JP6801356B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device.

As one of the automatic driving, there is a vehicle steering device provided with a lane departure prevention support system for preventing the vehicle from deviating from the lane during traveling (for example, Patent Document 1).
Patent Document 1 discloses that the control related to the lane departure prevention support system is interrupted according to the steering state of the steering wheel of the driver during the execution of the control related to the lane departure prevention support system. When the steering torque applied to the steering wheel by the driver is equal to or greater than the threshold value, the driver considers that the driver intends to intervene in the steering, interrupts the control related to the lane departure prevention support system, and the driver himself / herself. The steering wheel can be steered at will.

JP-A-2009-214680

By the way, when the driver holds the steering wheel, steering torque is applied to the steering wheel even if the driver does not intend to intervene in the steering. Therefore, when determining the intention to intervene in the steering of the driver based on whether or not the steering torque is equal to or greater than the threshold value, the intention to intervene in the steering of the driver may not be accurately determined. For example, even though the driver has no intention of intervening in steering, the steering torque generated by the driver holding the steering wheel may erroneously determine the intention of intervening in the driver's steering. is there.

An object of the present invention is to provide a vehicle control device capable of more accurately determining an intention to intervene in a driver's operation.

The vehicle control device capable of achieving the above object is calculated based on the first component, which is a control amount calculated based on the operation state amount changed by the driver's operation on the steering mechanism of the vehicle, and the vehicle surrounding environment. In a vehicle control device that controls an actuator that generates a power to steer a steering wheel with respect to the steering mechanism by using at least one of a second component which is a control amount, the operation is performed based on the operation state amount. The count amount calculation unit that calculates the count amount, which is an index for determining that there was an intention to intervene in the operation of the person, the count amount calculated by the count amount calculation unit, and the count amount calculation unit. Based on the addition value calculation unit that calculates the addition value obtained by adding the count amount calculated in the past fixed period and whether the addition value calculated by the addition value calculation unit is equal to or more than the count amount threshold value. A determination unit that determines the intention to intervene or not to intervene in the driver's operation, and if the determination unit determines that the intention is to intervene in the driver's operation, the second component is reduced and the operation is performed. It has a switching unit that maintains the second component when it is determined that there is no intention of intervening in the operation of the person.

According to this configuration, the determination unit intends to intervene in the driver's operation based on whether or not the added value obtained by adding the count amount calculated for a certain period in the past in addition to the count amount is equal to or greater than the count amount threshold value. Is judged. Whether or not the added value exceeds the count amount threshold value by continuously adding the count amount as compared with the case where the intention to intervene in the driver's operation is determined based on whether the count amount is equal to or more than the threshold value. Since the intention to intervene in the driver's operation can be determined based on the above, the intention to intervene in the driver's operation can be determined more accurately.

In the vehicle control device, the count amount calculation unit calculates a positive count amount when the absolute value of the operation state amount is equal to or greater than the threshold value, and when the absolute value of the operation state amount is smaller than the threshold value, the count amount calculation unit calculates a positive count amount. A negative count amount is calculated, the addition value calculation unit calculates the sum of the calculated count amount and the count amount calculated in a certain period in the past as an addition value, and the determination unit calculates the sum of the count amounts calculated in the past. If the sum of the count amounts is equal to or greater than the count amount threshold, it is determined that there is an intention to intervene in the driver's operation, and if the sum of the count amounts is smaller than the count amount threshold, the intention to intervene in the driver's operation is determined. It is preferable to determine that there is no such thing.

According to this configuration, the positive or negative of the count amount changes based on whether the absolute value of the operation state quantity is larger or smaller than the threshold value. Then, when the sum of the count amounts becomes larger than the count amount threshold value, it is determined that the driver intends to intervene in the operation. In this respect, for example, when determining the intention to intervene in the driver's operation based on whether or not the steering state amount is larger than the threshold value, the operation state amount becomes larger than the threshold value only once due to noise or the like. In that case, it may be determined that the driver intends to intervene in the operation. On the other hand, when determining the intention to intervene in the driver's operation based on whether the sum of the count amounts is larger than the count amount threshold value, the count is performed because the operation state amount is continuously larger than the threshold value. When the sum of the quantities is equal to or greater than the count amount threshold value, it can be determined that the driver intends to intervene in the operation of the driver, so that the intention to intervene in the steering of the driver can be determined more accurately.

The vehicle control device may have a guard processing unit in which the lower limit of the total sum of the count amounts is set to zero when the sum of the count amounts calculated by the addition value calculation unit becomes negative. preferable.

According to this configuration, it is suppressed that the total sum of the count amounts becomes negative, so that the time required for the total sum of the count amounts to exceed the count amount threshold value is shortened by the operation by the driver. Therefore, the intention to intervene in the driver's operation can be determined more quickly.

In the vehicle control device, when the absolute value of the operation state amount is near the threshold value, the inclination of the count amount with respect to the absolute value of the operation state amount is such that the absolute value of the operation state amount is not near the threshold value. It is preferable that the count amount is set smaller than the inclination of the operation state amount with respect to the absolute value.

According to this configuration, when the absolute value of the operation state quantity is near the threshold value, the slope of the count amount with respect to the operation state quantity is small, so that the calculation of a large count amount is suppressed, and the absolute value of the operation state quantity is suppressed. When is not near the threshold value, the slope of the count amount with respect to the operation state amount becomes large, so that a count amount having a larger value is calculated. Therefore, if the driver operates so as to have a large operating state amount, the time required for the total count amount to exceed the count amount threshold value is shortened, and the intention to intervene in the driver's operation can be determined more quickly. ..

In the above-mentioned vehicle control device, the operating state amount is preferably a steering torque applied to the steering wheels.

According to the vehicle control device of the present invention, the intention to intervene in the driver's operation can be determined more accurately.

