JP7154340B1 - Route generation device and driving support control device - Google Patents

Abstract

A route generating device and a driving support control device using the same improve the ride comfort of a vehicle when the vehicle is returned to the original lane when the lane change is interrupted, and perform appropriate driving support according to the driving situation. It is intended to A driving support control device includes a target route generation unit that generates a target route for a vehicle, a target lateral position value setting unit that sets a target lateral position value, and a distance from the current vehicle position to the target lateral position value. A route generation device consisting of a travel time calculation unit that calculates the travel time and a target route correction unit that calculates a corrected target route by correcting the target route, and a steering amount calculation unit that calculates the steering amount from the corrected target route. When the lane change is interrupted, the target route for returning to the original lane is corrected according to the driving conditions. A route is designed to achieve lateral acceleration or lateral position deviation, and driving support is provided to return to the original lane. [Selection drawing] Fig. 2

Description

The present application relates to a route generation device and a driving support control device.

2. Description of the Related Art Conventionally, control technology related to automatic steering driving of a vehicle is known. A vehicle driving support control device may provide driving support from a state in which the vehicle is offset in the azimuth or lateral position with respect to the driving lane. For example, when a lane change is interrupted, it is necessary to provide driving assistance for returning to the original driving lane from the state in the middle of the lane change.

In view of this, there has been disclosed a technique for appropriately controlling a vehicle when a suspension condition that prevents lane change assist control for assisting steering when changing lanes of the vehicle is established (for example, Patent Document 1). Here, the steering angle is determined based on the integrated value of the yaw angle of the vehicle until the lane change is interrupted and the maximum curvature of the target route. As a result, the yaw angle of the vehicle can be uniquely restored at the start of the lane change, and then the original lane can be restored.

Japanese Unexamined Patent Application Publication No. 2018-203101

However, in driving support when a lane change is interrupted, if the amount of lateral deviation from the original driving lane is suppressed, the lateral acceleration increases and the ride comfort of the vehicle deteriorates. Therefore, in the case of performing control to return to the original lane under uniform conditions, as in the technology disclosed in the lane change assist device of Patent Document 1, the trade-off between the lateral position deviation amount and the lateral acceleration may be There is a problem that it is difficult to provide appropriate driving support according to the situation.

The present application discloses a technique for solving the above problems, and in particular, improves the ride comfort of the vehicle when returning the vehicle to the original lane when the lane change is interrupted, It is an object of the present invention to provide a route generation device for performing appropriate driving support and a driving support control device using the same.

A route generation device disclosed in the present application includes a target route generation unit that generates a target route, which is a travel route to a target point of a vehicle, and sets a lateral position target value that is a lateral offset value in the target route. a lateral position target value setting unit that calculates the travel time required for the vehicle to reach the lateral position target value based on the current position, bearing and speed of the vehicle; the target route; a target path correction unit that calculates a corrected target path obtained by correcting the target path based on the lateral position target value and the travel time, wherein the target path correction unit calculates a lateral position initial value based on the travel time. a lateral position correction value that converges on the lateral position target value, a lateral velocity correction value that is a differential value of the lateral position correction value, and a lateral acceleration correction value that is a differential value of the lateral speed correction value, The corrected target path is calculated based on the lateral position correction value, the lateral velocity correction value and the lateral acceleration correction value .

Further, the driving support control device disclosed in the present application includes the route generation device, a steering amount calculation unit that calculates a target steering amount for the vehicle to travel along the corrected route obtained by the route generation device, It is characterized by having

According to the route generation device and the driving support control device disclosed in the present application, for example, when the lane change is interrupted, the target route for returning to the original lane is corrected according to the driving state, and the vehicle follows the route. By performing steering control of the vehicle, it is possible to design a route so as to achieve a desired lateral acceleration or lateral position deviation amount according to the driving situation, and to assist driving to return to the original lane.

1 is a block diagram showing a schematic configuration relating to steering of a vehicle equipped with a driving support control device according to Embodiment 1; FIG. 1 is a functional block diagram showing the overall configuration of a system including a driving support control device according to Embodiment 1; FIG. 2 is a block diagram showing hardware configurations of a route generation device and a steering amount calculation device according to Embodiment 1. FIG. FIG. 2 is a diagram showing a driving scene to be controlled by the driving support control device according to Embodiment 1; FIG. FIG. 5 is a diagram for explaining the operation of a travel time calculator in the driving scene of FIG. 4; FIG. 5 is a diagram illustrating operations of a travel time calculator and a target route corrector in the driving scene of FIG. 4; 2 is a functional block diagram showing the overall configuration of a system including a driving support control device according to another embodiment of Embodiment 1; FIG. FIG. 9 is a diagram for explaining the operation of a travel time calculator in another implementation of Embodiment 1; 2 is a functional block diagram showing the overall configuration of a system including a driving support control device according to Embodiment 2; FIG.

