JP5434128B2 - Driving operation support device, automobile and driving operation support method - Google Patents

Description

  The present invention relates to a driving operation support device, a vehicle, and a driving operation support method that support a driver's driving operation.

2. Description of the Related Art Conventionally, a driving operation support device that supports driving operation by notifying the timing of lane change by screen display or sound when changing lanes is known.
For example, in Patent Document 1, when changing lanes, driving of a driver is supported by notifying the timing of lane change in consideration of the presence or absence of other vehicles that interfere with the lane change operation. The technology is described.

JP 2004-185504 A

However, in the case of a human-machine interface using screen display and sound, it is possible to notify the timing of appropriate lane change, but there are individual differences in the driving characteristics of the driver.
Therefore, even if driving operation support using screen display or sound is performed, a driver who is not skilled in technology may not be able to change lanes according to actual traffic conditions.
As described above, in the conventional technology that supports the driving of the driver, it is difficult to appropriately perform the driving operation support when the driver changes the lane.
An object of the present invention is to more appropriately perform driving operation support when a driver changes lanes.

In order to solve the above problems, the present invention provides a mechanically separated state between an input side steering shaft provided with steering input means for performing steering input and an output side steering shaft provided on the steered wheel side. In assisting driving of an automobile in which the steered wheels are steered by a steered actuator, based on the position of the branch point scheduled to be branched and information on the traveling state of the host vehicle, the vehicle is closer to the branch point. It controls the turning actuator so as to displace the transverse position, to drive the steering rudder reaction force applying means in the control amount relating to the steering reactive force imparting means in accordance with the situation of the route of the vehicle with respect to the position of the branch point .

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to perform more appropriately the driving operation assistance at the time of a driver | operator changing a lane.

1 is a schematic diagram illustrating a configuration of an automobile 1 according to a first embodiment. It is a flowchart which shows the driving operation assistance process which the driving assistance controller 25 in a lane performs. It is a figure which shows the relationship between the distance from a branch reference line to the own vehicle, and control amount (steering reaction force) A. FIG. It is a figure which shows the relationship between a horizontal position and control amount (steering reaction force) B. FIG. It is the figure which showed typically the relationship between the position with respect to the branch point of the own vehicle, and control amount (C). It is a schematic diagram which shows the driving | operation feeling at the time of adding the offset of a road surface reaction force value. It is the figure which showed typically the relationship between the position with respect to the branch point of the own vehicle in the road where the lane is not divided by the white line, and the control amount (C).

Embodiments of an automobile to which the present invention is applied will be described below with reference to the drawings.
(First embodiment)
(Constitution)
FIG. 1 is a schematic diagram showing a configuration of an automobile 1 according to the first embodiment of the present invention.
In FIG. 1, an automobile 1 includes a vehicle body 1A, a steering wheel 2, an input side steering shaft 3, a steering wheel angle sensor 4, a steering torque sensor 5, a steering reaction force actuator 6, and a steering reaction force actuator angle sensor 7. A steering actuator 8, a steering actuator angle sensor 9, an output side steering shaft 10, a steering torque sensor 11, a pinion gear 12, a pinion angle sensor 13, a rack gear 14, a tie rod 15, and a tie rod. Axial force sensor 16, wheels 17 FR, 17 FL, 17 RR, 17 RL, brake disk 18, wheel cylinder 19, pressure control unit 20, vehicle state parameter acquisition unit 21, external environment recognition unit 22, and direction indication switch 23 And wheel speed sensors 24FR, 24FL, 24RR, 24RL and And lane running support controller 25, the controller / driver unit 26, a mechanical backup 27, and a car navigation system 28.

The steering wheel 2 is configured to rotate integrally with the input side steering shaft 3, and transmits a steering input by the driver to the input side steering shaft 3.
The input-side steering shaft 3 includes a steering reaction force actuator 6, and applies a steering reaction force by the steering reaction force actuator 6 to the steering input input from the steering wheel 2.

The steering wheel angle sensor 4 is provided on the input side steering shaft 3 and detects the rotation angle of the input side steering shaft 3 (that is, the steering input angle to the steering wheel 2 by the driver). Then, the handle angle sensor 4 outputs the detected rotation angle of the input side steering shaft 3 to the control / drive circuit unit 26.
The steering torque sensor 5 is provided on the input side steering shaft 3 and detects the rotational torque of the input side steering shaft 3 (that is, the steering input torque to the steering wheel 2). Then, the steering torque sensor 5 outputs the detected rotational torque of the input side steering shaft 3 to the control / drive circuit unit 26.

In the steering reaction force actuator 6, a gear that rotates integrally with the motor shaft meshes with a gear formed in a part of the input-side steering shaft 3, and input by the steering wheel 2 in accordance with an instruction from the control / drive circuit unit 26. A reaction force is applied to the rotation of the side steering shaft 3.
The steering reaction force actuator angle sensor 7 detects the rotation angle of the steering reaction force actuator 6 (that is, the rotation angle by the steering input transmitted to the steering reaction force actuator 6), and controls the detected rotation angle to the control / drive circuit unit 26. Output to.