Schematic configuration diagram of a vehicle steering system equipped with a vehicle control device. The control block diagram in the vehicle control device of 1st Embodiment. (A) is a graph showing the relationship between the absolute value of steering torque and the count amount in the vehicle control device of the first embodiment, and (b) and (c) are in other embodiments of the vehicle control device. , A graph showing the relationship between the absolute value of steering torque and the count amount. The control block diagram of the 2nd Embodiment of the control device for a vehicle. The control block diagram of the 3rd Embodiment of the control device for a vehicle. The graph which shows the relationship between the total count amount and the gain in the vehicle control device of 3rd Embodiment. The control block diagram of the 4th Embodiment of the control device for a vehicle.

<First Embodiment>
Hereinafter, the first embodiment of the vehicle control device will be described.
As shown in FIG. 1, the vehicle steering system 1 includes a steering mechanism 2 that steers the steering wheel 15 based on the operation of the driver's steering wheel 10, an actuator 3 that applies power to the steering shaft 11, and an actuator 3. It includes an ECU (electronic control device) 40 as a control device for a vehicle to be controlled. The vehicle steering system 1 constitutes a lane departure prevention support system that suppresses deviation from the lane in which the vehicle is traveling by, for example, applying power to the steering mechanism 2 to automatically change the traveling direction of the vehicle. doing.

The steering mechanism 2 includes a steering wheel 10 operated by the driver and a steering shaft 11 that rotates integrally with the steering wheel 10. The steering shaft 11 includes a column shaft 11a connected to the steering wheel 10, an intermediate shaft 11b connected to the lower end of the column shaft 11a, and a pinion shaft 11c connected to the lower end of the intermediate shaft 11b. doing. The lower end of the pinion shaft 11c is connected to the rack shaft 12 via a rack and pinion mechanism 13. The rotational motion of the steering shaft 11 is converted into an axial reciprocating linear motion of the rack shaft 12 via the rack and pinion mechanism 13. The reciprocating linear motion is transmitted to the left and right steering wheels 15 via the tie rods 14 connected to both ends of the rack shaft 12, so that the steering angles of the steering wheels 15 change.

The actuator 3 has a motor 20 that is a source of power applied to the steering mechanism 2. The rotating shaft 21 of the motor 20 is connected to the column shaft 11a via a reduction mechanism 22. For example, as the motor 20, a three-phase brushless motor is adopted. The speed reduction mechanism 22 decelerates the rotation of the motor 20 and transmits the reduced rotational force to the column shaft 11a. That is, the rotational force (torque) of the motor 20 is applied to the steering shaft 11 as power (steering force), so that the left and right steering angles change.

An ECU 40 (electronic control device) as a vehicle control device that controls the drive of the motor 20 is connected to the actuator 3 via an inverter 23. For example, the inverter 23 is composed of a plurality of switching elements (MOS field effect transistors) that open and close a power supply path between a power source such as a vehicle battery and a motor. The inverter 23 supplies a current to the motor 20 by switching the switching elements on and off.

The ECU 40 controls the amount of current supplied to the motor 20 by controlling the on / off switching of each switching element of the inverter 23 based on the detection results of various sensors provided in the vehicle. Examples of various sensors include a steering angle sensor 30, a torque sensor 31, and a rotation angle sensor 32. For example, the steering angle sensor 30 and the torque sensor 31 are provided on the column shaft 11a, and the rotation angle sensor 32 is provided on the motor 20. The steering angle sensor 30 detects the steering angle θs, which is the rotation angle of the column shaft 11a linked to the steering operation of the driver. The torque sensor 31 is attached to the steering shaft 11 based on the twist between the upper portion of the torsion bar 16 on the column shaft 11a and the lower portion of the torsion bar 16 on the column shaft 11a, which occurs with the steering operation of the driver. The applied steering torque Th0 is detected. The rotation angle sensor 32 detects the rotation angle θm of the rotation shaft 21. Since there is a correlation between the steering angle θs and the steering angle of the steering wheel 15, the steering angle θs is an angle that can be converted into the steering angle of the steering wheel 15.

Further, the upper ECU 50 mounted on the vehicle is connected to the ECU 40. The upper ECU 50 notifies the ECU 40 of the control amount for automatic steering control in order to automatically change the traveling direction of the vehicle.

The upper ECU 50 outputs the angle command value θs * used for the automatic steering control to the ECU 40 based on the detection value detected through the vehicle surrounding environment detection unit 33. The detected value is a value detected based on the environment around the own vehicle (road surface information, obstacles, etc.). In the present embodiment, for example, white line information of a road is used as the environment around the vehicle. The vehicle peripheral environment detection unit 33 provides angle information based on GPS such as a car navigation system provided in the vehicle, other in-vehicle sensors (camera, distance sensor, yaw rate sensor, laser, etc.), and detection values obtained through inter-vehicle communication. Calculate θv. The angle information θv is, for example, the relative angle of the traveling direction of the vehicle with respect to the white line information of the road. That is, the angle information θv is the steering angle of the steering wheel 15 with respect to the traveling direction of the vehicle (the direction in which the white line extends). Therefore, the steering angle θs that can be converted into the steering angle of the steering wheel 15 is a component that indicates the actual traveling direction of the vehicle. Further, the angle command value θs * is a target value of a component indicating the traveling direction of the vehicle. The upper ECU 50 calculates the angle command value θs * every predetermined cycle, and outputs the calculated angle command value θs * to the ECU 40.

Further, the ECU 40 performs automatic steering control by setting the automatic steering mode. By setting the manual steering mode (the automatic steering mode is not set), the ECU 40 performs assist control for applying an assist force according to the steering steering of the driver. While the ECU 40 is executing the automatic steering control, if there is an intervention of the steering operation in the automatic steering control by the driver (steering intervention), the ECU 40 interrupts the automatic steering control and shifts to a control that assists the steering operation. To do. Further, the ECU 40 invalidates the angle command value θs * output by the host ECU 50 when the assist control is being executed.

