JP6595867B2 - Vehicle automatic operation control device - Google Patents

Description

  The present invention relates to an automatic driving control device for a vehicle that shifts to steering by a driver without an uncomfortable feeling during an automatic driving operation.

  In recent years, various devices using automatic driving technology have been developed and proposed in vehicles so that drivers can drive more comfortably and safely. In such automatic driving technology, when the driver operates the steering wheel during automatic steering by automatic driving, the driver gives priority to steering and stops the automatic driving and allows the driver to take over the driving. . However, because the driver steering force characteristics during automatic steering according to the target steering angle instruction and the steering force characteristics during normal operation are different, the driver steering during automatic driving is determined (override determination), and when automatic driving is shifted to manual driving, The driver feels a sense of incongruity, such as a caulking or missing portion of the steering force, due to the difference in the steering force characteristics. Therefore, for example, in Japanese Patent Application Laid-Open No. 2010-23682 (hereinafter referred to as Patent Document 1), a target steering angle for causing the vehicle to travel along the target route is calculated based on the target route and the current position, and based on the target steering angle. The automatic steering current is calculated, the assist torque is calculated based on the steering torque input to the steering wheel by the driver, the auxiliary steering current is calculated based on the assist torque, and the degree of the request for the driver to leave the target course is calculated. The first output ratio that is determined based on the steering input by the driver to the steering wheel and that increases or decreases in accordance with the level of the driver's withdrawal request, and the second output that increases or decreases in accordance with the increase or decrease in the first output ratio. The output auxiliary steering current is calculated by multiplying the first output ratio by the auxiliary steering current, and the second output ratio is set to the automatic steering current. Flip to calculate the output automatic steering current, techniques of the travel control apparatus is disclosed for outputting a driving current obtained by summing the output automatic steering current and the output steering assist current to the steering actuator.

JP 2010-23682 A

  According to the automatic driving control technique disclosed in Patent Document 1 described above, the driver's steering override degree is calculated, and according to the degree, the electric power steering motor current component by automatic driving and the electric driving by normal driver steering are calculated. Steering feeling can be improved by seamlessly allocating the power steering motor current. However, if priority is given to driver steering and the automatic steering state is to be completely canceled, simply switching the distribution seamlessly as in the automatic driving control technique disclosed in Patent Document 1 described above, This is a characteristic different from the normal steering force characteristic for steering, and there is a problem that the driver's uncomfortable feeling cannot be wiped off.

  The present invention has been made in view of the above circumstances. When the driver overrides steering during automatic steering, the driver does not feel uncomfortable and maintains the normal steering force characteristics at which the driver steers. An object of the present invention is to provide an automatic driving control device for a vehicle that can be shifted to driving.

One aspect of an automatic driving control device for a vehicle according to the present invention is an automatic vehicle that detects traveling environment information and traveling information of the host vehicle, and performs automatic driving based on the traveling environment information and the traveling information. In the driving control device, a first steering angle-steering torque characteristic calculating means for calculating a steering torque characteristic with respect to a steering angle of the steering system as a first steering angle-steering torque characteristic, and a preset value at the time of the automatic driving operation are set in advance. Steering torque comparison for comparing the first steering angle-steering torque characteristic and the second steering angle-steering torque characteristic with the characteristic of the steering torque with respect to the steering angle by the driver input as the second steering angle-steering torque characteristic And a steering input determination value for determining that a steering input by the driver has occurred during the automatic driving operation based on a comparison result between the first steering angle and the steering characteristic comparison unit. Correction means for correcting the value of the steering input determination value so that the steering torque characteristic and the second steering angle-steering torque characteristic substantially intersect with each other, steering torque by driver input, and the correction means And an automatic driving cancellation determination means for determining whether to cancel the automatic driving by comparing the steering input determination value corrected to coincide with the first steering angle-steering torque characteristic.

  According to the vehicle automatic driving control apparatus of the present invention, when the driver overrides the steering during the automatic steering, the driver does not feel uncomfortable, and the normal steering force characteristic that the driver steers is maintained and manually operated. It becomes possible to shift to operation.