The steered actuator 8 has a gear that rotates integrally with the motor shaft meshes with a gear formed on a part of the output side steering shaft 10, and the output side steering shaft 10 is moved according to an instruction from the control / drive circuit unit 26. Rotate.
The steering actuator angle sensor 9 detects the rotation angle of the steering actuator 8 (that is, the rotation angle output by the steering actuator 8) and outputs the detected rotation angle to the control / drive circuit unit 26. To do.

The output side steering shaft 10 includes a steering actuator 8 and transmits the rotation input by the steering actuator 8 to the pinion gear 12.
The turning torque sensor 11 is provided on the output side steering shaft 10 and detects the rotational torque of the output side steering shaft 10 (that is, the turning torque of the wheels 17FR and 17FL via the rack gear 14). Then, the steering torque sensor 11 outputs the detected rotational torque of the output side steering shaft 10 to the control / drive circuit unit 26.

The pinion gear 12 meshes with the rack gear 14 and transmits the rotation input from the output side steering shaft 10 to the rack gear 14.
The pinion angle sensor 13 detects the rotation angle of the pinion gear 12 (that is, the turning angle of the wheels 17FR and 17FL output via the rack gear 14), and controls / detects the detected rotation angle of the pinion gear 12 26.

The rack gear 14 has spur teeth that mesh with the pinion gear 12, and converts the rotation of the pinion gear 12 into a linear motion in the vehicle width direction.
The tie rod 15 connects both ends of the rack gear 14 and the knuckle arms of the wheels 17FR and 17FL via ball joints.
The tie rod axial force sensor 16 is provided in each of the tie rods 15 installed at both ends of the rack gear 14 and detects an axial force acting on the tie rod 15. The tie rod axial force sensor 16 outputs the detected axial force of the tie rod 15 to the control / drive circuit unit 26.

The wheels 17FR, 17FL, 17RR, and 17RL are installed on the vehicle body 1A through suspensions. Among these, the front wheels (wheels 17FR and 17FL) are driven by the tie rod 15 so that the knuckle arm is swung. The direction of the wheels 17FR and 17FL with respect to is changed.
The brake disc 18 rotates integrally with the wheels 17FR, 17FL, 17RR, and 17RL, and when the brake pad is pressed by the pressing force of the wheel cylinder 19, a braking force is generated by the frictional force.
The wheel cylinder 19 generates a pressing force that presses a brake pad installed on each wheel against the brake disc 18.

The pressure control unit 20 controls the pressure of the wheel cylinder 19 provided in each wheel in accordance with an instruction from the in-lane travel support controller 25.
The vehicle state parameter acquisition unit 21 acquires an operation signal of the direction indication switch 23 and an output signal of the external environment recognition unit 22. Further, the vehicle state parameter acquisition unit 21 acquires the vehicle speed based on a pulse signal indicating the rotation speed of the wheels output from the wheel speed sensors 24FR, 24FL, 24RR, 24RL. Furthermore, the vehicle state parameter acquisition unit 21 acquires the slip ratio of each wheel based on the vehicle speed and the rotation speed of each wheel. Then, the vehicle state parameter acquisition unit 21 outputs the acquired parameters to the control / drive circuit unit 26.

  The external environment recognition unit 22 analyzes a camera (for example, a monocular camera) that captures an image around the host vehicle, a radar, and an image captured by the camera, and determines the type of white line on the road, the yaw angle φr of the host vehicle, and the lane center. And an arithmetic unit for calculating the lateral displacement X and the curvature ρ of the traveling lane. Then, the external environment recognition unit 22 calculates the yaw angle φr of the host vehicle calculated by the arithmetic device, the lateral displacement X from the center of the lane and the curvature ρ of the traveling lane, and obstacles present around the host vehicle detected by the radar ( For example, the position and relative speed of other vehicles (hereinafter, collectively referred to as “running state information”) are output to the in-lane travel support controller 25.

The direction indicating switch 23 turns on a direction indicating lamp that suggests the right direction or the left direction in response to the operation of the direction indicating lever by the driver. Further, the direction indicating switch 23 outputs an operation signal indicating that the direction indicating operation is being performed and the instructed direction to the in-lane travel support controller 25.
The wheel speed sensors 24FR, 24FL, 24RR, 24RL output pulse signals indicating the rotational speeds of the wheels to the vehicle state parameter acquisition unit 21 and the in-lane travel support controller 25.

  The in-lane travel support controller 25 includes a pulse signal indicating the rotational speed of each wheel from the wheel speed sensors 24FR, 24FL, 24RR, 24RL, a direction instruction operation signal from the direction indicating switch 23, and an in-lane travel support from the external recognition unit 22. Information, steering input state (steering input angle, steering input torque, etc.) and turning output state (steering angle, steering torque, etc.) from the control / drive circuit unit 26, own vehicle acquired by GPS from the navigation system 28 Current position and map information are input. Then, the in-lane travel support controller 25 executes a driving operation support process, which will be described later, based on the input information. That is, the in-lane travel support controller 25 calculates parameters related to vehicle control (steering of the front wheels, steering reaction force applied to the input side steering shaft 3, braking force of each wheel, etc.) for the host vehicle to approach the branch point. . Further, the in-lane travel support controller 25 outputs the calculated parameter relating to the braking force of each wheel as an instruction signal to the pressure control unit 20. The in-lane travel support controller 25 outputs the calculated parameters relating to the steering of the front wheels and the steering reaction force applied to the input side steering shaft 3 to the control / drive circuit unit 26.

