JP5421020B2 - Vehicle travel support device - Google Patents

Description

  The present invention is, for example, an LKA (Lane Keeping Assist) in a vehicle equipped with various steering mechanisms such as EPS (Electronic Control Power Steering) or VGRS (Variable Gear Ratio Steering). : Lane Keep Assist) and the like.

  As this type of device, a device that uses an electric power steering device and a turning angle variable device to perform lane keeping traveling has been proposed (for example, see Patent Document 1). According to a vehicle steering control device disclosed in Patent Document 1 (hereinafter referred to as “conventional technology”), an electric power steering device is provided so that a target rudder angle based on a radius of curvature can be obtained during lane keeping traveling. By controlling the lateral position of the vehicle and the deviation of the yaw angle with respect to the travel path using the turning angle varying device, it is possible to make the vehicle travel well along the target travel route.

JP 2007-160998 A

  When changing the rudder angle to follow the target road by applying a driving force directly or indirectly to the steered wheel as in lane keep control, the reaction force from the steering system including the steered wheel is May affect the steering wheel. In extreme cases, the steering wheel may be reverse-steered. In addition, in a configuration in which the steering angle can be changed by applying an assist torque that assists the steering torque given by the driver to the steering system, the steering wheel is operated regardless of the driver's intention, and therefore a high probability. The driver can feel uncomfortable. In other words, it is generally difficult to realize the follow-up to the target road with a single steering mechanism while suppressing a sense of discomfort to the driver.

  In Patent Document 1, although a plurality of steering mechanisms such as an electric power steering device and a turning angle variable device are used, each mechanism simply bears a part of control related to lane keeping. Therefore, for example, when the target steering angle based on the radius of curvature is to be realized by an electric power steering device, the above-mentioned feeling of incongruity cannot be avoided, and the lateral position and yaw angle shift by the turning angle variable device. When it is attempted to control the vehicle, the influence of the reaction force on the steering wheel can affect the behavior of the vehicle.

  In addition, if it supplements regarding generation | occurrence | production of the said uncomfortable feeling, since this kind of unpleasant feeling is highly likely to invite an unnecessary steering operation of a driver, it may affect the behavior of a vehicle. In addition, for example, when the steering angle per unit steering angle is increased using the above-described steering angle variable device or the like, it may be possible to relatively correct the steering angle required to obtain the target steering angle to the decreasing side. However, if the steering angle per unit steering angle is increased in this way, the steering angle changes greatly with respect to the steering operation performed by the driver's intention and the robustness of the vehicle decreases. Can affect behavior. As described above, the background art has a technical problem in that the behavior of the vehicle may be affected when the vehicle follows the target travel path.

  The present invention has been made in view of, for example, such problems, and it is an object of the present invention to provide a vehicle travel support device that can cause a vehicle to follow a target travel path without causing instability of vehicle behavior. To do.

In order to solve the above-described problems, a vehicle travel support apparatus according to the present invention includes a steering torque assisting means capable of assisting a steering torque applied to a steering input shaft via a steering wheel, and a rotation angle of the steering input shaft. A travel support device for a vehicle that supports travel of a vehicle, including a steering angle variable means capable of changing a relationship between a steering angle and a steering angle that is a rotation angle of a steering wheel. And a first setting means for setting a first control target value corresponding to the steering torque assisting means and a first control means for controlling the steering torque assisting means based on the set first control target value. The second control corresponding to the rudder angle varying means is controlled so as to suppress the behavior change of the vehicle that occurs when the vehicle follows the target travel path by controlling the control means and the steering torque assisting means. A second setting means for setting a target value,
Second control means for controlling the rudder angle varying means based on the set second control target value, and the second setting means as the second control target value does not follow the target travel path. set the steering transmission ratio K ₁ defining the rotation angle of the concatenated steering output shaft to the steering wheel to the steering angle so as to reduce as compared to when the second control means, the set steering transmission A normal target control angle θ _VG set based on the ratio K ₁ and the driver steering angle θ _input which is the steering angle given by the driver, and the steering output shaft determined independently of the steering transmission ratio K ₁ The steering angle varying means is controlled so that a target control angle θ _TGF of the steering output shaft, which is set as the sum of the following target control angle θ _LK for the steering wheel, is obtained .

  The vehicle according to the present invention includes at least steering torque assisting means and steering angle varying means.

  The steering torque assisting means according to the present invention is an artificial steering given from a driver to a steering input shaft that is directly or indirectly coupled to a steering wheel (generally also referred to as a “handle”). It is a concept that includes means that can assist the driver steering torque corresponding to the input. At this time, the assisting mode of the driver steering torque in the steering torque assisting means is not limited to direct or indirect, and is substantially limited based on at least the installation space, cost, durability or reliability (such as (If there are other restrictions) That is, the steering torque assisting means may adopt a configuration in which an assist torque that directly assists the steering torque is applied to the steering input shaft, or a steering output shaft that is directly or indirectly connected to the steering input shaft. This type of auxiliary torque may be applied, or when the steering system employs a rack and pinion type steering transmission mechanism, auxiliary torque is applied to assist rotation of the pinion gear meshing with the rack bar. It may have a possible configuration, or may be configured to be able to apply a driving force that assists the rack bar to reciprocate. According to the steering torque assisting means, the steering torque is finally applied to the steering input shaft via a physical or mechanical transmission path including various transmission mechanisms and various shaft bodies. It is possible to reduce the driver's steering burden, hold the steering wheel in place of the driver, or rotate the steering input shaft independently of the driver's steering operation.

