JP5853589B2 - Driving assistance device - Google Patents

Description

  The present invention relates to a driving support device for supporting traveling along a lane.

  The device described in Patent Document 1 is a device that can effectively prevent a departure from a driving lane while reducing a sense of incongruity caused by a shift between a driving line intended by a driver and an actual driving line. In the device described in Patent Document 1, the lane keeping assist control is performed by inputting the steering reaction force variation of the steering according to the virtual repulsive force to the steering wheel in synchronization with the lane keeping assist control. This is notified to the driver.

JP 2009-234560 A

However, the virtual repulsive force gradually increases as it approaches the lane, and the driver may perform unnecessary steering input depending on the gender, age, physical condition, and the like of the driver. On the other hand, the driver may need to increase the correction steering in an attempt to travel along the target travel line.
The present invention focuses on the above points, and an object of the present invention is to provide a driving support device that enables stable traveling along a lane while suppressing correction steering.

In order to solve the above-described problem, the present invention provides a driving support device including a steering-by-wire steering device, and when the execution of the control for applying the applied steering reaction force is set by the applied steering reaction force control switch, As a configuration in which the applied steering reaction force is periodically input to the operating element in accordance with a change in the steering amount of the operating element that the driver steers, toward the one direction per unit time set in advance after the steering input is started. The number of applied steering reaction forces calculated and generated by the applied steering reaction force calculation means during the continuous steering input is detected. The present invention selects a travel route at a position away from the current host vehicle travel position by the number of the applied steering reaction forces toward the steering direction as the number of detected applied steering reaction forces increases. The steering of the steered wheels is controlled so as to travel along the selected travel route.

According to the present invention, when the steering amount is changed by the driver's steering input, the applied steering reaction force is periodically added along with the change in the steering amount. In the present invention, the driver's steering input is digitally detected as the number of applied steering reaction forces detected, and the greater the number of applied steering reaction forces detected, the greater the number of applied steering reaction forces directed toward the steering direction. The steering control is performed so that the vehicle travels along a travel route at a position away from the current host vehicle travel position .
As a result, the driver can stably travel along the lane without finely correcting and manipulating the manipulator to finely adjust the deviation from the travel route.

It is a figure for demonstrating the whole structure which concerns on embodiment of this invention. It is a figure for demonstrating the whole system in a sensor, a controller, and an actuator. It is a figure for demonstrating the relationship between the controller for reaction force apparatuses, the controller for steering apparatuses, a steering control controller, and a travel control controller. It is a figure for demonstrating the process of a base reaction force production | generation part. It is a figure for demonstrating the process of the production | generation part of a provision steering reaction force. It is a figure for demonstrating the process of the production | generation part of a total reaction force. It is a figure for demonstrating the process of the automatic adjustment part of a steering angle. It is a figure for demonstrating the process of a driving route change system part. It is a figure for demonstrating the process of the provision steering reaction force input reading part. It is a figure for demonstrating the process of the change part of the time constant in connection with a path | route change. It is a figure for demonstrating the process of the provision steering reaction force input process part during a route change. It is a figure for demonstrating the process of the automatic return part of the neutral position of a steering wheel. It is a figure for demonstrating the process of a present travel route prediction control part. It is a figure for demonstrating the process of the provision reaction force driving | running route prediction control part. It is a figure for demonstrating the function which images a some lane with a wide-angle camera (camera with a fisheye lens), and calculates a some driving | running | working estimated locus simultaneously based on an imaging result. It is a figure for demonstrating the function of a steering control controller. It is a figure explaining switching a driving | running route according to the number of provision steering reaction force inputs (≒ steering angular velocity) and the direction indicator 16 according to states, such as ON / OFF. It is a figure explaining the neutral position of the steering wheel after a path change, (a) illustrates the case of a straight road and (b) illustrates the case of a curved road. It is a figure explaining the automatic return of the neutral position of a steering wheel. It is a figure explaining the grant steering reaction force input processing under course change. It is a figure explaining the function regarding the change of the time constant in connection with a route change. A method for controlling the vehicle based on the operation input result will be described. It is a figure for demonstrating the mode of control at the time of changing a driving | running route.

Next, an embodiment according to the present invention will be described with reference to the drawings.
FIG. 1 is a conceptual diagram illustrating a vehicle equipped with a driving support apparatus according to this embodiment.
The driving support device of the present embodiment is a driving support device including a steering-by-wire type steering device in which a steering wheel 1 as an operator to be steered by a driver and the turning of a steered wheel 4 are mechanically disconnected. is there. The operating element that the driver steers is not necessarily a steering wheel, and may be a lever-shaped operating element. In the following example, the steering wheel 1 will be described as an example of the operation element.

As shown in FIG. 1, the driving support device includes a steering device having a steering reaction force device 3 and a steering device 7. The steering reaction device 3 and the steering device 7 are in a disconnected state in which torque transmission is interrupted in the initial state (normal state). Note that when a steering failure occurs, torque transmission between the steering reaction device 3 and the steering device 7 is enabled by a clutch device (not shown).
The steering reaction force device 3 is a device for controlling the steering reaction force and the steering angle. The steering reaction force device 3 includes a steering wheel 1, a steering column shaft 8, and a steering reaction force actuator 2 provided to the steering column shaft 8 via a reduction gear mechanism.

The steering wheel 1 is an operator that receives a steering input and transmits a steering reaction force when the driver steers. The steering column shaft 8 is connected to the steering wheel 1 and rotates by an amount corresponding to the steering of the steering wheel 1.
The steering reaction force actuator 2 is an actuator that inputs a steering reaction force to the steering wheel 1 via the steering column shaft 8. The steering reaction force actuator 2 is composed of, for example, a motor, and connects the rotating shaft of the steering column shaft 8. A steering reaction force motor angle sensor 9 is attached to the steering reaction force actuator. The steering reaction force motor angle sensor 9 detects the rotation speed of the steering reaction force actuator.

The steering device 7 is a device for turning the steered wheels 4. The steering device 7 includes a steering actuator 6, a steering gear mechanism 14 driven by the steering actuator 6, and tie rods 15 as motion conversion mechanisms provided at both ends of the steering gear mechanism 14. Prepare.
The steering actuator 6 is a motor with a clutch, like the steering reaction force actuator 2. A steering motor angle sensor 17 is attached to the steering actuator 6. The steered motor angle sensor 17 detects the steered angle (inclination of the steered wheels 4 with respect to the vehicle longitudinal direction) by detecting the rotation axis of the steered actuator 6.

The steering gear mechanism 14 is displaced left and right in accordance with the rotational driving force from the steering actuator 6 and transmits the displacement to the left and right steered wheels 4 via the tie rod 15.
Reference numeral 11 denotes a vehicle speed sensor 11 that detects the vehicle speed.
Reference numeral 12 denotes a camera that images the front of the vehicle, and images a front landscape of the vehicle. The camera 12 includes, for example, a wide-angle lens, and can detect white line information of a plurality of lanes positioned in front of the vehicle.