  The control / drive circuit unit 26 controls the entire vehicle 1, and based on signals input from sensors installed in each part, the steering reaction force of the input side steering shaft 3, the turning angle of the front wheels, or As for the connection of the mechanical backup 27, various control signals are output to the steering reaction force actuator 6, the steering actuator 8, the mechanical backup 27, or the like.

Further, the control / drive circuit unit 26 converts the detection value by each sensor into a value corresponding to the purpose of use. For example, the control / drive circuit unit 26 converts the rotation angle detected by the steering reaction force actuator angle sensor 7 into a steering input angle, or converts the rotation angle detected by the steering actuator angle sensor 9 into the wheel turning angle. Or the rotation angle of the pinion gear 12 detected by the pinion angle sensor 13 is converted into the turning angle of the wheel.
Then, the control / drive circuit unit 26 outputs information regarding the steering input state and the steering output state to the in-lane travel support controller 25.

  Note that the control / drive circuit unit 26 includes a rotation angle of the input side steering shaft 3 detected by the steering wheel angle sensor 4, a rotation angle of the steering reaction force actuator 6 detected by the steering reaction force actuator angle sensor 7, and a steering actuator. The rotation angle of the steering actuator 8 detected by the angle sensor 9 and the rotation angle of the pinion gear 12 detected by the pinion angle sensor 13 are monitored, and the occurrence of a failure in the steering system is detected based on these relationships. can do. When a failure in the steering system is detected, the control / drive circuit unit 26 outputs an instruction signal for connecting the input side steering shaft 3 and the output side steering shaft 4 to the mechanical backup 27.

  The mechanical backup 27 connects the input side steering shaft 3 and the output side steering shaft 4 in accordance with an instruction from the control / drive circuit unit 26, and ensures transmission of force from the input side steering shaft 3 to the output side steering shaft 4. Mechanism. Here, in the normal state, the mechanical backup 27 is instructed by the control / drive circuit unit 26 to not connect the input side steering shaft 3 and the output side steering shaft 10. When the steering system needs to perform a steering operation without passing through the steering wheel angle sensor 4, the steering torque sensor 5, the steering actuator 8, and the like due to the occurrence of a failure, the input side steering shaft 3 and the output side steering shaft 4 to be connected.

The mechanical backup 27 can be configured by, for example, a cable type steering mechanism.
The car navigation system 28 has a GPS (Global Positioning System) function and a VICS (Vehicle Information and Communication System) function. The car navigation system 28 has a map database. In the present embodiment, the car navigation system 28 outputs the current position of the host vehicle detected by the GPS function and map data around the current position (hereinafter referred to as “distance information”) to the in-lane travel support controller 25. To do.

(Driving operation support processing)
Next, driving operation support processing executed in the in-lane driving support controller 25 will be described.
FIG. 2 is a flowchart showing a driving operation support process executed by the in-lane driving support controller 25.
The flowchart shown in FIG. 2 is repeatedly executed at regular intervals (for example, 100 ms) by the operating system that controls the automobile 1.
In FIG. 2, when the driving operation support process is started, the in-lane driving support controller 25 reads various data output by each device and sensor (step S101).

  Specifically, the in-lane travel support controller 25 is output from the control / drive circuit 26 by the steering angle θs converted from the rotation angle output by the steering reaction force motor angle sensor 7 and the steering actuator angle sensor 9. The turning angle θt converted from the rotation angle is read. The in-lane travel support controller 25 converts the pulse signal indicating the rotational speed of each wheel output from the wheel speed sensors 24FR, 24FL, 24RR, 24RL into the wheel speed Vwi (i = 1 to 4) of each wheel. And read.

The in-lane travel support controller 25 also calculates the travel state information (the yaw angle φr of the vehicle with respect to the travel lane, the lateral displacement X from the center of the travel lane, the curvature ρ of the travel lane) calculated by the outside recognition unit 22 and the direction indication. The operation signal of the switch 23 is read.
Next, the in-lane travel support controller 25 reads distance information from the car navigation system 28 and calculates a distance from the vehicle to a branch point (a branch reference line described later) (step S102).

  Here, as a branch point, a branch point to an exit on a highway, a junction branch point on a highway, a branch point split from a main road to a side road, etc. It can be applied to points where lane changes such as road construction points, lane reduction points, and right / left turn lanes are made. In the present embodiment, a branch point from the main road to the side road will be described as an example.

  Next, the in-lane travel support controller 25, based on the travel state information calculated by the external recognition unit 22, a travel position in the lane width direction with respect to the road edge having a branch point (hereinafter referred to as “lateral position”). Calculate (step S103). At this time, if the in-lane driving support controller 25 is driving on a road with a white line, depending on the type of the white line on the road, the currently driving lane (for example, the left lane or a central lane other than both ends in three or more lanes) Etc.).

