JP5469506B2 - Vehicle out-of-road departure prevention control device - Google Patents

Description

  The present invention relates to an out-of-road departure prevention control device for a vehicle that efficiently generates a yaw moment and deceleration by braking force control to efficiently prevent a departure from a roadside obstacle and a departure from a white line to the outside of the road.

  In recent years, various off-road departure prevention control devices for vehicles have been proposed and put into practical use for preventing vehicle out-of-road departure and improving safety. For example, in Japanese Patent Application Laid-Open No. 2003-111540 (Patent Document 1), based on the estimated deviation amount from the traveling lane, the braking / driving of each wheel is generated so that the yaw moment is generated in a direction to avoid the deviation from the traveling lane. The force control amount is calculated while limiting the difference in braking / driving force between the left and right wheels with the upper limit value, and the braking force control amount for each wheel is calculated to decelerate based on the estimated deviation amount. A technique for controlling the driving force is disclosed.

Japanese Patent Laid-Open No. 2003-112540

  By the way, in the lane departure prevention device as disclosed in the above-mentioned Patent Document 1, since the yaw moment is generated in the vehicle body by the left and right wheel difference of the braking force, for example, when the vehicle is running at a low speed, There is a possibility that the yaw moment for preventing the departure from the road cannot be effectively generated, and there is a possibility that unnecessary feeling of deceleration is caused to deteriorate the driving feeling. Therefore, it is conceivable that a driving force distribution mechanism is provided between the left and right wheels, and the yaw moment is generated in the vehicle body due to the difference in driving force between the left and right wheels realized by this driving force distribution mechanism. It is not preferable to add a new device and cause problems such as an increase in vehicle weight and cost.

  The present invention has been made in view of the above circumstances, and it is not necessary to provide a new mechanism or the like. In addition, the present invention does not cause deterioration of the driving feeling due to an unnecessary deceleration feeling, and appropriately provides a yaw moment for preventing off-road departure. It is an object of the present invention to provide an out-of-road departure prevention control apparatus for a vehicle that can be generated in the future.

The present invention includes at least road information detecting means for detecting roadside obstacle information and white line information, and deviation amount calculating means for calculating a deviation amount for obstacles and white lines based on the roadside obstacle information and white line information, Braking control means for controlling the braking means by calculating a braking force for generating a yaw moment or deceleration in the vehicle to prevent the vehicle from deviating from the obstacle or white line based on the deviation amount from the obstacle or white line; Calculating a moment required to prevent the vehicle from deviating from the obstacle and the white line based on the deviation from the obstacle and the white line, and calculating a torque increase amount of the vehicle driving torque according to at least the necessary moment. and a torque-up means for outputting the vehicle driving force control means Te, the torque up quantity, the reference values to be set in accordance with the required torque, the vehicle speed is high It is characterized by calculating corrected so that the small values are pass.

  According to the vehicle out-of-road departure prevention control apparatus according to the present invention, a yaw moment for preventing out-of-road departure can be achieved without providing a new mechanism or the like, without causing deterioration in driving feeling due to unnecessary deceleration. Can be generated appropriately.

It is a schematic block diagram of the road departure prevention control apparatus mounted in the vehicle which concerns on one Embodiment of this invention. It is a functional block diagram of a control unit concerning one embodiment of the present invention. It is a functional block diagram of the braking force calculation part for deceleration control which concerns on one Embodiment of this invention. It is a functional block diagram of the torque increase amount calculation part which concerns on one Embodiment of this invention. It is a flowchart of the road departure prevention control program which concerns on one Embodiment of this invention. It is a flowchart of the braking force calculation routine for deceleration control which concerns on one Embodiment of this invention. It is a flowchart of the torque-up amount calculation routine which concerns on one Embodiment of this invention. It is explanatory drawing of the positional deviation of the own vehicle with respect to the white line and roadside obstacle which concerns on one Embodiment of this invention, and the deviation | shift amount with respect to each. It is explanatory drawing of the 1st, 2nd braking force control amount for generating the yaw moment which concerns on one Embodiment of this invention, and the 3rd, 4th braking force control amount for generating deceleration. It is explanatory drawing of the braking force added to each wheel which concerns on one Embodiment of this invention. It is explanatory drawing of the 2nd required moment set according to the 1st required moment set according to the deviation | shift amount from the white line which concerns on one Embodiment of this invention, and the deviation | shift amount with respect to an obstruction. It is explanatory drawing of the torque-up reference value set according to the required moment which concerns on one Embodiment of this invention. It is explanatory drawing of the torque up amount correction | amendment gain set according to the vehicle speed which concerns on one Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
In FIG. 1, reference numeral 1 denotes a vehicle (host vehicle) such as an automobile, and the vehicle 1 is equipped with an out-of-road departure prevention control device 2. This out-of-road departure prevention control device 2 includes a stereo camera 3, an image recognition device 4, a control unit 5, and the like, and is mainly configured.

