JP7065649B2 - Vehicle driving control device - Google Patents

Description

The present invention relates to a travel control device for a vehicle that controls the own vehicle to travel along a target route via a steering device.

In vehicles such as automobiles, when a towed vehicle (trailer) is connected to the rear of the own vehicle and towed, the trailer periodically uses the connecting part as a fulcrum due to external factors such as traveling speed, road conditions, and crosswinds. When this rolling occurs, the behavior of the entire connected vehicle including the own vehicle and the trailer may become unstable.

Therefore, for example, Patent Document 1 discloses a technique for stabilizing the behavior by steering the towing vehicle and performing control intervention by the brake when the vibration rolling amount of the trailer exceeds the threshold value.

Special Table 2016-502953

However, when the target route on which the own vehicle travels is set and the vehicle is driven according to the steering control via a steering device such as an electric power steering device so that the traveling locus of the own vehicle matches the target route, it depends on an external factor. Even if the trailer rolls, the driver may not notice it, and the trailer roll vibration may resonate and the behavior may become unstable.

On the other hand, the technique disclosed in Patent Document 1 does not consider the control for the target path, and cannot cope with the follow-up running to the target path having various shapes including the curved road. Therefore, when trying to follow the target path with the trailers connected, it is necessary to take measures to prevent behavior anxiety caused by the rolling vibration of the trailers.

The present invention has been made in view of the above circumstances. It is an object of the present invention to provide a vehicle travel control device capable of reducing vibration and stabilizing behavior.

The vehicle travel control device according to the first aspect of the present invention is a vehicle travel control device that controls the vehicle to travel along a target route via a steering device, and is a towed vehicle at the rear of the vehicle. The rolling vibration is based on the rolling vibration detecting unit that detects the periodic rolling vibration of the towed vehicle and the target steering angle for traveling on the target path during the towing running in which the vehicles are connected to each other. A modified steering angle calculation unit that calculates a modified steering angle to reduce A steering instruction value output unit that outputs a steering instruction value to the steering device based on the control steering angle is provided , and the rolling vibration detection unit is a rolling vibration of the towed vehicle based on the own vehicle. Is converted into rolling with respect to the target path, and the rolling vibration is detected.
The vehicle travel control device according to the second aspect of the present invention is a vehicle travel control device that controls the vehicle to travel along a target route via a steering device, and is a towed vehicle at the rear of the vehicle. The rolling vibration is based on the rolling vibration detecting unit that detects the periodic rolling vibration of the towed vehicle and the target steering angle for traveling on the target path during the towing running in which the vehicles are connected to each other. A modified steering angle calculation unit that calculates a modified steering angle to reduce The unit includes a steering instruction value output unit that outputs a steering instruction value to the steering device based on the control steering angle, and the correction steering angle calculation unit sets the correction steering angle during curve traveling toward the outside of the curve. Make it relatively smaller in the direction of the inside of the curve .
The vehicle travel control device according to the third aspect of the present invention is a vehicle travel control device that controls the vehicle to travel along a target route via a steering device, and is a towed vehicle at the rear of the vehicle. The rolling vibration is based on the rolling vibration detecting unit that detects the periodic rolling vibration of the towed vehicle and the target steering angle for traveling on the target path during the towing running in which the vehicles are connected to each other. A modified steering angle calculation unit that calculates a modified steering angle to reduce The control steering angle output unit includes a steering instruction value output unit that outputs a steering instruction value to the steering device based on the control steering angle, and the control steering angle output unit has the target steering angle in a state where the traveling driving force is reduced. Is corrected by the corrected steering angle .

According to the present invention, even if rolling vibration occurs in the towed vehicle when the towed vehicle is connected to the rear part of the own vehicle and the towed vehicle is driven to follow the target path, the rolling vibration is reduced and the behavior is reduced. Can be stabilized.

Configuration diagram of vehicle driving control system Block diagram showing the functional configuration of the vehicle driving control system Explanatory diagram showing follow-up running to the target route Explanatory drawing showing the steering direction when the yaw angle of the trailer to the lane is facing right. Explanatory drawing showing the steering direction when the yaw angle of the trailer to the lane is facing left. Flow chart showing follow-up driving control to the target route

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In FIG. 1, reference numeral 1 is a vehicle such as an automobile, and a hitch 2 for connecting a towed vehicle (trailer) 100 is provided at the rear portion of the vehicle body. The vehicle (own vehicle) 1 can travel while towing the trailer 100 by connecting the joint 101 of the trailer 100 to the hitch ball 2a of the hitch 2.