  The steering angle varying means according to the present invention is a physical, mechanical, electrical, which can vary the relationship between the steering angle as the rotation angle of the steering input shaft and the steering angle as the rotation angle of the steered wheels stepwise or continuously. It is a concept encompassing various types of mechanical and magnetic devices. That is, according to the rudder angle varying means, the relationship between the steering angle and the rudder angle is not uniquely defined, and for example, the ratio between the steering angle and the rudder angle can be changed. Alternatively, the steering angle can be changed regardless of the steering angle. The rudder angle varying means may be configured as VGRS or SBW, for example, as a suitable form.

  According to the vehicle travel support apparatus of the present invention, during operation, for example, various processing units such as an ECU (Electronic Control Unit), various controllers or various computer systems such as a microcomputer device may be employed. A first control target value is set by one setting means.

The first control target value is a control target value corresponding to the steering torque assisting means, and is a control target value for causing the vehicle to follow the target travel path, and various existing algorithms can be applied for the setting. is there. For example, based on the image of the target travel path captured by an in-vehicle camera or the like, the curvature of the target travel path, the white line that defines the target travel path, etc., the position deviation and the yaw deviation between the vehicle and the like are calculated or estimated. Based on the calculated or estimated target lateral acceleration, the target acceleration is obtained from, for example, the steering torque assisting means after the target lateral acceleration for causing the vehicle to follow the target travel path is calculated or estimated. The auxiliary torque is set to be output .

  When the first control target value is set, the first control target value can be set by the first control means that can take the form of various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device. Based on this, the steering torque assisting means is controlled. That is, according to the vehicle travel support apparatus of the present invention, the steering torque assisting unit functions as a main system (hereinafter referred to as “main system” as appropriate) for causing the vehicle to follow the target travel path.

  Here, when using the steering torque assisting means as this type of main system to follow the target traveling path, if no measures are taken, the generation of uncomfortable feeling and robustness as described above will occur. The vehicle behavior may become unstable due to a decrease or the like.

  Therefore, according to the vehicle travel support apparatus of the present invention, the rudder angle varying means is controlled in cooperation with the steering torque assisting means as a restraining means for suppressing this kind of vehicle behavior instability. That is, according to the vehicle travel support apparatus of the present invention, during operation, the steering torque is controlled by the second setting means that can take the form of various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device. A second control target value corresponding to the rudder angle varying means is set so that a change in behavior of the vehicle that occurs when the vehicle follows the target travel path by the control of the auxiliary means is suppressed. Further, when the second control target value is set, the set second control target is set by the second control means that can take the form of various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device. The rudder angle varying means is controlled based on the value.

  For this reason, according to the vehicle travel support apparatus of the present invention, the steering torque assisting means is used as the main system, and a change in the behavior of the vehicle that can occur when following the target travel path acts as the restraining means. It is alleviated and ideally offset by the control of the steering angle varying means. That is, the behavior of the vehicle can be stabilized when the vehicle follows the target travel path.

  Thus, the vehicle travel support device according to the present invention is known in that the steering torque assisting means and the steering angle varying means are operated in cooperation with each other in order to stabilize this kind of vehicle behavior. This is a significant advantage for any technical idea. In other words, in the category of the old technical idea that does not have this kind of technical idea, there may be a plurality of means capable of controlling the steering angle including the steering torque assisting means. The primary effect (for example, the occurrence of the steering operation unrelated to the driver's intention described above) directly caused by the operation of one means due to the fact that the influence on the vehicle is not assumed. Even if it can be suppressed (for example, in this case, the amount of change in the steering angle with respect to the steering angle is increased), thereby destabilizing the secondary or even multi-dimensional vehicle behavior (for example, driver steering) There is a possibility that the robustness of the vehicle behavior decreases due to an increase in the change amount of the steering angle with respect to the input. That is, after all, the behavior of the vehicle cannot be improved at all.

Particularly in this invention, the second setting means sets a steering transmission ratio K ₁ so as to reduce as compared to when non-following with respect to the target traveling path as the second target control value. Here, the “steering transmission ratio” is a parameter that defines the rotation angle of the steering output shaft connected to the steering wheel with respect to the steering angle. Further, "so reduced as compared to when non-following", at the time of follow-up the vehicle travels according to the target running path, it means that the steering transmission ratio than that in the non-following is set small.

  Vehicles that are in lane keeping are required to have stable behavior. In order to improve the stability of the vehicle, for example, it is effective to reduce the influence of disturbance elements input from the steering wheel. As a means for reducing the influence of such disturbance elements, it is conceivable to set the steering transmission ratio small. When the steering transmission ratio is reduced, the reaction force is less likely to be transmitted from the steering torque assisting means to the steering wheel, and even if the driver operates the steering wheel, the amount of change in the steering angle is transmitted to the steering torque assisting means. This makes the vehicle more stable.

  As described above, according to the vehicle travel support device of the present invention, it is possible to cause the vehicle to follow the target travel path without causing instability of the vehicle behavior.

In one aspect of the vehicle travel support apparatus according to the present invention, the normal target control angle θ _VG is expressed by the following equation:
θ _VG = K ₁ ×
calculated by theta _{input The,} the driver steering angle theta _{input The} is the steering angle when the MA, a reference steering angle theta _ref the steering angle when there is no steering torque input through the steering wheel, It is calculated from the following equation θ _input = MA−θ _ref (2).

  As described above, when the steering transmission ratio is changed to be small at the time of tracking, if the calculation logic of the steering angle for causing the vehicle to follow the target travel path is not set appropriately, the driver, for example, during the lane keeping, Even if the steering wheel is operated to change the traveling direction, the steering angle of the wheel is difficult to change, and thus the driver may have to operate the steering wheel more greatly. In other words, if the rudder angle calculation logic is inappropriate, even if the stability of the vehicle due to disturbance factors can be improved by setting the steering transmission ratio small, the driver's steering wheel operation burden will increase. Eventually, the driver is likely to feel uncomfortable.

