shown.

  Further, as shown in FIG. 8 and subsequent figures, the control amount correction means increases the calculated control amount as the driver's steering characteristic DrStrCh is estimated to be stronger, while the driver's steering characteristic DrStrCh is weaker. The estimated control amount is reduced as the estimation is made.

  In the above, feedback control may be performed so that the deviation between the target yaw rate and the actual yaw rate is eliminated in S32 and S36 in the flowchart of FIG. In S24, in addition to or in place of an audio or visual alarm, an alarm may be issued by vibrating the steering wheel, pulling in a seat belt, or the like. Furthermore, an automatic brake may be actuated to brake the running of the vehicle 100 weakly.

  The steering shaft is mechanically connected to the front wheels (drive wheels) via the rack and pinion mechanism, and the EPS actuator (electric motor) 22 is disposed on the rack to assist the steering. It may be a steer-by-wire system in which the mechanical connection with the front wheel is cut off.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing an overall traveling safety device for a vehicle according to an embodiment of the present invention. It is a flowchart which shows the contact avoidance assistance operation | movement which is operation | movement of the apparatus shown in FIG. 2 is an explanatory diagram showing the positional relationship between the vehicle (own vehicle) and the object, explaining the contact possibility determination process of the flow chart. Similarly, it is explanatory drawing which shows the positional relationship of a vehicle (own vehicle) and an object explaining the calculation process of the contact avoidance yaw rate of a flowchart of FIG. 2 is a block diagram showing the configuration of the travel control unit shown in FIG. 1 for estimating the steering characteristics of the driver used for correcting the control amount in the flow chart. It is explanatory drawing which shows the curved road which the road alignment detection means shown by FIG. 5 detects. FIG. 6 is an explanatory time chart showing an example of subtraction processing for estimating the steering torque steering characteristic TrqCh using the deviation obtained by subtracting the reference steering torque from the steering torque detected during traveling by the steering characteristic calculation means shown in FIG. is there. 2 is an explanatory graph illustrating an example of correcting the control amount of the flow chart based on the steering characteristics of the driver. Similarly, FIG. 3 is an explanatory graph illustrating an example in which the control amount of the flowchart of FIG. 2 is corrected based on the steering characteristics of the driver. Similarly, FIG. 3 is an explanatory graph illustrating an example in which the control amount of the flowchart of FIG. 2 is corrected based on the steering characteristics of the driver. Similarly, FIG. 3 is an explanatory graph illustrating an example in which the control amount of the flowchart of FIG. 2 is corrected based on the steering characteristics of the driver. 6 is an explanatory graph showing an example of a time function used for updating the steering characteristics of the driver estimated in the process of FIG. 5.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Vehicle travel safety device, 16 Control device, 20 Brake actuator, 22 EPS actuator, 24 Alarm device, 26 Travel control part, 26a Vehicle state detection means, 26b Steering characteristic calculation means, 26c Road alignment detection means, 26d Reference data storage Means, 34 Brake control unit, 36 EPS control unit, 40 Imaging device, 42 Radar device, 44 Steering torque sensor, 46 Steering angle sensor, 50 Yaw rate sensor, 52 Vehicle speed sensor, 100 Vehicle (own vehicle), 102 Object (obstacle) )

Claims (4)

The possibility of contact with the detected object based on the detected motion state, the object detection means for detecting an object existing around the vehicle, the motion state detection means for detecting the motion state of the vehicle, and If it is determined that there is a possibility of contact with the detected object and the detected object, the steering torque is applied in a direction to avoid contact with the detected object to avoid contact. In a vehicle travel safety device comprising contact avoidance support control execution means for executing contact avoidance support control to assist, a control amount calculation means for calculating a control amount of the contact avoidance support control, and the calculated control amount , braking said vehicle is corrected based on the steering characteristic of the driver is estimated based on at least one of change of the change and a steering angle of the steering torque of the detected driver when in a predetermined running state E Bei and quantity correcting means, the contact avoidance assistance control execution means may execute the corrected control amount the contact avoidance assistance control based on the predetermined traveling state the vehicle is traveling on a straight road A vehicle travel safety device comprising at least one of a state or a state in which the vehicle has traveled on a curved road having a substantially constant turning radius at a constant vehicle speed for a predetermined time or more .   The driver's steering characteristic is estimated based at least on a deviation obtained by comparing a driver's steering torque or steering angle detected when the vehicle is in a predetermined traveling state with previously stored data. The vehicle travel safety device according to claim 1. The greater the change in the steering torque and / or the change in the steering angle of the driver detected when the vehicle is in a predetermined driving state, or the detection of the driver detected when the vehicle is in the predetermined driving state. The vehicle driving safety according to claim 1 or 2 , wherein the greater the deviation obtained by comparing the steering torque or the steering angle and the data stored in advance, the stronger the steering characteristic of the driver is estimated. apparatus. The control amount correction means increases the calculated control amount as the driver's steering characteristic is estimated to be stronger, while the calculated control amount as the driver's steering characteristic is estimated to be weaker. The vehicle travel safety device according to claim 3 , wherein the vehicle travel safety device is reduced.

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