WO2014115234A1 - Dispositif de commande de direction - Google Patents

Dispositif de commande de direction Download PDF

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Publication number
WO2014115234A1
WO2014115234A1 PCT/JP2013/007694 JP2013007694W WO2014115234A1 WO 2014115234 A1 WO2014115234 A1 WO 2014115234A1 JP 2013007694 W JP2013007694 W JP 2013007694W WO 2014115234 A1 WO2014115234 A1 WO 2014115234A1
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WO
WIPO (PCT)
Prior art keywords
steering
axial force
reaction force
calculation unit
force
Prior art date
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PCT/JP2013/007694
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English (en)
Japanese (ja)
Inventor
佑文 蔡
一弘 五十嵐
裕也 武田
弘樹 谷口
Original Assignee
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to JP2014558305A priority Critical patent/JP5994868B2/ja
Publication of WO2014115234A1 publication Critical patent/WO2014115234A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation

Definitions

  • the present invention relates to a steer-by-wire steering control device in which a steering wheel and a steered wheel are mechanically separated.
  • Patent Document 1 Conventionally, as a technique of a steering control device, for example, there is a conventional technique described in Patent Document 1.
  • the reaction force motor is driven based on the control amount of the steering reaction force based on the steering angle and the control amount of the steering reaction force based on the steering rack axial force.
  • the influence of the external force acting on the steering wheel is reflected in the steering reaction force.
  • a lane keeping assist device that supports lane keeping by steering control is a correction amount to the control amount of the steering reaction force in the steering control device in order to control steering in a direction that cancels the angular deviation between the traveling direction of the vehicle and the traveling lane. May be added. For this reason, the reaction force motor is driven with a control amount different from that intended by the steering control device.
  • the lane keeping support function has a problem that the steering control may be hindered in spite of providing a new function to the main function steering control. Therefore, an object of the present invention is to provide a steering control device that can prevent the lane keeping assist function from interfering with the steering control.
  • the steering reaction force is calculated based on the feedforward axial force, and when the lane keeping assist unit is in an inoperative state. Calculates the steering reaction force based on the feedforward axial force and the feedback axial force.
  • the lane keeping assist function can be prevented from interfering with the steering control.
  • FIG. 1 is a diagram for explaining a steering control device according to a first embodiment of the present invention, and is a conceptual diagram showing a configuration of a host vehicle A.
  • FIG. FIG. 2 is a diagram illustrating the steering control device according to the first embodiment of the present invention, and is a block diagram illustrating a configuration of a control calculation unit 11. It is a figure explaining the steering control apparatus by the 1st Embodiment of this invention, Comprising: It is a block diagram showing the structure of the target reaction force electric current calculation part 11B. It is a figure explaining the steering control apparatus by the 1st Embodiment of this invention, Comprising: It is a block diagram showing the structure of feedforward axial force calculation part 11Ba.
  • FIG. 1 is a system schematic configuration diagram of a host vehicle to which the lane keeping assist device of the present embodiment is applied.
  • the vehicle of this embodiment employs a steer-by-wire system. That is, the turning angle of the steering wheel can be controlled independently of the steering state of the steering wheel. Further, the steering reaction force of the steering wheel can be controlled independently of the steered state of the steering wheel. Further, the steering wheel and the steering wheel are mechanically separated.
  • a steering input shaft 30 is connected to the steering wheel 12 operated by the driver.
  • the steering input shaft 30 is provided with a steering wheel angle sensor 1 that detects the steering angle of the steering wheel 12.
  • the steering wheel angle sensor 1 outputs the detected steering angle signal to a steering controller 11 (hereinafter sometimes referred to as “control calculation unit 11”).
  • a first intermediate shaft 31 is connected to the steering input shaft 30 via the steering torque sensor 2.
  • the steering torque sensor 2 detects the steering torque input to the steering input shaft 30 and outputs the torque signal to the steering controller 11.
  • the own vehicle A includes a reaction force control unit 3.
  • the reaction force control unit 3 includes a steering reaction force actuator 3A, a steering reaction force motor angle sensor 3B, a reaction force current detection unit 3C, and a reaction force motor drive unit 3D.
  • a steering reaction force actuator 3 ⁇ / b> A is connected to the first intermediate shaft 31.
  • the steering reaction force actuator 3 ⁇ / b> A applies a steering reaction force to the first intermediate shaft 31 based on a command from the steering controller 11.
  • a steering reaction force motor angle sensor 3B is provided in the steering reaction force motor of the steering reaction force actuator 3A.
  • the steering reaction force motor angle sensor 3 ⁇ / b> B detects the rotational angle position of the steering reaction force motor and outputs the detection signal to the steering controller 11.
  • the reaction force motor 4 is configured by the steering reaction force actuator 3A and the steering reaction force motor angle sensor 3B.
  • the reaction force motor 4 is connected to the steering shaft via a reduction gear.
  • the reaction force motor 4 is driven by the reaction force motor drive unit 3D, and applies rotational torque to the steering wheel 12 via the steering shaft. Thereby, the reaction force motor 4 generates a steering reaction force.
  • a driving method of the reaction force motor 4 for example, a method of controlling a current for driving the reaction force motor 4 (hereinafter also referred to as reaction force current) can be employed.
  • the reaction force current detector 3C detects a reaction force current.
  • the reaction force current detection unit 3C outputs a detection signal to the reaction force motor drive unit 3D and the steering controller 11.