According to this aspect , the driver steering angle θ _input is a reference that is a steering angle when there is no input of the steering angle MA of the steering wheel and the steering torque via the steering wheel (that is, when following the target travel path). more is calculated on the difference (MA - [theta] _ref) between the steering angle theta _ref. Therefore, Ki out to prevent an increase in driver operation load, when to follow the vehicle to the target traveling path, it is possible to achieve both reduction in stabilization and driver operation load of the vehicle behavior.

In this aspect, the reference steering angle θ _ref includes the basic target rotation angle θ _LKB that is the target rotation angle of the steering output shaft for causing the vehicle to follow the target travel path, and the tracking target control angle. Based on θ _LK, it is calculated by the following equation θ _ref = θ _LKB −θ _LK (3) , and the target control angle θ _LK for tracking is calculated based on the basic target rotation angle θ _LKB and the curvature of the target travel path. It may be calculated by the following equation θ _LK = K ₂ × θ _LKB based on the coefficient K ₂ given accordingly .

  According to the research of the present inventor, it is found that the steering angle of the steering wheel does not depend on the steering transmission ratio by defining the above-mentioned reference steering angle θref as shown in the equation (3). That is, even if the steering transmission ratio is set to be small in order to improve the stability of the vehicle, the steering angle is not affected, so that the operation burden on the driver does not increase.

  Thus, according to this aspect, it is possible to achieve both stabilization of the vehicle behavior and reduction of the operation burden on the driver when the vehicle follows the target travel path.

  Such an operation and other advantages of the present invention will become apparent from the embodiments described below.

1 is a schematic configuration diagram conceptually showing a configuration of a vehicle according to an embodiment. 2 is a flowchart of LKA control according to the present embodiment and performed in the vehicle of FIG. 1. It is a schematic diagram showing the relationship between the target lateral acceleration GYTG and the LKA basic target angle θLKB according to the present embodiment. It is a schematic diagram showing the relationship between the curvature R and the adjustment gain K2 according to the present embodiment. It is a flowchart of EPS control concerning this embodiment. FIG. 4 is a schematic diagram illustrating a relationship between an EPS basic target torque TBASE and a driver steering torque MT according to the present embodiment. It is a flowchart of VGRS control concerning this embodiment. FIG. 6 is a schematic diagram illustrating a relationship between a steering transmission ratio K1 and a vehicle speed V according to the present embodiment.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, various embodiments according to a vehicle travel support apparatus of the invention will be described with reference to the drawings as appropriate.

<Configuration of Embodiment>
First, the configuration of the vehicle 10 according to the first embodiment of the present invention will be described with reference to FIG. FIG. 1 is a schematic configuration diagram conceptually showing the basic configuration of the vehicle 10.

  In FIG. 1, a vehicle 10 includes a pair of left and right front wheels FL and FR as steering wheels, and is configured to be able to travel in a desired direction by turning these front wheels. The vehicle 10 includes an ECU 100, a VGRS actuator 200, a VGRS driving device 300, an EPS actuator 400, and an EPS driving device 500.

  The ECU 100 is an electronic control unit that includes a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory) (not shown) and is configured to be able to control the entire operation of the vehicle 10. 1 is an example of a “vehicle driving support device”. The ECU 100 is configured to execute LKA control, EPS control, and VGRS control, which will be described later, according to a control program stored in the ROM.

  The ECU 100 is an integrated electronic device configured to function as an example of each of the “first setting means”, “first control means”, “second setting means”, and “second control means” according to the present invention. It is a control unit, and the operation | movement which concerns on these each means is comprised so that all may be performed by ECU100. However, the physical, mechanical, and electrical configurations of each of the units according to the present invention are not limited to this. For example, each of these units includes a plurality of ECUs, various processing units, various controllers, a microcomputer device, and the like. It may be configured as various computer systems.

  In the vehicle 10, a steering input given by a driver via a steering wheel 11 is coupled to the steering wheel 11 so as to be coaxially rotatable, and is transmitted to an upper steering shaft 12 that is a shaft body that can rotate in the same direction as the steering wheel 11. . The upper steering shaft 12 is an example of the “steering input shaft” according to the present invention. The upper steering shaft 12 is connected to the VGRS actuator 200 at its downstream end.

  The VGRS actuator 200 is an example of the “steering angle varying means” according to the present invention, which includes a housing 201, a VGRS motor 202, and a speed reduction mechanism 203.

  The housing 201 is a housing of the VGRS actuator 200 that houses the VGRS motor 202 and the speed reduction mechanism 203. The downstream end of the above-described upper steering shaft 12 is fixed to the housing 201, and the housing 201 can rotate integrally with the upper steering shaft 12.

  The VGRS motor 202 is a DC brushless motor having a rotor 202a serving as a rotor, a stator 202b serving as a stator, and a rotating shaft 202c serving as an output shaft for driving force. The stator 202b is fixed inside the housing 201, and the rotor 202a is rotatably held inside the housing 201. The rotating shaft 202c is fixed so as to be coaxially rotatable with the rotor 202a, and its downstream end is connected to the speed reduction mechanism 203.

  The speed reduction mechanism 203 is a planetary gear mechanism having a plurality of rotational elements (sun gear, carrier, and ring gear) that can be differentially rotated. Among the plurality of rotating elements, the sun gear that is the first rotating element is connected to the rotating shaft 202 c of the VGRS motor 202, and the carrier that is the second rotating element is connected to the housing 201. The ring gear as the third rotating element is coupled to the lower steering shaft 13 as an example of the “steering output shaft” according to the present invention.