Reference numeral 11 denotes a lateral acceleration sensor that detects lateral acceleration.
Reference numeral 14 denotes a direction indicator, which is a device that detects the driver's intention to change lanes.
Reference numeral 5 represents various switches that can be operated by the driver. Examples of the switch 5 according to this embodiment include a switch for presence / absence of applied steering reaction force addition control, a switch for presence / absence of steering wheel zero point maintenance control, and a switch for storing the current travel route.

Reference numeral 19 denotes a bidirectional communication line that connects a steering device controller 36 and a steering reaction force device controller 35 described later.
Moreover, the reaction force control apparatus 10 and the steering control apparatus 18 are provided as a control part of this apparatus.
The reaction force control device 10 is a device that controls the steering reaction force applied to the steering wheel 1 by controlling the steering reaction force actuator 6. The reaction force control device 10 includes a steering control controller 20 and a steering reaction force device controller 35. These two controls operate exclusively.

The steering control controller 20 generates a steering reaction force obtained by superimposing the applied steering reaction force generated along the steering change on the base reaction force that is a basic steering reaction force according to the steering amount in accordance with the change in the steering amount. This control is used to control the reaction force input to the steering hole. Moreover, it is a controller for performing steering control according to the state of the applied steering reaction force.
The steering reaction force device controller 35 is a controller for controlling the steering actuator so that the reaction force corresponding to the basic steering reaction force corresponding to the steering amount is input to the steering wheel 1 to the driver. For this purpose, the steering reaction force device controller 35 outputs a control current corresponding to the steering angle as a reaction force torque command value.

  Specifically, the steering reaction force device controller 35 is supplied with input information from the steering reaction force motor angle sensor 9, the vehicle speed sensor 11, and the lateral acceleration sensor 13. The steering reaction force controller 35 includes a road surface μ estimating means (road surface friction coefficient estimating means) for estimating the road surface μ from the vehicle speed V, the lateral acceleration G, etc., a steering input equivalent torque Ts and a steering output equivalent torque Tf. And a motor control command value Tm for calculating a motor control command value Tms by applying a limiter process to the motor control command value Tm obtained by adding the disturbance equivalent torque To and the motor reaction command value Tms to the steering reaction force actuator 2 Motor drive means by a motor drive circuit that converts the current into a command current. A known configuration may be adopted as the basic configuration.

The steering control device 18 includes a travel control controller 21 and a steering device controller 36. These two controls operate exclusively.
The travel control controller 21 is a controller for controlling the steered wheels 4 in accordance with an input from the steering reaction force device 3 and an input from the front imaging camera 12.
The steering device controller 36 includes a controller provided with a model matching compensator, a disturbance compensator, a differentiator, and a current limiter. That is, the steering device controller 36 includes disturbance estimation means using a robust compensator, motor control command value calculating means for calculating a motor control command value using a model matching compensator and a current limiter, and steering the motor control command value. Motor drive means by a motor drive circuit for converting into a command current of the actuator 6 for a motor.

The processing of the steering reaction force controller 35 and the steering device controller 36 will be supplementarily described. In addition, what is necessary is just to employ | adopt the well-known processing system described in Unexamined-Japanese-Patent No. 2005-96725 etc. for the process of this controller 35 for steering reaction force apparatuses, and the controller 36 for steered devices.
The steering reaction device controller 35 feeds back only the estimated disturbance value from the steering device controller 36 from the steering side to the steering reaction force side, and the actual steering angle from the steering actuator 6 and the steering reaction force. The actual steering angle from the force actuator 2 is input. Then, the command current is output to the steering reaction force actuator 2 and the target turning angle is output to the turning control device 18.

The steering reaction force actuator 2 inputs a command current from the reaction force control device 10 and a steering force from the driver. Then, the actual steering angle is output to the reaction force control device 10.
The steering device controller 36 inputs the target turning angle from the reaction force control device 10 and the actual turning angle from the steering actuator 6. Then, the command current is output to the steering actuator 6 and the estimated disturbance value is output to the reaction force control device 10.
The steering actuator 6 receives a command current from the steering control device 18. Then, the actual turning angle is output to the reaction force control device 10 and the turning control device 18.

  The steering reaction force device controller 35 includes a steering input equivalent torque Ts calculation unit, a steering output equivalent torque Tf calculation unit, a disturbance equivalent torque To calculation unit, a first limiter processing unit, 2 limiter processing units. The calculation unit for the steering input equivalent torque Ts includes a gain setting unit that multiplies the actual steering angle θs by the gain Ka to obtain the torque Ta, a differentiator that differentiates the actual steering angle θs with respect to time, and a differential value of the actual steering angle θs. A gain setting unit for multiplying the gain Kas to obtain the torque Tas, and an adder for calculating the torque Ts corresponding to the steering input by adding the torque Ta and the torque Tas. The steering output equivalent torque Tf calculation unit includes a differencer that takes a turning angle difference θts between the target turning angle θta and the actual turning angle θt, and a torque Tfa by multiplying the turning angle difference θts by a gain Kfa. A gain setter for obtaining a steering angle difference θts, a gain differentiator for obtaining a torque Tfas by multiplying a differential value of the steering angle difference θts by a gain Kfas, a torque Tfa and a torque Tfas And an adder that calculates the torque Tf corresponding to the turning output. The disturbance equivalent torque To calculation unit includes a gain setting unit that calculates the disturbance equivalent torque To by multiplying the steered side disturbance estimated value Tg by a gain Ko. The first limiter processing unit applies a limiter process to the steering input equivalent torque Ts to generate a steering input equivalent torque limiter value Ts (lmit). The second limiter processing unit adds the steering output equivalent torque Tf and the disturbance equivalent torque To by the adder, and adds the steering input equivalent torque limiter value Ts (lmit) to the added value (Tf + To) by the adder. ) Is added to the value (Ts + Tf + To) to calculate a motor control command value Tms.

  In addition, the steering angle control using the robust model matching method is adopted. The “robust model matching method” is to set the dynamic characteristics of the vehicle to be controlled in advance using a reference model (for example, steering response characteristics of yaw rate and lateral acceleration) to minimize the effects of modeling errors and disturbances. On the other hand, it refers to a method of controlling to match a preset reference model.

  First, the steering device controller 36 includes, for example, a model matching compensator, a robust compensator (disturbance compensator), a difference unit, and a current limiter. The model matching compensator is a feedforward compensator that inputs a command motor angle and an actual motor angle and outputs a motor command current that matches a desired response characteristic given in advance. The robust compensator takes in the command current that is the input to the controlled object and the actual motor angle that is the output from the controlled object, and outputs disturbance compensation that estimates the disturbance of the control obstruction factor including modeling error as the disturbance. It is a vessel. Note that the estimated disturbance value from the robust compensator is used for steering reaction force control as described above. The subtracter subtracts the estimated disturbance value from the robust compensator from the motor command current from the model matching compensator to create a command current with the disturbance canceled. The current limiter outputs the command current as it is to the controlled steering actuator 6 when the command current from the subtractor is less than or equal to the limit current, and when the limiter current exceeds the limiter current, the limiter current is output to the controlled steering. Output to the actuator 6.