The traveling of the own vehicle 1 is controlled by a traveling control system as a traveling control device composed of a plurality of devices, and driving support is provided to the driver even when the trailer 100 is towed. Each device constituting the travel control system of the vehicle 1 is configured around a microcomputer, and is mainly composed of an external environment recognition device 11, a towed vehicle detection device 12, a navigation device 13, a drive control device 14, and a steering support control device. 15 is connected so as to be capable of bidirectional communication via a communication bus 50 forming an in-vehicle network.

The external environment recognition device 11 includes detection information of objects around the own vehicle by various sensors that detect objects around the own vehicle such as a camera and a radar device, and traffic information acquired by infrastructure communication such as road-to-vehicle communication and vehicle-to-vehicle communication. Positioning information of own vehicle position based on signals from GPS satellites and the like, map information from the navigation device 13, for example, road shape data such as road curvature, lane width, road shoulder width, road azimuth angle, section for dividing lanes. The external environment around the own vehicle is recognized by high-definition map information including driving control data such as the type of line and the number of lanes.

In the present embodiment, the external environment recognition device 11 recognizes the external environment around the own vehicle mainly by performing image recognition processing by an in-vehicle camera and adding map information, traffic information, and the like from the navigation device 13. The recognition information outside the own vehicle by the external environment recognition device 11 is transmitted to the drive control device 14, and is used for steering control such as automatic running and following running along the route and brake control for preventing collision with obstacles. It is used as control data.

As an in-vehicle camera, the own vehicle 1 is equipped with a front camera 3 that captures a front region outside the vehicle and a rear camera 4 that captures a rear region of the own vehicle 1. Each image captured by the front camera 3 and the rear camera 4 is sent to the external environment recognition device 11 and the towed vehicle detection device 12 for processing.

In the present embodiment, the front camera 3 is a stereo camera composed of two cameras 3a and 3b that capture images of the same object from different viewpoints (hereinafter, the front camera 3 is appropriately referred to as a stereo camera 3). To be described). The two cameras 3a and 3b constituting the stereo camera 3 are shutter-synchronized cameras having an image pickup element such as a CCD or CMOS. For example, a predetermined baseline length is provided in the vicinity of the rear-view mirror inside the front window in the upper part of the vehicle interior. It is fixed and arranged with.

The external environment recognition device 11 obtains the amount of pixel shift (parallax) at the corresponding positions of the left and right images by stereo matching processing for a set of stereo image pairs in the traveling direction of the own vehicle 1 captured by the stereo camera 3, and pixels. A distance image is generated by converting the amount of deviation into brightness data or the like. Based on the principle of triangular survey, points on the distance image are points in real space where the vehicle width direction, that is, the left-right direction is the X axis, the vehicle height direction is the Y axis, and the vehicle length direction, that is, the distance direction is the Z axis. The white lines as left and right lane markings that form the lane in which the own vehicle 1 travels, obstacles such as guard rails and side walls on the side of the road, and the preceding vehicle traveling in front of the own vehicle 1 are three-dimensional. Is recognized by.

The white line as a dividing line forming a lane can be recognized by extracting a point cloud that is a candidate for the white line from the image and calculating a straight line or a curve connecting the candidate points. For example, in the white line detection area set on the image, an edge whose brightness changes by a predetermined value or more is detected on a plurality of search lines set in the horizontal direction (vehicle width direction), and one set of white lines is set for each search line. The start point and the white line end point are detected, and the region in the middle between the white line start point and the white line end point is extracted as a white line candidate point.

Then, a model that approximates the left and right white lines is calculated by processing the time-series data of the spatial coordinate positions of the white line candidate points based on the amount of vehicle movement per unit time, and the white lines are recognized by this model. As the approximate model of the white line, an approximate model in which linear components obtained by Hough transform are connected or a model approximated by a curve such as a quadratic equation can be used.

The towed vehicle detection device 12 detects whether or not the trailer 100 is connected to the rear part of the own vehicle 1 based on the image behind the own vehicle 1 captured by the rear camera 4, and the trailer 100 is connected. Judge whether or not the vehicle is running in the state. For example, the presence of an object of a predetermined size or larger is recognized in the image captured by the rear camera 4, and the region of the object in the image changes to a predetermined value or more with respect to the steering angle while the own vehicle 1 is traveling. If not, it can be determined that the trailer 100 is connected to the rear part of the own vehicle 1 and the trailer 100 is towed.