  According to the speed reduction mechanism 203 having such a configuration, the rotation speed of the upper steering shaft 12 (that is, the rotation speed of the housing 201 connected to the carrier) corresponding to the operation amount of the steering wheel 11 and the rotation of the VGRS motor 202. The rotation speed of the lower steering shaft 13 connected to the ring gear, which is the remaining one rotation element, is uniquely determined by the speed (that is, the rotation speed of the rotary shaft 202c connected to the sun gear). At this time, the rotational speed of the lower steering shaft 13 can be controlled to increase / decrease by controlling the rotational speed of the VGRS motor 202 to increase / decrease by the differential action between the rotating elements. That is, the upper steering shaft 12 and the lower steering shaft 13 can be rotated relative to each other by the action of the VGRS motor 202 and the speed reduction mechanism 203. Further, due to the configuration of each rotary element in the speed reduction mechanism 203, the rotation speed of the VGRS motor 202 is transmitted to the lower steering shaft 13 in a state where the speed is reduced according to a predetermined reduction ratio determined according to the gear ratio between the respective rotary elements. The

  Thus, in the vehicle 10, the upper steering shaft 12 and the lower steering shaft 13 can be rotated relative to each other, so that the steering angle MA that is the amount of rotation of the upper steering shaft 12 and the amount of rotation of the lower steering shaft 13 are determined. The steering transmission ratio, which is uniquely determined (which also relates to the gear ratio of the rack and pinion mechanism described later) and the steering angle θst of the front wheel as the steering wheel, is continuously variable within a predetermined range.

  The speed reduction mechanism 204 is not limited to the planetary gear mechanism illustrated here, but is connected to other modes (for example, gears having different numbers of teeth are connected to the upper steering shaft 12 and the lower steering shaft 13, respectively, and partially contact each gear. An aspect in which a flexible gear is installed and the upper steering shaft 12 and the lower steering shaft 13 are rotated relative to each other by rotating the flexible gear with a motor torque transmitted via a wave generator. The planetary gear mechanism may have a physical, mechanical, or mechanical aspect different from the above.

  The VGRS driving device 300 is an electric driving circuit including a PWM circuit, a transistor circuit, an inverter, and the like that are configured to be energized to the stator 202b of the VGRS motor 202. The VGRS driving device 300 is electrically connected to a battery (not shown), and is configured to be able to supply a driving voltage to the VGRS motor 202 with electric power supplied from the battery. Further, the VGRS driving device 300 is electrically connected to the ECU 100, and its operation is controlled by the ECU 100. The VGRS driving device 300, together with the VGRS actuator 200, constitutes an example of “steering angle varying means” according to the present invention.

  The rotation of the lower steering shaft 13 is transmitted to the rack and pinion mechanism. The rack and pinion mechanism is a steering force transmission mechanism including a pinion gear 14 connected to a downstream end portion of the lower steering shaft 13 and a rack bar 15 formed with gear teeth that mesh with gear teeth of the pinion gear. The rotation of the pinion gear 14 is converted into the horizontal movement of the rack bar 15 in the drawing, so that the steering force is applied to each steered wheel via a tie rod and a knuckle (not shown) connected to both ends of the rack bar 15. It is configured to be transmitted. That is, in the vehicle 10, a so-called rack and pinion type steering system is realized.

  The EPS actuator 400 includes an EPS motor as a DC brushless motor including a rotor (not shown) that is a rotor with a permanent magnet and a stator that is a stator that surrounds the rotor. It is an example of “torque assisting means”. This EPS motor is configured to be capable of generating an assist torque TA in the rotation direction when the rotor is rotated by the action of a rotating magnetic field formed in the EPS motor by energizing the stator via the EPS driving device 500. ing.

  On the other hand, a reduction gear (not shown) is fixed to the motor shaft that is the rotation shaft of the EPS motor, and this reduction gear is also meshed with the pinion gear 14. For this reason, the assist torque TA generated from the EPS motor functions as an assist torque that assists the rotation of the pinion gear 14. The pinion gear 14 is connected to the lower steering shaft 13 as described above, and the lower steering shaft 13 is connected to the upper steering shaft 12 via the VGRS actuator 200. Accordingly, the driver steering torque MT applied to the upper steering shaft 12 is transmitted to the rack bar 15 in an appropriately assisted manner by the assist torque TA, so that the driver's steering burden is reduced.

  The EPS drive device 500 is an electric drive circuit including a PWM circuit, a transistor circuit, an inverter, and the like that are configured to be energized to the stator of the EPS motor. The EPS driving device 500 is electrically connected to a battery (not shown), and is configured to be able to supply a driving voltage to the EPS motor with electric power supplied from the battery. Further, the EPS driving device 500 is electrically connected to the ECU 100, and its operation is controlled by the ECU 100. The EPS driving device 500, together with the EPS actuator 400, constitutes an example of “steering torque assisting means” according to the present invention.

  The aspect of the “steering torque assisting means” according to the present invention is not limited to that exemplified here. For example, the assist torque TA output from the EPS motor is used to reduce the rotational speed by a reduction gear (not shown). Along with this, it may be transmitted directly to the lower steering shaft 13 or may be applied as a force assisting the reciprocating motion of the rack bar 15. That is, as long as the assist torque TA output from the EPS actuator 400 can be finally used as at least part of the steering force for steering each steered wheel, there is no specific configuration of the steering torque assisting means according to the present invention. The purpose is not limited.