Next, the configuration of the ECU 40 will be described in detail. The ECU 40 detects various state quantities at a predetermined sampling cycle and generates a motor control signal based on these state quantities.
As shown in FIG. 2, the ECU 40 includes a deviation calculation unit 41, an assist control unit 60, an automatic steering control unit 70, an adder 42, a current command value calculation unit 43, and a motor control signal calculation unit 44. Have.

The deviation calculation unit 41 calculates the angle deviation dθ, which is the difference between the angle command value θs * calculated through the host ECU 50 and the steering angle θs calculated through the steering angle sensor 30.
The assist control unit 60 has an assist torque command value calculation unit 61. The assist torque command value calculation unit 61 calculates the first component Ta1 *, which is a target value of the amount of current corresponding to the assist torque (power) to be generated in the motor 20, based on the steering torque Th0 obtained from the torque sensor 31. Calculate.

The automatic steering control unit 70 has an automatic steering torque command value calculation unit 71 and an intervention determination switching unit 72.
The automatic steering torque command value calculation unit 71 has a second component which is a target value of a current amount corresponding to the automatic steering torque (power) to be generated in the motor 20 based on the angle deviation dθ obtained from the deviation calculation unit 41. Calculate Ta2 *.

The intervention determination switching unit 72 calculates a second component Ta2 *'that is increased or decreased according to the degree of intervention of the driver in automatic steering (intention to intervene in steering). The intervention determination switching unit 72 includes a low-pass filter 80 (LPF), an absolute value processing unit 81, a count amount calculation unit 82 (correction amount calculation unit), an adder 83, a guard processing unit 84, a previous count amount output unit 85, and a switching determination. It has a unit 86 and an output switching unit 87.

The low-pass filter 80 calculates the steering torque Th after the filter processing, which is the value obtained by low-pass filtering the steering torque Th0 detected through the torque sensor 31. By performing the low-pass filter processing, the high frequency component of the steering torque Th0, which is considered not to be caused by the steering operation of the driver, is reduced.

The absolute value processing unit 81 calculates the absolute value of steering torque | Th |, which is the absolute value of the steering torque Th that has been low-pass filtered.
The count amount calculation unit 82 calculates a positive or negative count amount C (correction amount) based on the steering torque absolute value | Th | calculated by the absolute value processing unit 81. The count amount C is an index for determining that the driver intends to intervene in the operation.

Specifically, as shown in FIG. 3A, the count amount calculation unit 82 calculates a positive count amount C when the steering torque absolute value | Th | is larger than the threshold value Tt, and the steering torque absolute value | When Th | is smaller than the threshold value Tt, a negative count amount C is calculated. When the absolute steering torque value | Th | is larger than the threshold value Tt, the count amount C increases in the positive direction as the absolute steering torque value | Th | increases, and the absolute steering torque value | Th | is greater than the threshold value Tt. When it is small, it increases in the negative direction as the absolute steering torque value | Th | decreases. Further, when the absolute steering torque value | Th | is in the vicinity of the threshold value Tt (for example, in the region R in FIG. 3A), the slope (gradient of change) of the count amount C with respect to the absolute value of steering torque | Th | , Steering torque absolute value | Th | is smaller than the slope of the count amount C with respect to the steering torque absolute value | Th | when it is not in the vicinity of the threshold value Tt. That is, the inclination of the count amount C with respect to the absolute steering torque value | Th | becomes larger as the absolute steering torque value | Th | deviates from the threshold value Tt. When the absolute steering torque value | Th | is sufficiently larger than the threshold value Tt, it is almost certain that the driver is operating the steering wheel, so a larger count amount C is output, and the absolute steering torque value | Th. This is because when | is near the threshold value Tt, it is not clear whether the driver has operated the steering wheel, so that the count amount C having a smaller value is calculated. As a result, when the absolute steering torque value | Th | is near the threshold value Tt, the absolute steering torque value | Th | changes only slightly due to an unintended steering operation by the driver (for example, slight vibration of the hand). Suppress the fluctuation of the count amount.

As shown in FIG. 2, the adder 83 (addition value calculation unit) has a count amount C calculated by the count amount calculation unit 82 in the current calculation cycle and a previous count amount output from the previous count amount output unit 85. The total count amount Ca, which is the total with Co, is calculated. The total count amount Ca increases or decreases when the count amount C of the current calculation cycle is added to the previous count amount Co. Since the count amount C becomes a larger value as the degree of intervention in the driver's automatic steering control increases, the total count amount Ca also becomes a larger value as the degree of intervention in the driver's automatic steering control increases.

When the total count amount Ca calculated by the adder 83 is negative, the guard processing unit 84 calculates the total count amount Ca'with the lower limit limited. That is, when the total count amount Ca calculated by the adder 83 is negative, the guard processing unit 84 outputs the total count amount Ca'with the lower limit of the total count amount Ca set to "0". Since the count amount C calculated by the count amount calculation unit 82 is not only positive but also negative, the total count amount Ca calculated by the adder 83 may be negative.

The previous count amount output unit 85 stores the current total count amount Ca'calculated through the guard processing unit 84 as the previous count amount Co to be used in the next calculation cycle, and is stored in the next calculation cycle. The previous count amount Co is output to the adder 83.