Embodiment 1.
FIG. 1 is a schematic configuration diagram relating to steering of a vehicle equipped with a driving support control device according to Embodiment 1. FIG. 2 is a functional block diagram showing the configuration of the driving support control device according to Embodiment 1. In FIG. be. 3 is a block diagram showing the hardware configuration of the route generation device and the steering amount calculation device of the driving support control device, and FIG. 4 is a diagram showing a driving scene to be controlled by the driving support control device. 5 is a diagram for explaining the operation of the travel time calculation unit in the driving scene of FIG. 4, and FIG. 6 is a diagram for explaining the operation of the travel time calculation unit in the driving scene of FIG.

First, the configuration of a vehicle according to Embodiment 1 will be described with reference to FIG.
A vehicle (also referred to as own vehicle) 10 includes a vehicle speed detector 1, a yaw rate detector 2, a camera 3, a driving support ECU (Electronic Control Unit) 4, a steering ECU 5, a steering mechanism 6, and steering wheels. 7 and are installed.

The vehicle speed detector 1 detects the traveling speed of the vehicle 10 and transmits it to the driving support ECU 4 . The yaw rate detector 2 detects a yaw rate, which is the angular velocity of the own vehicle 10 when turning, and transmits the detected yaw rate to the driving support ECU 4 . The camera 3 photographs the white lines drawn on the road indicating the area of the lane, and transmits information on the white lines ahead of the own vehicle 10 to the driving support ECU 4 .

The driving assistance ECU 4 implements the functions of the driving assistance control device 100, which will be described later. The driving support ECU 4 is based on the traveling speed of the own vehicle 10 obtained from the vehicle speed detector 1, the yaw rate of the own vehicle 10 obtained from the yaw rate detector 2, and the white line information in front of the own vehicle 10 obtained from the camera 3. and transmits a control command to the steering ECU 5 . The steering ECU 5 controls the operation of the steering mechanism 6 based on control commands from the driving support ECU 4 . The steered wheels 7 are angled relative to the vehicle 10 based on the operation of the steering mechanism 6 to control lateral movement of the vehicle 10 .

Next, the vehicle driving support control device 100 according to Embodiment 1 will be described.
The driving support control device 100 is composed of a route generation device 110 and a steering amount calculation section 105 .

A vehicle route generation device 110 includes a target route generation unit 101 , a lateral position target value setting unit 102 , a travel time calculation unit 103 , and a target route correction unit 104 .

Based on the vehicle speed detected by the vehicle speed detector 1, the yaw rate detected by the yaw rate detector 2, and the road information in front of the vehicle detected by the camera 3, the route generation device 110 determines the road in front of the vehicle on which the vehicle should travel. A target route is calculated, and a corrected target route is calculated by correcting the target route based on the lateral position target value and the movement time.

The steering amount calculation unit 105 generates a steering angle command δ* for traveling following the corrected target route, and outputs the steering angle command δ ^* to the steering ECU 5 . The steering ECU 5 controls the actuator that drives the steering of the vehicle according to the steering angle command δ ^* so that the steering angle δ of the vehicle matches the steering angle command δ ^* .

The target route generator 101 guides the vehicle to a target point based on the vehicle speed detected by the vehicle speed detector 1, the yaw rate detected by the yaw rate detector 2, and the road information in front of the vehicle detected by the camera 3. Lateral position, attitude angle and curvature are calculated to generate a target route in front of the vehicle, which is the travel route of the vehicle, and the obtained target route is input to the target route correction unit 104 .

The lateral position target value setting unit 102 sets a lateral position target value, which is a lateral offset value for the target route, and inputs the lateral position target value to the movement time calculation unit 103 and the target route correction unit 104 .

The travel time calculation unit 103 calculates the travel time to reach the target lateral position value based on the current position, azimuth and speed information of the vehicle detected by the vehicle speed detector 1 and the camera 3 and the lateral position target value. , the calculated travel time is input to the target route correction unit 104 .