  On the other hand, the vehicle 10 includes various sensors including a steering torque sensor 16, a steering angle sensor 17, and a rotation sensor 18.

  The steering torque sensor 16 is a sensor configured to be able to detect a driver steering torque MT given from the driver via the steering wheel 11. More specifically, the upper steering shaft 12 is divided into an upstream portion and a downstream portion, and has a configuration in which they are connected to each other by a torsion bar (not shown). Rings for detecting a rotational phase difference are fixed to both upstream and downstream ends of the torsion bar. This torsion bar is twisted in the rotational direction in accordance with the steering torque (ie, driver steering torque MT) transmitted through the upstream portion of the upper steering shaft 12 when the driver of the vehicle 10 operates the steering wheel 11. The configuration is such that the steering torque can be transmitted to the downstream portion while causing such a twist. Therefore, when the steering torque is transmitted, a rotational phase difference is generated between the above-described rings for detecting the rotational phase difference. The steering torque sensor 16 is configured to detect the rotational phase difference and to convert the rotational phase difference into a steering torque and output it as an electrical signal corresponding to the steering torque MT. Further, the steering torque sensor 16 is electrically connected to the ECU 100, and the detected steering torque MT is referred to by the ECU 100 at a constant or indefinite period.

  The steering angle sensor 17 is an angle sensor configured to be able to detect a steering angle MA that represents the amount of rotation of the upper steering shaft 12. The steering angle sensor 17 is electrically connected to the ECU 100, and the detected steering angle MA is referred to by the ECU 100 at a constant or indefinite period.

  The rotation sensor 18 is a rotary encoder configured to be able to detect a rotation phase difference Δθ between the housing 201 (that is, equivalent to the upper steering shaft 12 in terms of rotation angle) and the lower steering shaft 13 in the VGRS actuator 200. is there. The rotation sensor 18 is electrically connected to the ECU 100, and the detected rotation phase difference Δθ is referred to by the ECU 100 at a constant or indefinite period.

  The vehicle speed sensor 19 is a sensor configured to be able to detect the vehicle speed V as the speed of the vehicle 10. The vehicle speed sensor 19 is electrically connected to the ECU 100, and the detected vehicle speed V is referred to by the ECU 100 at a constant or indefinite period.

  The in-vehicle camera 20 is an imaging device that is installed on the front nose of the vehicle 10 and configured to image a predetermined area in front of the vehicle 10. The in-vehicle camera 20 is electrically connected to the ECU 100, and the captured front area is sent to the ECU 100 as image data at a constant or indefinite period. The ECU 100 can analyze the image data and acquire various data necessary for LKA control described later.

<Operation of Embodiment>
The operation of this embodiment will be described below with reference to the drawings as appropriate.

  First, the details of the LKA control executed by the ECU 100 will be described with reference to FIG. FIG. 2 is a flowchart of the LKA control. The LKA control is control for causing the vehicle 10 to follow the target travel path (lane), and is control for realizing a part of the travel support system that the vehicle 10 has.

  In FIG. 2, the ECU 100 reads various signals including operation signals of various switches provided in the vehicle 10, various flags, sensor signals related to the various sensors, and the like (step S <b> 101) and is installed in the vehicle interior of the vehicle 10 in advance. It is determined whether or not the LKA mode is selected as a result of the operation button for activating the LKA control being operated by the driver (step S102). When the LKA mode is not selected (step S102: NO), the ECU 100 returns the process to step S101.

  When the LKA mode is selected (step S102: YES), the ECU 100 detects a white line (not necessarily white) that defines the LKA target travel path based on the image data sent from the in-vehicle camera 20. (Step S103) If a white line is not detected (Step S103: NO), the ECU 100 returns the process to Step S101 because the target travel path cannot be defined. On the other hand, when the white line is detected (step S103: YES), the ECU 100 calculates various road surface information necessary for causing the vehicle 10 to follow the target travel path (step S104).

  In step S104, the curvature R of the target travel path (that is, the reciprocal of the radius), the lateral deviation Y between the white line and the vehicle 10, and the yaw angle deviation φ between the white line and the vehicle 10 are calculated. It should be noted that various aspects including the existing image recognition algorithm can be applied to the calculation mode of the information required for the follow-up control of this type of target travel path, and since the correlation with the essential part of the invention is weak, it is touched here. Suppose that there is no.

  When the various road surface information is calculated, the ECU 100 calculates a target lateral acceleration GYTG necessary for causing the vehicle 10 to follow the target travel path (step S105). The target lateral acceleration GYTG can also be calculated according to existing various algorithms or arithmetic expressions. Alternatively, the ECU 100 holds a target lateral acceleration map that uses the curvature R, the lateral deviation Y, and the yaw angle deviation φ as parameters in appropriate storage means such as a ROM in advance, and selects the appropriate lateral value by selecting appropriate values. The acceleration GYTG may be calculated (this type of selection is also an aspect of the calculation).

  When the target lateral acceleration GYTG is calculated, the process branches into two systems. That is, in one process, the ECU 100 calculates the LKA target assist torque TLK (step S106), and stores the calculated LKA target assist torque TLK in an appropriate rewritable storage means such as a flash memory or RAM (step S106). S107). The LKA target assist torque TLK is defined in an LKA target assist torque map stored in advance in the ROM and using the target lateral acceleration GYTG and the vehicle speed V as parameters, and the ECU 100 selects a corresponding numerical value from the map. The LKA target assist torque TLK is calculated. The LKA target assist torque TLK is an example of the “first control target value” according to the present invention, and an example of the “target assist torque”.