  • the reaction force motor drive unit 3 ⁇ / b> D is configured so that the reaction force current detected by the reaction force current detection unit 3 ⁇ / b> C matches the target reaction force current. Controls the reaction force current.
  • the reaction force motor drive unit 3 ⁇ / b> D drives the reaction force motor 4.
  • the target reaction force current is a target value of a current for driving the reaction force motor 4.
  • a second intermediate shaft 32 is connected to the first intermediate shaft 31 via the mechanical backup device 10.
  • the mechanical backup device 10 is in a state in which torque transmission between the first intermediate shaft 31 and the second intermediate shaft 32 is cut off in a normal state. Further, the mechanical backup device 10 connects the first intermediate shaft 31 and the second intermediate shaft 32 based on a command from the steering controller 11 to enable torque transmission.
  • the host vehicle A includes a steering control unit 5.
  • the turning control unit 5 includes a turning actuator 5A, a turning actuator angle sensor 5B, a turning current detection unit 5C, and a turning motor drive unit 5D.
  • the second intermediate shaft 32 is connected to the steering output shaft 33 via the steering torque sensor 7. Further, the steering actuator 5 ⁇ / b> A is connected to the second intermediate shaft 32.
  • the steered actuator 5 ⁇ / b> A rotates and displaces the second intermediate shaft 32 based on a command from the steering controller 11.
  • a steering actuator angle sensor 5B is provided in the steering motor of the steering actuator 5A.
  • the turning actuator angle sensor 5 ⁇ / b> B detects the rotational angle position of the motor of the turning actuator 5 ⁇ / b> A and outputs the detection signal to the steering controller 11.
  • the steered motor 6 includes the steered actuator 5A and the steered actuator angle sensor 5B.
  • the steered motor 6 is connected to the pinion shaft 55 via a speed reducer.
  • the steered motor 6 is driven by the steered motor driving unit 5D and moves a steering rack (hereinafter also referred to as “rack shaft”) 34 to the left and right via the pinion shaft 55. Thereby, the steered motor 6 steers the front wheel (hereinafter, sometimes referred to as a steered wheel) 13.
  • a method for driving the steered motor 6 for example, a method of controlling a current for driving the steered motor 6 (hereinafter also referred to as a steered current) can be employed.
  • the steered current detection unit 5C detects a steered current (a state quantity of the host vehicle A that varies with the tire lateral force Fd acting on the steered wheels 13).
  • the steered current detection unit 5C outputs a detection signal to the steered motor drive unit 5D and the steering controller 11.
  • the steered motor drive unit 5D based on the target steered current calculated by the steering controller 11, turns the steered motor 6 so that the steered current detected by the steered current detector 5C matches the target steered current. Controls the steering current. Thereby, the steered motor driving unit 5D drives the steered motor 6.
  • the target turning current refers to a target value of current for driving the turning motor 6.
  • the steering output shaft 33 is connected to the rack shaft 34 via a rack and pinion mechanism. That is, the pinion shaft 55 connected to the steering output shaft 33 is engaged with the rack of the rack shaft 34.
  • the rack shaft 34 is disposed with its axis directed in the vehicle width direction. Then, by rotating the steering output shaft 33, the rack shaft 34 is displaced in the axial direction toward the vehicle width direction.
  • the turning angle sensor 8 detects the turning angle ⁇ of the front wheels 13. As a method of detecting the turning angle ⁇ , for example, a method of calculating based on the amount of movement of the steering rack can be employed.
  • the turning angle sensor 8 outputs a detection signal to the steering controller 11.
  • the left and right end portions of the rack shaft 34 are connected to a knuckle (not shown) via left and right tie rods 35 and a knuckle arm 36, respectively.
  • the knuckle arm 36 protrudes from the knuckle and rotatably supports the front wheel 13 which is a steering wheel.
  • the tie rod axial force sensor 9 is provided on the tie rod 35.
  • the tie rod axial force sensor 9 detects the axial force of the tie rod 35 and outputs a detection signal to the steering controller 11.
  • the host vehicle A also includes a host vehicle state detection unit 14.
  • the own vehicle state detection unit 14 includes a vehicle speed sensor 14A, a lateral G sensor 14B, and a yaw rate sensor 14C.
  • the vehicle speed sensor 14A detects the vehicle speed V of the host vehicle A.
  • the lateral G sensor 14B detects the lateral acceleration Gy of the host vehicle A (the amount of state of the host vehicle A that varies with the tire lateral force Fd acting on the steered wheel 13).
  • the yaw rate sensor 14C detects the yaw rate ⁇ of the host vehicle A (the state amount of the host vehicle A that varies with the tire lateral force Fd acting on the steering wheel 13).
  • the own vehicle state detection unit 14 outputs detection signals detected by the vehicle speed sensor 14A, the lateral G sensor 14B, and the yaw rate sensor 14C to the steering controller 11 as own vehicle state parameters.
  • the own vehicle state detection part 14 may be provided with the road surface friction coefficient estimation part which detects the friction coefficient estimated value of a driving
  • the steering controller 11 controls the steering actuator 5A so as to obtain a steering command value based on a command from the lane keeping support controller 15, and also performs a steering reaction so as to obtain a command value for applying a steering reaction force.
  • the force actuator 3A is controlled.
  • the host vehicle A includes a brake unit on each wheel of the front wheel 13 and the rear wheel 40.
  • Each brake unit includes a brake disk 22 and a wheel cylinder 23 that frictionally clamps the brake disk 22 to supply a braking force (braking force) by supplying hydraulic pressure.