The switching determination unit 86 (determination unit) switches to control in which manual steering control is intervened during automatic steering control based on the total count amount Ca'taken from the guard processing unit 84 and the count amount threshold value Tc. Specifically, when the total count amount Ca'is equal to or greater than the count amount threshold value Tc, the switching determination unit 86 determines that the degree of intervention of the driver in the automatic steering control is large, and the output switching unit 87 automatically steers. Notifies that the second component Ta2 * calculated by the torque command value calculation unit 71 is reduced. Further, the switching determination unit 86 determines that when the total count amount Ca'is smaller than the count amount threshold value Tc, the degree of intervention of the driver in the automatic steering control is small (intention of non-intervention), and the output switching unit 87 determines. Is notified that the second component Ta2 * calculated by the automatic steering torque command value calculation unit 71 is not reduced. The count amount threshold value Tc is a value experimentally determined to determine that there is an intervention operation during execution of the automatic steering control. When the total count amount Ca becomes negative, the time lag of the determination performed by the switching determination unit 86 described later becomes large. In this regard, by providing the guard processing unit 84, the lower limit of the total count amount Ca becomes "0", so that the determination performed by the switching determination unit 86 can be performed more quickly.

When the output switching unit 87 receives a notification from the switching determination unit 86 that the second component Ta2 * calculated by the automatic steering torque command value calculation unit 71 is reduced, the output switching unit 87 is in a state of reducing the second component Ta2 *. Outputs to the adder 42. Further, when the output switching unit 87 receives a notification from the switching determination unit 86 that the second component Ta2 * calculated by the automatic steering torque command value calculation unit 71 is not reduced, the output switching unit 87 remains as the second component Ta2 *. It is output to the adder 42 while maintaining the value.

The adder 42 has a first component Ta1 * calculated by the assist torque command value calculation unit 61 of the assist control unit 60 and a second component Ta2 *'calculated by the output switching unit 87 of the automatic steering control unit 70. Calculate the sum component Ta *, which is the sum of and.

The current command value calculation unit 43 calculates the current command value Ia * corresponding to the sum component Ta * calculated by the adder 42.
The motor control signal calculation unit 44 executes current feedback control based on the deviation between the current command value Ia * and the actual current value in order to make the current command value Ia * follow the actual current value supplied to the motor 20. , Generates a motor control signal output to the inverter 23 (see FIG. 1).

The operation and effect of this embodiment will be described.
In the vehicle steering system 1, the second component Ta2 * calculated by the automatic steering torque command value calculation unit 71 is increased or decreased based on whether or not the total count amount Ca'is equal to or greater than the count amount threshold value Tc. , The driver can intervene in the automatic steering control. Since the total count amount Ca (Ca') is calculated using the count amount C calculated based on the absolute steering torque value | Th |, the count amount threshold value Tc can be freely set. For example, if the driver wants to intervene more quickly, the count threshold Tc may be set smaller, and if the driver's intervention is to be determined more accurately, the count threshold Tc may be set larger. do it. Further, the threshold value Tt can be freely set depending on how the count amount C is related to the absolute steering torque value | Th |. Therefore, the degree of freedom in determining the count amount threshold value Tc and the threshold value Tt can be secured.

On the other hand, as a comparative example, when determining the intention of the driver to intervene in the automatic steering control based on whether or not the absolute steering torque value | Th | is larger than the threshold value, the driver uses the steering wheel 10. It is necessary to determine the threshold value Tt in consideration of the steering torque that naturally occurs by holding the steering wheel. A threshold cannot be set in the region between the absolute value of steering torque | Th | of "0" and the absolute value of steering torque | Th | generated by the driver holding the steering wheel 10. .. Therefore, the degree of freedom in determining the threshold value is reduced.

Further, in the present embodiment, since the degree of intervention of the driver in the automatic steering control is weak, when the absolute steering torque value | Th | is sufficiently smaller than the threshold value Tt, the smaller the absolute steering torque value | Th | The count amount C calculated by the count amount calculation unit 82 increases in the negative direction. As a result, it is suppressed that the total count amount Ca'is equal to or higher than the count amount threshold value Tc.

As a comparative example, for example, when determining the intention of the driver to intervene in the automatic steering control based on whether or not the absolute steering torque value | Th | is larger than the threshold value Tt, the count amount is counted only once due to the influence of noise or the like. Even when C becomes large, it may be determined that the driver has a strong intention to intervene in the automatic steering control. In this regard, in the present embodiment, in order to determine the intention of the driver to intervene in the automatic steering control based on whether or not the total count amount Ca'is equal to or greater than the count amount threshold value Tc, the driver counts only once due to the influence of noise or the like. Even when the amount C becomes positively large, it is suppressed that the driver is immediately determined to have a strong intention to intervene in the automatic steering control. Therefore, the intention of the driver to intervene in the automatic steering control can be determined more accurately.

Further, in the present embodiment, the count amount C calculated by the count amount calculation unit 82 continuously outputs a positive value, so that when the total count amount Ca exceeds the count amount threshold value Tc, the driver It was determined that there was an intention to intervene in automatic steering control. Therefore, the driver's intervention in the automatic steering control is more accurate than the case where the driver's intention to intervene in the automatic steering control is determined when the count amount C (steering torque) exceeds the threshold value only once. Can determine the intention of.

The magnitude of the calculated count amount C varies based on how large the steering torque Th0 (absolute value of steering torque | Th |) is with respect to the threshold value Tt. Therefore, since the degree of intervention of the driver in the automatic steering control is strong, when the steering torque absolute value | Th | is sufficiently larger than the threshold Tt, the larger the steering torque absolute value | Th | is, the more the count amount is. The count amount C calculated by the calculation unit 82 increases in the positive direction. As a result, the time required for the total count amount Ca'become larger than the count amount threshold value Tc is shortened as compared with the case where the absolute steering torque value | Th | is slightly larger than the threshold value Tt. Therefore, the degree of intervention of the driver in the automatic steering control can be determined more quickly and accurately.