1 is a configuration explanatory diagram of a vehicle steering system according to a first embodiment of the present invention. FIG. It is a flowchart of the automatic driving | operation control program which concerns on 1st Embodiment of this invention. It is a flowchart of the override determination routine which concerns on 1st Embodiment of this invention. It is explanatory drawing of the override determination value which concerns on 1st Embodiment of this invention. It is a flowchart of the override determination routine which concerns on 2nd Embodiment of this invention. It is explanatory drawing of the override determination value which concerns on the 2nd Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
(First embodiment)
In FIG. 1, reference numeral 1 denotes an electric power steering device in which a steering angle can be set independently of a driver input. In the electric power steering device 1, a steering shaft 2 is connected to a vehicle body frame (not shown) via a steering column 3. It is rotatably supported, and one end thereof extends to the driver's seat side and the other end extends to the engine room side. A steering wheel 4 is fixed to an end portion of the steering shaft 2 on the driver's seat side, and a pinion shaft 5 is connected to an end portion extending to the engine room side.

  A steering gear box 6 extending in the vehicle width direction is disposed in the engine room, and a rack shaft 7 is inserted into and supported by the steering gear box 6 so as to be reciprocally movable. A rack (not shown) formed on the rack shaft 7 is engaged with a pinion formed on the pinion shaft 5 to form a rack and pinion type steering gear mechanism.

  The left and right ends of the rack shaft 7 protrude from the end of the steering gear box 6, and a front knuckle 9 is connected to the end via a tie rod 8. The front knuckle 9 rotatably supports left and right wheels 10L and 10R as steering wheels and is supported by a vehicle body frame so as to be steerable. Accordingly, when the steering wheel 4 is operated and the steering shaft 2 and the pinion shaft 5 are rotated, the rack shaft 7 is moved in the left-right direction by the rotation of the pinion shaft 5, and the front knuckle 9 is moved by the movement to the kingpin shaft (not shown). And the left and right wheels 10L, 10R are steered in the left-right direction.

  Further, an electric power steering motor (electric motor) 12 is connected to the pinion shaft 5 via an assist transmission mechanism 11, and assists and sets the steering torque applied to the steering wheel 4 by the electric motor 12. The target control amount is added. The electric motor 12 is driven by a motor driving unit 21 by outputting an electric power steering motor current value as a control output value from a steering control unit 20 described later to a motor driving unit 21.

  The steering control unit 20 is connected to the automatic driving control device (not shown) or connected to the automatic driving control device, and sets a target course (for example, the center of the lane) on which the vehicle travels. Then, the vehicle is controlled to travel along a set target course by performing control such as known feedforward control and feedback control.

  Therefore, the steering control unit 20 detects the front environment of the vehicle and acquires the front environment information, and detects the vehicle position information (latitude / longitude, moving direction, etc.) to display the map information. In addition, the navigation system 32 that displays the position of the host vehicle and guides the route to the destination, the vehicle speed V, the steering angle θH, the steering torque TH, and the like are detected, and various settings relating to automatic driving (automatic driving ON) -OFF, speed setting, preceding vehicle tracking control setting (tracking distance, tracking start, tracking stop ON-OFF, etc., acceleration / deceleration upper and lower limit values, other function limitations, etc.), brake pedal ON-OFF, A liquid crystal display or sound for notifying information from the sensor switch 33 to which the accelerator pedal ON-OFF or the like is input, the information from the front environment recognition device 31 or the navigation system 32, or information related to automatic driving. Notification device 34 speaker, etc. are connected.

  The front environment recognition device 31 is, for example, a set of cameras that are attached to the front of a ceiling in a vehicle interior at a constant interval and that captures an object outside the vehicle from different viewpoints, and stereo image processing that processes image data from the camera. Device.

  The processing of image data from the camera in the stereo image processing device of the forward environment recognition device 31 is performed as follows, for example. First, distance information is obtained from a pair of stereo image pairs taken in the traveling direction of the host vehicle captured by the camera from a corresponding positional shift amount, and a distance image is generated.

  In recognition of lane markings such as white lines, the left and right lane markings on the image plane are evaluated on the basis of the knowledge that the white lines are brighter than the road surface. Is specified on the image plane. The position (x, y, z) of the lane marking in the real space is based on the position (i, j) on the image plane and the parallax calculated with respect to this position, that is, based on the distance information. It is calculated from a known coordinate conversion formula. In the present embodiment, the coordinate system of the real space set based on the position of the host vehicle is based on the road surface directly below the center of the camera as the origin, the vehicle width direction is the x axis, the vehicle height direction is the y axis, and the vehicle length The direction (distance direction) is the z-axis. At this time, the xz plane (y = 0) coincides with the road surface when the road is flat. The road model is expressed by dividing the traveling lane of the host vehicle on the road into a plurality of sections in the distance direction and connecting the left and right lane markings in each section to a predetermined approximation.