Next, the in-lane travel support controller 25 calculates the control amount (C) based on the distance between the host vehicle and the branch point calculated in step S102 and the lateral position calculated in step S103 (step S104).
FIG. 3 is a diagram showing a relationship between a distance from a line (hereinafter referred to as “branch reference line”) perpendicular to the lane at the branch point to the host vehicle and a control amount (steering reaction force) A.
In step S104, the in-lane travel support controller 25 increases the control amount A as the own vehicle approaches the branch reference point (that is, as the progress of the own vehicle on the travel route approaches the branch point).

FIG. 4 is a diagram showing the relationship between the lateral position and the control amount (steering reaction force) B. As shown in FIG.
In step S104, the in-lane travel support controller 25 increases the control amount B as the lateral position of the host vehicle becomes farther from the road edge having the branch point.
Therefore, the total control amount (steering reaction force) C can be calculated according to the following equation (1) based on the control amount (steering reaction force) A and the control amount (steering reaction force) B.
Control amount (C) = K ₁ · A + K ₂ · B (1)
Here, K ₁ is a gain set for the control amount (steering reaction force) A corresponding to the distance to the branch reference line, and K ₂ is a gain set for the control amount (steering reaction force) B corresponding to the lateral position. It is.

FIG. 5 is a diagram schematically showing the relationship between the position of the host vehicle relative to the branch point and the control amount (C).
The direction of the arrow shown in FIG. 5 indicates the traveling direction of the vehicle. According to the direction of the arrow, the guidance of the car navigation system 28 proceeds in the order of the advance guidance for the branch point, the main guidance, and the final guidance. Go.
In FIG. 5, the control amount increases as the distance to the branch reference line decreases, and the control amount increases as the lateral position from the road edge having the branch point increases.

Specifically, when compared with the leftmost lane, the closer to the branch reference line, the larger the control amount. In FIG. 5, the control amount is the largest at position P3 and decreases in the order of positions P6 and P9. doing. Further, when compared in the horizontal position of the front row, the control amount becomes larger as the position is farther from the road end having the branch point. In FIG. 5, the control amount is the largest at the position P3 and in order of the positions P2 and P1. Is decreasing.
Therefore, at positions P1 to P9 shown in FIG. 5, the control amount at position P3 is the largest, and at positions P4, P7, and P8, the control amount is zero.

Next, the in-lane travel support controller 25 determines the obstacle situation around the host vehicle based on the position and relative speed of the obstacle (for example, another vehicle) existing around the host vehicle detected by the external recognition unit 22. Is calculated (step S105).
Specifically, the in-lane travel support controller 25 calculates a risk parameter based on the presence of an adjacent lane of the host vehicle or a vehicle traveling in the same lane. The in-lane travel support controller 25 has a lower value as a risk parameter when the vehicle is traveling in a lane away from the host vehicle and the vehicle is a distance away from the host vehicle even in the same lane. And

Further, the in-lane driving support controller 25 tends to increase the distance from the own vehicle when the relative speed is high even if the vehicle is traveling in the adjacent lane or the same lane, and the risk parameter is set to a lower value. To do.
Next, the in-lane travel support controller 25 calculates an offset amount of the road surface reaction force value (step S106).
At this time, the in-lane travel support controller 25 calculates an offset amount of the road surface reaction force value based on the control amount C calculated in step S104.

Specifically, the in-lane travel support controller 25 calculates a larger value as the offset amount of the road surface reaction force value as the control amount C is larger.
Here, the offset of the road surface reaction force value is to offset the axial force values of the left and right front tires obtained from the tie rod axial force sensor, thereby causing the steering wheel 2 to simulate the reaction corresponding to the tire turning angle. Force (self-aligning torque) can be generated.

FIG. 6 is a schematic diagram showing a driving feeling when an offset of a road surface reaction force value is added.
In FIG. 6, the state which looked at the motor vehicle 1 from back is shown.
By adding an offset of the road surface reaction force value, it is possible to give the driver a feeling as if traveling straight on a canted road surface as shown in FIG. In this state, if the driver removes the force without trying to overcome the reaction force, the vehicle can be controlled without feeling uncomfortable so as to descend.
Next, the in-lane travel support controller 25 offsets the lateral position of the host vehicle in the lane (step S107).

Specifically, the in-lane travel support controller 25 outputs an instruction to control the steered actuator 8 so that the lateral position is displaced closer to the branch point in the travel lane to the control / drive circuit unit 26.
Thereby, the vehicle moves to the lane side having the branch point in the lane in which the host vehicle travels, and the driver can recognize that the course needs to be changed.
At this time, the control / drive circuit unit 26 does not transmit the steering operation to the steering wheel 2.
Next, the in-lane travel support controller 25 determines whether or not the driver intends to change lanes (step S108).

Specifically, the in-lane travel support controller 25 determines that the driver has an intention to change the lane based on the operation signal of the direction indication switch 23 when the direction indication switch 23 is operated. By making such a determination, it can be considered that the driver has permitted the steering reaction force application control in the driving operation support processing.
If it is determined in step S108 that the driver does not intend to change lanes, the in-lane travel support controller 25 returns to step S101 and repeats the driving operation support process.