Next, the driving assistance processing based on the present invention will be described more specifically.
FIG. 2 is a diagram illustrating the overall configuration of the steering reaction force control system and the turning angle control system of the driving support apparatus according to the present embodiment.
The steering control controller 20 includes a base reaction force generation unit 23, an applied reaction force generation unit 24, a total reaction force generation unit 25, an automatic steering angle adjustment unit 26, a travel route change method unit 27, and an applied steering reaction force input reading unit 28. , A time constant changing unit 29 related to the route change, an applied steering reaction force input processing unit 30 during the route change, and an automatic return unit 31 for the neutral position of the steering wheel.
The steering control controller 20 includes a current travel route prediction control unit 34 and an applied reaction force travel route prediction control unit 32.
FIG. 3 is a flowchart showing a processing example of the steering control controller 20 and the travel control controller 21.

Next, processing related to the steering control controller 20 and the travel control controller 21 will be described with reference to FIG.
First, the initial mode setting unit 22 sets the mode to 1, and shifts to the processing of the base reaction force generation unit 23 and the processing of the current travel route prediction control unit 34.
Here, the modes are 1 to 3, and each mode is as follows.
Mode 1: Manual operation (control to steer angle according to steering angle)
Mode 2: Route change support in lane Mode 3: Lane change support to get out of lane

The base reaction force generator 23 generates a base reaction force as a basic steering reaction force based on the steering amount. In addition, a process for determining whether to apply the applied steering reaction force is performed. Thereafter, the process proceeds to the process of the applied reaction force generation unit 24 or the process of the applied steering reaction force input reading unit 28.
The applied reaction force generator 24 generates an applied steering reaction force that is periodically generated along with the change in the steering amount, and performs a process of determining a condition to be added to the base reaction force. Thereafter, the process proceeds to the total reaction force generation unit 25.

The total reaction force generation unit 25 performs a process of superimposing the applied steering reaction force on the base reaction force. Thereafter, the process proceeds to the steering angle automatic adjustment unit 26.
The steering angle automatic adjustment unit 26 determines whether to rotate the steering wheel 1 to the steering angle corresponding to the turning angle, and controls the rotation of the steering wheel 1 based on the determination result. Thereafter, the process proceeds to the processing of the travel route changing method unit 27.
The travel route changing method unit 27 changes the control method depending on whether the route change is in the current lane or the lane is changed to the adjacent lane across the white line. Thereafter, the process proceeds to the process of the applied steering reaction force input reading unit 28 or the process of the steering reaction force device controller 35.

The applied steering reaction force input reading unit 28 reads the steering state of the driver. Thereafter, the process proceeds to the time constant changing unit 29 or the base reaction force generating unit 23 related to the path change.
The time constant changing unit 29 related to the route change adjusts the time until the driver's operation input is completed. Thereafter, the process proceeds to the applied steering reaction force input processing unit 30 during the path change.
The applied steering reaction force input processing unit 30 during the route change performs a process when the driver cancels the operation input and a process when the driver additionally inputs the operation before completing the operation input by the driver. Do. Thereafter, the process proceeds to the automatic return unit 31 at the neutral position of the steering wheel 1, the applied reaction force travel route prediction control unit 32, and the base reaction force generation unit 23.

The steering wheel 1 neutral position automatic return unit 31 performs a process of automatically returning the steering wheel 1 shifted from the neutral position to the neutral position after being operated by the driver.
The applied steering reaction force input processing unit 30 during the route change performs a process when the driver cancels the operation input and a process when the driver additionally inputs the operation before completing the operation input by the driver. Do.

The current travel route prediction control unit 34 performs processing for automatically traveling on the determined travel route.
The applied reaction force travel route prediction control unit 32 determines a travel route based on information on the applied steering reaction force and performs a process of traveling.
The steering control controller 20 is a steering control device provided with a model matching compensator, a disturbance compensator, a differentiator, and a current limiter as described above, and controls the steered wheels 4.

The processing of the base reaction force generator 23 will be described with reference to FIG.
The base reaction force generator 23 first determines in step S37 whether the applied steering reaction force control FLG is ON. When the applied steering reaction force control FLG is not ON, the applied steering reaction force control is terminated, the normal reaction force control is performed, and the normal steering reaction force control and the steering control according to the steering amount are returned. . On the other hand, if the applied steering reaction force control FLG is ON, the process proceeds to step S38.

Whether or not to apply the applied steering reaction force control is set by an applied steering reaction force control switch (not shown) installed around the driver's seat. That is, the applied steering reaction force control FLG is set to “ON” by the driver operating the applied steering reaction force control switch.
In step S38, it is determined whether the number of applied steering reaction forces generated during a series of steering inputs in one direction is 2 or less. If the number of applied steering reaction forces is 2 or less, the process proceeds to step S39. If the number of applied steering reaction forces is greater than 2, the process proceeds to step S66.

In step S39, the mode is set to 2, and mode information is sent to the travel controller 21 (to step S88), and the process proceeds to step S40.
In step S40, before adding the applied steering reaction force, the vehicle speed, lateral G, turning angle, and turning angular speed information are included as necessary parameters in calculating the base steering reaction force from the vehicle / steering state. input. Thereafter, the process proceeds to step S41.

In step S41, a base steering reaction force is calculated from the vehicle / steering state. The base steering reaction force is calculated by adding the vehicle speed and lateral G gain to the sum of the product of the turning angle and the turning angle gain and the product of the turning angular velocity and the turning angular velocity gain, as shown in the following equation. Find by multiplying. Thereafter, the process proceeds to step S42 of the applied reaction force generator 24.
Steering reaction force as the base = k1 x turning angle + k2 x turning speed x kv x kg

Next, processing of the applied reaction force generation unit 24 will be described with reference to FIG.
First, in step S42, the applied reaction force generation unit 24 reads initial parameters necessary for calculating the applied steering reaction force. First, the default waveform setting of the applied steering reaction force is read from the recording unit. The period and amplitude of this waveform are updated as necessary in later processing. In order to change the period and the amplitude, the number of preset traveling routes set in one lane is obtained based on the image processing information of the video of the front imaging camera 12 in the process of step S82. Further, a vehicle signal (vehicle speed / lateral G / steering speed) is read. Thereafter, the process proceeds to step S43.