  • a pressure control unit 24 is connected to each wheel cylinder 23 of these brake units, and the brake unit individually applies braking to each wheel by the hydraulic pressure supplied from the pressure control unit 24.
  • the lane keeping assist device 50 provided in the host vehicle A includes an outside recognition unit 16 and a lane keeping assist controller 15.
  • the external recognition unit 16 is configured by a monocular camera with an image processing function, for example.
  • the monocular camera with an image processing function detects the position of the vehicle A.
  • the monocular camera with an image processing function images the road surface ahead of the host vehicle A. The state of the road surface is determined from the captured camera image, and a signal related to the position of the host vehicle in the travel lane on which the host vehicle travels is output to the lane keeping support controller 15.
  • the signal relating to the position of the host vehicle in the travel lane is information regarding the yaw angle ⁇ , which is the angular deviation of the travel direction of the host vehicle with respect to the travel lane, the lateral displacement X from the center of the travel lane, and the curvature ⁇ of the travel lane.
  • the host vehicle A also includes a direction indicating switch 17.
  • a signal from the direction indicating switch 17 is output to the lane keeping support controller 15 as determination information as to whether or not the driver changes the driving lane. Further, the lane keeping support controller 15 receives signals from the steering controller 11 such as the current steering state and tire steering state.
  • the lane keeping support controller 15 calculates a control amount for keeping the host vehicle in the traveling lane based on the input signal, and for example, the final target corrected steering reaction force ⁇ Y *, the corrected steering reaction force central value ⁇ Tsc, and the final target correction.
  • the turning angle ⁇ Y * is output to at least the steering controller 11.
  • FIG. 2 is a block diagram illustrating the configuration of the control calculation unit 11.
  • the control calculation unit 11 includes a target turning angle calculation unit 11A, a target reaction force current calculation unit 11B, and a target turning current calculation unit 11C.
  • the target turning angle calculation unit 11A is calculated by the steering angle ⁇ detected by the steering wheel angle sensor 1, the vehicle speed V detected by the vehicle speed sensor 14A, and the corrected turning angle calculation unit 15C provided in the lane keeping support controller 15.
  • the target turning angle calculation unit 11A includes a turning command angle calculation unit 11Aa and an adder 11Ab.
  • the steering command angle calculation unit 11Aa calculates a steering command angle based on the steering angle ⁇ detected by the steering wheel angle sensor 1 and the vehicle speed V detected by the vehicle speed sensor 14A.
  • the adder 11Ab adds the final target corrected turning angle ⁇ Y * to the turning command angle.
  • the target turning angle calculation unit 11A calculates the target turning angle ⁇ *.
  • the target turning angle calculation unit 11A outputs the calculation result to the target reaction force current calculation unit 11B.
  • the target reaction force current calculation unit 11B includes the target turning angle ⁇ * calculated by the target turning angle calculation unit 11A, the vehicle speed V detected by the vehicle speed sensor 14A, and the turning current detected by the turning current detection unit 5C.
  • the target reaction force current is calculated based on the final target correction steering reaction force ⁇ Y * calculated by the correction steering reaction force calculation unit 15A and the correction steering reaction force center value ⁇ Tsc calculated by the correction steering reaction force center calculation unit 15B. .
  • a method of calculating the final target corrected steering reaction force ⁇ Y * and the corrected steering reaction force central value ⁇ Tsc will be described later.
  • the target reaction force current calculation unit 11B outputs the calculation result to the reaction force control unit 3 (reaction force motor drive unit 3D).
  • FIG. 3 is a block diagram illustrating a configuration of the target reaction force current calculation unit 11B.
  • the target reaction force current calculation unit 11B includes a feedforward axial force calculation unit 11Ba, a feedback axial force calculation unit 11Bb, an axial force switching output unit 11Bf, a final axial force calculation unit 11Bc, an axial force-steering reaction counter A force conversion unit 11Bd and a target reaction force current calculation unit 11Be are provided.
  • FIG. 4 is a block diagram illustrating the configuration of the feedforward axial force calculation unit 11Ba. As shown in FIG.
  • the feedforward axial force calculation unit 11Ba is based on the steering angle ⁇ detected by the steering wheel angle sensor 1 and the vehicle speed V detected by the vehicle speed sensor 14A according to the equation (5) described later.
  • the force T FF is calculated.
  • feedforward axial force calculation part 11Ba outputs a calculation result to final axial force calculation part 11Bc (refer FIG. 2).
  • FIG. 5 is a diagram for explaining the coefficients of the calculation formula for the pinion axial force Th.
  • the relational expression between the turning pinion angle ⁇ and the pinion axial force Th is based on the following equation (1) based on the equation of motion of a vehicle including a steering mechanism in which the steering wheel 12 and the steered wheel 13 are mechanically connected.
  • Expression As the steered pinion angle ⁇ , for example, there is a rotation angle of the pinion shaft 55.
  • the turning pinion angle ⁇ is a multiplication value of the steering angle ⁇ and the variable gear ratio between the steering angle ⁇ and the turning angle ⁇ .
  • the pinion axial force Th for example, there is a steering reaction force applied to the steering wheel 12.
  • the first term on the right side of the following equation (1) is a damping term representing a component based on the steered pinion angular velocity d ⁇ / dt among the components constituting the pinion axial force Th.
  • the second term on the right side is an inertia term representing a component based on the steered pinion angular acceleration d 2 ⁇ / dt 2 among the components constituting the pinion axial force Th.