The navigation device 13 includes a map database 13a, and positions the position of its own vehicle 1 based on signals from a plurality of navigation satellites such as GPS satellites and signals from in-vehicle sensors (gyro sensor, vehicle speed sensor, etc.), and maps database. Check with 13a. Then, based on the position information on the map and the traffic information acquired by infrastructure communication such as road-to-vehicle communication and vehicle-to-vehicle communication, the travel route guidance and traffic information are displayed on the display device (not shown) and presented to the driver. ..

Further, in the map database 13a, in addition to the map data for navigation referred to when the route guidance to the driver and the current position of the vehicle are displayed, the driving control is referred to when performing driving support control including automatic driving. High-definition map data is stored.

In the map data for navigation, the previous node and the next node are linked to the current node via links, and each link includes traffic lights, road signs, buildings, etc. installed on the road. Information about is stored.

On the other hand, the high-definition map data for travel control has a plurality of data points between one node and the next node. At this data point, road shape data such as the curvature, lane width, and road shoulder width of the road on which the own vehicle 1 travels, and travel control data such as the road azimuth angle, the type of white line on the road, and the number of lanes are included in the data. It is retained together with attribute data such as reliability and data update date.

The drive control device 14 controls an engine, an automatic transmission, a brake device, and the like based on signals from various sensors and various control information transmitted via the communication bus 50. The drive control device 14 here is a general term for a group of devices that individually control an engine, an automatic transmission, and a brake device.

Engine control includes, for example, fuel injection control, ignition timing control, and electronically controlled throttle valve based on intake air amount, throttle opening, engine water temperature, intake temperature, air-fuel ratio, crank angle, accelerator opening, and other vehicle information. The control such as the opening control of the above is mainly executed.

Further, as transmission control, the hydraulic pressure supplied to the automatic transmission is controlled and set in advance based on signals from sensors that detect the shift position, vehicle speed, etc. and various control information transmitted via the communication bus 50. The automatic transmission is controlled according to the shift characteristics.

As brake control, for example, the four-wheel brake device (not shown) is controlled independently of the driver's brake operation based on the brake switch, four-wheel wheel speed, steering wheel angle, yaw rate, and other vehicle information. do. Further, the brake fluid pressure of each wheel is calculated based on the braking force of each wheel, and anti-lock braking control, side slip prevention control, and the like are performed.

The steering support control device 15 is a central device of the travel control system of the own vehicle 1, and executes driving support control that supports the automatic driving of the own vehicle 1 and the driving of the driver. For example, a target course on which the own vehicle 1 travels is set based on the recognition result of the external environment, steering control is performed so as to follow this target course, assist torque for assisting the steering operation of the driver, and steering for automatic driving. The torque is output via the electric power steering (EPS) device 30.

The EPS device 30 is a well-known device having an electric motor connected to a steering mechanism such as a rack and pinion type and a control unit for driving and controlling the electric motor, and detailed description thereof will be omitted.

The target path in the steering control of the steering support control device 15 is set based on the recognition result of the external environment by the external environment recognition device 11. For example, in the lane keeping control for maintaining the own vehicle 1 in the center of the lane, the center position in the width direction of the left and right white lines of the own vehicle 1 is set as the target route. The steering support control device 15 sets a target steering angle that matches the center position of the own vehicle 1 in the vehicle width direction with the target path, and the motor drive current of the EPS device 30 so that the steering angle of the steering control becomes the target steering angle. To control.

Here, when the trailer 100 is connected to the rear part of the own vehicle 1 and towed, the trailer 100 may sway periodically with the hitch ball 2a as a fulcrum due to external factors such as traveling speed, road condition, and crosswind. be. When the trailer 100 rolls, the behavior of the entire connected vehicle including the own vehicle 1 and the trailer 100 may become unstable.

Therefore, when the steering support control device 15 detects the rolling vibration of the trailer 100 during the follow-up travel control to the target path with the trailer 100 connected, the steering angle for traveling on the target path is used as a base point. Trailer 100 Steering correction is performed to reduce rolling vibration, and vehicle behavior is stabilized. As a functional unit related to follow-up travel control during traction travel, the steering support control device 15 includes a target route setting unit 16, a target steering angle calculation unit 17, and a rolling vibration detection unit, as shown in FIG. 18. The modified steering angle calculation unit 19, the control steering angle output unit 20, and the steering instruction value output unit 21 are provided.