In step S43, for each lane obtained from the front imaging camera 12, the lane width is divided by the preset number of travel routes, and the angle increment of the unit steering angle, which is the interval for applying the applied steering reaction force, is calculated. That is, the unit increment of the unit steering angle is changed according to the lane width, and is set to be larger as the lane width is wider. Thereafter, the cycle is changed so that the initial parameter of the applied steering reaction force waveform is shorter when the initial parameter is longer than the calculation result, and is longer when the initial parameter is shorter. Thereafter, the process proceeds to step S44. The interval between the steering angles for applying the applied steering reaction force may be constant.
In step S44, if any of the vehicle speed, the lateral G, and the turning speed is greater than each preset value so that the driver can recognize the applied steering reaction force firmly, The amplitude is changed so that the amplitude becomes larger. Thereafter, the process proceeds to step S45 of the total reaction force generator 25.

Next, the process of the total reaction force generator 25 will be described with reference to FIG.
The total reaction force generation unit 25 first obtains the sum of the base reaction force and the applied steering reaction force in step S45. The sum of the obtained reaction forces is converted into a current command value to be sent as a command value to the motor. Thereafter, the process proceeds to step S46.
In step S46, when the current command value obtained in step S45 is larger than a preset limit value, processing is performed using the limit value as the current command value. This process is a process for providing a limiter so that current does not flow beyond a predetermined value because the motor may be burned if the current command value is large. Then, the process proceeds to step S47 of the steering angle automatic adjustment unit 26.

Next, the processing of the steering angle automatic adjustment unit 26 will be described with reference to FIG.
First, in step S47, the steering angle automatic adjustment unit 26 detects the difference between the steering angle command value determined by the turning angle and the actual steering angle determined by actual steering. Thereafter, the process proceeds to step S48.
In step S48, it is determined whether or not the steering wheel zero point maintenance control FLG is OFF. When the steering wheel zero point maintenance control FLG is OFF, the process proceeds to step S49. If the steering wheel zero point maintenance control FLG is not OFF, the process proceeds to step S50.

The steering wheel zero point maintenance control FLG is set by a driver's switch operation. The steering wheel zero point maintenance control FLG is turned on when the steering wheel zero point maintenance control is executed, and is turned off when the steering wheel zero point maintenance control is not executed.
In step S49, the target angle of the steering wheel 1 is set to a steering angle based on the turning angle. Thereafter, the process proceeds to step S51.

In step S50, the target angle of the steering wheel 1 is set to 0 degree. Thereafter, the process proceeds to step S51.
In step S51, information (time constant) required for returning the steering wheel 1 to the target angle is read from the storage unit. That is, a preset value is set as the time constant. Thereafter, the process proceeds to step S52.
In step S52, based on a preset time constant, the steering angle is corrected using PID control or the like so that the difference value obtained in step S30 becomes zero. Thereafter, the process proceeds to step S53 of the travel route changing method unit 27.

Next, the process of the travel route change method unit 27 will be described with reference to FIG.
In step S53, the travel route change method unit 27 first determines whether or not there is a lane change instruction from the driver. If it is determined that there is a lane change instruction, the travel route change method unit 27 Control goes to step S58. In this case, the mode remains at 2. On the other hand, if it is determined that there is no lane change instruction, the process proceeds to step S54.

The lane change instruction may be determined based on, for example, whether or not the direction indicator 16 is OFF.
In step S54, the mode is changed to 3. Thereafter, the process proceeds to step S55.
In step S55, it is determined whether or not the control for performing the travel position recording process before the lane change is ON. When it determines with ON, it transfers to step S56. When it determines with OFF, it transfers to step S57.

In step S56, the travel position of the host vehicle (the travel route position in the current lane) before changing the lane is set as the target vehicle position. Thereafter, the process proceeds to step S58 of the applied steering reaction force input reading unit.
In step S57, the record of the travel position of the host vehicle before the lane change is reset, and the latest travel route is newly set as the target vehicle position. Thereafter, the process proceeds to step S58 of the applied steering reaction force input reading unit.

Next, processing of the applied steering reaction force input reading unit 28 will be described with reference to FIG.
The applied steering reaction force input reading unit 28 reads the driver's operation in step S58. Thereafter, the process proceeds to step S59.
In step S59, the number of applied steering reaction forces generated during continuous steering input in one direction per unit time set in advance is counted. That is, in step S59, the number of applied steering reaction forces generated during steering input is detected. Thereafter, the process proceeds to step S60. In the present embodiment, with the change in the steering amount, an applied steering reaction force is generated for every change of a preset steering angle, and it is detected how many times the generated steering reaction force is overcome.

In step S60, the steering direction is detected. That is, it is determined whether the steering is to the right side or the left side. Thereafter, the process proceeds to step S61.
In step S61, it is determined whether or not the detected number of applied steering reaction forces is zero. When the applied steering reaction force is zero, the process proceeds to the base reaction force generator 23. When the applied steering reaction force is 1 or more, the process proceeds to step S62.

In step S62, it is determined whether or not the detected number of applied steering reaction forces is one. When the applied steering reaction force is 1, the process proceeds to step S63. When the applied steering reaction force is 2 or more, the process proceeds to step S64.
In step S63, the travel controller 21 recognizes that the driver changes the travel route by one travel route, and substitutes 1 for the recognition processing variable k. Thereafter, the process proceeds to step S68 of the time constant changing unit 29 relating to the route change.

In step S64, it is determined whether the number of applied steering reaction forces is two. When the applied steering reaction force is 2, the process proceeds to step S65. When the applied steering reaction force is 3 or more, the process proceeds to step S66.
In step S65, the travel controller 21 recognizes that the driver changes the travel route by two travel routes, and substitutes 2 for the recognition processing variable k. Thereafter, the process proceeds to step S68 of the time constant changing unit 29 relating to the route change.

In step S66, since the number of applied steering reaction forces is 3 or more, it is considered that the steering angular velocity is greater than or equal to a preset steering angular velocity. Switch to the appropriate turning angle control. Substitute 3 for the recognition process variable k. Thereafter, the process proceeds to step S67.
In step S67, the mode is changed to 1. Thereafter, the process proceeds to step S37 of the base reaction force generator 23. Thus, only when the detected number of applied steering reaction forces continues to be 2 or more, the process of step S37 → step S38 → step S67 is repeatedly executed. During this repetitive process, the turning angle is changed according to the steering input.

Next, processing of the time constant changing unit 29 related to the route change will be described with reference to FIG.
In step S68, the time constant changing unit 29 related to the route change first reads the time constant required for the route change. At this time, when the travel route is moved by two travel times, the time constant is set to be twice that of the travel route by one travel. Thereafter, the process proceeds to step S69.