  • the third term on the right side is a proportional term representing a component based on the tire lateral force Fd (steering pinion angle ⁇ ) among the components constituting the pinion axial force Th.
  • Th Ks (Jrs 2 + Cr ⁇ s) / (Jr ⁇ s 2 + (Cr + Cs) s + Ks) ⁇ ⁇ + Cs (Jrs 3 + Cr ⁇ s 2 ) / (Jr ⁇ s 2 + (Cr + Cs) s + Ks) ⁇ ⁇ + (Ks + Cs ⁇ s) ) / (Jr ⁇ s 2 + (Cr + Cs) s + Ks) ⁇ Fd (1)
  • Ks is pinion rigidity
  • Cs is pinion viscosity
  • Jr rack inertia
  • Cr rack viscosity.
  • the second term on the right side that is, the inertia term, contains a lot of noise components, and is preferably excluded because it induces vibration in the calculation result of the pinion axial force Th.
  • f (V) for example, there is a function that changes according to the vehicle speed V. Therefore, the above equation (1) can be expressed as the following equation (2).
  • Th Ks (Jrs 2 + Cr ⁇ s) / (Jr ⁇ s 2 + (Cr + Cs) s + Ks) ⁇ ⁇ + (Ks + Cs ⁇ s) / (Jr ⁇ s 2 + (Cr + Cs) s + Ks) ⁇ f (V) ⁇ ⁇ (2)
  • FIG. 6 is a graph showing the control map M1.
  • a method of setting the variable f (V) for example, a method of reading the variable f (V) corresponding to the absolute value of the vehicle speed V from the control map M1 can be adopted.
  • An example of the control map M1 is a map in which a variable f (V) corresponding to the absolute value of the vehicle speed V is registered. Specifically, as shown in FIG. 6, when the absolute value of the vehicle speed V is 0, the control map M1 sets the variable f (V) to a first set value (for example, 0.0).
  • variable f (V) is set to the second set value (> first set value, regardless of the magnitude of the vehicle speed V. For example, 1.0).
  • control map M1 is a absolute value and a first predetermined vehicle speed V 1 lower than the range from 0 or more of the vehicle speed V is increased linearly variable f (V) in accordance with the absolute value of the steering angular velocity d [theta] / dt
  • the control map M1 is a absolute value and a first predetermined vehicle speed V 1 lower than the range from 0 or more of the vehicle speed V, according to a linear function representing the relationship between the absolute value and the variable f of the vehicle speed V (V) Set variable f (V).
  • the linear function sets the variable f (V) to the first set value (0.0) when the absolute value of the vehicle speed V is 0, and sets the variable f (V) when the absolute value of the vehicle speed V is the first set vehicle speed V1.
  • V) be the second set value (1.0).
  • feedforward axial force calculating unit 11Ba the absolute value of the vehicle speed V is in the case of the first less than the set vehicle speed V 1 decreases the absolute value of the more proportional component having a small absolute value of the vehicle speed V (reduced ). Further, the feedforward axial force calculating unit 11Ba, when the absolute value of the vehicle speed V is first set vehicle speed V 1 or more, regardless of the size of the vehicle speed V, is not performed to reduce the absolute value of the proportional component.
  • the pinion axial force Th that is, the steering reaction force generated in the steering wheel 12 can be expressed by the following equation (4) based on the above equation (3).
  • Th P (s + 2 ⁇ ⁇ ⁇ ⁇ n) / (s 2 + 2 ⁇ ⁇ ⁇ ⁇ n ⁇ s + ⁇ n 2 ) d ⁇ / dt + I ⁇ (s + 2 ⁇ ⁇ ⁇ ⁇ n) / (s 2 + 2 ⁇ ⁇ ⁇ ⁇ n ⁇ s + ⁇ n 2 ) ⁇ f ( V) ⁇ ⁇ (4)
  • equation (4) that is, based on a formula of the pinion shaft force Th, as a method of calculating the feedforward axial force T FF of the present embodiment employs the following equation (5).
  • the damping component is P (s + 2 ⁇ ⁇ ⁇ ⁇ n) / (s 2 + 2 ⁇ ⁇ ⁇ ⁇ n ⁇ s + ⁇ n 2 ) d ⁇ / dt,
  • FIG. 7 is a graph showing the control map M2.
  • a method of setting the gain P 1 is, for example, can be employed a method of reading a gain P 1 corresponding to the absolute value of the steering angular velocity d? / Dt from the control map M2.
  • the control map M2 for example, there is a map that has registered the gain P 1 corresponding to the absolute value of the steering angular velocity d? / Dt.
  • the control map M2 is set to the gain P 1 third set value when the steering angular velocity d? / Dt is zero (e.g., 1.0).
  • the gain P 1 is set to the fourth set value ( ⁇ The third set value is set to 0.5, for example.
  • the control map M2 in absolute value and the first set steering angular velocity d? A range of less than 1 / dt greater than 0 steering angular velocity d? / Dt, linear gain P 1 in accordance with the absolute value of the steering angular velocity d? / Dt Decrease.
  • the control map M2 in absolute value range and less than the first set steering angular speed d?
  • the feedforward axial force calculation unit 11Ba increases the damping component as the absolute value of the steering angular velocity d ⁇ / dt increases. Decrease (correct) the absolute value of. Further, when the absolute value of the steering angular velocity d ⁇ / dt is greater than or equal to the first set steering angular velocity d ⁇ 1 / dt, the feedforward axial force calculation unit 11Ba has a gain P regardless of the magnitude of the steering angular velocity d ⁇ / dt. The absolute value of the damping component based on 1 is not corrected.