The target path correction unit 104 uses the target path generated by the target path generation unit 101 to generate a lateral position correction value that converges from the lateral position initial value to the lateral position target value based on the lateral position target value and the movement time. An attitude angle correction value and a curvature correction value are calculated to calculate a corrected target trajectory, which is input to the steering amount calculation unit 105 .

The configurations of the route generation device 110 and the driving support control device 100 described above can be configured using a computer, and each of these configurations is realized by the computer executing a program. That is, the target route generation unit 101, the lateral position target value setting unit 102, the travel time calculation unit 103, the target route correction unit 104, and the steering amount calculation unit 105 of the vehicle route generation device 110 shown in FIG. It is realized by the processor 1000 shown in FIG. A CPU (Central Processing Unit), a DPS (Digital Signal Processor), etc. are applied to the processor 1000 , and the functions of the above configurations are realized by executing programs stored in the storage device 1001 . The same applies to other embodiments.

The operation of each unit of the vehicle route generation device 110 and the driving support control device 100 shown in FIG. 2 will be described in detail below.

In the target route generation unit 101, as the white line information in front of the own vehicle 10 acquired from the camera 3, the lateral positions C0 _R and C0 _L of the left and right white lines with respect to the own vehicle, the attitude angles C1 _R and C1 _L , the route Obtain the curvatures C2 _R and C2 _L.

目標経路は、走行条件に応じて、横位置Ｃ０が、次の式（４）のように左右どちらかに寄ったラインを目標経路としてもよい。なお、ここでは、Ｃ０_０は定数である。

For example, when the target route is the center of the left and right white lines, the lateral position C0, attitude angle C1, and route curvature C2 of the target route with respect to the host vehicle 10 are given by the following equations (1), (2), and (3). ).

As for the target route, the target route may be a line where the lateral position C0 is shifted to either the left or the right, as shown in the following equation (4), depending on the driving conditions. Note that C0 ₀ is a constant here.

In the lateral position target value setting unit 102, the lateral position target value _y0 ^* is set and output independently of the lateral position _C0 of the target route at an arbitrary timing according to the driving conditions and the like. For example, in the case of a lane change, the desired lateral position value y ₀ ^* is set to the amount of lateral movement from the original travel lane to the central lateral position of the adjacent travel lane. When the lane change is interrupted, zero “0” is set as the lateral position target value y ₀ ^* .

Based on the vehicle speed of the vehicle 10 obtained from the vehicle speed detector 1 and the white line information in front of the vehicle 10 obtained from the camera 3, the travel time calculation unit 103 calculates the current lateral position initial value of the vehicle 10. The movement time _T1c from _y0 to the lateral position target value _y0 ^* is output.

Processing of the travel time calculation unit 103 will be described. The driving scene in FIG. 4 shows the operation from the instant when the vehicle 10 stops changing lanes to the initial state until it returns to the original lane.

式（５）、式（６）より、自車両１０の横加速度ａ_１に基づいて、時定数τ_ｙは、式（８）のように算出することができる。

FIG. 5 shows lateral position y, lateral velocity v _y , and lateral acceleration a _y in FIG. The self-vehicle 10, which is traveling at a lateral position y ₀ and a lateral speed v _y0 , moves to the lateral position target value y ₀ ^* after the travel time T _1c . At this time, the own vehicle 10 generates lateral acceleration once to the left and right. In FIG. 4, the time constant τ _y and the lateral position y, lateral velocity v _y , and lateral acceleration a _y of the vehicle 10 are related by the following equations (5) and (6). It should be noted that twice the time constant τ _y is the moving time T _1c as in Equation (7).

From equations (5) and (6), the time constant _τy can be calculated as shown in equation (8) based on the lateral acceleration a1 of the host vehicle ₁₀ .

By presetting the target lateral acceleration a _yset using equations (8) and (7), the travel time required for the vehicle 10 to reach the target lateral position value y ₀ ^* from the current lateral position initial value y ₀ * It is possible to calculate T _1c . Based on a preset target lateral acceleration _ayset , the movement time calculation unit 103 calculates the time constant _{τy by setting the lateral acceleration a1 in Equation (8) as the target lateral acceleration ayset , and} calculates the target movement Output time _T1c .