  In addition, the forward environment recognition device 31 compares a known grouping process with previously stored three-dimensional road shape data, three-dimensional object data, etc. based on distance image data representing a three-dimensional distance distribution. Then, sidewall data such as guardrails, curbs, and median strips along the road, and three-dimensional object data such as vehicles are extracted. In the three-dimensional object data, the distance to the three-dimensional object and the temporal change (relative speed with respect to the host vehicle) of this distance are obtained. A vehicle traveling at a speed (for example, 0 km / h or more) is extracted as a preceding vehicle. A vehicle having a speed of approximately 0 km / h among the preceding vehicles is recognized as a stopped preceding vehicle.

  The navigation system 32 is a well-known system. For example, the navigation system 32 receives a radio signal from a GPS (Global Positioning System) satellite, acquires vehicle position information (latitude, longitude), and acquires a vehicle speed from the sensor 33. Further, the moving direction information is acquired by a geomagnetic sensor or a gyro sensor. Then, the navigation system 32 includes a navigation ECU that generates route information for realizing a navigation function, and a map database that stores map information (supplier data and data updated in a predetermined manner). And information is output from the notification device 34.

  The navigation ECU superimposes the route information to the destination designated by the user on the map image and causes the notification device 34 to display the information, and based on the detected information such as the position, speed, and traveling direction of the vehicle, The position is displayed superimposed on the map image on the notification device 34. The map database stores information necessary for constructing a road map such as node data and facility data. The node data relates to the position and shape of the road constituting the map image. For example, the coordinates of the points (node points) on the road including the center point in the width direction of the road (lane) and the branch point (intersection) of the road ( (Latitude, longitude), direction of road including the node point, type (for example, information such as expressway, main road, city road), type of road at the node point (straight section, arc section (arc curve section)), Clothoid curve section (relaxation curve section)) and curve curvature (or radius) data are included. Therefore, the travel path of the host vehicle is specified by the position on the map on which the current position of the vehicle is superimposed, and the information on the node point closest to the position of the host vehicle with the travel path of the host vehicle as the target travel path is used. Traveling path information such as curve curvature (or radius) and road direction is acquired. Furthermore, the facility data includes data related to facility information existing near each node point, and is stored in association with node data (or link data where the node exists).

  Then, the steering control unit 20 detects travel environment information in which the host vehicle travels and travel information of the host vehicle according to the flowchart of the automatic driving control program shown in FIG. The automatic driving is executed based on the information and the traveling information. At this time, the characteristic of the steering torque TH with respect to the steering angle θH of the steering system is calculated as a first steering angle-steering torque characteristic (the θH-TH Lissajous waveform of the steering system), and is based on a driver input set in advance during automatic driving operation. The characteristic of the steering torque TH with respect to the steering angle θH is defined as a second steering angle-steering torque characteristic (θH-TH characteristic by driver input at the time of automatic driving operation), and the θH-TH Lissajous waveform of the steering system and the driver at the time of automatic driving operation A steering input determination value (override determination value) for comparing the θH-TH characteristic by the input and determining that the steering input by the driver has occurred during the automatic driving operation based on the comparison result is the θH-TH Lissajous waveform of the steering system Compensate to match the above, and compare the steering torque by the driver input with the corrected override judgment value. A determination is made as of the release of the automatic operation. Thus, the steering control unit 20 is configured to have functions as a first steering angle-steering torque characteristic calculating unit, a steering characteristic comparing unit, a correcting unit, and an automatic driving release determining unit. Thus, it also has a function of a steering direction determination means.

  That is, as shown in the flowchart of the automatic operation control program in FIG. 2, first, at step (hereinafter abbreviated as “S”) 101, it is determined whether or not it is in the automatic operation state. In the automatic operation state, the process proceeds to S102.

  In S102, there is a steering input by a driver, which will be described later, and an override determination result indicating whether or not to shift to steering by the driver is read.