  • FIG. 8 is a graph showing the relationship between the steering angle ⁇ and the steering reaction force.
  • This graph shows each steering control device (a mechanical steering control device in which the steering wheel 12 and the steering wheel 13 are mechanically coupled, and a steering-by-wire method that does not consider saturation of the damping component).
  • the damping component included in the steering reaction force is saturated. Therefore, in the mechanical steering control device, as shown in FIG. 8, when the damping component is saturated, the Lissajous figure composed of the steering angle ⁇ and the steering reaction force regardless of the magnitude of the steering angular velocity d ⁇ / dt.
  • the shape of is constant.
  • the control calculation unit 11 of the present embodiment decreases the absolute value of the damping component as the absolute value of the steering angular velocity d ⁇ / dt increases. Therefore, the control calculation unit 11 of the present embodiment can suppress an increase in the absolute value of the damping component when the steering angular velocity d ⁇ / dt is large. Therefore, the control calculation part 11 of this embodiment can suppress that a damping component becomes excessive. Thereby, the control calculating part 11 of this embodiment can provide a more suitable steering feeling.
  • FIG. 9 is a graph showing the control map M3. Further, as a method of setting the gain P 2, for example, it can be employed a method of reading a gain P 2 corresponding to the absolute value of the vehicle speed V from the control map M3.
  • the gain P 2 is set to the sixth set value (> 5th set value regardless of the magnitude of the vehicle speed V. For example, 1. Set to 0).
  • the control map M3 is the absolute value and the second predetermined vehicle speed V 2 less than the range from 0 or more of the vehicle speed V is linearly increasing gain P 2 in accordance with the absolute value of the vehicle speed V.
  • the control map M3 is the absolute value and the second predetermined vehicle speed V 2 less than the range from 0 or more of the vehicle speed V, the gain P according to a linear function representing the relationship between the absolute value and the gain P 2 of the vehicle speed V 2 is set.
  • the control calculation unit 11 of the present embodiment decreases the absolute value of the damping component as the absolute value of the vehicle speed V decreases.
  • the control calculation part 11 of this embodiment can reduce a steering reaction force by making the absolute value of a damping component small, so that the absolute value of the vehicle speed V is small.
  • the control calculating part 11 of this embodiment can provide a more suitable steering feeling.
  • FIG. 10 is a graph showing the control map M4.
  • a method for setting the correction damping component for example, a method of reading the correction damping component corresponding to the absolute value of the steering angular velocity d ⁇ / dt from the control map M4 can be employed.
  • the control map M2 for example, there is a map in which a correction damping component corresponding to the absolute value of the steering angular velocity d ⁇ / dt is registered.
  • the control map M4 is set for each vehicle speed V.
  • Each control map M4 sets the correction damping component to the seventh set value (for example, 0.0) when the steering angular velocity d ⁇ / dt is zero.
  • control map M4 indicates that the correction damping component is used regardless of the magnitude of the steering angular velocity d ⁇ / dt in the range where the absolute value of the steering angular velocity d ⁇ / dt is equal to or greater than the second set steering angular velocity d ⁇ 2 / dt (> 0).
  • the steering angular velocity d ⁇ / dt is 0.0 or more and the absolute value of the steering angular velocity d ⁇ / dt is the third set steering angular velocity d ⁇ 3 / dt (0 ⁇ d ⁇ 3 / dt ⁇ d ⁇ 2 / dt).
  • the correction damping component is linearly increased according to the absolute value of the steering angular velocity d ⁇ / dt.
  • the absolute value of the steering angular velocity d ⁇ / dt and the correction damping are set in a range where the absolute value of the steering angular velocity d ⁇ / dt is not less than 0 and less than the third set steering angular velocity d ⁇ 3 / dt.
  • a correction damping component is set according to a linear function representing the relationship with the component.
  • the correction damping component is linearly increased according to the value.
  • the control map M4 indicates that the absolute value of the vehicle speed V is within a range where the absolute value of the steering angular velocity d ⁇ / dt is greater than or equal to the third set steering angular velocity d ⁇ 3 / dt and less than the second set steering angular velocity d ⁇ 2 / dt.
  • the correction damping component is set according to a linear function representing the relationship between the correction damping component and the correction damping component.
  • the correction damping component is the ninth set value
  • the absolute value of the steering angular velocity d ⁇ / dt is the second set steering.
  • the correction damping component is set to the eighth set value.
  • the feedforward axial force calculating unit 11Ba when the absolute value of the steering angular velocity d? / Dt is the second set steering angular velocity d? 2 / dt or more, regardless of the magnitude of the steering angular velocity d? / Dt, correction
  • the absolute value of the damping component is set to a predetermined constant value.
  • the eighth and ninth set values are set to higher values as the vehicle speed V increases.
  • control arithmetic unit 11 of the present embodiment adds the correction damping component absolute value larger the absolute value of the steering angular velocity d? / Dt increases feedforward axial force T FF. Therefore, when the absolute value of the steering angular velocity d ⁇ / dt increases at the start of turning of the steering wheel 12, the control calculation unit 11 of the present embodiment can increase the rising of the steering reaction force. Thereby, the control calculating part 11 of this embodiment can provide a more suitable steering feeling.