  Further, the host vehicle 1 is provided with a vehicle speed sensor 6 that detects the vehicle speed V0 and outputs it to the control unit 5. Furthermore, a brake control device 10 is provided as a braking means that includes a hydraulic unit including a plurality of valves and a pump motor, and includes a control unit that performs brake control such as normal brake control, anti-lock brake control, and skid prevention control. It has been. In addition to the above-described controls, the control unit of the brake control device 10 receives control signals from the control unit 5 (each road braking force Bfi, Bfo, Bri, Bro (subscript “f” for off-road departure prevention control). Indicates a front wheel, subscript “r” indicates a rear wheel, subscript “i” indicates a wheel at the center of the road, and subscript “o” indicates a road side. )) Is input, and each valve of the hydraulic unit is controlled so that each wheel braking force Bfi, Bfo, Bri, Bro for road departure prevention control is obtained. Execute deceleration control. Further, a torque increase amount ΔT, which will be described later, is input from the control unit 5 to the engine control device 11 as vehicle driving force control means that executes various controls relating to the engine (not shown) of the host vehicle 1. The

  The stereo camera 3 is composed of a set of (left and right) CCD cameras using a solid-state imaging device such as a charge coupled device (CCD) as a stereo optical system. These left and right CCD cameras are each mounted at a certain interval in front of the ceiling in the vehicle interior, take a stereo image of an object outside the vehicle from different viewpoints, and input image data to the image recognition device 4.

  For example, processing of an image from the stereo camera 3 in the image recognition device 4 is performed as follows. First, a process for obtaining distance information from a corresponding amount of positional deviation is performed on a pair of stereo images of the environment in the traveling direction of the host vehicle captured by the CCD camera of the stereo camera 3 to obtain a three-dimensional distance distribution. Generate a distance image to represent.

  Based on this data, white line data and roadside obstacle data (existing along the road) are compared with known grouping processing and prestored three-dimensional road shape data, side wall data, solid object data, etc. 3d object data such as guardrails, side walls such as curbs, fixed obstacles such as utility poles, four-wheeled vehicles, two-wheeled vehicles, and pedestrians). The white line data and roadside obstacle data extracted in this way are assigned different numbers for each type of data.

  Then, the image recognition device 4 stores the positions where the white line and the roadside obstacle exist on predetermined two-dimensional coordinates centered on the camera position of the host vehicle 1 determined in advance, and the control unit 5 Output to.

  Further, as shown in FIG. 8, the image recognition device 4 calculates an angle formed by the white line and the current traveling direction of the host vehicle 1 (a straight traveling direction centered on the camera position) as a crossing angle α, The distance from the center of the vehicle to the white line (distance in the direction perpendicular to the white line) yL0, and the distance from the current vehicle center to the obstacle (distance in a direction parallel to the direction perpendicular to the white line) ys0 Is calculated and output to the control unit 5. Thus, the stereo camera 3 and the image recognition device 4 are provided as road information detection means.

  The control unit 5 receives the white line from the image recognition device 4 described above, the coordinate position information of the roadside obstacle, the crossing angle α, the distance yL0 from the current vehicle center to the white line, and the obstacle from the current vehicle center. Distance ys0 is input. The vehicle speed V0 is input from the vehicle speed sensor 6.

  Then, the control unit 5 calculates the amount of deviation from the white line of the host vehicle after a predetermined time based on the white line position information as the first deviation amount yL according to the out-of-road departure prevention control program to be described later. The deviation amount of the own vehicle after the predetermined time is calculated as a second deviation amount yS based on the above, and the vehicle 1 generates a yaw moment or deceleration to prevent the vehicle from deviating from the obstacle or the white line. While calculating the power (braking force Bfi, Bfo, Bri, Bro for off-road departure prevention control) based on the deviations yL, yS with respect to obstacles and white lines, it is output to the brake control device 10, while the intersection angle α and A necessary moment M required to prevent the vehicle from deviating from an obstacle or a white line is calculated according to the first deviation amount yL and the second deviation amount yS, and a torque-up reference value Ts is calculated according to the necessary moment M. Set this The torque-up reference value Ts is corrected by a torque-up correction gain Gt that is set according to the vehicle speed V0 to obtain a torque-up amount ΔT, which is output to the engine control device 11.

  That is, as shown in FIG. 2, the control unit 5 includes a foreseeable distance calculation unit 51, a deviation amount calculation unit 52 from the white line, a deviation amount calculation unit 53 for an obstacle, a deceleration control braking force calculation unit 54, and a torque increase amount. The calculation unit 55 is mainly configured.

The foreseeing distance calculating unit 51 receives the vehicle speed V0 from the vehicle speed sensor 6, calculates the foreseeing distance Lx by the following equation (1), for example, the deviation amount calculating unit 52 from the white line, and the deviation amount calculating unit for the obstacle To 53.
Lx = V0 · t (1)
Here, t is a preset preview time. That is, the foreseeing distance is a distance to a position where the host vehicle 1 is estimated to exist after the foreseeing time t. The foreseeing distance Lx is not limited to the distance calculated by the above equation (1).

The deviation amount calculation unit 52 from the white line receives the intersection angle α from the image recognition device 4, the distance yL0 from the center of the current vehicle to the white line, and the prediction distance Lx from the prediction distance calculation unit 51. Then, as shown in FIG. 8, a deceleration control braking force calculation unit calculates a deviation amount (first deviation amount) yL from the white line of the host vehicle 1 at the foreseeing distance Lx by the following equation (2). 54, and output to the torque-up amount calculation unit 55.
yL = Lx · sin (α) −yL0 (2)
Thus, the deviation amount calculation unit 52 from the white line is provided as deviation amount calculation means.