In step S69, a new time constant is obtained by multiplying the reciprocal of the time constant corresponding to the travel route by the steering angular velocity based on the following equation. As a result, when the driver performs an early operation, a time constant corresponding to the steering angular velocity is obtained in order to quickly move the vehicle to a predetermined travel route. Thereafter, the process proceeds to step S70 of the applied steering reaction force input processing unit 30 during the path change.
1 / (new time constant) = steering angular velocity × (1 / (time constant according to travel route))

Next, the process of the applied steering reaction force input processing unit 30 during the path change will be described with reference to FIG.
The applied steering reaction force input processing unit 30 during the route change first determines whether or not the counter is 0 in step S70. When the counter is 0, the process proceeds to step S71. On the other hand, if the counter is not 0, the process proceeds to step S73. Note that the counter has an initial value of 0.
In step S71, it is determined whether or not the new time constant is equal to the counter value. If it is determined that they are equal, the process proceeds to step S72. On the other hand, if they do not match, the process proceeds to step S76.

In step S72, it is considered that the travel route has been changed, and the counter is set to 0, that is, reset. Thereafter, the base reaction force generation unit 23 is shifted to.
In step S73, it is determined whether or not the traveling route change direction and the steering direction are the same direction. If it is determined that the directions are the same, the process proceeds to step S74. If it is determined that the direction is different, the process proceeds to step S75.

  In step S74, a detection process is performed to determine whether the driver is making an operation input for changing the route before the travel route change is completed. Thereafter, the process proceeds to step S100 of the applied steering reaction force processing unit 30 during the path change. In the present embodiment, it is determined that there is an additional route change when the time for maintaining the steering position after generation of one or more applied steering reaction forces is maintained for a preset maintenance time or longer.

In step S75, detection processing is performed to determine whether the driver is about to cancel the previous operation input before the travel route ends. Thereafter, the process proceeds to step S76. If the steering for one applied steering reaction force is detected on the opposite side to the path changing direction, it is determined to be cancelled.
In step S76, it is determined whether or not a cancel operation has been performed. If there is a cancel operation, the process proceeds to step S77. If there is no cancel operation, the process proceeds to step S78.

In step S77, the counter value is decremented by one. Thereafter, the process proceeds to steps S79 and S92. This reduces the number of route changes by one.
In step S78, the counter value is incremented by one. Thereafter, the process proceeds to steps S79 and S92. This increases the number of route changes by one.
In step S100, it is determined whether or not an addition operation has been performed. If it is determined that an addition operation has been performed, the process proceeds to step S101. If there is no additional operation, the process proceeds to step S71.
In step S101, the counter value is reset to zero. Thereafter, the process proceeds to step S71.

Next, processing of the automatic return unit 31 at the neutral position of the steering wheel 1 will be described with reference to FIG.
In step S79, the automatic return unit 31 at the neutral position of the steering wheel 1 first detects whether there is a difference between the steering angle command value determined by the turning angle and the steering angle when there is an operation by the driver. . That is, in step S79, the difference between the steering angle (steering angle command value) and the actual steering angle is calculated based on the turning angle. Thereafter, the process proceeds to step S80.
In step S80, the steering angle is controlled in such a direction that the difference obtained in step S79 becomes 0 based on a predetermined time constant. The control in this step may be PID control or anything. Thereafter, the process proceeds to step S100.

Next, the process of the current travel route prediction control unit 34 will be described with reference to FIG.
The current travel route prediction control unit 34 acquires an image in front of the vehicle imaged by the camera 12. Thereafter, the process proceeds to step S82.
In step S82, image processing (gray scale, binarization, etc.) is performed on the acquired video as preprocessing for lane detection. Thereafter, the process proceeds to step S83. This image processing information is also used in step S42.
In step S83, a white line is detected from the video data using the Kalman filter, for example. Thereafter, the process proceeds to step S84.

In step S84, the number of lanes and the travel route are detected based on the white line detected in step S83.
In step S85, a lateral displacement difference with respect to the left-right direction is calculated as a variable for causing the vehicle to travel along the selected travel route. Thereafter, the process proceeds to step S86.
In step S86, the yaw angle deviation with respect to the left-right direction is calculated as a variable for causing the vehicle to travel along the travel route. Thereafter, the process proceeds to step S87.

In step S87, a correction gain for deviation according to the curvature of the curve of the traveling road is obtained. The correction gain for the deviation is set to be larger as the curvature of the curve is larger. Thereafter, the process proceeds to step S88.
In step S88, the target turning angle of the left and right wheels is calculated. Thereafter, the process proceeds to step S90.
In step S90, steering control is performed so that the steered wheels 4 have the target turning angle. Thereafter, the process proceeds to step S58 of the applied steering reaction force input reading unit 28.

Next, processing of the applied reaction force travel route prediction control unit 32 will be described with reference to FIG.
In step S91, the applied reaction force travel route prediction control unit 32 first determines a travel route that is the destination of the vehicle according to the recognition processing variable k. When the recognition process variable k is 1, it is an adjacent travel route, and when the recognition process variable k is 2, there are two travel routes. The change direction of the travel route is on the steering direction side. Thereafter, the process proceeds to step S92.

In step S92, a change route to the travel route to be changed is obtained based on a logistic function using C determined as a parameter according to the steering angular velocity and a Kalman filter. Thereafter, the process proceeds to step S93.
In step S93, it is determined whether there is an obstacle such as another vehicle on the changed route based on information about the surrounding environment of the host vehicle such as an image. If there is an obstacle, the route change is interrupted or delayed, or the changed route is reset. In this case, it is preferable to notify the driver accordingly. Thereafter, the process proceeds to step S94.

In step S94, a lateral displacement difference with respect to the left-right direction is calculated as a variable for causing the vehicle to travel along the travel route. Thereafter, the process proceeds to step S95.
In step S95, the yaw angle deviation with respect to the left-right direction is calculated as a variable for causing the vehicle to travel along the travel route. Thereafter, the process proceeds to step S96.
In step S96, the deviation correction gain is set and changed based on the curvature of the curve of the travel path. The deviation correction gain is set to a larger value as the curvature of the curve is larger. Thereafter, the process proceeds to step S97.

In step S97, the deviation correction gain is set and changed in accordance with the mode value. At this time, in the case of mode = 3, the deviation correction gain is increased as compared with mode = 2. Thereafter, the process proceeds to step S98.
In step S98, target turning angles for the left and right wheels are calculated. Thereafter, the process proceeds to step S99.
In step S99, the turning control is performed so that the steered wheels 4 have the target turning angle. The process proceeds to step S100.

(Operation other)
In the present driving assistance device, a plurality of travel routes are set in each detected lane, and the steered wheels 4 so that the vehicle travels along one travel route selected from the set travel routes. The steering control is executed.
Here, in order to set a plurality of travel routes in each lane, as shown in FIG. 15, the driving support device of the present embodiment images a plurality of lanes including the own lane with the wide-angle camera 12, The captured image is subjected to image processing to detect the position of the white line, and a plurality of travel routes are set between the white lines, that is, in each lane. FIG. 15 illustrates the case where the driving support apparatus sets three travel routes for each lane. For example, the driving assistance device detects a plurality of lanes in the traveling direction with the camera 12 with a fisheye lens (wide-angle camera 12), and based on the result, the driving route (the white dotted line in the lower right diagram, the lane center only) Not necessarily). At this time, the driving support device performs coordinate conversion of the image with the camera 12 with the fisheye lens to make a coordinate system similar to that of the human eye , cuts out the image portion necessary for calculation, and performs gray scale (or binarization), and White line detection is performed using a Kalman filter, and a plurality of travel routes (indicated as a predicted travel track in the center of the figure and a white dotted line in the lower right diagram) where the vehicle can travel according to the number of travel routes in a predefined lane are obtained. .