  If it is determined in S103 that the override has been established, the process proceeds to S104, the notification device 34 notifies the driver that the automatic driving is to be canceled by an indicator, the automatic driving is canceled, and the driving by the driver is performed. To exit the program.

  On the other hand, if it is determined in S103 that the override has not been established, the process proceeds to S105, where automatic operation is continued and the program is exited.

  Next, the override determination process according to the first embodiment will be described with reference to the flowchart of FIG.

  First, in S201, the steering angle θH and the steering torque TH are detected, and if necessary, correction is made with the vehicle speed V or the like to set the θH-TH Lissajous waveform of the steering system. At this time, in order to distinguish between the steering of the driver and the input due to disturbance, the steering of the driver may be determined and executed by a known method, for example, the torque value, the differential value of the torque value, the torque frequency characteristic, or the time. desirable.

Next, the process proceeds to S202, where the driver steering is increased and a switchback determination process is performed. This increase / return determination is performed as follows, for example.
・ Condition to determine that steering is increased “when θH ≧ 0 and (dTH / dt) ≧ 0”, or
“When θH <0 and (dTH / dt) <0”
・ Condition to determine steering reversal “when θH ≧ 0 and (dTH / dt) <0”, or
“When θH <0 and (dTH / dt) ≧ 0”
Next, the process proceeds to S203, where it is determined whether or not there is an increase in cut. If the cut is increased, the process proceeds to S204 to S207, and if it is switched back to S208 to S211.

  When it is determined that the increase is made in S203 and the process proceeds to S204, the torque at the intersection of the θH-TH characteristics (the increase-time intersection torque Tur) by the driver input during the automatic operation for the θH-TH Lissajous waveform of the steering system is calculated. .

  Next, in S205, the override determination value Tud for determining that the steering input by the driver is generated during the automatic driving operation is corrected to be Tur (Tud = Tur).

  That is, as shown in FIG. 4, at the time of increase, the override determination value Tud on the θH-TH characteristic Lu by the driver input at the time of the automatic driving operation is the outer Tuh, inner Tul of the steering system θH-TH Lissajous waveform Li, It may be set to Tur on the Lissajous waveform Li.

  If the override determination value Tud on the θH-TH characteristic Lu by the driver input at the time of automatic driving operation is set to the outside Tuh of the θH-TH Lissajous waveform Li of the steering system, the driver steers at the time of automatic driving operation, When shifting to manual steering (Lissajous waveform Li) in Tuh, the steering force is felt and a sense of incongruity is generated.

  On the contrary, if the override determination value Tud on the θH-TH characteristic Lu by the driver input at the time of the automatic driving operation is set to the inner Tul of the θH-TH Lissajous waveform Li of the steering system, the driver steers at the time of the automatic driving operation. Then, when shifting to manual steering (Lissajous waveform Li) at Tul, the steering force is felt and an uncomfortable feeling is generated.

  Therefore, it is possible to shift to manual steering (Lissajous waveform Li) without feeling a sense of incongruity by setting the override determination value Tud on the θH-TH characteristic Lu due to driver input during automatic driving operation to Tur on the Lissajous waveform Li. To do so.

  Next, the process proceeds to S206, where it is determined whether or not the absolute value | TH | of the steering torque of the driver is equal to or greater than the absolute value | Tud | of the override determination value. If | TH | ≧ | Tud | It is determined that steering input by the driver has occurred during operation (override established), and the routine is exited. If | TH | <| Tud |, the routine is exited.

  When it is determined in S203 that the switch is returned and the process proceeds to S208, the torque at the intersection of the θH-TH characteristic by the driver input during the automatic driving operation with respect to the θH-TH Lissajous waveform of the steering system (crossover torque Tdr at the time of return) is calculated. .

  Next, in S209, the override determination value Tdd for determining that the steering input by the driver is generated during the automatic driving operation is corrected to Tdr (Tdd = Tdr).

  That is, as shown in FIG. 4, at the time of switching back, the override determination value Tdd on the θH-TH characteristic Ld by the driver input at the time of automatic driving operation is the outer Tdh, inner Tdl, It may be set to Tdr on the Lissajous waveform Li.