Based on the lateral position target value y ₀ ^* acquired from the lateral position target value setting unit 102 and the movement time T _1c acquired from the movement time calculation unit 103, the target route correction unit 104 calculates a correction route, and calculates the target The lateral position C0, attitude angle C1, and path curvature C2 of the target path acquired by the path generation unit 101 are corrected, and the corrected lateral position C0′, attitude angle C1′, and path curvature C2′ of the target path are output.

Processing of the target route correction unit 104 will be described. The lateral position correction value _y ^* , lateral velocity correction value vy ^* , and lateral acceleration correction value _ay ^* of the correction path correspond to the waveforms of the lateral position _y , lateral velocity vy, and lateral acceleration _ay shown in FIG. . _{The waveform of} the _{lateral position} in FIG ^. It is calculated by processing the moving average filter twice for the step input from the position y ₀ to the lateral position target value y ₀ ^* . Equation (9) shows a two-stage moving average filter F(s) with time constants τ ₁ and τ ₂ , respectively.

２次のパデー近似を適用した２段移動平均フィルタを式（１１）に示す。

As the filter F(s), the moving average filter of Equation (9) may be used by Pade approximation. The second-order Padé approximation for time constant τ is shown in equation (10).

A two-stage moving average filter to which the second-order Padé approximation is applied is shown in Equation (11).

In equations (9) and (11), a two-stage moving average filter with τ ₁ =τ ₂ =τ _y is used. The time history of the lateral position correction value _y ^* , the lateral velocity correction value _vy ^* , and the lateral acceleration correction value _ay ^* of the correction path is the step input yin from the initial lateral position _y0 to the lateral position target value _y0 ^* . Using the filter F(s), it can be obtained by the following equations (12), (13), and (14). However, s is the Laplacian operator.

以上の演算により、目標経路補正部１０４では、補正された目標経路の横位置Ｃ０’、姿勢角Ｃ１’、経路曲率Ｃ２’を演算し、操舵量演算部１０５へ出力する。 Corrected using formulas (12), (13), (13), and (14) of the correction path for formulas (1), (2), and (3) of the target path The lateral position C0', attitude angle C1', and path curvature C2' of the target path are calculated by the following equations (15), (16), and (17). However, V is the vehicle speed of the vehicle 10 .

Based on the above calculations, the target route correction unit 104 calculates the lateral position C0′, attitude angle C1′, and route curvature C2′ of the corrected target route, and outputs them to the steering amount calculation unit 105. FIG.

舵角指令δ^＊は、具体的には以下の式で演算される。

式（２１）において、Ｋｉ（ｉ＝１，２，３）は制御ゲインを示す。 A steering amount calculation unit 105 calculates a steering angle command δ ^* based on the corrected lateral position C0′, attitude angle C1′, and path curvature C2′ of the target route, the vehicle speed V, and the yaw rate γ _ego .
Lateral position deviation y _e , yaw angle deviation r _e , and yaw rate deviation _{γ e} are obtained by formula (18), formula (19), and formula (20).

Specifically, the steering angle command δ ^* is calculated by the following equation.

In equation (21), Ki (i=1, 2, 3) indicates control gain.

Next, the operation of the route generating device 110 and the driving support control device 100 of the present embodiment will be described with an example of an actual specific driving scene.
In FIG. 4, the initial lateral position y ₀ =1 [m], the initial lateral velocity v _y0 =1 [m/s], the target lateral position value y ₀ ^* =0 [m], and the target lateral acceleration a _yset =−1 The operation in the case of [m/s ² ] will be described. At this time, from equation (8), the time constant τ _y =2.0 [s]. Therefore, the travel time T _1c is calculated as 4.0 [s] from equation (7) and output to the target route correction unit 104 .

A target path correction unit 104 generates a correction path based on the lateral position target value y ₀ ^* set by the lateral position target value setting unit 102 . FIG. 6 shows the results of the calculations of formulas (12), (13), and (14) using formulas (11) and (9) and their respective filters. FIG. 6(a) shows the time history of the lateral position correction value y ^* of the correction path. FIG. 6(b) shows the time history of the lateral velocity correction value v _y ^* of the correction path. FIG. 6(c) shows the time history of the lateral acceleration correction value a _y ^* of the correction path. Based on the lateral position correction value _y ^* , the lateral velocity correction value vy ^* , and the lateral acceleration correction value _ay ^* of this corrected route, the target route is corrected by equations (15), (16), and (17). .