At this time, with the steering input of the steering wheel 1 by the driver, the driving support device detects the number of applied steering reaction forces generated according to the steering change, and changes the travel route when the reaction force number is 1 or more. And change to a new travel route. And steering control is performed so that it may drive | work along the driving | running route.
That is, as shown in FIGS. 16 and 17, when the driver performs a steering input, a periodic applied steering reaction force is generated along with a change in the steering amount accompanying the steering input. Within the set steering time that has been set, the driving assistance device detects the number of applied steering reaction forces that have been overcome by one continuous steering input in one direction. The driving support device digitally determines a travel route according to the detected number of applied steering reaction forces, and performs steering control along the determined travel route.

Note that, in the driving assistance device of the present embodiment, the applied steering reaction force is generated every time a preset steering angle changes. For this reason, it is possible to estimate the steering angular velocity based on the detected number of applied steering reaction forces.
Here, in this embodiment, the steering wheel 1 is separated from the steered wheels 4. The driving support device controls the applied steering reaction force and the angle (steering stop angle) exhibited by the steering wheel 1 by a command current that flows to the motor. The steering stop angle becomes a valley portion between the peaks of the applied steering reaction force due to the applied steering reaction force generated by the steering input. The applied steering reaction force periodically occurs at each steering angle set in advance according to a change in the steering angle. The applied steering reaction force is added to a reaction force (base reaction force) determined according to the vehicle behavior. However, the base reaction force increases according to the vehicle speed and lateral G, but does not increase according to the turning angle and the turning angular speed. The applied steering reaction force is changed according to the turning angle, turning angular velocity, lateral G, and vehicle speed.

  As a result, when the driver does not operate the steering wheel 1, that is, without operating the steering wheel 1, the driving support device moves the steered wheels 4 so as to travel along the currently selected travel route. Steering control. Further, even if the driver unconsciously steers the steering wheel 1 smallly, there is no steering enough to generate the applied steering reaction force, or even if the steering is performed so that one applied steering reaction force is generated. Unless a steering input for overcoming the steering reaction force is made, the traveling along the currently selected traveling route is maintained.

In addition, the driving support device automatically performs driving control in a state where the driver does not input an operation, or control related to a route change until a predetermined driving route is reached based on information input by the driver.
The driving support device calculates the time required for the route change and the locus for the route change from the logistic function. That is, the path change is defined by a logistic function (logistic curve). The driving support device changes C, which is an argument of the logistic function, according to the steering angular velocity, the vehicle speed, and the lateral G. The driving support device determines where the host vehicle position is on the logistic function by using a Kalman filter or the like while sequentially calculating the host vehicle position that should be next.

At this time, if there is no change in the travel route, the driving assist device sets the position corresponding to the turning of the steered wheels 4 to be steered so as to travel along the travel route as a neutral position, and the neutral position. In addition, the steering wheel 1 is controlled to be maintained.
Therefore, when the lane is curved, the steering wheel 1 is steering-controlled so that the position corresponding to the curve becomes a neutral position, that is, in a direction along the curve.

  For example, as shown in FIG. 18A, when the travel route is a straight travel route when the travel route is changed, the steering wheel 1 returns to the 0 degree position. Further, as shown in FIG. 18B, when the travel route is a curved road when the vehicle travels to a new travel route, the steering wheel 1 sets the neutral position to an angle corresponding to the curve, and the neutral position. Restoring force toward is applied to the steering wheel 1.

  That is, as shown in FIG. 19, in the steering wheel 1 in which an operation input by the applied steering reaction force can be performed to the left and right with the angle of the steering wheel 1 automatically rotating according to the turning angle as a neutral position, the applied steering reaction force After the input, the steering wheel 1 can be automatically returned to the neutral position. Thus, the driver does not need to return the steering wheel 1 to the neutral position. It is easy to recognize the start and end of the applied steering reaction force input.

When it is desired to change the traveling path of the current in the lane, the driver, only one grant steering reaction force it is only necessary to operate the steering wheel 1 by the steering, the current travel route of the steering direction side The adjacent travel route is selected, the route is automatically changed toward the selected adjacent travel route, and steering control is performed so as to travel along the travel route. In this way, the vehicle is automatically moved to the next travel route by steering, that is, digitally inputting the steering force, overcoming the applied steering reaction force that is periodically input along with the change in the steering amount. Rudder control. Note that the driver can recognize the cyclically applied steering reaction force that has been overcome with the steering input.

Further, when the driver operates the steering wheel 1 so as to get over the amount of the given steering reaction force and then releases the steering wheel 1, the steering wheel 1 sets the steering position according to the turning angle of the steered wheels 4 to the neutral position. And return to its neutrality.
At this time, if the driver operates the steering wheel 1 to overcome one applied steering reaction force and then determines that the steering state has been maintained for a preset set maintenance time, the driver can further Is selected, the steered wheel 4 is steered so as to travel along the reselected travel route, and the travel route is automatically re-selected.

However, after the driver turns the steering wheel 1 by 1 applied steering reaction force, the driver steers the steering wheel 1 in the reverse direction by the amount of 1 applied steering reaction force within the preset cancellation time. Is detected, the route change of the travel route is cancelled.
That is, as shown in FIG. 20, if the 1 applied steering reaction force is input while the route is being changed, the route change can be canceled. While changing the path by one applied steering reaction force input, the steering wheel 1 is not returned as it is, or the steering wheel 1 is moved in the same direction and another one applied steering reaction force is changed. . Thus, the driver can cancel the erroneous operation.

  Further, as shown in FIG. 17, the contents of the route change can be changed according to the number of applied steering reaction force inputs per unit time (≈steering angular velocity) and the state of the direction indicator 16 such as ON / OFF. With one applied steering reaction force, the vehicle moves diagonally forward by one adjacent route as described above. In the case of the number of applied steering reaction forces that have been overcome by one steering input, a steering control command is output so that the vehicle is moved diagonally forward by two paths. In this embodiment, the recognition process variable k is used, and the recognition process variable k = 1 is set for one applied steering reaction force, and the recognition process variable k = 2 is set for two applied steering reaction forces. Further, when the preset number of travel routes in one lane is 3 or more, a command is issued so that the vehicle can be moved diagonally forward by three applied steering reaction forces by three routes.