Specifically, the target route setting unit 16 calculates the locus of the target point to be followed by the own vehicle based on the recognition result of the external environment by the external environment recognition device 11, and targets the locus of the target point. Set as a route. The target point to be followed is set, for example, at the center position in the road width direction of the left and right white lines as the lane marking line, and the locus with this center position as the target point is calculated and used as the target route.

In the present embodiment, an example will be described in which a route whose target point is the center position of the left and right white lines in the road width direction is identified by a quadratic approximate curve and used as the target route. When the target path based on the white line information is generated, the candidate points of the white line detected on the image are mapped to the coordinate system in the real space with respect to the image coordinate system. The white line candidate points on this image are, for example, candidate points from about 7 to 8 m on the front side to about 100 m on the distant side, and all of these white line candidate points are mapped in real space.

Then, the white line candidate points detected on the image and the past white line data estimated based on the movement amount of the own vehicle are combined, and the least squares method is applied to those data point groups to obtain a quadratic order. Find the locus of the white line candidate points expressed by a curve. The locus of the white line candidate points is obtained as a left and right curve corresponding to the left and right white lines, and as shown by the following equation (1), the locus at the center position obtained from the left and right curves is used as the target path.
X = A ・ Z ² ＋ B ・ Z ＋ C… (1)

Here, in the equation (1), the coefficients A, B, and C represent the route components constituting the target route. The coefficient A represents the curvature component of the target path, the coefficient B is the yaw angle component of the target path with respect to the own vehicle (the angle component between the front-rear axis of the own vehicle and the target path (tangent line)), and the coefficient C is with respect to the own vehicle. It represents a position component (horizontal position component) in the lateral direction (X-axis direction) of the target path.

The target route may be set by another control device such as the external environment recognition device 11 instead of the steering support control device 15. Further, in the present embodiment, an example of recognizing a white line of a road as a lane forming lane line from an image will be described, but the lane marking is not limited to the white line, and lane information acquired from map data or the like. The line may be set based on the position information of the own vehicle 1.

The target steering angle calculation unit 17 sets a target steering angle θref for matching the center position of the own vehicle 1 in the vehicle width direction with the target point on the target path. The target steering angle θref is, for example, as shown in the following equation (2), the steering angle θff of the feed forward control with respect to the curvature κ of the target path, the lateral position deviation of the own vehicle 1 with respect to the target path, and the self with respect to the target path. It is calculated by adding up the steering angle θfb of the feedback control with respect to the yaw angle deviation of the vehicle 1. The curvature κ of the target path can be obtained by applying the value of the coefficient A, for example, when the target path is approximated by the quadratic equation shown in Eq. (1).
θref ＝ θff ＋ θfb… (2)

The roll vibration detection unit 18 detects that the trailer 100 is connected to the rear part of the own vehicle 1 by the towed vehicle detection device 12, and when it is determined that the trailer 100 is in a towed traveling state, the trailer during towing traveling. The behavior of the 100 is monitored, and the periodic rolling vibration generated in the trailer 100 is detected.

The rolling vibration of the trailer 100 is detected from the image captured by the rear camera 4 in the present embodiment. Specifically, the roll vibration detection unit 18 acquires the lateral movement of the trailer 100 from the image of the rear camera 4, for example, by optical flow. The lateral movement of the trailer 100 is acquired as a relative movement with respect to the own vehicle 1.

Further, the rolling vibration detection unit 18 acquires the lateral position deviation of the own vehicle 1 with respect to the target path, and from the lateral position deviation of the own vehicle 1, the lateral movement of the trailer 100 with respect to the own vehicle 1 is obtained with respect to the target path. Convert to lateral movement. Then, when the lateral movement of the trailer 100 with respect to the target path has an amplitude equal to or greater than the set value within the set cycle, it is determined that the trailer 100 is subject to rolling vibration.