The deviation amount calculation unit 53 for the obstacle receives the intersection angle α from the image recognition device 4, the distance ys0 from the current vehicle center to the obstacle, and the prediction distance Lx from the prediction distance calculation unit 51. Then, as shown in FIG. 8, a deceleration control braking force calculation unit is calculated by calculating a deviation amount (second deviation amount) yS from the obstacle of the host vehicle 1 at the foreseeing distance Lx according to the following equation (3). 54, and output to the torque-up amount calculation unit 55.
yS = Lx · sin (α) −ys0 (3)
Thus, the deviation amount calculation unit 53 for the obstacle is provided as a deviation amount calculation means.

  The deceleration control braking force calculation unit 54 is provided as a braking control unit. The crossing angle α is input from the image recognition device 4, the vehicle speed V0 is input from the vehicle speed sensor 6, and the deviation amount calculation unit 52 from the white line is input. The first departure amount yL is input, and the second departure amount yS is input from the departure amount calculation unit 53 for the obstacle.

  Then, the deceleration control braking force calculation unit 54 generates a yaw moment in the host vehicle 1 according to a deceleration control braking force calculation routine, which will be described later, and prevents a departure from the white line of the host vehicle 1. The power control amount ByL is set according to the first departure amount yL, and the second braking force control amount ByS for preventing the departure of the own vehicle 1 from the obstacle by generating the yaw moment in the own vehicle 1 2 is set according to the deviation amount yS. In addition, a third braking force control amount BDL for generating a deceleration in the own vehicle 1 to prevent deviation from the white line of the own vehicle 1 is set according to the first deviation amount yL, and A fourth braking force control amount BDS for generating a deceleration to prevent departure from the obstacle of the host vehicle 1 is set according to the second departure amount yS. Then, when executing the braking force control for generating the yaw moment in the host vehicle 1 by the first and second braking force control amounts ByL and ByS, the vehicle travels in the direction of deviation from the road due to the kingpin arrangement of the front suspension. Limiting the sharing ratio on the front shaft side of the braking force control amount for generating the yaw moment so that the generation of steering torque does not exceed a preset threshold value (maximum braking force difference ΔBf_max between the left and right wheels of the front shaft); Each wheel is corrected by correcting the braking force distribution so that the braking force distribution before and after the higher braking force on either the left wheel side or the right wheel side becomes a preset braking force distribution (for example, ground load distribution). Braking forces Bfi, Bfo, Bri, Bro are calculated and output to the brake control device 10 to execute out-of-road departure prevention control.

  That is, as shown in FIG. 3, the deceleration control braking force calculation unit 54 includes a first braking force control amount setting unit 54a, a second braking force control amount setting unit 54b, and a third braking force control amount setting unit. 54c, fourth braking force control amount setting unit 54d, front left and right wheel braking force difference calculating unit 54e, rear left and right wheel braking force difference calculating unit 54f, deceleration control braking force front axle load factor calculating unit 54g The front wheel deceleration control braking force calculation unit 54h, the rear wheel deceleration control braking force calculation unit 54i, and the road departure prevention control wheel braking force calculation unit 54j are mainly configured.

  The first braking force control amount setting unit 54a receives the intersection angle α from the image recognition device 4 and the deviation amount yL from the white line from the deviation amount calculation unit 52 from the white line. Then, refer to a map of the deviation yL from the white line, the crossing angle α, and the first braking force control amount ByL, which is set in advance based on experiments and calculations, as shown in FIG. 9A. Thus, the first braking force control amount ByL is set, the front left and right wheels braking force difference calculation unit 54e, the rear left and right wheel braking force difference calculation unit 54f, and the deceleration control braking force front axle load factor calculation unit. 54g, output to the front wheel deceleration control braking force calculation unit 54h. Note that the reference position in FIG. 9A is a preset position, for example, a position that is a fixed distance away from the white line toward the center of the road, or an end (inside the road center) of the white line. Further, the first braking force control amount ByL is not limited to that set from the map shown in FIG. 9A, and may be calculated from a preset calculation formula or the like.

  As can be seen from FIG. 9A, the first braking force control amount ByL increases as the crossing angle α increases, that is, as the urgency is determined to be higher as the crossing angle α increases. Set to a large value. Further, the first braking force control amount ByL is set to a larger value as the deviation amount yL from the white line is larger.

  Also, the broken line in FIG. 9A is a third braking force control amount BDL (described later), and the first braking force control amount ByL is the third braking force control when the deviation yL from the white line is the third braking force control amount. The characteristic is set from a deviation amount region smaller than the deviation amount region in which the amount BDL is set.

  For this reason, when the deviation amount yL from the white line of the own vehicle 1 changes from small → large → small, first, when the deviation amount yL from the white line is small, the own vehicle 1 by the first braking force control amount ByL. A braking force control is performed to prevent the vehicle 1 from deviating from the white line by generating a yaw moment.

  Next, when the departure amount yL from the white line increases, in addition to the departure prevention control by the yaw moment generation by the first braking force control amount ByL, the deceleration by the third braking force control amount BDL is generated, Braking force control for preventing deviation is performed.

  When the deviation amount yL from the white line is reduced again, only the deviation prevention control based on the yaw moment generation by the first braking force control amount ByL is performed.