On the other hand, if one applied steering reaction force is input while turning the direction indicator 16 (direction indicator 16 + 1 applied steering reaction force), a command is issued to move the vehicle diagonally forward across the lane. In this case, 3 is substituted into the recognition process variable k. Thereby, the lane change is performed.
When the button for recording the position of the vehicle in the lane before the lane change is turned ON, the travel route that exists at the same position in the lane changed in the lane by the steering of the direction indicator 16 + 1 applied steering reaction force Is selected and a command is issued to move the vehicle to the adjacent lane (4 is substituted for the recognition processing variable k). When the button for recording the vehicle position with respect to the lane before the lane change is OFF, a command is issued to move the vehicle to the travel route closest to the lane (5 is substituted into the recognition processing variable k).

As described above, the content of the route change is changed according to the number of applied steering reaction force inputs, the number of applied steering reaction force inputs per unit time (≈ steering angular velocity), and the state of the direction indicator 16 such as ON / OFF. be able to. As a result, the driver can control the vehicle behavior with a small number of operations.
Further, as shown in FIG. 21, the route change time is shortened when the steering angular velocity is large. When the vehicle speed and the lateral G are large, the route change time is lengthened. The time for route change can be changed according to the steering state, and the driver's need to finish the route change quickly can be satisfied.
At this time, as shown in FIG. 22, the time required for the route change and the vehicle locus are determined according to the logistic curve from the steering angular velocity, the current vehicle position, and the travel route of the destination, and the lane change is performed based on the determined information. Do. Thus, the lane can be changed only by the applied steering reaction force signal.

  A method for controlling the vehicle based on the operation input result will be described with reference to FIG. A route change destination is determined according to a recognition processing variable k which is a command of the applied steering reaction force input reading unit 28. When the recognition process variable k is 1, adjacent travel routes, when the recognition process variable k is 2, there are two travel routes, when the recognition process variable k is 4, the adjacent lane, and the recognition process variable k is 5. In some cases, the route is from the vehicle in the adjacent lane. A logistic function is used to generate a path change locus. The logistic function is shown as a graph with time on the horizontal axis and movement amount on the vertical axis. The formula of the logistic function is shown in the figure. It can be seen that the logistic curve moves to the left and right by the denominator C. By changing C according to the steering angular velocity, the path change trajectory can be controlled by the steering angular velocity. A Kalman filter is used to determine whether the vehicle position is likely to run along the travel path trajectory. The steered wheels 4 are subjected to PID control so as to minimize the lateral variation difference and yaw angle deviation of the own vehicle based on the route change locus, vehicle speed & GPS. As for the correction gain for the deviation of the PID control, when the curvature of the curve is large, the correction gain is increased in the direction in which the correction gain is increased. In Mode 3, the curvature of the curve is larger than that in Mode 2.

  If it is determined that the steering speed is greater than the preset set steering speed and the steering angle is greater than or equal to the preset set steering angle (the applied steering reaction force number per predetermined time is greater than or equal to a certain value), the reaction force number The steering control according to the number of the steering wheel is interrupted, and the steering is adjusted so that the steering angle becomes a steering angle corresponding to the steering angle inputted by the steering. That is, the steering input can be performed with a normal steering gain.

Further, as described above, the selection of the travel route in the lane during travel of the host vehicle and the travel route selection of the adjacent lane are defined as different modes. As a result, the vehicle is prevented from jumping out of the lane even if the driver unexpectedly inputs the applied steering reaction force.
Transition from mode 2 to mode 3 is performed using an instruction from the direction indicator 16. Thus, by dividing the degree of freedom of operation between the lane and the lane, it is possible to reduce the action selection load on the driver.

  FIG. 23 is a diagram for explaining a mode when changing a travel route. In mode 1, manual operation is performed, in mode 2, route change support in the lane is performed, and in mode 3, lane change support for getting out of the lane is performed. Switching from mode 1 to mode 2 and vice versa is performed using a push switch on the steering wheel 1 or on the side of the driver's seat. Switching from mode 2 to mode 3 is performed by the direction indicator 16. Switching from mode 3 to mode 2 is automatically performed when the lane change is completed. When the number of applied steering reaction forces is three or more in the case of a fast steering angular velocity in modes 2 and 3, the steering controller 20 determines that the driver is trying to avoid emergency, and the mode 1 is manually operated. Then, the control is switched to the steering angle control according to the steering angle.

  Here, as one of the conventional methods for calculating the corrected steering, there is a method of counting the number of times the driver turns the steering wheel 1 (Steering Reverse Rate, hereinafter referred to as SRR). If the SRR is small, it means that there is little feedback control of the driver. When feedback control is reduced, the driver can afford to drive and the body is less likely to get tired. If the SRR is obtained by taking the change of the vehicle position to the right as an example, this conventional technique needs to steer left and right three times. On the other hand, in this embodiment, it is possible to obtain the same action with one steering input in one direction.

Here, the steering wheel 1 constitutes an operator.
The base reaction force generator 23 constitutes basic steering reaction force calculation means. The applied reaction force generator 24 constitutes applied steering reaction force calculation means. The total reaction force generator 25 constitutes a steering reaction force input means.
The applied reaction force input reading unit 28 constitutes reaction force number detection means and path selection means. The current travel route prediction control unit 34 and the applied reaction force travel route prediction control unit 32 constitute lane detection means, travel route setting means, and steering control means. The direction indicator 16 constitutes a lane change instruction detection means.

(Effect of this embodiment)
This embodiment has the following effects.
(1) The steering control controller 20 calculates a basic steering reaction force according to the steering amount of the operation element. The steering controller 20 calculates an applied steering reaction force that is periodically added as the steering amount of the operation element changes. The steering control controller 20 inputs a steering reaction force obtained by superimposing the calculated applied steering reaction force on the calculated basic steering reaction force to the operator. The steering controller 20 detects the number of the applied steering reaction forces generated with the steering input in one direction. The travel controller 21 detects a lane that exists ahead of the traveling direction of the host vehicle. The travel controller 21 sets a plurality of travel routes in the detected lane. The steering controller 20 selects one of the set travel routes based on the detected number of applied steering reaction forces. The travel controller 21 controls the turning of the steered wheels 4 so as to travel along the selected travel route.

According to the above configuration, when the driver steers a predetermined amount toward the steering input in one direction, one traveling route among the plurality of traveling routes is determined according to the number of applied steering reaction forces generated with the steering input. The steering control is performed so that the vehicle travels along the selected travel route.
As described above, one of the plurality of travel routes is digitally selected only by the steering input directed in one direction, and the turning control is performed so as to travel along the selected travel route. As a result, the correction steering required for changing the travel route is suppressed, and the driver can follow the lane without finely adjusting the control to finely adjust the deviation from the travel route. It becomes possible to perform stable running.

(2) The steering controller 20 is generated every time the operation element changes by a preset steering angle set in advance.
As a result, the applied steering reaction force can be periodically and easily added with changes in the steering amount of the operation element.
(3) The travel controller 21 detects the lane position based on the image captured by the camera 12 that captures the front of the vehicle.
Thereby, a plurality of travel routes can be set for each lane more reliably.