On the other hand, if it is determined that the driver intends to change lanes, the in-lane travel support controller 25 determines whether there are obstacles in the vicinity (step S109).
Specifically, the in-lane travel support controller 25 determines whether there is an obstacle around the risk parameter according to whether the risk parameter is equal to or greater than a preset threshold value.
If it is determined in step S109 that there are obstacles in the vicinity, the in-lane travel support controller 25 returns to step S101 and repeats the driving operation support process.

On the other hand, if it is determined in step S109 that there are no obstacles in the vicinity, the in-lane travel support controller 25 performs a road surface reaction force offset process based on the amount of road surface reaction force offset calculated in step S106 (step S110). ).
Specifically, the in-lane travel support controller 25 outputs an instruction to control the steering reaction force actuator 6 to the control / drive circuit unit 26 by a control amount corresponding to the calculated offset amount of the road surface reaction force value.

As a result, the steering reaction force actuator 6 artificially generates a reaction force (self-aligning torque) corresponding to the turning angle of the tire on the steering wheel 2, and the driver does not try to overcome the reaction force as described above. If the power is removed, the vehicle can be controlled without feeling uncomfortable so that it can be dismounted.
Next, the in-lane travel support controller 25 determines whether or not the lane change up to the lane having a branch point has been completed (step S111).

Specifically, the in-lane travel support controller 25 determines whether or not the lane change has ended by determining whether or not the vehicle has come to the center of the lane having a branch point based on the lateral displacement detected by the external recognition unit 22. Determine whether.
Here, regarding the condition for determining the end of the lane change, the outside recognition unit 22 determines whether or not the lane change is finished by determining whether or not the white line between the lane having the branch point and the adjacent lane has been crossed. It is also possible to determine whether or not.
In step S111, if the in-lane travel support controller 25 determines that the lane change has not ended, the process returns to step S101 and repeats the driving operation support process.

On the other hand, if it is determined in step S111 that the lane change has been completed, the in-lane travel support controller 25 stops the control of the steering reaction force actuator 6 started in step S110 (step S112), and returns to step S101 for driving. Repeat the operation support process.
It is assumed that the controller 50 has a function of supporting driving in the lane except when the lane is changed, and in step S107, using the feedback control function based on the lateral position when supporting driving in the lane, the own vehicle Can be offset.
In this case, it is possible to notify the driver of the necessity of changing the course while further reducing the sense of incongruity.

(Operation)
Next, the operation will be described.
It is assumed that the driver of the automobile 1 is traveling toward the branch point scheduled to branch. At this time, the automobile 1 is executing a driving operation support process, and the in-lane travel support controller 25 reads various data from sensors and the like of each part in the automobile 1. Then, the automobile 1 calculates the current position P and the vehicle speed V of the host vehicle.
Next, the automobile 1 calculates the distance to the branch point, and calculates the lane and the lateral position in which the host vehicle is traveling. In addition, the automobile 1 detects the lane in which the vehicle is currently traveling based on the type of white line on the road.

Next, the automobile 1 calculates a control amount (steering reaction force) C of the steering wheel 2 based on the calculated distance between the host vehicle and the branch point and the calculated lateral position.
Furthermore, the automobile 1 drives the steering actuator to displace the host vehicle closer to the branch point in the traveling lane. As a result, the automobile 1 moves to the lane side having the branch point in the traveling lane, and the driver recognizes that the lane change is necessary.

Next, the automobile 1 determines whether or not the driver intends to change the lane by operating the direction indicating switch. When it is determined that the driver has an intention to change lanes, the automobile 1 determines whether there is an obstacle around the host vehicle.
If it is determined that there are no obstacles around the vehicle, the vehicle 1 performs a steering reaction force offset process based on the control amount C. As a result, a reaction force (self-aligning torque) equivalent to the tire turning angle is generated on the steering wheel 2 in a pseudo manner. When the driver removes the force without trying to overcome the reaction force, the vehicle can be controlled without feeling uncomfortable so that the driver can get down.

Next, the automobile 1 determines whether or not the lane change has been completed. If it is determined that the lane change has been completed, the automobile 1 stops the control of the steering reaction force actuator.
As described above, the automobile 1 according to the present embodiment is based on the relationship between the own vehicle and the branch point (the distance to the branch reference line and the lateral position) from the road end where the traveling lane of the own vehicle has the branch point. The farther the vehicle is, and the greater the progress in the travel of the host vehicle approaches the branch point, the greater the steering reaction force is applied to the steering wheel 2.

Therefore, pseudo self-aligning torque can be generated in the steering wheel 2. If the driver removes the force without trying to overcome the reaction force, the vehicle can be controlled to change the lane without feeling uncomfortable so that the driver can get down.
Therefore, it is possible to more appropriately perform driving operation support when the driver changes lanes.

  In the present embodiment, the steering wheel 2 corresponds to the steering input means, the steering reaction force actuator 6 corresponds to the steering reaction force applying means, and the car navigation system 28 and the in-lane travel support controller 25 are the road information acquisition means. Corresponding to The outside recognition unit 22 and the in-lane travel support controller 25 correspond to the travel state acquisition unit, and the in-lane travel support controller 25 corresponds to the travel position detection unit, the control amount calculation unit, and the drive unit. Furthermore, the external environment recognition unit 22 corresponds to the imaging unit, the in-lane travel support controller 25 corresponds to the intention determination unit, and the external environment recognition unit 22 corresponds to the obstacle detection unit.