When the rolling vibration detection unit 18 determines that the trailer 100 is causing rolling vibration, the corrected steering angle calculation unit 19 calculates and controls a corrected steering angle α for reducing the rolling vibration. It is sent to the steering angle output unit 20. This modified steering angle α is calculated by multiplying the anti-lane yaw angle φ of the trailer 100 with respect to the target path by a predetermined gain G, as shown in the following equation (3). In the equation (3), the anti-lane yaw angle φ that changes with time t is described as φ (t).
α ＝ G ・ φ (t)… (3)

The gain G in the equation (3) is set based on, for example, the curvature κ of the target path and the yaw angle φ (t) of the trailer with respect to the target path. The gain G increases as the curvature κ increases. Further, when the gain when the anti-lane yaw angle φ (t) indicates the outer direction of the curve is Gout and the gain when the anti-lane yaw angle φ (t) indicates the inner direction of the curve is Gin, it will be described later. In addition, Gin <Gout is set in order to prevent the steering angle from being cut too much in the inner direction of the curve.

When the roll vibration detection unit 18 determines that the trailer 100 does not generate roll vibration, the corrected steering angle α is set to α = 0.

The control steering angle output unit 20 corrects the target steering angle θref calculated by the target steering angle calculation unit 17 with a correction steering angle α according to the presence or absence of rolling vibration, and sets the control steering angle θf to the steering instruction value output unit. Output to 21. That is, when rolling vibration is detected, the steering angle obtained by correcting the target steering angle θref with the corrected steering angle α is output as the control steering angle θf, and when rolling vibration is not detected (α = 0), the target. The steering angle θref is output as the control steering angle θf. Hereinafter, the case without rolling vibration and the case with rolling vibration will be described separately.

[Without rolling vibration]
When it is determined by the rolling vibration detection unit 18 that rolling vibration has not occurred in the trailer 100 and the corrected steering angle α is 0, the control steering angle output unit 20 is left and right as shown in FIG. The target steering angle θref for matching the center position of the own vehicle 1 with the target path Lc set at the center of the lane markings Lin and Lout is output to the steering instruction value output unit 21 as the control steering angle θf.

When the control steering angle θf from the control steering angle output unit 20 is the target steering angle θref to the target path, the steering instruction value output unit 21 is the actual steering wheel 31 (see FIG. 3) in the steering mechanism of the EPS device 30. The steering angle θr is detected by the steering angle sensor 6, and the steering angle following torque Tfb for converging the actual steering angle θr to the target steering angle θref is calculated. This steering angle following torque Tfb is calculated by proportional differential integration control with, for example, a predetermined torque conversion gain with respect to the deviation between the actual steering angle θr and the target steering angle θref.

Then, as shown in the following equation (4), the steering instruction value output unit 21 calculates the instruction torque Ttgt by adding the steering angle follow-up torque Tfb and the assist torque Tast corresponding to the steering operation of the driver to calculate this instruction. The torque Ttgt is output to the EPS device 30 as a steering instruction value for setting the current steering angle as the target steering angle θref.
Ttgt ＝ Tfb ＋ Tast… (4)

The EPS device 30 controls the drive current of the electric motor so that the steering torque of the steering mechanism becomes the indicated torque Ttgt. As a result, as shown in FIG. 3, the steering angle of the steering wheel 31 of the own vehicle 1 is controlled to converge to the target steering angle θref, and the traveling locus of the own vehicle 1 is controlled to match the target path Lc. Rudder.

[When there is rolling vibration]
On the other hand, it is determined by the rolling vibration detection unit 18 that rolling vibration is generated in the trailer 100, and the corrected steering angle α according to the anti-lane yaw angle φ (t) of the trailer 100 is determined by the corrected steering angle calculation unit 19. When sent, the control steering angle output unit 20 executes steering correction by the correction steering angle α with the target steering angle θref as a base point in accordance with the cycle and phase of the rolling vibration.

For example, when the steering direction to the left of the traveling direction of the own vehicle 1 is positive and the steering direction to the right is negative, the target steering is as follows according to the direction of the yaw angle φ (t) with respect to the trailer 100. The angle θref is modified.

When the yaw angle φ (t) of the trailer 100 is to the right, the control steering angle θf is set from the target steering angle θref as a correction of the steering angle turning back direction as shown in the following equation (5-1). It is the value obtained by subtracting the corrected steering angle α.
θf ＝ θref－α… (5-1)

On the contrary, when the yaw angle φ (t) of the trailer 100 is to the left, the control steering angle θf is a target as a correction of the steering angle turning direction as shown in the following equation (5-2). It is the value obtained by adding the modified steering angle α to the steering angle θref.
θf ＝ θref ＋ α… (5-2)

To correct the target steering angle θref when the trailer 100 is subject to rolling vibration, a throttle-off command for closing the throttle valve of the engine is transmitted to the drive control device 14, and the driving force of the engine is applied. It is carried out in a state where it is lowered to be smaller than the running resistance, that is, in a state where the engine brake is applied.