Based on the corrected target route acquired from the target route correction unit 104, the steering amount calculation unit 105 controls the steering angle command so as to follow the corrected target route according to Equation (21).

As a result, when a lane change is interrupted and the vehicle returns to the original lane, the driving route to be traveled until the vehicle returns to the original lane is designed independently of the target route calculated from the own vehicle and road information. do. At that time, by calculating the travel time _{T1c until returning to the original lane based on the lateral acceleration of the vehicle, it is possible to design a traveling route for returning to the original lane with a preset target lateral acceleration ayset .} can. Thereby, it is possible to move to the lateral position target value y ₀ ^* at the set target lateral acceleration a _yset .

As described above, according to the driving support control device according to the first embodiment, in order to improve the ride comfort of the vehicle when the lane change is interrupted, the lateral acceleration is made to match the preset target lateral acceleration, or the lateral To perform steering control of a vehicle so as to cause the vehicle to follow the route by generating a target route by adding a correction according to the running state of the vehicle so that the position deviation amount matches the target lateral position deviation amount. It is possible to implement appropriate driving support according to the driving situation and return to the original lane.

FIG. 7 is a functional block diagram showing the overall configuration of a system including a driving support control device according to another embodiment of the first embodiment. The difference from the driving support control device according to the first embodiment is that the route generation device 110 in the driving support control device 100 of FIG. In this route generation device 110A, the travel time calculation unit 103 of the first embodiment is changed to a travel time calculation unit 103A. Others are the same as those of the first embodiment, so description thereof will be omitted.

The traveling time calculation unit 103A outputs the traveling time _T1c based on the vehicle speed of the own vehicle 10 obtained from the vehicle speed detector 1 and the white line information in front of the own vehicle 10 obtained from the camera 3 .

このとき、時定数τ_ｙは、式（２２）の横加速度ａ_１を用いて、式（２３）のように算出される。

Next, processing of the travel time calculator 103A will be described. Consider the driving scene shown in FIG. 4 as in the first embodiment.
FIG. 8 shows the behavior of the lateral position y, lateral velocity v _y , and lateral acceleration a _y when the host vehicle 10 returns to the original lane. In FIG. 8, the relationship between τ _y and the lateral position y, lateral velocity v _y , and lateral acceleration a _y of the host vehicle 10 are represented by equations (5) and (6), as in the case of the first embodiment. be. From equations (5) and (6), the lateral acceleration a1 of the vehicle ₁₀ when returning to the original lane with the _maximum lateral deviation amount ymax is given by equation (22).

_At this time, the time constant _τy is calculated as in Equation (23) using the lateral acceleration a1 in Equation (22).

Through the above processing, the movement time calculation unit 103A uses the preset target lateral position deviation amount y _set to calculate and output the movement time _T1c .

Alternatively, the movement time calculation section 103A may calculate the movement time _T1c based on the preset target lateral position deviation amount _yset and target lateral acceleration _ayset . _First , the lateral acceleration a1 is calculated using the target lateral position deviation amount _yset . Then, when the lateral acceleration a1 is smaller than the target lateral acceleration _{aset, the travel time T1c is calculated based on the target lateral acceleration ayset , and} when the lateral acceleration _a1 is greater _than the target lateral acceleration _{ayset computes the travel time T1c based} on the lateral acceleration a1.

As described above, in the driving support control device according to another aspect of the first embodiment, when the lane change is interrupted and the original lane is restored, the target route calculated from the own vehicle and the road information is independently controlled. , a travel route that the vehicle should travel until it returns to the original lane is designed. At that time, the lateral acceleration is set so that the amount of lateral position deviation after the lane change is interrupted becomes a desired value, and the target time until the vehicle returns to the original lane is calculated based on the lateral acceleration. can be controlled to return to the original lane with a desired lateral deviation amount. Alternatively, the lateral acceleration calculated based on the preset lateral position deviation amount is compared with the preset target lateral acceleration, and the target time until returning to the original lane is calculated based on the smaller of the two. is calculated, it becomes possible to interrupt the lane change taking into account the trade-off between the amount of deviation of the lateral position and the lateral acceleration.

Embodiment 2.
FIG. 9 is a functional block diagram showing the configuration of a driving support control device according to Embodiment 2. As shown in FIG. The difference from the driving support control device according to the first embodiment is that the steering amount calculation unit 105 in the driving support control device 100 according to the first embodiment shown in FIG. The only difference is that it is changed to a steering amount calculation section 105A. Others are the same as those of the first embodiment, so description thereof will be omitted.