  When the override determination value Tdd on the θH-TH characteristic Ld by the driver input during the automatic operation is set to the outside Tdh of the θH-TH Lissajous waveform Li of the steering system, the driver steers during the automatic operation, When shifting to manual steering (Lissajous waveform Li) at Tdh, the steering force is felt and a sense of incongruity is generated.

  On the contrary, if the override determination value Tdd on the θH-TH characteristic Ld by the driver input during the automatic driving operation is set to the inner side Tdl of the θH-TH Lissajous waveform Li of the steering system, the driver steers during the automatic driving operation. Then, when shifting to manual steering (Lissajous waveform Li) at Tdl, the steering force is felt and a sense of incongruity is generated.

  Therefore, it is possible to shift to manual steering (Lissajous waveform Li) without feeling a sense of incongruity by setting the override determination value Tdd on the θH-TH characteristic Ld by the driver input during the automatic driving operation to Tdr on the Lissajous waveform Li. To do so.

Next, the process proceeds to S210, where it is determined whether the absolute value | TH | of the driver's steering torque is equal to or greater than the absolute value | Tdd | of the override determination value. If | TH | ≧ | Tdd | It is determined that steering input by the driver has occurred during operation (override established), and the routine is exited. If | TH | <| Tdd |, the routine is directly exited.
(Second embodiment)
Next, FIGS. 5 and 6 show a second embodiment of the present invention. In the first embodiment, the override determination value is determined by the driver input during the automatic driving operation for the θH-TH Lissajous waveform of the steering system. In the second embodiment of the present invention, an override determination value is set to a point on the θH-TH Lissajous waveform of the steering system. In addition, the θH-TH characteristic is changed by driver input during the automatic driving operation, and the other configuration and operation are the same as those in the first embodiment, and thus the description thereof is omitted.

  The override determination process according to the second embodiment will be described with reference to the flowchart of FIG.

  First, in S301, the steering angle θH and the steering torque TH are detected, and if necessary, correction is made with the vehicle speed V or the like to set the θH-TH Lissajous waveform of the steering system.

Next, the process proceeds to S302, where the driver steering is increased and a switchback determination process is performed. This increase / return determination is performed as follows, for example.
・ Condition to determine that steering is increased “when θH ≧ 0 and (dTH / dt) ≧ 0”, or
“When θH <0 and (dTH / dt) <0”
・ Condition to determine steering reversal “when θH ≧ 0 and (dTH / dt) <0”, or
“When θH <0 and (dTH / dt) ≧ 0”
Next, the process proceeds to S303, where it is determined whether or not there is an increase in the number of cuts. If the number is increased, the process proceeds to S304 to S306, and if it is set back, the process proceeds to S307 to S309.

  When it is determined in S303 that the increase is made and the process proceeds to S304, an intersection point on the steering system θH-TH Lissajous waveform at the currently set override determination value Tud is calculated, and the automatic operation is performed so as to pass through this intersection point. Change the θH-TH characteristics by driver input. For example, when the θH-TH characteristic by the driver input at the time of the automatic driving operation is set as a linear characteristic as shown in FIG. 6, the gain corresponding to the steering angle θH is changed to change the inclination of the characteristic. .

  That is, as shown in FIG. 6, at the time of increase, the override determination value Tud on the θH-TH characteristic Lu by the driver input at the time of the automatic driving operation is the outside Tuh, the inside Tul of the steering system θH-TH Lissajous waveform Li, It may be set to Tur on the Lissajous waveform Li.

  If the override determination value Tud on the θH-TH characteristic Lu by the driver input at the time of automatic driving operation is set to the outside Tuh of the θH-TH Lissajous waveform Li of the steering system, the driver steers at the time of automatic driving operation, When Tud shifts to manual steering (Lissajous waveform Li), the steering force is felt and a sense of incongruity is generated.

  Therefore, Tuh set outside the θH-TH Lissajous waveform Li of the steering system by the characteristic of the θH-TH characteristic Lu by the driver input at the time of the current automatic driving operation is the outside of the θH-TH Lissajous waveform Li of the steering system. The characteristic of the θH-TH characteristic Lu by the driver input at the time of automatic driving operation is changed so that the Lissajous waveform Li feels strange from the override judgment value Tud on the θH-TH characteristic Lu by the driver input at the time of automatic driving operation. It is possible to shift to manual steering (Lissajous waveform Li) without any problems.