The steering instruction value output unit 21 converts the control steering angle θf according to the equation (5-1) or (5-2) into torque based on the characteristics of the steering mechanism and the electric motor, and controls the current steering angle. The instruction torque Ttgt as the steering instruction value for setting θf is calculated and output to the EPS device 30. The EPS device 30 controls the drive current of the electric motor so that the steering torque of the steering mechanism becomes the indicated torque Ttgt.

In this case, as shown in FIGS. 4 and 5, when the target path Lc draws a curve that turns to the left with respect to the traveling direction, the anti-lane yaw angle φ (t) of the trailer 100 faces to the right, that is, toward the outside of the curve. Assuming that the corrected steering angle when facing is αout and the corrected steering angle when the trailer 100's anti-lane yaw angle φ (t) is facing left, that is, facing the inside of the curve, the above equation (3) is as follows. It can be expressed by the following equations (3-1) and (3-2). Since Gin <Gout, if the yaw angle φ (t) with respect to the lane is the same, αin <αout.
αout ＝ Gout ・ φ (t)… (3-1)
αin ＝ Gin ・ φ (t)… (3-2)

Therefore, as shown in FIG. 4, when the trailer 100 is facing the direction of the right lane marking Lout which is outside the curve due to rolling vibration, the target steering angle θref to the target path Lc toward the left is set. The steering angle of the steering wheel 31 of the own vehicle 1 is corrected by the control steering angle θf (θf = θref−αout) modified so as to switch back in the reverse direction at the modified steering angle αout.

On the contrary, as shown in FIG. 5, when the trailer 100 faces the direction of the left lane marking Lin inside the curve due to rolling vibration, the target steering angle θref to the target path Lc heading to the left is set. The steering angle of the steering wheel 31 of the own vehicle 1 is corrected by the control steering angle θf (θf = θref + αin) corrected in the direction of increasing by the corrected steering angle αin.

By performing such steering correction based on the target steering angle θref of the own vehicle 1 in substantially the same cycle according to the phase of the rolling vibration of the trailer 100, the phase is opposite to the rolling vibration of the trailer 100. The yaw moment can be generated periodically. The yaw moment generated by the steering correction from the target path Lc of the own vehicle 1 makes it possible to return the direction of the trailer 100 connected to the rear part of the own vehicle 1 to the direction of the target path Lc.

Moreover, when the target steering angle θref is used as the base point, the steering angle correction speed can be slowed down by making the steering angle toward the inside of the curve smaller than the steering angle toward the outside of the curve. As a result, it is possible to prevent the so-called jackknifing phenomenon, in which the own vehicle 1 and the trailer 100 bend like a jackknife with the hitch ball 2a as a fulcrum, by avoiding excessive cutting of the steering angle when heading toward the inside of the curve. can.

Next, the follow-up travel control to the target path executed centering on the steering support control device 15 will be described with reference to the flowchart of FIG.

In the first step S1, the steering support control device 15 acquires the target path on which the own vehicle 1 follows and travels, and acquires the target steering angle θref in step S2. As described above, in the present embodiment, the center positions of the left and right white lines recognized from the captured image of the stereo camera 3 are set as the target path. Then, the target steering angle θref for matching the center position of the own vehicle 1 with the target path is set to the curvature κ of the target path, the lateral position deviation of the own vehicle 1 with respect to the target path, the yaw angle deviation of the own vehicle 1 with respect to the target path, and the like. Calculated based on.

Next, the process proceeds to step S3, and the steering support control device 15 acquires the state of the trailer 100 connected to the rear portion of the own vehicle 1. The state of the trailer 100 is acquired by detecting the lateral movement of the trailer 100 with respect to the own vehicle 1 from the image of the rear camera 4 and converting it into the lateral movement with respect to the target path.

In step S4 following step S3, in step S4, whether or not the lateral movement of the trailer 100 with respect to the target path has an amplitude equal to or greater than the set value within the set cycle and the trailer 100 periodically rolls and vibrates. Find out.