The steering amount calculation unit 105A includes an FB (feedback) steering angle command control unit 106, an FF (feedforward) steering angle command control unit 107, and a steering angle command addition unit .

The FB steering angle command control unit 106 receives the correction path as an input, and calculates and outputs the FB steering angle command δ _FB ^* as shown in the equation (21), for example.

The FF steering angle command control unit 107 receives the step input y _in from the initial lateral position y ₀ to the desired lateral position value y ₀ ^* , and based on the transfer characteristics of the target path correction unit 104 and the inverse transfer function of the vehicle motion model FF steering angle command δ _FF ^* is calculated and output.

A steering angle command addition unit 108 adds the FB steering angle command δ _FB ^* and the FF steering angle command δ _FF ^* , and outputs the steering angle command δ ^* to the steering ECU 5 .

式（２４）、式（２５）において、ｓはラプラス演算子であり、Ａは車両のスタビリティファクタを、ｍは車両の質量を、ｌは車両のホイールベースを、ｌ_ｆは車両重心－前輪軸間距離を、１_ｒは車両重心－後輪軸間距離を、ｋ_ｆは車両の前輪コーナリングパワーを、ｋ_ｒは車両の後輪コーナリングパワーをそれぞれ示す。これらのパラメータは、記憶装置１００１に予め記憶されている。 Next, specific operation contents of the FF steering angle command control unit 107 will be described.
The FF steering angle command control unit 107 uses, as a vehicle motion model, for example, a steady turning model that is a steering angle response during steady circular turning or a two-wheel model that approximates the lateral motion and yaw rotational motion of the vehicle to a two-wheeled vehicle. be done. Considering a steady turning model, it is known that the transfer function G(s) from the front wheel tire angle δ _f to the lateral position y is expressed by the following equations (24), (25) and (26). there is

In equations (24) and (25), s is the Laplace operator, A is the stability factor of the vehicle, m is the mass of the vehicle, l is the wheel base of the vehicle, and _lf is the center of gravity of the vehicle - front 1 _r indicates the distance between the center of gravity of the vehicle and the rear wheel axle, _kf indicates the front wheel cornering power of the vehicle, and _kr indicates the rear wheel cornering power of the vehicle. These parameters are pre-stored in the storage device 1001 .

式（２７）、式（２８）において、Ｉはヨー慣性モーメントを示す。 Considering a two-wheel model, it is known that the transfer function G(s) from the front wheel tire angle _δf to the lateral position y is expressed by the following equations (27) and (28).

In equations (27) and (28), I represents the yaw moment of inertia.

ここでフィルタＦ（ｓ）は２段の移動平均フィルタを用いるが、その際の時定数として移動時間演算部１０３にて演算した時定数τ_ｙを用いる。
以上の演算により、ＦＦ舵角指令制御部１０７では、式（２９）のＦＦ舵角指令δ_ＦＦ ^＊を出力する。その後、舵角指令加算部１０８において、ＦＢ舵角指令δ_ＦＢ ^＊とＦＦ舵角指令δ_ＦＦ ^＊を加算し、舵角指令δ^＊として操舵ＥＣＵ５へ出力する。 In order to give a steering angle so that the vehicle follows the corrected route, the transfer characteristic F(s) of the target route correction unit 104 and the inverse transfer function G ⁻¹ (s) of the vehicle motion model are used to determine the lateral direction. A transfer characteristic from the position target value y _in to the FF steering angle command δ _FF ^* can be given by the following equation (29).

Here, a two-stage moving average filter is used as the filter F(s), and the time constant τ _y calculated by the moving time calculation unit 103 is used as the time constant.
Based on the above calculation, the FF steering angle command control unit 107 outputs the FF steering angle command δ _FF ^* of equation (29). After that, the FB steering angle command δ _FB ^* and the FF steering angle command δ _FF ^* are added in the steering angle command adding section 108 and output to the steering ECU 5 as the steering angle command δ ^* .

As described above, in the second embodiment, as shown in FIG. 9, the steering amount calculation unit 105A is provided for calculating the target steering amount for the vehicle to travel along the corrected route obtained by the route generation device 110. . Therefore, the steering amount calculation unit 105A is provided with a transfer function model of the vehicle lateral motion from the steering angle of the vehicle to the lateral position of the vehicle. , the FF steering angle command is calculated based on the lateral position target value output from the lateral position target value setting unit 102, and is added to the target steering amount.