(4) The steering controller 20 selects a travel route at a position away from the current vehicle travel position in the steering direction as the number of applied steering reaction forces detected by the reaction force number detection means increases. .
According to this configuration, the travel route is changed by a digital value corresponding to the steering amount in the steered direction. For this reason, a route change is easily implemented.

(5) The direction indicator 16 detects a lane change instruction from the driver. When the steering control controller 20 determines that the number of applied steering reaction forces is equal to or greater than a preset number and that there is an instruction to change lanes based on detection by the direction indicator 16, Choose a route in a different lane.
This facilitates selection of lane changes. In addition, as a result of the route change and the lane change in the current lane being defined as different modes that are distinguished by instructions from the direction indicator 16, a plurality of applied reaction force numbers are detected by an unexpected steering input. Is prevented from jumping out of the lane.

(6) When the traveling control controller 21 detects one or more applied steering reaction forces due to a steering input in a direction opposite to the route changing direction during the steering control for changing the route to the selected new traveling route. The route change is interrupted.
According to this configuration, it is possible to easily cope with an erroneous operation, reconsideration of a route change intention, and the like.
(7) When the steering control controller 20 selects a travel route according to the number of applied steering reaction forces, and determines that the steering position at the time of selection has been maintained for a preset set maintenance time, the currently selected travel route Change the selection to the driving route next to.
According to this configuration, the selected route selection can be easily changed.

(8) The steering angle position of the operator according to the turning angle of the steered wheels 4 is set as a neutral position. When the change of the route to the selected new travel route is completed, the steering control controller 20 applies a restoring force toward the neutral position to the operator.
According to this configuration, the driver does not have to return the steering wheel 1 to the neutral position according to the travel route. Further, by automatically returning to the neutral position, there is an effect that it is easy to recognize the end of the steering input for route selection.
(9) The steering controller 20 shortens the time required to change the route to the selected new travel route as the steering angular velocity increases and increases as the vehicle speed or lateral acceleration increases.
According to this configuration, the route change time can be appropriately set according to the traveling state.

(10) The travel controller 21 changes the route to the selected new travel route based on the steering angular velocity, the current vehicle position, and the travel route of the destination, and the time required for the route change according to the logistic curve and the Kalman filter. The vehicle trajectory is determined, and the lane is changed based on the determined information.
This makes it possible to move to a new travel route with certainty.
(11) When the traveling controller 21 detects a steering with a steering speed equal to or higher than a preset steering speed and equal to or higher than a preset steering amount, the traveling control controller 21 sets the steering angle according to the steering angle regardless of the applied steering reaction force number. Control.
According to this configuration, emergency avoidance steering is possible.

1 Steering wheel (operator)
2 Steering reaction force actuator 3 Steering reaction force device 4 Steering wheel 6 Steering wheel 7 Steering device 7 Steering device 9 Steering reaction force motor angle sensor 10 Reaction force control device 12 Camera 16 Direction indicator 17 Steering motor angle sensor 18 Steering control device 20 Steering control controller 21 Travel control controller 22 Initial mode setting unit 23 Base reaction force generation unit 24 Applied reaction force generation unit 25 Total reaction force generation unit 26 Steering angle automatic adjustment unit 27 Travel route change method unit 28 Application reaction Force input reading unit 29 Time constant changing unit 30 relating to route change Applied steering reaction force input processing unit 31 during route change Steering wheel neutral position automatic return unit 32 Applied reaction force travel route prediction control unit 34 Current travel route prediction Controller 35 Steering reaction force controller 36 Steering device controller

Claims (8)

A steering device in which a driver steers and a steered wheel steered according to a steering amount of the operator are mechanically disconnected ; and
Steering reaction force control means for inputting a basic steering reaction force corresponding to the steering amount of the operation element to the operation element;
Lane detection means for detecting a lane present ahead of the traveling direction of the host vehicle;
Route selection means for selecting one of a plurality of travel routes obtained by dividing each of the lanes detected by the lane detection means;
Steering control means for controlling the turning of the steered wheels so as to travel along the travel route selected by the route selecting means;
In a driving support device equipped with
An applied steering reaction force calculating means for calculating an applied steering reaction force to be periodically added for each steering angle set in advance in accordance with a change in the steering amount of the operator by the driver's steering input ;
An applied steering reaction force control switch for setting whether or not to perform control for applying the applied steering reaction force to the basic steering reaction force;
An applied steering reaction force control means for applying the applied steering reaction force to the basic steering reaction force when execution of control for applying the applied steering reaction force is set by the applied steering reaction force control switch;
The number of applied steering reaction forces calculated and generated by the applied steering reaction force calculation means during the steering input continuous in one direction per unit time set in advance after starting the steering input is detected. Reaction force number detection means;
With
As the number of applied steering reaction forces detected by the reaction force number detection means increases , the route selection means moves away from the current host vehicle traveling position by the number of the applied steering reaction forces toward the steering direction. driving support device, characterized in that you select one of the travel path position. 2. The driving assistance apparatus according to claim 1, wherein the lane detection unit detects a lane position based on an image captured by a camera that images the front of the vehicle. Lane change instruction detection means for detecting a lane change instruction by the driver,
The route selection means determines that the number of applied steering reaction forces detected by the reaction force number detection means is equal to or greater than a preset number and that there is a lane change instruction based on detection by the lane change instruction detection means. 3. The driving support apparatus according to claim 1, wherein a driving route in a lane different from the currently driving lane is selected only in the case. The steering control means generates one or more applied steering reaction forces by steering input in a direction opposite to the path change direction during the steering control for changing the path to the new travel route selected by the path selection means. The driving assistance device according to any one of claims 1 to 3 , wherein the route change is interrupted when the reaction force number detecting means detects. When the route selection means selects a travel route according to the number of applied steering reaction forces, and determines that the steering position at the time of selection has been maintained for a preset set maintenance time or longer, the next route next to the currently selected travel route The driving support device according to any one of claims 1 to 4 , wherein the selection is changed to a travel route. The steering angle position of the operating element according to the turning angle of the steered wheels is set to the neutral position,
When the route changes to a new travel route path selection unit selects is completed, to any one of claims 1 to 5, characterized in that it imparts a restoring force toward the neutral position operator Driving assistance device. The steered control means shortens the time required for the route change to the new travel route selected by the route selecting means as the steering angular velocity increases and increases as the vehicle speed or lateral acceleration increases. The driving assistance device according to any one of claims 1 to 6 . When the steering control means detects a steering with a steering speed equal to or higher than a preset steering speed and equal to or higher than a preset steering amount, the steered control means sets the steered wheel to the steered angle according to the steering angle regardless of the applied steering reaction force number. The driving support device according to any one of claims 1 to 7 , wherein the driving support device is controlled.

Images