(Application 1)
In the first embodiment, the road in which the lane is partitioned by the white line has been described as an example, but the present invention is also applied to a lane change (movement of the lateral position) on a road in which the lane is not partitioned by the white line. Can be applied.
FIG. 7 is a diagram schematically showing the relationship between the position relative to the branch point of the host vehicle and the control amount (C) on the road where the lane is not partitioned by the white line.
As shown in FIG. 7, even when the lane is not partitioned by a white line, control amounts A, B, and C are calculated according to the lateral position and the distance from the current position of the host vehicle to the branch reference line. The steering reaction force actuator 6 can be controlled based on the control amount C.
Thereby, it becomes possible to perform driving operation support more appropriately when the driver changes lanes.

(Application example 2)
In step S108 of the driving operation support process in the first embodiment, it is determined based on the operation of the direction instruction switch 23 whether or not the driver has an intention to change lanes. Then, by making this determination, it is assumed that the driver has permitted the steering reaction force application control in the driving operation support processing.
On the other hand, it is possible to determine whether or not the driver has permitted the steering reaction force application control in the driving operation support process, other than by operating the direction instruction switch 23.
For example, in the steering input performed by the driver with respect to the steering wheel 2, the driver permits the steering reaction force application control in the driving operation support processing by detecting the steering torque or detecting the steering angle. It can be determined whether or not.

As a result, the driver's intention can be determined based on the operation in which the driver actually steers.
Further, when the steering torque or the steering angle is detected in combination with the operation of the direction indicating switch 23 and the steering torque or the steering angle is equal to or greater than the threshold value and the direction indicating switch 23 is operated, the driver It can also be determined whether or not the steering reaction force application control is permitted in the driving operation support process.
Thereby, a driver | operator's intention can be determined more reliably.

(Application 3)
In step S109 in the driving operation support process of the first embodiment, after determining that there are no obstacles in the surrounding area, the road surface reaction force control process is executed in step S110. On the other hand, in step S109, after determining that there are no obstacles in the surrounding area, the sound through the speaker and the video showing the car navigation system indicating that the road surface reaction force control process can be executed for the driver. The road surface reaction force control process can be started after notifying the vehicle behavior via the tactile sensation by the actuator installed on the driver's seat, suspension or steering.
In this case, it is possible to perform control with less discomfort to the driver.

(Application 4)
In application example 3, when notifying that the road surface reaction force control process can be executed, the form of the notification is changed before and after detecting the intention of permitting the driver to apply the steering reaction force. be able to.
Specifically, the driver's intention determination (step S108) in the driving operation support process is performed after the surrounding obstacle detection (step S109), and if it is determined that there is no obstacle around, a weak notification operation is performed. If the driver's intention to change lanes (intention to permit steering reaction force imparting control) is detected, it is possible to switch to a strong notification operation.
This makes it easier for the driver to recognize that the control is actually started.

(Application example 5)
In step S111 in the driving operation support processing according to the first embodiment, it is determined whether or not the lane change has been completed based on whether or not the vehicle has reached the center of the lane having a branch point, and the steering reaction is synchronized with the timing of the lane change completion. Force application control was stopped.
On the other hand, it is possible to determine the timing for ending the steering reaction force application control based on the relationship between the traveling position of the host vehicle and the position of the branch point.
In other words, when the progress of the host vehicle in the travel route falls within a certain range from the position of the branch point, the steering reaction force application control is terminated, or the lateral position of the host vehicle is within a certain range from the road edge having the branch point. When it becomes inward, the application control of the steering reaction force can be ended.
Thereby, the situation where excessive control is performed can be prevented and appropriate driving operation support can be performed, and control with less discomfort can be performed.

(Effect of this embodiment)
(1) Steering input means for performing steering input, steering reaction force applying means for applying a steering reaction force in the steering input means, road information acquisition means for acquiring information relating to the road that is the course of the own vehicle, and the own vehicle Based on the travel status acquisition means for acquiring information related to the travel status of the vehicle, the information acquired by the road information acquisition means, and the information acquired by the travel status acquisition means, Based on the travel position detection means for detecting the positional relationship, the position of the branch point detected by the travel position detection means, and the information on the travel status of the host vehicle acquired by the travel status acquisition means, A control amount calculating means for calculating a control amount related to the steering reaction force applying means according to a situation of a travel route of the host vehicle with respect to a position, and the steering amount with the control amount calculated by the control amount calculating means. A driving means for driving the force applying means.
Therefore, pseudo self-aligning torque can be generated in the steering input means.
Therefore, it is possible to more appropriately perform driving operation support when the driver changes lanes.

(2) The travel position detection means detects the distance between the travel route of the host vehicle and the road edge having the branch point, and the relationship between the progress in the travel route of the host vehicle and the position of the branch point,
The control amount calculation means is based on the distance between the travel route of the host vehicle detected by the travel position detection means and the road edge having the branch point, and the relationship between the progress in the travel route of the host vehicle and the position of the branch point. Then, a control amount related to the steering reaction force applying means is calculated.
Therefore, it is possible to set an appropriate control amount according to the traveling state of the host vehicle.