  • the control calculation unit 11 of the present embodiment uses a predetermined constant value as a correction damping component. Therefore, when the driver turns the steering wheel 12 and the absolute value of the steering angular velocity d ⁇ / dt becomes equal to or higher than the second set steering angular velocity d ⁇ 2 / dt, fluctuations in the correction damping component can be suppressed. . Therefore, the control calculation unit 11 of the present embodiment does not sense a change in the steering reaction force due to the variation in the correction damping component, and can prevent the driver from feeling uncomfortable with the steering feeling.
  • FIG. 11 is a block diagram illustrating a configuration of the feedback axial force calculation unit 11Bb.
  • the feedback axial force calculation unit 11Bb includes a current axial force calculation unit 11Bba, a blend axial force calculation unit 11Bbb, a steering angular velocity detection unit 11Bbc, a steering determination unit 11Bbd, and a feedback axial force calculation execution unit 11Bbe.
  • the current axial force calculator 11Bba calculates a steering rack axial force (hereinafter also referred to as a current axial force) according to the following equation (6) based on the turning current detected by the turning current detector 5C.
  • the steering current varies when the steering wheel 12 is steered, the target turning angle ⁇ * varies, and a difference occurs between the target turning angle ⁇ * and the actual turning angle ⁇ .
  • the steered current is also generated when the steered wheel 13 is steered, the tire lateral force Fd is applied to the steered wheel 13, and a difference occurs between the target steered angle ⁇ * and the actual steered angle ⁇ . fluctuate.
  • the steering current is caused by a road surface disturbance acting on the steered wheel 13 due to road surface unevenness or the like, and a tire lateral force Fd acting on the steered wheel 13 so that the target steered angle ⁇ * and the actual steered angle ⁇ are It also fluctuates due to differences.
  • the feedback axial force calculation unit 11Bb can calculate the steering rack axial force (current axial force) reflecting the influence of the tire lateral force Fd acting on the steered wheels 13 based on the steering current.
  • the current axial force is generated when there is a difference between the target turning angle ⁇ * and the actual turning angle ⁇ . Therefore, the phase of the current axial force advances as compared with the actual steering rack axial force and lateral G axial force, as shown in FIG.
  • the blend axial force calculating unit 11Bbb calculates a steering rack axial force (hereinafter also referred to as a lateral G-axis force) according to the following equation (7).
  • a steering rack axial force hereinafter also referred to as a lateral G-axis force
  • the front wheel load and the lateral acceleration Gy are multiplied, and the multiplication result is calculated as an axial force (axial force) applied to the steered wheel 13.
  • the calculated axial force applied to the steered wheel 13 is multiplied by a constant (hereinafter also referred to as a link ratio) according to the link angle or suspension, and the multiplication result is represented by the horizontal G axis.
  • a constant hereinafter also referred to as a link ratio
  • Axial force applied to steered wheel 13 front wheel load x lateral acceleration Gy
  • the blend axial force calculation unit 11Bbb can calculate the steering rack axial force (lateral G axial force) reflecting the influence of the tire lateral force Fd acting on the steered wheels 13 based on the lateral acceleration Gy.
  • the lateral G sensor 14B is disposed on the spring (vehicle body)
  • detection of the lateral acceleration Gy is delayed. Therefore, the lateral G-axis force is delayed in phase as compared with the actual steering rack axial force, as shown in FIG.
  • the lateral acceleration Gy detected by the lateral G sensor 14B is used when calculating the lateral G-axis force
  • the yaw rate ⁇ detected by the yaw rate sensor 14C may be multiplied by the vehicle speed V detected by the vehicle speed sensor 14A, and the multiplication result ⁇ ⁇ V may be used instead of the lateral acceleration Gy.
  • the blend axial force calculation unit 11Bbb is based on the vehicle speed V detected by the vehicle speed sensor 14A and the yaw rate ⁇ detected by the yaw rate sensor 14C according to the following equation (8), and the steering rack axial force (hereinafter also referred to as yaw rate axial force). Is calculated.
  • the front wheel load, the vehicle speed V, and the yaw rate ⁇ are multiplied, and the multiplication result is calculated as the axial force applied to the steered wheel 13.
  • the calculated axial force applied to the steered wheel 13 is multiplied by the link ratio, and the multiplication result is calculated as the yaw rate axial force.
  • Yaw rate axial force axial force applied to the steering wheel 13 ⁇ link ratio (8)
  • Axial force applied to steered wheel 13 front wheel load ⁇ vehicle speed V ⁇ yaw rate ⁇
  • the yaw rate ⁇ is generated when the steered wheel 13 is steered, the tire lateral force Fd acts on the steered wheel 13 and the host vehicle A turns. Therefore, the blend axial force calculation unit 11Bbb can calculate the steering rack axial force (yaw rate axial force) reflecting the influence of the tire lateral force Fd acting on the steered wheel 13 based on the yaw rate ⁇ .
  • the yaw rate sensor 14C is disposed on the spring (vehicle body), detection of the yaw rate ⁇ is delayed. For this reason, the phase of the yaw rate axial force is delayed compared to the actual steering rack axial force, as shown in FIG.
  • the blend axial force calculation unit 11Bbb reads the current axial force from the current axial force calculation unit 11Bba. Subsequently, the blend axial force calculation unit 11Bbb calculates the steering rack axial force (hereinafter referred to as “blend axial force”) according to the following equation (9) based on the read current axial force and the calculated lateral G axial force and yaw rate axial force. TBR is calculated. In the following equation (9), the lateral G-axis force is multiplied by the distribution ratio K1, the current axial force is multiplied by the distribution ratio K2, the yaw rate axial force is multiplied by the distribution ratio K3, and the sum of these multiplication results is the blend axis.