In the other process, the ECU 100 calculates the LKA basic target angle θLKB based on the target lateral acceleration GYTG (step S108), and then calculates the adjustment gain K2 based on the curvature R (step S109). Further, the ECU 100 calculates the LKA correction target angle θLK according to the following equation (4) (step S110). The LKA correction target angle θLK is an example of the “second control target value” according to the present invention . When the LKA correction target angle θLK is calculated, the ECU 100 stores the calculated LKA correction target angle θLK in a storage unit such as a RAM or a flash memory (step S111).

θLK = θLKB × K2 (4)
Here, the relationship between the target lateral acceleration GYTG and the LKA basic target angle θLKB will be described with reference to FIG. FIG. 3 is a schematic diagram showing the relationship between the target lateral acceleration GYTG and the LKA basic target angle θLKB.

  In FIG. 3, the vertical axis represents the LKA basic target angle θLKB, and the horizontal axis represents the target lateral acceleration GYTG. Here, the area on the left side of the origin line corresponding to the target lateral acceleration GYTG = 0 is the target lateral acceleration corresponding to the left direction of the vehicle, and similarly, the right area represents the lateral acceleration corresponding to the right direction of the vehicle. Further, the upper area of the origin line corresponding to the LKA basic target angle θLKB = 0 corresponds to the steering angle in the right direction of the vehicle, and similarly the lower area corresponds to the steering angle in the left direction of the vehicle. . Accordingly, each LKA basic target θLKB has a symmetrical characteristic with respect to the origin line. The LKA basic target angle θLKB has a characteristic that its absolute value increases linearly with respect to the target lateral acceleration GYTG, except for a dead zone near the target lateral acceleration GYTG = 0.

  On the other hand, FIG. 3 shows characteristics of the LKA basic target angle θLKB with respect to three types of vehicle speeds V = V1, V2 (V2> V1), and V3 (V3> V2), as indicated by chain lines, broken lines, and solid lines, respectively. Illustrated. As is apparent from the figure, the LKA basic target angle θLKB is set on the decreasing side as the vehicle speed increases. This is because the higher the vehicle speed, the greater the degree of lateral acceleration generated with respect to the steering angle.

  Note that an LKA basic target angle map obtained by digitizing the relationship shown in FIG. 3 is stored in advance in the ROM of the ECU 100 (of course, the vehicle speed V as a parameter value is finer). In step S108, A corresponding value is selected from the LKA basic target angle map.

  Here, the relationship between the curvature R and the adjustment gain K2 will be described with reference to FIG. FIG. 4 is a schematic diagram showing the relationship between the curvature R and the adjustment gain K2.

  In FIG. 4, the vertical axis represents the adjustment gain K2, and the horizontal axis represents the absolute value of the curvature R of the target travel path. Accordingly, the target travel path is sharply curved (that is, a sharp curve) as it goes to the right side in the figure. As shown in the drawing, the adjustment gain K2 is set in a region less than 1, and is set to be smaller as the curvature R is larger (that is, as the curve is sharper). This is because the steering wheel 11 is allowed to steer as the curvature increases (the driver does not feel uncomfortable).

  Note that an adjustment gain map obtained by converting the relationship shown in FIG. 4 into numerical values is stored in advance in the ROM of the ECU 100. In step S109, a corresponding value is selected from the adjustment gain map.

  Returning to FIG. 2, when the LKA target assist torque TLK and the LKA correction target angle θLK are calculated in step S107 and step S111, respectively, the process returns to step S101. The LKA control is executed in this way. On the other hand, the actual following operation of the vehicle 10 to the target travel path is realized by EPS control.

  Here, the details of the EPS control will be described with reference to FIG. FIG. 5 is a flowchart of EPS control. In the figure, the same reference numerals are given to the same portions as those in FIG. 2, and the description thereof is omitted as appropriate.

  In FIG. 5, after reading various signals (step S101), the ECU 100 acquires the driver steering torque MT and the vehicle speed V (step S201). Subsequently, the ECU 100 calculates an EPS basic target torque TBASE, which is a basic value of the assist torque TA to be output from the EPS motor of the EPS actuator 400, based on the acquired driver steering torque MT and the vehicle speed V (step S202). ).

  Here, the relationship between the EPS basic target torque TBASE and the driver steering torque MT will be described with reference to FIG. FIG. 6 is a schematic diagram showing the relationship between the EPS basic target torque TBASE and the driver steering torque MT.

  In FIG. 6, the vertical axis represents the EPS basic target torque TBASE, and the horizontal axis represents the driver steering torque MT. Note that the left region of the origin line corresponding to the driver steering torque MT = 0 corresponds to the steering operation to the left side of the vehicle, and similarly the right region corresponds to the steering operation to the right side of the vehicle. Accordingly, the EPS basic target torque TBASE in the figure has a symmetrical characteristic with respect to the origin line.

  On the other hand, FIG. 6 shows the characteristics of the EPS basic target torque TBASE with respect to three types of vehicle speeds V = V1, V2 (V2> V1) and V3 (V3> V2), as shown by a solid line, a broken line and a chain line, respectively. Illustrated. As is apparent from the figure, the EPS basic target torque TBASE is set to decrease as the vehicle speed increases. This is because the higher the vehicle speed, the smaller the steering angle for obtaining the required lateral acceleration, and the greater the force required for steering the steering wheel 11 on the higher vehicle speed side (that is, the so-called steering wheel is heavy). By doing so, the driver's excessive operation is prevented and the behavior of the vehicle 10 is stabilized. Note that an EPS basic target torque map in which the relationship shown in FIG. 6 is digitized in advance is stored in the ROM of the ECU 100 (of course, the vehicle speed V as a parameter value is finer). In step S202, A corresponding value is selected from the EPS basic target torque map.