(3) The control amount calculation means increases the control amount related to the steering reaction force applying means as the distance between the travel route of the host vehicle and the road edge having the branch point is larger.
Thereby, the driver can change the lane more appropriately.
(4) The travel condition detection unit detects a distance between a travel lane in which the host vehicle is traveling and a road edge having the branch point, and the control amount calculation unit is a travel lane in which the host vehicle is traveling. Increases the control amount related to the steering reaction force applying means as the distance from the road edge having the branch point increases.
Thereby, the driver can change the lane more appropriately.

(5) The traveling state detecting means includes imaging means for capturing an image in front of the host vehicle, and the host vehicle is traveling according to the type of the white line of the road detected based on the image captured by the capturing means. Determine the driving lane.
Thereby, the traveling route of the own vehicle can be easily grasped.
(6) The intention determination means determines the driver's intention based on the operating state of the direction indicator.
Accordingly, since the steering reaction force application control can be started after the driver's intention is determined based on the operation state of the direction indicator, the control with less discomfort can be achieved according to the driver's intention.

(7) When it is determined that the steering reaction force applying means can be driven based on the obstacle state, the driving means notifies that the steering reaction force applying means can be driven. Informing means are provided.
As a result, after notifying that the application control of the steering reaction force is performed, the actual control can be started, so that the driver feels less uncomfortable.

(8) On the road structure, including the branch point to the exit on the highway, the junction branch point on the highway, and the branch point split from the main road to the side road, It is now possible to set points to change lanes including parked vehicles, road construction points, lane reduction points, and right / left turn lanes.
As a result, driving operation support can be performed more appropriately at various branch points.

(9) a vehicle body, wheels installed on the vehicle body, steering input means for performing steering input, steering reaction force applying means for applying a steering reaction force in the steering input means, and a road serving as a course of the host vehicle Based on the road information acquisition means for acquiring information, the travel status acquisition means for acquiring information related to the travel status of the host vehicle, the information acquired by the road information acquisition means, and the information acquired by the travel status acquisition means , Travel position detection means for detecting the positional relationship between the branch point scheduled to be branched and the host vehicle, the position of the branch point detected by the travel position detection means, and the travel of the host vehicle acquired by the travel state acquisition means A control amount calculating means for calculating a control amount related to the steering reaction force applying means according to the situation of the travel route of the host vehicle with respect to the position of the branch point based on the information on the situation; In the control amount calculated by, having a drive means for driving the steering reaction force applying means.
Therefore, pseudo self-aligning torque can be generated in the steering input means. Therefore, it is possible to provide a vehicle that can more appropriately perform driving operation support when the driver changes lanes.

(10) A steering reaction force according to the state of the travel route of the host vehicle with respect to the position of the branch point scheduled to be branched is given based on the information on the road that is the course of the host vehicle and the information on the travel state of the host vehicle To do.
Therefore, pseudo self-aligning torque can be generated.
Therefore, it is possible to provide a driving operation support method that can more appropriately provide driving operation support when the driver changes lanes.

DESCRIPTION OF SYMBOLS 1 Car, 1A vehicle body, 2 Steering wheel, 3 Input side steering shaft, 4 Handle angle sensor, 5 Steering torque sensor, 6 Steering reaction force actuator, 7 Steering reaction force actuator angle sensor, 8 Steering actuator, 9 Steering actuator angle Sensor, 10 Output side steering shaft, 11 Steering torque sensor, 12 Pinion gear, 13 Pinion angle sensor, 14 Rack gear, 15 Tie rod, 16 Tie rod axial force sensor, 17FR, 17FL, 17RR, 17RL Wheel, 18 Brake disc, 19 Wheel Cylinder, 20 Pressure control unit, 21 Vehicle state parameter acquisition unit, 22 External world recognition unit, 23 Direction indicator switch, 24FR, 24FL, 24RR, 24RL Wheel speed sensor, 25 In-lane travel support controller, 26 Control Le / driver unit, 27 a mechanical backup, 28 navigation system

Claims (17)