  For example, if the θH-TH characteristic Lu due to driver input at the time of automatic driving operation is set as a linear characteristic as shown in FIG. 6, the gain corresponding to the steering angle θH is changed to reduce the slope of the characteristic. (Refer to characteristic Lua).

  On the contrary, if the override determination value Tud on the θH-TH characteristic Lu by the driver input at the time of the automatic driving operation is set to the inner Tul of the θH-TH Lissajous waveform Li of the steering system, the driver steers at the time of the automatic driving operation. Then, when shifting to manual steering (Lissajous waveform Li) in Tud, the steering force is felt and a sense of incongruity is generated.

  Therefore, the Tul set inside the θH-TH Lissajous waveform Li of the steering system with the characteristic of the θH-TH characteristic Lu by the driver input at the time of the current automatic driving operation is the inner side of the θH-TH Lissajous waveform Li of the steering system. The characteristic of the θH-TH characteristic Lu by the driver input at the time of automatic driving operation is changed so that the Lissajous waveform Li feels strange from the override judgment value Tud on the θH-TH characteristic Lu by the driver input at the time of automatic driving operation. It is possible to shift to manual steering (Lissajous waveform Li) without any problems.

  For example, when the θH-TH characteristic Lu due to driver input at the time of automatic driving operation is set as a linear characteristic as shown in FIG. 6, the gain corresponding to the steering angle θH is changed to increase the slope of the characteristic. (Refer to characteristic Lub).

  Next, the process proceeds to S305, in which it is determined whether the absolute value | TH | of the steering torque of the driver is equal to or greater than the absolute value | Tud | of the override determination value. If | TH | ≧ | Tud | It is determined that steering input by the driver has occurred during operation (override established), and the routine is exited. If | TH | <| Tud |, the routine is exited.

  When it is determined to switch back in S303 and the process proceeds to S307, an intersection point on the steering system θH-TH Lissajous waveform at the currently set override determination value Tdd is calculated, and at the time of automatic driving operation so as to pass this intersection point. Change the θH-TH characteristics by driver input. For example, when the θH-TH characteristic by the driver input at the time of the automatic driving operation is set as a linear characteristic as shown in FIG. 6, the gain corresponding to the steering angle θH is changed to change the inclination of the characteristic. .

  That is, as shown in FIG. 6, at the time of switching back, the override determination value Tdd on the θH-TH characteristic Ld by the driver input at the time of the automatic driving operation is the outside Tdh, the inside Tdl, the θH-TH Lissajous waveform Li of the steering system. It may be set to Tdr on the Lissajous waveform Li.

  When the override determination value Tdd on the θH-TH characteristic Ld by the driver input during the automatic operation is set to the outside Tdh of the θH-TH Lissajous waveform Li of the steering system, the driver steers during the automatic operation, When shifting to manual steering (Lissajous waveform Li) at Tdd, the steering force is felt and a sense of incongruity is generated.

  Therefore, Tdh set outside the θH-TH Lissajous waveform Li of the steering system based on the characteristic of the θH-TH characteristic Ld by the driver input at the time of the current automatic operation is equal to the outside of the steering system θH-TH Lissajous waveform Li. The characteristic of the θH-TH characteristic Ld by the driver input at the time of automatic driving operation is changed so that the Lissajous waveform Li feels strange from the override determination value Tdd on the θH-TH characteristic Ld by the driver input at the time of automatic driving operation. It is possible to shift to manual steering (Lissajous waveform Li) without any problems.

  For example, when the θH-TH characteristic Ld by the driver input during the automatic driving operation is set as a linear characteristic as shown in FIG. 6, the gain corresponding to the steering angle θH is changed to reduce the inclination of the characteristic. (Refer to characteristic Lda).

  On the contrary, if the override determination value Tdd on the θH-TH characteristic Ld by the driver input during the automatic driving operation is set to the inner side Tdl of the θH-TH Lissajous waveform Li of the steering system, the driver steers during the automatic driving operation. Thus, when shifting to manual steering (Lissajous waveform Li) at Tdd, the steering force is felt and a sense of incongruity is generated.