  The second braking force control amount setting unit 54b receives the deviation amount yS for the obstacle from the deviation amount calculation unit 53 for the obstacle. Then, referring to the map of the deviation amount yS and the second braking force control amount ByS with respect to the obstacle as shown in FIG. A braking force difference calculating unit 54e for the front left and right wheels, a braking force difference calculating unit 54f for the left and right rear wheels, a front axle load factor calculating unit 54g for the braking force for deceleration control, It outputs to the braking force calculation part 54h for deceleration control. Note that the reference position in FIG. 9B is a preset position, for example, a position away from the obstacle end by a certain distance toward the center of the road. Further, the second braking force control amount ByS is not limited to that set from the map shown in FIG. 9B, and may be calculated from a preset calculation formula or the like.

  As can be seen from FIG. 9B, the second braking force control amount ByS is set to a larger value as the deviation amount yS with respect to the obstacle is larger.

  Also, the broken line in FIG. 9B is the fourth braking force control amount BDS (described later), and the second braking force control amount ByS is the fourth braking force control with the deviation amount yS with respect to the obstacle. The characteristic is set from the deviation amount region smaller than the deviation amount region in which the amount BDS is set.

  For this reason, when the deviation amount yS with respect to the obstacle of the own vehicle 1 changes from small → large → small, first, when the deviation amount yS with respect to the obstacle is small, the own vehicle 1 with the second braking force control amount ByS. A braking force control is performed to prevent the vehicle 1 from deviating from the white line by generating a yaw moment.

  Next, when the deviation amount yS with respect to the obstacle increases, in addition to the deviation prevention control by the generation of the yaw moment by the second braking force control amount ByS, the deceleration by the fourth braking force control amount BDS is generated and Braking force control for preventing deviation is performed.

  When the deviation amount yS with respect to the obstacle becomes small again, only the deviation prevention control based on the yaw moment generation by the second braking force control amount ByS is performed.

  The third braking force control amount setting unit 54c receives the deviation amount yL from the white line from the deviation amount calculation unit 52 from the white line. Then, referring to a map of the deviation yL from the white line and the third braking force control amount BDL as shown in FIG. The braking force control amount BDL is set and output to the front axle load factor calculation unit 54g for the deceleration control braking force, the braking force calculation unit 54h for front wheel deceleration control, and the braking force calculation unit 54i for rear wheel deceleration control. Note that the third braking force control amount BDL is not limited to the one set from the map shown in FIG. 9A, and may be calculated from a preset calculation formula or the like.

  As understood from FIG. 9A, the third braking force control amount BDL is set to a larger value as the deviation amount yL from the white line is larger. Further, as described above, the first braking force control amount ByL has a characteristic that is set from a deviation amount region that is smaller than the deviation amount region in which the third braking force control amount BDL is set.

  The fourth braking force control amount setting unit 54d receives the deviation amount yS for the obstacle from the deviation amount calculation unit 53 for the obstacle. Then, referring to the map of the deviation amount yS and the fourth braking force control amount BDS with respect to the obstacle as shown in FIG. The braking force control amount BDS is set and output to the front axle load factor calculation unit 54g of the deceleration control braking force, the deceleration control braking force calculation unit 54h for the front wheels, and the deceleration control braking force calculation unit 54i for the rear wheels. Note that the fourth braking force control amount BDS is not limited to that set from the map shown in FIG. 5B, and may be calculated from a preset calculation formula or the like.

  As can be seen from FIG. 9B, the fourth braking force control amount BDS is set to a larger value as the deviation amount yS with respect to the obstacle is larger. In addition, as described above, the second braking force control amount ByS has a characteristic that is set from a deviation amount region that is smaller than the deviation amount region in which the fourth braking force control amount BDS is set.

  As described above, in the present embodiment, the braking force control amount for generating the yaw moment to prevent the vehicle from deviating from the white line / obstacle is (first braking force control amount ByL + second braking force). Power control amount ByS), which is added to the wheel (front and rear wheels) on the road center side (i side) as shown in FIG. Also, the braking force control amount for generating the deceleration to prevent the vehicle from deviating from the white line / obstacle is (third braking force control amount BDL + fourth braking force control amount BDS). As shown in FIG. 10, it is added to all the wheels.

The front left and right wheel braking force difference calculation unit 54e receives the first braking force control amount ByL from the first braking force control amount setting unit 54a and receives the second braking force control amount setting unit 54b from the second braking force control amount setting unit 54b. A braking force control amount ByS is input. Then, according to the following equation (4), when executing the braking force control for generating the yaw moment in the own vehicle, the braking force control amount to be shared on the front axle side, that is, the braking force difference ΔBf between the front left and right wheels. And output to the rear wheel left and right wheel braking force difference calculation unit 54f, the front wheel deceleration control braking force calculation unit 54h, and the road departure prevention control wheel braking force calculation unit 54j.
ΔBf = min ((ByL + ByS) · Cy, ΔBf_max) (4)
Here, min in the equation (4) is a function for selecting the smaller of (ByL + ByS) · Cy and ΔBf_max.