When the absolute steering torque value | Th | is near the threshold value Tt, the absolute steering torque value | Th | exceeds the threshold value Tt regardless of the driver's intention to intervene in the automatic steering control due to vehicle vibration or the like. There is a risk of falling below or below. In this case, the count amount calculation unit 82 randomly calculates the positive count amount C and the negative count amount C. As a result, even if the driver does not intend to intervene in the automatic steering control, if the positive count amount C continues, the total count amount Ca'exceeds the count amount threshold value Tc, and the driver automatically operates. It may be erroneously determined that there is an intention to intervene in steering control. In this respect, in the present embodiment, the inclination of the count amount C with respect to the absolute steering torque value | Th | when the absolute steering torque | Th | is in the vicinity of the threshold value Tt is such that the absolute steering torque value | Th | is in the vicinity of the threshold value Tt. The count amount C is set to be smaller than the inclination with respect to the absolute value of steering torque | Th | when the count amount is not set to. Therefore, even if the absolute steering torque value | Th | exceeds or falls below the threshold value Tt regardless of the driver's intention to intervene in the automatic steering control, the total count amount Ca'exceeds the count amount threshold value Tc. Since the time required for the operation is increased, it is possible to prevent the driver from erroneously determining the intention of intervening in the automatic steering control.

<Second Embodiment>
Hereinafter, a second embodiment of the vehicle control device will be described. Here, the difference from the first embodiment will be mainly described.

As shown in FIG. 4, the intervention determination switching unit 72 further includes a low-pass filter 90, an absolute value processing unit 91, a count amount correction gain calculation unit 92, and a multiplication unit 93. Further, the ECU 40 has a differentiator 94. The differentiator 94 calculates the steering torque differential value dTh0 by differentiating the steering torque Th0 detected through the torque sensor 31.

The low-pass filter 90 calculates the steering torque differential value dTh0 obtained through the differentiator 94 and the steering torque differential value dTh after the filter processing, which is the value obtained by the low-pass filter processing. By performing the low-pass filter processing, the high frequency component of the steering torque differential value dTh0, which is considered not to be caused by the steering operation of the driver, is reduced. The reason why the high frequency component of the steering torque differential value dTh0 is reduced is that the driver operates the steering torque Th0 when the change in the steering torque Th0 is so rapid that it cannot be considered that the driver has operated it (the steering torque differential value dTh0 is large). Is unthinkable.

The absolute value processing unit 91 calculates the steering torque differential absolute value | dTh |, which is the absolute value of the steering torque differential value dTh0 processed by the low-pass filter.
The count amount correction gain calculation unit 92 calculates the count amount correction gain Gd based on the steering torque differential absolute value | dTh | calculated by the absolute value processing unit 91. The count amount correction gain Gd is calculated to correct the count amount C calculated by the count amount calculation unit 82. Specifically, when the steering torque differential absolute value | dTh | is equal to or greater than the steering torque differential threshold value Td, the count amount correction gain calculation unit 92 sets the count amount correction gain Gd to "0" in order to set the count amount C to "0". 0 ”. Further, the count amount correction gain calculation unit 92 sets the count amount correction gain Gd to "1" in order to output the count amount C as it is when the steering torque differential absolute value | dTh | is smaller than the steering torque differential threshold value Td. ..

The multiplication unit 93 calculates the correction count amount C'by multiplying the count amount C calculated by the count amount calculation unit 82 and the count amount correction gain Gd calculated by the count amount correction gain calculation unit 92.

The adder 83 calculates the total count amount Ca, which is the sum of the correction count amount C'calculated by the multiplication unit 93 in the current calculation cycle and the previous count amount Co output from the previous count amount output unit 85. .. When the count amount correction gain Gd calculated by the count amount correction gain calculation unit 92 is “0”, the correction count amount C ′ is also “0”. Therefore, the value of the total count amount Ca'does not change. Therefore, the previous count amount output unit 85 is kept in a state where the previous value is stored.

When the total count amount Ca'taken from the guard processing unit 84 is equal to or greater than the count amount threshold value Tc, the switching determination unit 86 determines that the degree of intervention of the driver in the automatic steering control is large, and the total count amount Ca'is determined. When is smaller than the count amount threshold value Tc, it is determined that the driver's intention to intervene in the automatic steering control is small, and a current switching flag indicating that is generated.

When the output switching unit 87 receives the current switching flag from the switching determination unit 86, the output switching unit 87 reduces or maintains the second component Ta2 * based on the current switching flag.
The operation and effect of this embodiment will be described.

When the vehicle is traveling on a rugged road surface, even if the driver only holds the steering wheel 10, the value is higher regardless of the driver's intention to intervene in the automatic steering control. There is a risk that a large absolute steering torque value | Th | will occur. That is, when the vehicle travels on a rugged road surface, a larger vibration is transmitted to the vehicle, so that a large absolute value of steering torque | Th | is instantaneously generated as noise. Then, when the absolute steering torque value | Th | with a larger value is generated, the count amount C having a larger value is calculated, and the total count amount Ca tends to exceed the count amount threshold value Tc.

In this regard, in the vehicle steering system 1 of the present embodiment, the count amount C, which fluctuates depending on the road surface condition including the undulations of the road surface, is calculated based on the steering torque differential absolute value | dTh |. It is corrected based on the count amount correction gain Gd. That is, when the steering torque differential absolute value | dTh | is equal to or greater than the steering torque differential threshold value Td, the count amount C is set to "0" by setting the count amount correction gain Gd to "0". In the case of steering torque generated due to road surface conditions, the value changes sharply compared to the steering torque generated by the driver's steering, so the steering torque differential value, which is the differential value, also suddenly changes. This is because it is considered to be large.

Then, by setting the count amount C to "0", it is suppressed that the count amount calculated according to the steering torque generated as noise due to the road surface condition is added to the total count amount Ca. it can. Therefore, the intention of the driver to intervene in the automatic steering control can be determined more accurately.