  Therefore, the Tdl set inside the θH-TH Lissajous waveform Li of the steering system by the characteristic of the θH-TH characteristic Ld by the driver input at the time of the current automatic driving operation is the inner side of the θH-TH Lissajous waveform Li of the steering system. The characteristic of the θH-TH characteristic Ld by the driver input at the time of automatic driving operation is changed so that the Lissajous waveform Li feels strange from the override determination value Tdd on the θH-TH characteristic Ld by the driver input at the time of automatic driving operation. It is possible to shift to manual steering (Lissajous waveform Li) without any problems.

  For example, when the θH-TH characteristic by the driver input at the time of the automatic driving operation is set as a linear characteristic as shown in FIG. 6, the gain corresponding to the steering angle θH is changed to increase the inclination of the characteristic. (See characteristic Ldb).

  Next, the process proceeds to S308, where it is determined whether or not the absolute value | TH | of the steering torque of the driver is equal to or greater than the absolute value | Tdd | of the override determination value. If | TH | ≧ | Tdd | It is determined that steering input by the driver has occurred during operation (override established), and the routine is exited. If | TH | <| Tdd |, the routine is directly exited.

  As described above, according to the embodiment of the present invention, the θH-TH Lissajous waveform of the steering system is calculated in the automatic driving, and the θH-TH Lissajous waveform of the steering system and the θH-TH by the driver input at the time of the automatic driving operation are calculated. Compared with the characteristics, based on the comparison result, the override determination value for determining that the steering input by the driver is generated during the automatic driving operation is corrected so as to coincide with the θH-TH Lissajous waveform of the steering system. A determination is made to cancel the automatic driving by comparing the steering torque by the corrected override determination value. For this reason, when the driver overrides steering during automatic steering, it is possible to shift to manual operation while maintaining the normal steering force characteristic that the driver steers without causing the driver to feel uncomfortable. In addition, it is possible to accurately determine the override of the driver by setting an optimal override determination value for each of when the steering is increased and when the steering is switched back.

  In both the first and second embodiments of the present invention, the override determination value is set for each of the increase and the return, but the increase may be increased depending on the vehicle specifications and the characteristics of the steering system. The same override determination value may be set at the time and at the time of switching back. Further, in the first embodiment of the present invention, only the increase / decrease correction of the override determination value is performed, and in the second embodiment of the present invention, an example is described in which only the θH-TH characteristic is changed by the driver input during the automatic driving operation. However, these may be combined to change the θH-TH characteristic by driver input during the automatic driving operation while correcting the increase / decrease of the override determination value.

DESCRIPTION OF SYMBOLS 1 Electric power steering apparatus 2 Steering shaft 4 Steering wheel 5 Pinion shaft 10L, 10R Wheel 12 Electric motor 20 Steering control part (1st steering angle-steering torque characteristic calculation means, steering characteristic comparison means, correction means, automatic driving | running | working cancellation | release determination Means, steering direction determination means)
DESCRIPTION OF SYMBOLS 21 Motor drive part 31 Front environment recognition apparatus 32 Navigation system 33 Sensor switch 34 Notification apparatus

Claims (2)

In an automatic driving control device for a vehicle that detects traveling environment information in which the host vehicle travels and traveling information of the host vehicle, and performs automatic driving based on the traveling environment information and the traveling information,
First steering angle-steering torque characteristic calculating means for calculating a steering torque characteristic with respect to a steering angle of the steering system as a first steering angle-steering torque characteristic;
The first steering angle-steering torque characteristic and the second steering angle-steering are defined as a second steering angle-steering torque characteristic that is a steering torque characteristic with respect to a steering angle by a driver input set in advance during the automatic driving operation. Steering characteristic comparison means for comparing torque characteristics;
A steering input determination value for determining that a steering input is generated by the driver during the automatic driving operation based on the comparison result of the steering characteristic comparison means is the first steering angle-steering torque characteristic and the second steering angle. - a correction means for correcting the value of the steering input determination value to a value of the steering torque and the steering torque characteristic intersects substantially,
An automatic determination for canceling the automatic driving is performed by comparing the steering torque by the driver input with the steering input determination value corrected so as to coincide with the first steering angle-steering torque characteristic by the correction means. Driving cancellation determination means;
An automatic driving control device for a vehicle, comprising:   A steering direction determining means for determining whether the driver steering is increased or decreased,
  2. The automatic driving control apparatus for a vehicle according to claim 1, wherein the second steering angle-steering torque characteristic is set at the time of the increase and the time of the return.

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