  Returning to FIG. 5, the ECU 100 sets the EPS final target torque TTG according to the following equation (5) based on the EPS basic target torque TBASE calculated in step S202 and the LKA target assist torque TLK calculated and stored in advance. Is calculated (step S203).

TTG = TBASE + TLK (5)
When the EPS final target torque TTG is calculated, the ECU 100 controls the EPS driving device 500 based on the calculated EPS final target torque TTG, and corresponds to the EPS final target torque TTG from the EPS motor of the EPS actuator 400. The assist torque TA to be output is output (step S204). When step S204 is executed, the process returns to step S101.

  As described above, in the present embodiment, the EPS actuator 400 functions as a main system for causing the vehicle 10 to follow the target travel path, and in addition to the normal assist torque corresponding to the driver's steering operation, the vehicle 10 is targeted. An LKA target assist torque TLK for causing the vehicle to follow the travel path is output.

  On the other hand, the EPS actuator 400 does not change the relationship between the steering angle of the steering wheel 11 and the steering angle of the steered wheel, and therefore, when the assist torque is applied from the EPS actuator 400, the target travel path is followed. The steering wheel 11 is steered regardless of the driver's intention according to the change in the steering angle. For this reason, the driver may feel uncomfortable and may induce an unnecessary steering operation on the driver side. Therefore, in this embodiment, the behavior change when the vehicle 10 follows the target travel path by the EPS actuator 400 is compensated by VGRS control.

  Here, the details of the VGRS control will be described with reference to FIG. FIG. 7 is a flowchart of VGRS control. In the figure, the same reference numerals are given to the same portions as those in FIG. 2, and the description thereof is omitted as appropriate.

  In FIG. 7, when various signals are read (step S101), the ECU 100 acquires the vehicle speed V and the steering angle MA (step S301), and the operation button for activating the LKA control previously installed in the vehicle interior of the vehicle 10 is displayed. It is determined whether or not the LKA mode is selected as a result of being operated by the driver (step S102). Here, the reference handle angle θMARef during LKA is determined depending on whether or not the LKA mode is selected.

  When the LKA mode is selected (step S102: YES), the ECU 100 performs the following (6) based on the LKA basic target angle θLKB calculated in step 108 and the LKA correction target angle θLK calculated in step 110. ) To calculate the reference handle angle θMARef during LKA (step S302). Note that the formula (6) is an example of the formula (3) in the present invention.

θMARef = θLKB−θLK (6)
On the other hand, when the LKA mode has not been selected (step 102: NO), the ECU 100 calculates the LKA medium steering wheel angle θMARef according to the following equation (7) (step S303).

θMARef = 0 (7)
Based on the thus calculated LKA medium steering wheel angle θMARef and the steering angle MA, which is the rotation angle of the upper steering shaft 12, the ECU 100 calculates the VGRS normal target angle input θinput according to the following equation (8). (Step S304).

θinput = MA−θMARef (8)
Based on the VGRS normal target angle input θinput calculated by the equation (8), the ECU 100 follows the following equation (9) to calculate the basic relative rotation angle of the lower steering shaft 13 with respect to the steering angle MA that is the rotation angle of the upper steering shaft 12. The value VGRS basic target angle θVG, which is a value, is calculated (step S305). The VGRS basic target angle θVG is an example of the first target angle in the present invention.

θVG = K1 × θinput (9)
In the above equation (9), K1 is a steering transmission ratio that defines the rotation angle of the lower steering shaft 13 with respect to the steering angle MA, and is a numerical value that is variable according to the vehicle speed V. Here, the relationship between the steering transmission ratio K1 and the vehicle speed V will be described with reference to FIG. FIG. 8 is a schematic diagram showing the relationship between the steering transmission ratio K1 and the vehicle speed V.

  As shown in FIG. 8, the steering transmission ratio K1 is smaller in the entire speed range when the LKA mode is selected (step S102: YES) and when the LKA mode is not selected (step S102: NO). It is set to be. This is because, in the LKA mode, automatic tracking of the target travel path is performed, so that it is possible to effectively suppress the traveling stability of the vehicle 10 from being impaired due to the influence of disturbance caused by the driver's steering operation or the like. That is, when in the LKA mode, the change in the VGRS basic target angle θVG due to the change in the VGRS normal target angle input θinput is smaller than that in the LKA mode, so that stable automatic tracking is possible.

  In the LKA mode, the steering transmission ratio K1 in the above equation (9) is 0 at the vehicle speed Vth in the middle vehicle speed region (that is, the rotation ratio between the upper steering shaft 12 and the lower steering shaft 13 is 1: 1). , Vth is greater than 0 on the low vehicle speed side and less than 0 on the high vehicle speed side. Further, when the vehicle is not in the LKA mode, K1 is 0 at the vehicle speed V′th in the speed region on the higher speed side than the vehicle speed Vth, greater than 0 on the vehicle speed side lower than V′th, and less than 0 on the vehicle speed side. Become. That is, regardless of whether or not K1 is in the LKA mode, K1 is configured such that a larger steering angle can be obtained with a smaller steering angle on the lower vehicle speed side. As described above, this is because the lateral acceleration with respect to the high vehicle speed and the steering angle increases.

  Returning to FIG. 7, the ECU 100 further calculates the VGRS final target angle θTGF according to the equation (10) based on the calculated VGRS basic target angle θVG and the previously calculated and stored LKA correction target angle θLK. (Step S306). The equation (10) is an example of the equation (1) in the present invention, and the VGRS basic target angle θVG and the LKA correction target angle θLK are examples of the first and second target angles in the present invention, respectively.