When the steering torque differential absolute value | dTh | is equal to or greater than the steering torque differential threshold value Td, the count amount correction gain calculation unit 92 sets the count amount correction gain Gd to a value smaller than "1" in order to reduce the count amount C. May be good. In this case, it is possible to suppress the influence of the count amount calculated in response to the steering torque generated as noise.

<Third Embodiment>
Hereinafter, a third embodiment of the vehicle control device will be described. Here, the difference from the second embodiment will be mainly described.

As shown in FIG. 5, the intervention determination switching unit 72 has a gain calculation unit 88 instead of the switching determination unit 86.
The gain calculation unit 88 calculates the gain G according to the total count amount Ca'calculated by the guard processing unit 84. Specifically, the gain calculation unit 88 performs a map calculation of the gain G having a smaller value in inverse proportion to the increase in the total count amount Ca'.

As shown by the solid line in FIG. 6, as an example, there is a relationship between the total count amount Ca'and the gain G that the value of the gain G decreases exponentially as the total count amount Ca'is increased. ..

The output switching unit 87 multiplies the second component Ta2 * calculated by the automatic steering torque command value calculation unit 71 and the gain G calculated by the gain calculation unit 88 to obtain the second component Ta2 *'. Calculate.

The operation and effect of this embodiment will be described.
In the ECU 40, the gain G is calculated based on the total count amount Ca'calculated according to the steering torque Th0, and then the gain G is multiplied by the second component Ta2 * to obtain the second component Ta2 *'. Is calculated. Since the total count amount Ca'changes according to the magnitude of the intention to intervene in the automatic steering control, the second component Ta2 *'can be changed according to the magnitude of the intention to intervene in the automatic steering control. ..

<Fourth Embodiment>
Hereinafter, a fourth embodiment of the vehicle control device will be described. Here, the difference from the first embodiment will be mainly described.

As shown in FIG. 7, the automatic steering control unit 70 is provided with an abnormality output determination unit 72a instead of the intervention determination switching unit 72. The abnormal output determination unit 72a determines whether or not the second component Ta2 * has an abnormal output. Similar to the intervention determination switching unit 72, the abnormality output determination unit 72a includes a low-pass filter 80a, an absolute value processing unit 81a, a count amount calculation unit 82a, an adder 83a, a guard processing unit 84a, a previous count amount output unit 85a, and a switching determination. It has a unit 86a and an output switching unit 87a.

A second component Ta2 * calculated through the automatic steering torque command value calculation unit 71 is input to the low-pass filter 80a. The low-pass filter 80a calculates the controlled variable T by performing a low-pass filter processing on the second component Ta2 *.

The absolute value processing unit 81a calculates the control amount absolute value | T |, which is the absolute value of the control amount T obtained by the low-pass filter 80a.
The count amount calculation unit 82a calculates a positive or negative count amount Ct based on the control amount absolute value | T | calculated by the absolute value processing unit 81a. As an example, the relationship between the control amount absolute value | T | and the count amount Ct is the same as the relationship between the steering torque absolute value | Th | and the count amount C in the first embodiment (see FIG. 3). .. The count amount Ct is an index for determining that the control amount (second component Ta2 *) used in the automatic steering control is not an abnormal output.

The adder 83a calculates the total count amount Cta, which is the sum of the count amount Ct calculated by the count amount calculation unit 82a in the current calculation cycle and the previous count amount Cto output from the previous count amount output unit 85a. ..

When the total count amount Cta is negative, the guard processing unit 84a calculates the total count amount Cta'with the lower limit of the total count amount Cta set to "0".
The previous count amount output unit 85a stores the current total counter Ca'calculated through the guard processing unit 84a as the previous count amount Co to be used in the next calculation cycle, and is stored in the previous calculation cycle. The count amount Cto is output to the adder 83.

When the total count amount Cta'taken from the guard processing unit 84a is equal to or greater than the count amount threshold Ttc, the switching determination unit 86a generates an abnormality flag indicating that it is abnormal, and the total count amount Cta'is from the count amount threshold Ttc. When it is small, it does not generate an abnormal flag (or generates a flag indicating that it is not abnormal).

When the output switching unit 87a receives the abnormality flag from the switching determination unit 86a, the output switching unit 87a outputs the value of the second component Ta2 * as “0”. At this time, for example, the first component Ta1 * is used as it is as the total component Ta * in the calculation of the current command value Ia *.

The operation and effect of this embodiment will be described.
In the ECU 40, the second component Ta2 * calculated by the automatic steering torque command value calculation unit 71 is abnormal based on whether or not the total count amount Ca'is equal to or greater than the count amount threshold value Ttc by the abnormality output determination unit 72a. It is possible to determine whether or not the output is high. For example, among automatic steering controls, control such as emergency avoidance support and sideslip prevention support may be performed in which the control output (output corresponding to the second component Ta2 *) suddenly changes in a short time. With these controls, it is unlikely that the control output will continue for a long time. Therefore, by determining whether or not the total count amount Ca'is equal to or greater than the count amount threshold value Ttc, it is possible to determine whether or not the state in which the control output is larger than the threshold value continues for a certain period of time. It is possible to determine whether or not the control output of the control whose control output changes in a short time such as avoidance support and sideslip prevention support is not an abnormal output. Further, when the control output is equal to or higher than the threshold value for a certain period of time, it can be detected that the control output is an abnormal output. As a result, for example, when an abnormality occurs in the signal taken in from the outside via the sensor, or due to a calculation error inside the vehicle steering system 1, the control output unintentionally generated causes erroneous control to continue. It can be suppressed.

The threshold value set at this time may be freely set depending on how the count amount is related to the control output.
In addition, each embodiment may be changed as follows. The following other embodiments can be combined with each other to the extent that they are technically consistent.