The steered wheels are steered by a steered actuator in a state where the input side steer shaft provided with the steering input means for performing the steering input and the output side steer shaft provided on the steered wheel side are mechanically separated. A driving operation support device for a car,
Steering reaction force applying means for applying a steering reaction force in the steering input means;
Road information acquisition means for acquiring information on the road that is the course of the vehicle;
A driving status acquisition means for acquiring information on the driving status of the host vehicle;
Based on the information acquired by the road information acquisition unit and the information acquired by the traveling state acquisition unit, a traveling position detection unit that detects a positional relationship between the branch point scheduled to branch and the host vehicle;
Based on the position of the branch point detected by the travel position detection unit and the information on the travel state of the host vehicle acquired by the travel state acquisition unit, depending on the state of the travel route of the host vehicle with respect to the position of the branch point Control amount calculating means for calculating a control amount related to the steering reaction force applying means;
Controls the turning actuator so as to displace the lateral position of the motor vehicle to the branch point closer in the running lane, the drive for driving the front Symbol steering reaction force applying means in the control amount calculated by the control amount calculating means Means,
A driving operation support device comprising: The travel position detecting means detects a distance between the travel route of the host vehicle and a road edge having the branch point, a relationship between the progress in the travel route of the host vehicle and the position of the branch point,
The control amount calculation means is based on the distance between the travel route of the host vehicle detected by the travel position detection means and the road edge having the branch point, and the relationship between the progress in the travel route of the host vehicle and the position of the branch point. The driving operation support device according to claim 1, wherein a control amount related to the steering reaction force applying means is calculated.   3. The driving according to claim 2, wherein the control amount calculation unit increases the control amount related to the steering reaction force applying unit as the distance between the travel route of the host vehicle and the road edge having the branch point is larger. Operation support device. The traveling state detecting means detects a distance between a traveling lane in which the host vehicle is traveling and a road edge having the branch point,
The control amount calculation unit increases the control amount related to the steering reaction force applying unit as a travel lane in which the host vehicle is traveling is farther from a road end having the branch point. Driving operation support device.   The traveling state detecting means includes an imaging means for capturing an image in front of the host vehicle, and the traveling lane in which the host vehicle is traveling is determined according to the type of the white line of the road detected based on the image captured by the capturing means. The driving operation support apparatus according to claim 4, wherein the determination is made. Having intention determination means for determining whether or not the driver has an intention to approach the road edge direction having the branch point;
The driving means starts driving the steering reaction force applying means when the intention determining means determines that the driver has an intention to approach the road end direction having the branch point. Item 6. The driving operation support device according to any one of Items 1 to 5.   7. The driving operation support apparatus according to claim 6, wherein the intention determination unit determines a driver's intention based on an operating state of the direction indicator.   7. The driving operation support apparatus according to claim 6, wherein the intention determination unit determines a driver's intention based on a steering torque of a steering operation with respect to the steering input unit.   The driving operation support apparatus according to claim 6, wherein the intention determination unit determines a driver's intention based on a steering angle of a steering operation with respect to the steering input unit. It has an obstacle detection means for detecting the obstacle situation around the host vehicle,
10. The driving device according to claim 1, wherein the driving unit determines whether or not the steering reaction force applying unit can be driven based on an obstacle state detected by the obstacle detecting unit. 11. Driving support device.   Informing means for informing that the steering reaction force applying means can be driven when the driving means determines that the steering reaction force applying means can be driven based on the obstacle state. The driving operation support apparatus according to claim 10, further comprising: Having intention determination means for determining whether or not the driver has an intention to approach the road edge direction having the branch point;
The driving operation according to claim 11, wherein the notification unit changes the notification mode before and after the intention determination unit determines that the driver has an intention to approach the road end direction having the branch point. Support device.   13. The drive unit according to any one of claims 2 to 12, wherein the drive unit determines the timing of ending the drive of the steering reaction force applying unit according to the progress in the travel route of the host vehicle and the position of the branch point. The driving operation support device according to claim 1.   13. The drive unit according to claim 2, wherein the driving unit determines the timing of ending the driving of the steering reaction force applying unit according to a distance between a travel route of the host vehicle and a road end having the branch point. The driving operation support device according to any one of the above.   As the branch point, on the road structure including a branch point to the exit on the highway, a junction branch point on the highway, and a branch point that splits from the main road to the side road, a branching point, a road parking vehicle, The driving operation support apparatus according to any one of claims 1 to 14, characterized in that a point where a lane change including a road construction point, a lane decrease point, and a right / left turn lane can be set. The car body,
Wheels installed on the vehicle body;
Steering input means for performing steering input;
An output side steering shaft that is mechanically separated from an input side steering shaft provided with the steering input means and to which a steered wheel is connected;
A steering actuator for applying a steering force to the output-side steering shaft;
Steering reaction force applying means for applying a steering reaction force in the steering input means;
Road information acquisition means for acquiring information on the road that is the course of the vehicle;
A driving status acquisition means for acquiring information on the driving status of the host vehicle;
Based on the information acquired by the road information acquisition unit and the information acquired by the traveling state acquisition unit, a traveling position detection unit that detects a positional relationship between the branch point scheduled to branch and the host vehicle;
Based on the position of the branch point detected by the travel position detection unit and the information on the travel state of the host vehicle acquired by the travel state acquisition unit, depending on the state of the travel route of the host vehicle with respect to the position of the branch point Control amount calculating means for calculating a control amount related to the steering reaction force applying means;
It controls the turning actuator so as to displace the lateral position on the branch point closer in the running lane, and drive means for driving the front Symbol steering reaction force applying means in the control amount calculated by the control amount calculating means,
An automobile characterized by comprising: The steered wheels are steered by a steered actuator in a state where the input side steer shaft provided with the steering input means for performing the steering input and the output side steer shaft provided on the steered wheel side are mechanically separated. A driving operation support method for a car,
Based on the information on the road that is the course of the host vehicle and the information on the traveling status of the host vehicle, the steering actuator is controlled so that the lateral position is displaced closer to the branch point scheduled to branch in the traveling lane. , by applying a steering reaction force corresponding to the situation of the route of the vehicle with respect to the position of the branch point, driving operation support method and performing a driving operation assist of the driver.

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