θTGF = θVG + θLK (10)
When the VGRS final target angle θTGF is calculated, the ECU 100 controls the VGRS driving device 300 based on the calculated VGRS final target angle θTGF, and the VGRS motor 202 of the VGRS actuator 200 is set to the VGRS final target angle θTGF. Rotate by the corresponding amount (step S307). When step S307 is executed, the process returns to step S101.

  As described above, according to the VGRS control according to the present embodiment, the LKA correction target angle θLK is separately added to the normal VGRS target angle, so that the vehicle 10 is made to follow the target travel path by the previous EPS control. It becomes possible to suppress the change of the steering angle MA at the time of the operation. For this reason, the discomfort given to the driver is reduced, the driver's psychological burden can be reduced, and the behavior of the vehicle 10 can be stabilized.

  The pinion angle θpinion, which is the final steering angle of the vehicle 10 in the LKA mode, is the sum of the steering angle MA acquired in step S301 and the θTGF calculated in step S306. From the equations (6) and (8), By considering (9), it can be expressed by the following equation (11).

θpinion = MA + θTGF
= MA + θVG + θLK
= MA + K1 (MA−θMARef) + θLKB × K2
= MA + K1 (MA− (θLKB−K2 × θLKB)) + θLKB × K2 (11)
Here, when the LKA mode is selected (step S102: YES), the pinion angle θpinion coincides with the LKA basic target angle θLKB to follow the target travel path (that is, θpinion = θLKB). In this case, the steering angle MA is calculated as the following equation (12) by modifying the above equation (11).

MA = θLKB−K2 × θLKB (12)
In Patent Document 1 described above, since the steering angle MA in the LKA mode is inversely proportional to the steering transmission ratio K1, if the steering transmission ratio K1 is decreased in order to improve the stability of the vehicle 10 against disturbance input, the steering angle MA increases. turn into. Therefore, there is a problem that it is impossible to achieve both the stability of the vehicle with respect to disturbance input and the reduction of the steering wheel operation load of the driver. On the other hand, in the vehicle 10 according to the present embodiment , the steering angle MA (that is, θMARef) in the LKA does not depend on the steering transmission ratio K1 as shown in Expression (12). Even if the behavior of 10 is suppressed to be unstable or the steering transmission ratio K1 is set to be small, the steering operation load of the driver does not increase due to the increase of the steering angle MA. Thus, in the vehicle 10 of the present embodiment, both the stability of the vehicle with respect to disturbance input and the reduction of the driver's handle operation load can be achieved.

  The present invention is not limited to the above-described embodiments, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification. The apparatus is also included in the technical scope of the present invention.

  The present invention can be used, for example, in a vehicle travel support device for causing a vehicle to follow a target travel path.

  FL, FR ... wheels, 10 ... vehicle, 11 ... steering wheel, 12 ... upper steering shaft, 13 ... lower steering shaft, 14 ... pinion gear, 16 ... steering torque sensor, 17 ... steering angle sensor, 18 ... rotation angle sensor, DESCRIPTION OF SYMBOLS 100 ... ECU, 200 ... VGRS actuator, 300 ... VGRS drive device, 400 ... EPS actuator, 500 ... EPS drive device.

Claims (4)

Steering torque assisting means capable of assisting the steering torque applied to the steering input shaft via the steering wheel;
A vehicle travel support device that supports travel of a vehicle, comprising steering angle variable means capable of changing a relationship between a steering angle that is a rotation angle of the steering input shaft and a steering angle that is a rotation angle of a steering wheel. And
First setting means for setting a first control target value corresponding to the steering torque assisting means for causing the vehicle to follow the target travel path;
First control means for controlling the steering torque assisting means based on the set first control target value;
A second control target value corresponding to the rudder angle varying means is set so that a change in behavior of the vehicle that occurs when the vehicle follows the target travel path is controlled by controlling the steering torque assisting means. 2 setting means;
Second control means for controlling the rudder angle varying means based on the set second control target value;
The second setting means defines, as the second control target value, a rotation angle of a steering output shaft connected to the steered wheel with respect to the steering angle so as to be reduced as compared with a non-following time with respect to the target travel path. set the steering transmission ratio K _1,
The second control means includes a normal target control angle θ _VG set based on the set steering transmission ratio K ₁ and a driver steering angle θ _input which is the steering angle given by the driver, and the steering transmission. The steering angle varying means is controlled so as to obtain a target control angle θ _TGF of the steering output shaft that is set as the sum of the target control angle θ _LK for tracking related to the steering output shaft that is determined independently of the ratio K ₁ A vehicle travel support apparatus characterized by: The normal target control angle θ _VG is given by
θ _VG = K ₁ × θ _input
Is calculated by,
The driver steering angle θ _input is given by the following equation when the steering angle is MA and the steering angle when there is no steering torque input through the steering wheel is a reference steering angle θ _ref
θ _input = MA−θ _ref
Calculated by
The vehicle travel support apparatus according to claim 1 . The reference steering angle theta _ref is a basic target rotation angle theta _LKB said vehicle is a target rotation angle of the steering output shaft for causing follows the target driving route, based on said following target control angle theta _LK Next formula
θ _ref = θ _LKB -θ _LK
Is calculated by,
The tracking target control angle θ _LK is expressed by the following equation based on the basic target rotation angle θ _LKB and a coefficient K ₂ given according to the curvature of the target travel path.
θ _LK = K ₂ × θ _LKB
Calculated by
The vehicle travel support apparatus according to claim 2 , wherein   Basic target rotation angle θ _LKB Is set based on the target lateral acceleration of the vehicle
  The vehicle travel support device according to claim 3.

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