The count amount C calculated by the count amount calculation unit 82 and the steering torque absolute value | Th | may have the relationship shown in FIG. 3B. That is, the count amount C may have a proportional relationship that simply increases as the absolute steering torque value | Th | increases. In this case, for example, when the absolute steering torque value | Th | is the threshold value Tt, the count amount C is "0".

Further, the count amount C calculated by the count amount calculation unit 82 and the steering torque absolute value | Th | may have the relationship shown in FIG. 3C. That is, when the count amount C is smaller than the threshold value Tt, a larger negative count amount C may be calculated.

The relationship of the count amount C with respect to the absolute steering torque value | Th | is that the threshold value Tt is set when the absolute steering torque value | Th | is equal to or greater than the threshold value Tt and when the absolute steering torque value | Th | is smaller than the threshold value Tt. It may be symmetric or asymmetric with respect to the reference. For example, the slope of the count amount C with respect to the absolute steering torque value | Th | when the absolute steering torque value | Th | is equal to or greater than the threshold value Tt, and the count amount when the absolute steering torque value | Th | is smaller than the threshold value Tt. It may be larger than the inclination of C with respect to the absolute value of steering torque | Th |.

-In the first to third embodiments, the low-pass filter 80 is provided in the intervention determination switching unit 72, but it is not necessary to provide the low-pass filter 80. In this case, the absolute value processing unit 81 directly takes in the steering torque Th0 and performs the absolute value processing. Further, in the second and third embodiments, the low-pass filter 90 is provided in the intervention determination switching unit 72, but it is not necessary to provide the low-pass filter 90. Further, in the fourth embodiment, the low-pass filter 80a is provided in the abnormality output determination unit 72a, but it is not necessary to provide the low-pass filter 80a.

-In the first to third embodiments, the intervention determination switching unit 72 is provided with the absolute value processing unit 81, but it is not necessary to provide the absolute value processing unit 81. In this case, the count amount calculation unit 82 calculates the count amount C based on the steering torque Th. Further, in the second and third embodiments, the intervention determination switching unit 72 is provided with the absolute value processing unit 91, but it is not necessary to provide the absolute value processing unit 91. Further, in the fourth embodiment, the absolute value processing unit 91 is provided in the abnormality output determination unit 72a, but it is not necessary to provide the absolute value processing unit 91.

-In the first to third embodiments, the intervention determination switching unit 72 is provided with the guard processing unit 84, but it is not necessary to provide the guard processing unit 84. In this case, the total count amount Ca may be a negative value, but if the driver intends to intervene in the automatic steering control, the count amount C remains positive, so that a certain amount of time elapses. For example, the total count amount Ca becomes larger than the count amount threshold value Tc. Therefore, the switching determination unit 86 can determine that the driver intends to intervene in the automatic steering control. Further, in the fourth embodiment, the guard processing unit 84a is provided in the abnormality output determination unit 72a, but it is not necessary to provide the guard processing unit 84a.

-In each embodiment, the previous total count amount Ca'is output by the previous count amount output unit 85 (85a), but the present invention is not limited to this. For example, the previous count amount output unit 85 may output the sum of the count amounts C calculated in the past fixed period including the previous time.

-The vehicle steering system 1 may be configured to switch from automatic steering control to assist control when an intervention operation is performed while the setting of the automatic steering mode is instructed.
The upper ECU 50 may output the angle deviation dθ to the ECU 40 instead of the angle command value θs *. In this case, the deviation calculation unit 41 is provided in the upper ECU 50. Then, the upper ECU 50 calculates the angle deviation dθ based on the steering angle θs obtained from the steering angle sensor 30 and the angle information θv obtained from the vehicle surrounding environment detection unit 33.

-In each embodiment, the ECU 40 takes in the steering angle θs from the steering angle sensor 30, but the present invention is not limited to this. For example, the ECU 40 may calculate the steering angle θs based on the rotation angle θm obtained from the rotation angle sensor 32. In this case, the ECU 40 can calculate the steering angle θs by calculating the absolute angle from the rotation angle θm of the rotation angle sensor 32 and multiplying this by a conversion coefficient. As a result, the rudder angle sensor 30 can be omitted, and the number of parts and the cost can be reduced.

-At least the steering torque Th0 may be used for the calculation of the first component Ta1 *, but the vehicle speed may be used in addition to the steering torque Th0, and the first component is further added with other elements. You may calculate Ta1 *. Further, at least the angle command value θs * calculated based on the vehicle surrounding environment (angle information θv) may be used for the calculation of the second component Ta2 *, and in addition to this, other factors such as the vehicle speed may be used. May be used.

-In the first to third embodiments, the intervention determination switching unit 72 determines the intention to intervene in the steering of the driver based on the steering torque Th0, but the present invention is not limited to this. For example, the intervention determination switching unit 72 may determine the intention to intervene in the driver's steering based on the steering angle θs, or intervene in the driver's steering based on the current command value Ia * (actual current value). You may determine the intention to do so.

In the fourth embodiment, the abnormality output determination unit 72a determines whether or not the second component Ta2 * is an abnormal output based on the second component Ta2 * calculated by the automatic steering torque command value calculation unit 71. However, it is not limited to this. For example, the abnormal output determination unit 72a may determine whether or not the second component Ta2 * is an abnormal output based on the angle deviation dθ calculated by the deviation calculation unit 41.

-In the fourth embodiment, the total count amount Ca'and the gain G have a relationship shown by the solid line in FIG. 6, but the relationship is not limited to this. For example, the total count amount Ca'and the gain G may have a relationship in which the gain G simply decreases as the total count amount Ca'increases, as shown by the chain double-dashed line in FIG.

-In each embodiment, the vehicle steering system 1 constitutes a lane departure prevention support system as an example, but the present invention is not limited to this. For example, the vehicle steering system 1 may constitute a parking support system, a skid prevention device, or various advanced driving support systems. May be good.