Cy is a front shaft load factor of a yaw moment that is set in advance by experiment, calculation, or the like. ΔBf_max is the maximum braking force difference between the left and right front axle wheels, and is calculated by the following equation (5).
ΔBf_max = − (Tf_str · Gstr) / Lscr (5)
Here, Tf_str is a friction torque of the steering system, Gstr is a steering gear ratio, Lscr is a scrub radius (where, positive scrub is +, negative scrub is-). That is, the maximum braking force difference ΔBf_max between the front left and right wheels is a value obtained by converting the steering friction, the scrub radius, etc. into the braking force difference between the left and right wheels. The braking force difference ΔBf is always limited to not more than the braking force difference maximum value ΔBf_max of the front left and right wheels. That is, when executing the braking force control for generating the yaw moment in the host vehicle 1 by the first and second braking force control amounts ByL and ByS, the vehicle travels in the direction of deviation from the road due to the kingpin arrangement of the front suspension. The sharing ratio on the front shaft side of the braking force control amount for generating the yaw moment is limited so that the generation of the steering torque does not exceed a preset threshold value (maximum braking force difference ΔBf_max between the left and right wheels of the front shaft). It becomes.

The rear left and right wheel braking force difference calculation unit 54f receives the first braking force control amount ByL from the first braking force control amount setting unit 54a, and receives the second braking force control amount setting unit 54b from the second braking force control amount setting unit 54b. The braking force control amount ByS is input, and the braking force difference ΔBf between the front left and right wheels is input from the front left and right wheel braking force difference calculation unit 54e. Then, according to the following equation (6), when executing the braking force control for generating the yaw moment in the host vehicle, the braking force control amount to be shared on the rear axle side, that is, the braking force difference ΔBr between the rear left and right wheels. Is output to the road braking force calculation unit 54j for road departure prevention control.
ΔBr = (ByL + ByS) −ΔBf (6)
The front axle load factor calculation unit 54g of the braking force for deceleration control receives the first braking force control amount ByL from the first braking force control amount setting unit 54a and receives the first braking force control amount setting unit 54b from the second braking force control amount setting unit 54b. 2 braking force control amount ByS is input, the third braking force control amount setting unit 54c receives the third braking force control amount BDL, and the fourth braking force control amount setting unit 54d receives the fourth braking force. A control amount BDS is input. Then, the front axle load ratio CD of the deceleration control braking force is calculated by the following equation (7), and is output to the front wheel deceleration control braking force calculation unit 54h.
CD = (Wf-((BDL + BDS) + (ByL + ByS)). (Hg / Lwb))
/ (M · g) (7)
Here, Wf is the front axle load when acceleration / deceleration is not performed, m is the vehicle mass, Hg is the height of the center of gravity, Lwb is the wheel base, and g is the gravitational acceleration. That is, the front axle load factor CD of the braking force for deceleration control is a ground load distribution on the front axle side in consideration of dynamic load movement.

  The front wheel deceleration control braking force calculation unit 54h receives the first braking force control amount ByL from the first braking force control amount setting unit 54a, and receives the second braking force control amount setting unit 54b from the second braking force control amount setting unit 54b. The power control amount ByS is inputted, the third braking force control amount BDL is inputted from the third braking force control amount setting unit 54c, and the fourth braking force control amount BDS is inputted from the fourth braking force control amount setting unit 54d. Is input from the front left and right wheel braking force difference calculating unit 54e, and the front axle load factor calculating unit 54g of the deceleration control braking force is input before the deceleration control braking force. The shaft load factor CD is input. Then, the braking force Bf for front wheel deceleration control is calculated by the following equation (8) and output to the braking force calculation unit 54i for rear wheel deceleration control and each wheel braking force calculation unit 54j for off-road departure prevention control. .

Bf = ((BDL + BDS) / 2 + (ByL + ByS)) · CD−ΔBf (8)
That is, this equation (8) is an ideal braking force distribution that considers dynamic load movement using the braking force Bf for deceleration control of the front wheels and the front axle load factor CD of the braking force for deceleration control. It is a calculation formula obtained by correcting so that

The rear wheel deceleration control braking force calculation unit 54i receives the third braking force control amount BDL from the third braking force control amount setting unit 54c and receives the fourth braking force control amount setting unit 54d from the fourth braking force control amount setting unit 54d. The braking force control amount BDS is input, and the front wheel deceleration control braking force Bf is input from the front wheel deceleration control braking force calculation unit 54h. Then, the braking force Br for deceleration control of the rear wheel is calculated by the following equation (9), and is output to each wheel braking force calculation unit 54j for road departure prevention control.
Br = (BDL + BDS) / 2-Bf (9)
The road braking force calculation unit 54j for off-road departure prevention control receives the braking force difference ΔBf between the front left and right wheels from the front left and right wheel braking force difference calculation unit 54e, and the rear left and right wheels braking force difference calculation unit. The braking force difference ΔBr between the left and right rear axle wheels is input from 54f, the braking force Bf for front wheel deceleration control is input from the front wheel deceleration control braking force calculation unit 54h, and the rear wheel deceleration control braking force calculation unit 54i. Rear wheel deceleration control braking force Br is input. Then, according to the following formulas (10) to (13), the deceleration braking force Bfi of the road center side front wheel, the deceleration braking force Bfo of the road side front wheel, the deceleration braking force Bri of the road center side rear wheel, the road side rear The wheel deceleration braking force Bro is calculated and output to the brake control device 10 to generate braking forces corresponding to the road departure prevention control braking forces Bfi, Bfo, Bri, Bro on the respective wheels.
Bfi = ΔBf + Bf (10)
Bfo = Bf (11)
Bri = ΔBr + Br (12)
Bro = Br (13)
As described above, in this embodiment, the braking force control amount for generating the yaw moment for preventing the deviation from the road is added to the front and rear wheels on the center side of the road of the own vehicle 1, so that the deviation from the road is surely performed. Can be prevented. The braking force control amount for generating this yaw moment takes into account steering friction, scrub radius, etc. so as to prevent the generation of steering torque in the direction of deviation from the road due to the king pin arrangement of the front suspension. The front axle sharing ratio is limited while complementing between the front and rear axes, so that even if the driver releases his hand from the steering wheel, the steering rotation in the off-road departure direction is ensured. Can be prevented. In addition, any type of front suspension can be easily and accurately realized. Further, the braking force Bf for the road departure prevention control for the front wheels and the braking force Br for the road departure prevention control for the rear wheels are corrected in consideration of dynamic load movement. It becomes.