As described above, according to the driving support control apparatus according to the second embodiment, in order to improve the ride comfort of the vehicle when the lane change is interrupted, when generating the target route by adding correction according to the driving state of the vehicle, By calculating the FF steering angle command for following the target traveling route as an input to the lateral position target value from the current vehicle traveling position and adding it to the FB steering angle command calculated from the corrected target route. By performing steering control of the vehicle, it is possible to improve followability to the target travel route and return to the original lane.

In the explanations of Embodiments 1 and 2, the case where the lane change is interrupted has been explained as an example.

Further, the driving support control device according to the above embodiment may be implemented as a part of the function of the driving support device of the vehicle, or may be an independent device.

While this application describes various exemplary embodiments and examples, various features, aspects, and functions described in one or more embodiments may not apply to particular embodiments. can be applied to the embodiments singly or in various combinations.
Accordingly, numerous variations not illustrated are envisioned within the scope of the technology disclosed herein. For example, modification, addition or omission of at least one component, extraction of at least one component, and combination with components of other embodiments shall be included.

Moreover, in the drawings, the same reference numerals denote the same or corresponding parts.

1 vehicle speed detector 2 yaw rate detector 3 camera 4 driving support ECU 5 steering ECU 6 steering mechanism 7 steering wheels 100, 200 driving support control device 101 target route generator 102 lateral position target value setting 103, 103A travel time calculation unit 104 target route correction unit 105, 105A steering amount calculation unit 106 FB steering angle command control unit 107 FF steering angle command control unit 108 steering angle command addition unit 110, 110A route generator

Claims (9)

a target route generation unit that generates a target route that is a travel route to a target point of the vehicle;
a lateral position target value setting unit that sets a lateral position target value that is a lateral offset value in the target path;
a travel time calculation unit that calculates a travel time required for the vehicle to reach the lateral position target value based on the current position, orientation, and speed of the vehicle;
a target route correction unit that calculates a corrected target route by correcting the target route based on the target route, the lateral position target value, and the travel time ;
The target path correction unit is configured to provide a lateral position correction value that converges from the lateral position initial value to the lateral position target value, a lateral velocity correction value that is a differential value of the lateral position correction value, and the A lateral acceleration correction value, which is a differential value of the lateral speed correction value, is calculated, and the corrected target path is calculated based on the lateral position correction value, the lateral speed correction value, and the lateral acceleration correction value . Path generator. 2. The route generating apparatus according to claim 1 , wherein the target lateral position value setting unit sets the target lateral position value to the center of the adjacent lane when the vehicle is changing lanes. 2. The route generating apparatus according to claim 1 , wherein the target lateral position value setting unit sets the target lateral position value to zero when the lane change is interrupted. 2. The route generating apparatus according to claim 1 , wherein the travel time calculation unit calculates the travel time so as to converge to the lateral position target value at a preset target lateral acceleration. 2. The route generating apparatus according to claim 1 , wherein the movement time calculation unit calculates the movement time such that the lateral position deviation amount from the lateral position target value is a preset target lateral position deviation amount. . In the movement time calculation unit, lateral acceleration is calculated using a target lateral position deviation amount in which the amount of lateral position deviation from the lateral position target value is preset, and the lateral acceleration is greater than the preset target lateral acceleration. If it is smaller, the travel time is calculated based on the target lateral acceleration, and if the lateral acceleration is greater than the target lateral acceleration, the travel time is calculated based on the lateral acceleration. The route generation device according to claim 1 . 2. The path generation apparatus according to claim 1 , wherein said target path correction unit calculates said lateral position correction value using a two-stage moving average filter in which two moving average filters are combined. and a steering amount calculation for calculating a target steering amount for the vehicle to travel along the corrected target route determined by the route generation device. A driving support control device comprising: The steering amount calculation unit includes a transfer function model of the vehicle lateral motion from the steering angle of the vehicle to the lateral position target value of the vehicle, and the inverse transfer function of the vehicle lateral motion and the lateral motion in the target path correction unit. and a transfer function for calculating a position correction value, calculating a feedforward steering angle command based on the lateral position target value output from the lateral position target value setting unit, and adding the feedforward steering angle command to the target steering amount. The driving support control device according to claim 8 , characterized by:

Images