-In each embodiment, the vehicle steering system 1 is embodied in a type in which power is applied to the column shaft 11a, but the present invention is not limited to this. For example, it may be embodied in a vehicle steering system 1 of a type that applies power to the rack shaft 12.

-Each embodiment may be applied to a steer-by-wire type steering device. In this case, the actuator 3 may be provided around the rack shaft 12.

1 ... Vehicle steering system, 2 ... Steering mechanism, 3 ... Actuator, 10 ... Steering wheel, 11 ... Steering shaft, 11a ... Column shaft, 11b ... Intermediate shaft, 11c ... Pinion shaft, 12 ... Rack shaft, 13 ... Rack Andpinion mechanism, 14 ... tie rod, 15 ... steering wheel, 16 ... torsion bar, 20 ... motor, 21 ... rotating shaft, 22 ... deceleration mechanism, 23 ... inverter, 30 ... steering angle sensor, 31 ... torque sensor, 32 ... rotation Angle sensor, 33 ... Vehicle surrounding environment detection unit, 40 ... ECU, 41 ... Deviation calculation unit, 42 ... Adder, 43 ... Current command value calculation unit, 44 ... Motor control signal calculation unit, 50 ... Upper ECU, 60 ... Assist Control unit, 61 ... Assist torque command value calculation unit, 70 ... Automatic steering control unit, 71 ... Automatic steering torque command value calculation unit, 72 ... Intervention judgment switching unit, 72a ... Abnormal output judgment unit, 80, 80a ... Low pass filter, 81, 81a ... Absolute value processing unit, 82, 82a ... Count amount calculation unit, 83, 83a ... Adder (addition value calculation unit), 84, 84a ... Guard processing unit, 85, 85a ... Previous count amount output unit, 86 , 86a ... Switching judgment unit (judgment unit), 87, 87a ... Output switching unit (switching unit), 88 ... Gain calculation unit, 90 ... Low pass filter, 91 ... Absolute value processing unit, 92 ... Count amount correction gain calculation unit, 93 ... Multiplying part, 94 ... Differentifier, C ... Count amount, Ca, Ca'... Total count amount (addition value), Co ... Previous count amount, θm ... Rotation angle, θs ... Steering angle, θv ... Angle information, dθ ... Angle deviation, Tc ... Count amount threshold, Th, Th0 ... Steering torque, Tt ... Threshold, θs * ... Angle command value, Ia * ... Current command value, Ta * ... Total component, Ta1 * ... First component, Ta2 *, Ta2 *'... The second component.

Claims (4)

At least one of the first component, which is a control amount calculated based on the operation state amount changed by the driver's operation on the steering mechanism of the vehicle, and the second component, which is the control amount calculated based on the environment around the vehicle. In a vehicle control device that controls an actuator that generates a power to steer a steering wheel with respect to the steering mechanism.
A count amount calculation unit that calculates a count amount that is an index for determining that the driver intends to intervene in the operation based on the operation state amount.
An addition value calculation unit that calculates an added value obtained by adding the count amount calculated by the count amount calculation unit and the count amount calculated by the count amount calculation unit in a certain period in the past.
A determination unit that determines the intention to intervene or not to intervene in the driver's operation based on whether or not the addition value calculated by the addition value calculation unit is equal to or greater than the count amount threshold value.
When the determination unit determines that the driver intends to intervene in the operation, the second component is reduced, and when it is determined that the driver does not intend to intervene in the driver's operation, the second component is reduced. possess a switching unit to keep the components,
The count amount calculation unit calculates a positive count amount when the absolute value of the operation state quantity is equal to or greater than the threshold value, and calculates a negative count amount when the absolute value of the operation state quantity is smaller than the threshold value.
The addition value calculation unit calculates, as an addition value, the sum of the calculated count amount and the count amount calculated in a certain period in the past.
When the total sum of the count amounts is equal to or greater than the count amount threshold value, the determination unit determines that the driver intends to intervene in the operation of the driver, and when the total sum of the count amounts is smaller than the count amount threshold value, the driver It is judged that there is no intention to intervene in the operation of
Wherein when the sum of the count amount calculated becomes negative by additional value calculation unit, the counting of guard processing unit further has optionally that the vehicle control device with zero lower limit of the total sum. At least one of the first component, which is a control amount calculated based on the operation state amount changed by the driver's operation on the steering mechanism of the vehicle, and the second component, which is the control amount calculated based on the environment around the vehicle. In a vehicle control device that controls an actuator that generates a power to steer a steering wheel with respect to the steering mechanism.
A count amount calculation unit that calculates a count amount that is an index for determining that the driver intends to intervene in the operation based on the operation state amount.
An addition value calculation unit that calculates an added value obtained by adding the count amount calculated by the count amount calculation unit and the count amount calculated by the count amount calculation unit in a certain period in the past.
A determination unit that determines the intention to intervene or not to intervene in the driver's operation based on whether or not the addition value calculated by the addition value calculation unit is equal to or greater than the count amount threshold value.
When the determination unit determines that the driver intends to intervene in the operation, the second component is reduced, and when it is determined that the driver does not intend to intervene in the driver's operation, the second component is reduced. Has a switching part that maintains the components of
A vehicle control having a correction calculation unit that functions to correct the count amount calculated by the count amount calculation unit based on the operation state quantity differential value obtained by differentiating the operation state quantity. apparatus. In the vehicle control device according to claim 1 or 2 .
The slope of the count amount with respect to the absolute value when the absolute value of the operation state quantity is near the threshold value is the operation of the count amount when the absolute value of the operation state quantity is not near the threshold value. A vehicle control device that is set smaller than the inclination of the state quantity with respect to the absolute value. In the vehicle control device according to any one of claims 1 to 3 .
The operating state quantity is a vehicle control device which is a steering torque applied to the steering wheels.

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