  • the blend axial force T BR is calculated based on the value obtained by multiplying the lateral G axial force by the distribution ratio K1, the value obtained by multiplying the current axial force by the distribution ratio K2, and the value obtained by multiplying the yaw rate axial force by the distribution ratio K3. .
  • the blend axial force calculation unit 11Bbb outputs the calculation result to the steering determination unit 11Bbd and the feedback axial force calculation execution unit 11Bbe.
  • the blend axial force T BR has a positive value for the axial force that directs the steered wheel 13 in the right direction, and a negative value for the axial force that directs the steered wheel 13 in the left direction.
  • T BR lateral G axial force ⁇ K1 + current axial force ⁇ K2 + yaw rate axial force ⁇ K3 (9)
  • the distribution ratios K1, K2, and K3 are distribution ratios of the lateral G-axis force, current axial force, and yaw rate axial force.
  • the magnitude relationship between the distribution ratios K1, K2, and K3 is K1>K2> K3. That is, the distribution ratio is set to a large value in the order of the lateral G axial force, the current axial force, and the yaw rate axial force.
  • blending axial force calculating unit 11Bbb as a blend axial force T BR calculates a steering rack axial force that reflects the influence of the tire lateral force Fd acting on the steering wheel 13.
  • the blend axial force calculation unit 11Bbb of the present embodiment calculates the blend axial force T BR based on the value obtained by multiplying the current axial force by the distribution ratio K2 and the value obtained by multiplying the lateral G axial force by the distribution ratio K1. calculate.
  • the phase of the lateral G-axis force is delayed compared to the actual steering rack axial force. Further, the phase of the current axial force advances compared to the actual steering rack axial force.
  • the blend axial force calculation unit 11Bbb of the present embodiment can compensate for the phase lag due to the lateral G-axis force as shown in FIG.
  • the blend axial force TBR can be calculated. Therefore, the control calculation unit 11 of the present embodiment can apply a more appropriate steering reaction force by driving the reaction force motor 4 based on the blend axial force TBR .
  • the blend axial force calculation unit 11Bbb of the present embodiment calculates the blend axial force T BR based on a value obtained by multiplying the current axial force by the distribution ratio K2 and a value obtained by multiplying the lateral G axial force by the distribution ratio K1. .
  • the target steered angle ⁇ * and the actual steered angle ⁇ There will be a difference.
  • blends axial force calculating unit 11Bbb of this embodiment by adding the current axial force to the lateral G axial force, it can reflect the influence of the road surface disturbance acting on the steering wheel 13 to the blend axial force T BR, more An appropriate blend axial force TBR can be calculated. Therefore, the control calculation unit 11 of the present embodiment can apply a more appropriate steering reaction force by driving the reaction force motor 4 based on the blend axial force TBR . Furthermore, the blend axial force calculation unit 11Bbb of the present embodiment increases the lateral G axial force distribution ratio K1 to be greater than the current axial force distribution ratio K2. Therefore, the blend axial force calculation unit 11Bbb of the present embodiment can reduce the distribution ratio of the current axial force.
  • the control calculation unit 11 of the present embodiment can apply a more appropriate steering reaction force by driving the reaction force motor 4 based on the blend axial force TBR .
  • the blend axial force calculation unit 11Bbb of the present embodiment has a value obtained by multiplying the current axial force by the distribution ratio K2, a value obtained by multiplying the lateral G axial force by the distribution ratio K1, and a value obtained by multiplying the yaw rate axial force by the distribution ratio K3.
  • the feedback axial force T FB is calculated.
  • the detection result of the lateral G sensor 14B and the detection result of the steering current detection unit 5C are both Maximum value (saturated value).
  • the control calculation unit 11 of the present embodiment can apply a more appropriate steering reaction force by driving the reaction force motor 4 based on the blend axial force TBR .
  • the steering angular velocity detector 11Bbc calculates the steering angular velocity d ⁇ / dt of the steering wheel 12 based on the steering angle ⁇ detected by the steering wheel angle sensor 1. And steering angular velocity detection part 11Bbc outputs a calculation result to blend axial force calculation part 11Bbb and steering determination part 11Bbd.
  • the steering angular velocity d ⁇ / dt has a positive value when the steering wheel 12 rotates clockwise, and a negative value when the steering wheel 12 rotates counterclockwise.
  • Steering determining unit 11Bbd based on the steering angular velocity d? / Dt which blends axial force blends axial force calculating unit 11Bbb calculated T BR and steering angular velocity detection unit 11Bbc detects, turning-increasing operation and off the driver's steering wheel 12 It is determined which of the return operations is being performed.
  • the rounding-up operation is, for example, a steering operation in a direction in which the steering wheel 12 (steering angle ⁇ ) is away from the neutral position.
  • the switch back operation for example, there is a steering operation in a direction in which the steering wheel 12 (steering angle ⁇ ) approaches the neutral position.
  • the steering judging portion 11Bbd when blended axial force T BR is positive is a is and the steering angular velocity d? / Dt positive, or blends axial force T BR is a negative value and the steering angular velocity d? / If dt is a negative value, it is determined that the steering wheel 12 is being increased, and the variable K4 is set to 1.0.