  Returning to FIG. 2, the torque-up amount calculation unit 55 is provided as a torque-up means, receives the intersection angle α from the image recognition device 4, receives the vehicle speed V0 from the vehicle speed sensor 6, and deviates from the white line. A first departure amount yL is input from the amount calculation unit 52, and a second departure amount yS is input from the departure amount calculation unit 53 for the obstacle.

  Then, the torque increase amount calculation unit 55 calculates the first required moment ML according to the crossing angle α and the first deviation amount yL according to the torque increase amount calculation routine described later, and according to the second deviation amount yS. The second required moment Ms is calculated and added to calculate the required moment M. The torque up reference value Ts is set according to the required moment M, and this torque up reference value Ts is set to the vehicle speed V0. The torque increase correction gain Gt set accordingly is multiplied, and the torque increase amount ΔT is calculated by correcting it to be a small value in the region where the vehicle speed V0 is high, and is output to the engine control device 11 to output the torque of ΔT. Is supposed to run up.

  That is, as shown in FIG. 4, the torque increase amount calculation unit 55 includes a first necessary moment setting unit 55a, a second necessary moment setting unit 55b, a necessary moment calculation unit 55c, a torque increase reference value setting unit 55d, The up correction gain setting unit 55e and the torque increase amount calculation unit 55f are mainly configured.

  The first required moment setting unit 55a receives the intersection angle α from the image recognition device 4 and the deviation amount yL from the white line from the deviation amount calculation unit 52 from the white line. Then, referring to a map of the deviation yL from the white line, the crossing angle α, and the first required moment ML as shown in FIG. The first required moment ML is set and output to the required moment calculator 55c. Note that the reference position in FIG. 11A is a preset position, for example, a position a certain distance away from the white line toward the center of the road, or the inner side (road center side) end of the white line. The first required moment ML is not limited to that set from the map shown in FIG. 11A, and may be calculated from a preset calculation formula or the like.

  As can be seen from FIG. 11A, the first required moment ML increases as the crossing angle α increases, that is, as the urgency level is determined to be higher as the crossing angle α is higher. Set to The first required moment ML is set to a larger value as the deviation yL from the white line is larger.

  The second required moment setting unit 55b receives the deviation amount yS for the obstacle from the deviation amount calculation unit 53 for the obstacle. Then, referring to a map of the deviation amount yS and the second necessary moment Ms for the obstacle as shown in FIG. The moment Ms is set and output to the required moment calculator 55c. Note that the reference position in FIG. 11B is a preset position, for example, a position away from the obstacle end by a certain distance toward the center of the road. The second required moment Ms is not limited to that set from the map shown in FIG. 11B, and may be calculated from a preset calculation formula or the like.

  As can be seen from FIG. 11B, the second required moment Ms is set to a larger value as the deviation amount yS with respect to the obstacle is larger.

The necessary moment calculation unit 55c receives the first necessary moment ML from the first necessary moment setting unit 55a, and receives the second necessary moment Ms from the second necessary moment setting unit 55b. Then, the required moment M is calculated by the following equation (14) and output to the torque-up reference value setting unit 55d.
M = ML + Ms (14)
The torque increase reference value setting unit 55d receives the required moment M from the required moment calculation unit 55c. Then, for example, with reference to a map as shown in FIG. 12 set in advance, a torque-up reference value Ts corresponding to the required moment M is set and output to the torque-up amount calculation unit 55f. As shown in FIG. 12, the torque increase reference value Ts is set to a larger value as the required moment M becomes larger. Further, the torque-up reference value Ts is not set by a map or the like, but may be calculated by a preset arithmetic expression.

  The torque increase correction gain setting unit 55e receives the vehicle speed V0 from the vehicle speed sensor 6. Then, for example, with reference to a map as shown in FIG. 13 set in advance, a torque-up correction gain Gt corresponding to the vehicle speed V0 is set and output to the torque-up amount calculation unit 55f. As shown in FIG. 13, the torque-up correction gain Gt is set so as to decrease as the vehicle speed V0 increases. The torque-up correction gain Gt is not set by a map or the like, but may be calculated by a preset arithmetic expression.

The torque-up amount calculation unit 55f receives the torque-up reference value Ts from the torque-up reference value setting unit 55d, and receives the torque-up correction gain Gt from the torque-up correction gain setting unit 55e. Then, the torque increase amount ΔT is calculated by the following equation (15), and is output to the engine control device 11 to execute the torque increase of ΔT.
ΔT = Gt · Ts (15)
That is, Gt has a characteristic that decreases as the vehicle speed V0 increases. Therefore, the torque increase amount ΔT increases in the low vehicle speed range. As a result, the braking force calculation unit 54 for deceleration control in the low-speed traveling state. It is possible to effectively generate a yaw moment for preventing out-of-road departure caused by the braking force and to prevent an unnatural feeling of deceleration due to the braking force generated by the braking force calculation unit 54 for deceleration control. It has become.