If no rolling vibration is generated in the trailer 100, the process proceeds from step S4 to step S5, and the steering support control device 15 transmits an instruction torque for matching the current steering angle with the target steering angle θref to the EPS device 30. do. As a result, the center position of the own vehicle 1 is steered so as to match the target path, and the own vehicle 1 travels following the target path.

On the other hand, when the trailer 100 is subject to rolling vibration, the process proceeds from step S4 to step S6, and the steering support control device 15 transmits a throttle-off command to the drive control device 14 to brake the own vehicle 1 by engine braking. Decelerate with and proceed to step S7. In step S7, steering correction is performed according to the phase of the rolling vibration of the trailer 100 with the target steering angle θref as a base point. As a result, it is possible to generate a yaw moment of the opposite phase of the rolling vibration in the trailer 100 and reduce the rolling vibration of the trailer 100.

As described above, in the present embodiment, when the rolling vibration of the trailer 100 is detected, the corrected steering angle α with the target path as the base point is calculated, and the corrected steering angle α is used to follow the target path. Correct the target steering angle θref according to the period and phase of the rolling vibration. As a result, even if rolling vibration occurs in the trailer 100 while following the target path with the trailer 100 connected to the rear portion of the own vehicle 1, the rolling vibration is reduced and the behavior is stabilized. This makes it possible to improve the control stability of follow-up travel with respect to target paths having various shapes including curves.

1 Own vehicle 2 Hitch 3 Front camera 4 Rear camera 6 Steering angle sensor 11 External environment recognition device 12 Towed vehicle detection device 13 Navigation device 14 Drive control device 15 Steering support control device 16 Target route setting unit 17 Target steering angle calculation unit 18 Rolling vibration detection unit 19 Corrected steering angle calculation unit 20 Control steering angle output unit 21 Steering instruction value output unit 30 Electric power steering device 100 Trailer

Claims (4)

It is a travel control device for a vehicle that controls the own vehicle to travel along a target route via a steering device.
A rolling vibration detection unit that detects periodic rolling vibration of the towed vehicle during towing traveling with the towed vehicle connected to the rear of the own vehicle.
A modified steering angle calculation unit that calculates a modified steering angle for reducing the rolling vibration with the target steering angle for traveling on the target route as a base point.
A control steering angle output unit that corrects the target steering angle with the modified steering angle according to the presence or absence of the rolling vibration and outputs the control steering angle.
A steering instruction value output unit that outputs a steering instruction value to the steering device based on the control steering angle is provided .
The roll vibration detection unit is a vehicle traveling control device that detects the roll vibration by converting the roll of the towed vehicle with respect to the own vehicle into the roll with respect to the target path . It is a travel control device for a vehicle that controls the own vehicle to travel along a target route via a steering device.
A rolling vibration detection unit that detects periodic rolling vibration of the towed vehicle during towing traveling with the towed vehicle connected to the rear of the own vehicle.
A modified steering angle calculation unit that calculates a modified steering angle for reducing the rolling vibration with the target steering angle for traveling on the target route as a base point.
A control steering angle output unit that corrects the target steering angle with the modified steering angle according to the presence or absence of the rolling vibration and outputs the control steering angle.
A steering instruction value output unit that outputs a steering instruction value to the steering device based on the control steering angle is provided.
The modified steering angle calculation unit is a traveling control device for a vehicle , characterized in that the modified steering angle at the time of traveling on a curve is made relatively smaller in the direction inside the curve than in the direction outside the curve . It is a travel control device for a vehicle that controls the own vehicle to travel along a target route via a steering device.
A rolling vibration detection unit that detects periodic rolling vibration of the towed vehicle during towing traveling with the towed vehicle connected to the rear of the own vehicle.
A modified steering angle calculation unit that calculates a modified steering angle for reducing the rolling vibration with the target steering angle for traveling on the target route as a base point.
A control steering angle output unit that corrects the target steering angle with the modified steering angle according to the presence or absence of the rolling vibration and outputs the control steering angle.
A steering instruction value output unit that outputs a steering instruction value to the steering device based on the control steering angle is provided.
The control steering angle output unit is a travel control device for a vehicle , characterized in that the target steering angle is corrected by the corrected steering angle in a state where the traveling driving force is reduced . The control steering angle output unit according to any one of claims 1 to 3, wherein the control steering angle output unit corrects the target steering angle with the modified steering angle according to the cycle and phase of the rolling vibration. Vehicle driving control device.

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