Next, the out-of-road departure prevention control program executed by the out-of-road departure prevention control device 2 will be described with reference to the flowchart of FIG.
First, in step (hereinafter abbreviated as “S”) 101, necessary parameters, that is, a white line, coordinate position information of a roadside obstacle, an intersection angle α, a distance yL0 from the current vehicle center to the white line, The current distance ys0 from the center of the host vehicle to the obstacle and the vehicle speed V0 are read.

  Next, the process proceeds to S102, where the foreseeing distance calculation unit 51 calculates the foreseeing distance Lx by the above-described equation (1).

  Next, in S103, the deviation amount calculation unit 52 from the white line calculates the deviation amount yL from the white line by the above-described equation (2).

  Next, the process proceeds to S104, and the deviation amount calculation unit 53 for the obstacle calculates the deviation amount yS for the obstacle by the above-described equation (3).

  Next, in S105, the braking force calculation unit 54 for deceleration control calculates the braking force Bfi, Bfo, Bri, Bro of each wheel for deceleration control according to the braking force calculation routine for deceleration control shown in FIG. And output to the brake control device 10.

  Next, the process proceeds to S106, where the torque-up amount calculation unit 55 calculates the torque-up amount ΔT by the engine control device 11 according to a torque-up amount calculation routine shown in FIG. Exit.

  FIG. 6 shows a flowchart of a deceleration control braking force calculation routine executed in S105 of the above-mentioned road departure prevention control program.

  First, in S201, the first braking force control amount setting unit 54a refers to the map of the deviation yL from the white line, the intersection angle α, and the first braking force control amount ByL as shown in FIG. 9A. Then, the first braking force control amount ByL for generating the yaw moment is set. Further, the second braking force control amount setting unit 54b generates a yaw moment with reference to a map of the deviation amount yS and the second braking force control amount ByS with respect to the obstacle as shown in FIG. 9B. A second braking force control amount ByS is set for this purpose.

  Next, in S202, the third braking force control amount setting unit 54c refers to a map of the deviation yL from the white line and the third braking force control amount BDL as shown in FIG. A third braking force control amount BDL for generating deceleration is set. Further, the fourth braking force control amount setting unit 54d generates a deceleration with reference to the map of the deviation amount yS and the fourth braking force control amount BDS for the obstacle as shown in FIG. 9B. A fourth braking force control amount BDS is set for this purpose.

  Next, proceeding to S203, the braking force difference calculation unit 54e for the left and right front axle wheels calculates the braking force difference ΔBf for the left and right front axle wheels according to the above-described equation (4).

  Next, the routine proceeds to S204, where the braking force difference calculating unit 54f for the left and right rear axle wheels calculates the braking force difference ΔBr for the left and right rear axle wheels according to the above-described equation (6).

  Next, proceeding to S205, the front axle load factor CD of the deceleration control braking force is calculated by the front axle load factor calculator 54g of the deceleration control braking force according to the above-described equation (7).

  Next, the routine proceeds to S206, where the braking force calculation unit 54h for front wheel deceleration control calculates the braking force Bf for front wheel deceleration control by the aforementioned equation (8).

  Next, in S207, the rear wheel deceleration control braking force calculation unit 54i calculates the rear wheel deceleration control braking force Br according to the above-described equation (9).

  Then, the process proceeds to S208, and each wheel braking force calculation unit 54j for road departure prevention control uses the above-described equations (10) to (13) to calculate the braking force Bfi for road departure prevention of the front wheel on the road center side. The braking force Bfo for preventing road departure from the front wheel, the braking force Bri for preventing road departure from the rear wheel on the center side of the road, and the braking force Bro for preventing road departure from the road side rear wheel are calculated and output to the brake control device 10. Exit the routine.

  Thus, according to the deceleration control braking force calculation unit 54 of the embodiment of the present invention, the deviation from the white line is calculated as the first deviation yL, and the deviation from the obstacle is the second deviation. Calculated as yS, a first braking force control amount ByL for generating a yaw moment in the own vehicle 1 to prevent deviation from the white line of the own vehicle 1 is set according to the first deviation amount yL, and A second braking force control amount ByS for generating a yaw moment in the vehicle 1 to prevent the vehicle 1 from deviating from an obstacle is set according to the second departure amount yS. In addition, a third braking force control amount BDL for generating a deceleration in the own vehicle 1 to prevent deviation from the white line of the own vehicle 1 is set according to the first deviation amount yL, and A fourth braking force control amount BDS for generating a deceleration to prevent departure from the obstacle of the host vehicle 1 is set according to the second departure amount yS. Then, when executing the braking force control for generating the yaw moment in the host vehicle 1 by the first and second braking force control amounts ByL and ByS, the vehicle travels in the direction of deviation from the road due to the kingpin arrangement of the front suspension. Limiting the sharing ratio on the front shaft side of the braking force control amount for generating the yaw moment so that the generation of steering torque does not exceed a preset threshold value (maximum braking force difference ΔBf_max between the left and right wheels of the front shaft); Each wheel is corrected by correcting the braking force distribution so that the braking force distribution before and after the higher braking force on either the left wheel side or the right wheel side becomes a preset braking force distribution (for example, ground load distribution). The off-road departure prevention control braking force Bfi, Bfo, Bri, Bro is calculated and output to the brake control device 10 to execute off-road departure prevention control.

  For this reason, since the braking force control amount for generating the yaw moment for preventing the deviation from the road is added to the front and rear wheels on the center side of the road of the host vehicle 1, the deviation from the road can be surely prevented. The braking force control amount for generating this yaw moment takes into account steering friction, scrub radius, etc. so as to prevent the generation of steering torque in the direction of deviation from the road due to the king pin arrangement of the front suspension. The front axle sharing ratio is limited while complementing between the front and rear axes, so that even if the driver releases his hand from the steering wheel, the steering rotation in the off-road departure direction is ensured. Can be prevented. In addition, any type of front suspension can be easily and accurately realized. Further, since the braking force Bf for deceleration control of the front wheels and the braking force Br for deceleration control of the rear wheels are corrected in consideration of dynamic load movement, the braking force distribution is always ideal.

  Next, FIG. 7 shows a flowchart of a torque increase amount calculation routine executed in S106 of the above-mentioned road departure prevention control program.

  First, in S301, the deviation yL from the white line and the crossing angle α as shown in FIG. 11A, which are set in advance by the first required moment setting unit 55a based on experiments and calculations, etc. The first necessary moment ML is set with reference to the map of the first necessary moment ML.

  Next, the process proceeds to S302, in which the second required moment setting unit 55b and the second deviation amount yS with respect to the obstacle as shown in FIG. The second required moment Ms is set with reference to the map of the required moment Ms.

  Next, the process proceeds to S303, and the required moment calculation unit 55c calculates the required moment M by the above-described equation (14).

  Next, proceeding to S304, the torque-up reference value setting unit 55d sets a torque-up reference value Ts corresponding to the required moment M with reference to a map as shown in FIG. To do.

  Next, the process proceeds to S305, where the torque-up correction gain setting unit 55e sets a torque-up correction gain Gt corresponding to the vehicle speed V0 with reference to a map as shown in FIG. .

  Then, the process proceeds to S306, where the torque-up amount calculation unit 55f calculates the torque-up amount ΔT by the above-described equation (15) and outputs it to the engine control device 11 to execute the torque-up of ΔT, and the routine is executed. Exit.

  Thus, according to the torque increase amount calculation unit 55 of the present embodiment, the first necessary moment ML is calculated according to the crossing angle α and the first departure amount yL, and according to the second departure amount yS. The second required moment Ms is calculated, and these are added to calculate the required moment M. The torque up reference value Ts is set according to the required moment M, and the torque up reference value Ts is set according to the vehicle speed V0. Is multiplied by the torque increase correction gain Gt set in this way, and the torque increase amount ΔT is calculated by correcting it to be a small value in the region where the vehicle speed V0 is high, and output to the engine control device 11 to increase the torque of ΔT. Is executed. For this reason, without providing a new mechanism or the like, even if the vehicle is traveling at a low speed, the driving feeling is not deteriorated due to an unnecessary feeling of deceleration, and further, to prevent deviation from the road. The yaw moment can be appropriately generated.

  On a road where no white line is detected, a virtual white line is set based on the map information of the navigation device or the like or based on the detected position information of the roadside obstacle. Control may be performed based on the above. Further, when a roadside obstacle is not detected, control may be performed based on a preset value (for example, a large value).

  In addition, in the torque increase amount calculation unit 55 of the present embodiment, the first necessary moment ML according to the crossing angle α and the first deviation amount yL and the second necessary moment Ms according to the second deviation amount yS. The required moment M is obtained from the above, and the torque increase reference value Ts is set in accordance with the required moment M. Depending on the vehicle specifications, the first required moment ML and the second required moment Ms are varied. The torque-up reference value Ts may be set according to only one of them.

DESCRIPTION OF SYMBOLS 1 Own vehicle 2 Road departure prevention control apparatus 3 Stereo camera (road information detection means)
4 Image recognition device (road information detection means)
5 control unit 51 foreseeing distance calculation unit 52 deviation amount calculation unit from white line (deviation amount calculation means)
53 Deviation amount calculation unit for an obstacle (deviation amount calculation means)
54 Braking force calculation unit for deceleration control (braking control means)
55 Pump motor control unit (torque-up means)
6 Vehicle speed sensor 10 Brake control device (braking means)
11 Engine control device (vehicle driving force control means)

Claims (1)

Road information detection means for detecting at least roadside obstacle information and white line information;
Deviation amount calculating means for calculating a deviation amount with respect to an obstacle or white line based on the roadside obstacle information or white line information;
Braking control means for controlling the braking means by calculating a braking force for generating a yaw moment or deceleration in the vehicle to prevent the vehicle from deviating from the obstacle or white line based on the deviation amount from the obstacle or white line; ,
Calculate the moment required to prevent the vehicle from deviating from the obstacle and the white line based on the deviation from the obstacle and the white line, and calculate the torque increase amount of the vehicle drive torque according to at least the necessary moment. and a torque-up means for outputting the vehicle driving force control means,
The off-road departure prevention control apparatus for a vehicle, wherein the torque increase amount is calculated by correcting a reference value set according to the required moment so that the reference value is reduced in a region where the vehicle speed increases .

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