  • the variable K4 is a flag that indicates whether the steering wheel 12 is being turned on or turned off.
  • the variable K4 is set to 1.0 when the steering wheel 12 is being increased and 0.0 when the switchback operation is being performed.
  • the steering judging portion 11Bbd is positive blends axial force T BR and the steering angular velocity when d?
  • / Dt is negative value, or a blend axial force T BR is a negative value and the steering angular velocity d? / Dt is positive If the value is a value, it is determined that the steering wheel 12 is not being additionally operated, and the variable K4 is set to zero. Then, the steering determination unit 11Bbd outputs the set variable K4 to the feedback axial force calculation execution unit 11Bbe.
  • the feedback axial force calculation execution unit 11Bbe receives the current axial force, blend axial force T BR , steering angular velocity d ⁇ / dt, and current axial force calculation unit 11Bba, blend axial force calculation unit 11Bbb, steering angular velocity detection unit 11Bbc, and steering determination unit 11Bbd. Read variable K4. Subsequently, the feedback axial force calculation execution unit 11Bbe performs the steering rack axial force (hereinafter referred to as feedback shaft) according to the following equation (10) based on the read current axial force, blend axial force T BR , steering angular velocity d ⁇ / dt, and variable K4. Force T FB ) is calculated. Then, the feedback axial force calculation execution unit 11Bbe outputs the calculation result to the axial force switching output unit 11Bf.
  • Feedback axial force T FB current axial force ⁇ GB + blend axial force T BR ⁇ (1 ⁇ GB) (10)
  • GB is a numerical value representing a ratio (hereinafter referred to as a distribution ratio) for distributing the current axial force and the blend axial force T BR (see FIG. 3).
  • a distribution ratio a ratio for distributing the current axial force and the blend axial force T BR
  • GB may be used not only as a numerical value representing the distribution ratio but also as a sign of the distribution ratio.
  • the feedback axial force calculating execution unit 11Bbe based on the distribution ratio GB, GB and current axial force blended axial force T BR: by combined at a ratio of (1-GB), the feedback axial force T FB calculate.
  • a setting method of the distribution ratio GB for example, a method of setting the distribution ratio GB by the distribution ratio setting unit 11Bbf based on the determination result output by the steering determination unit 11Bbd can be adopted.
  • the distribution ratio setting unit 11Bbf reads the steering angular velocity d ⁇ / dt and the variable K4 from the steering determination unit 11Bbd. Subsequently, the distribution ratio setting unit 11Bbf calculates the distribution ratio GB according to the following equation (11) based on the read steering angular velocity d ⁇ / dt and the variable K4.
  • GB K4 ⁇ K5 (11)
  • K5 is a numerical value representing the distribution ratio GB of the current axial force and the distribution ratio (1-GB) of the blend axial force TBR when K4 is 1.0, that is, when the steering wheel 12 is increased. is there.
  • the feedback axial force calculating execution unit 11Bbe during turning-increasing operation of the steering wheel 12, the current axial force based on variables K5 blended axial force T BR and the K5: by combined at a ratio of (1-K5)
  • the feedback axial force T FB is calculated. Note that when K4 is 0.0, i.e., at the time of switchback operation the steering wheel 12, regardless of the variable K5, the blend axial force T BR feedback axial force T FB.
  • a setting method of the variable K5 for example, a method of reading the variable K5 corresponding to the steering angular velocity d ⁇ / dt from the control map M5 can be adopted.
  • An example of the control map M5 is a map in which a variable K5 corresponding to the steering angular velocity d ⁇ / dt is registered.
  • FIG. 14 is a graph showing the control map M5.
  • the control map M5 in absolute value range and the fourth less than the set steering angular velocity d ⁇ 4 / dt (> 0) at 0 over the steering angular velocity d? / Dt, the magnitude of the steering angular velocity d? / Dt Regardless, the variable K5 is set to the tenth set value (for example, 1.0).
  • control map M5 has a variable K5 in the range where the absolute value of the steering angular velocity d ⁇ / dt is not less than the fifth set steering angular velocity d ⁇ 5 / dt (> d ⁇ 4 / dt) regardless of the magnitude of the steering angular velocity d ⁇ / dt. Is set to an eleventh set value ( ⁇ tenth set value, for example, 0.0). Further, the control map M5, in and fifth sets the steering angular velocity d? Of less than 5 / dt range in absolute value fourth set steering angular velocity d? 4 / dt or the steering angular velocity d? / Dt, the absolute value of the steering angular velocity d?
  • variable K5 is linearly decreased.
  • the control map M5 indicates that the steering angular velocity d ⁇ / dt is within a range where the absolute value of the steering angular velocity d ⁇ / dt is not less than the fourth set steering angular velocity d ⁇ 4 / dt and less than the fifth set steering angular velocity d ⁇ 5 / dt.
  • the variable K5 is set according to a linear function that represents the relationship between the absolute value of and the variable K5.
  • the linear function sets the variable K5 to the tenth set value (1.0), and the absolute value of the steering angular velocity d ⁇ / dt is the first
  • the variable K5 is set to the eleventh set value (0.0) when the 5-set steering angular velocity d ⁇ 5 / dt.
  • the distribution ratio setting unit 11Bbf has the variable K4 of 1.0 (during the addition operation) and the absolute value of the steering angular velocity d ⁇ / dt is less than the fourth set steering angular velocity d ⁇ 4 / dt (during low-speed steering).
  • the distribution ratio GB is set to 1.0.
  • the feedback axial force calculating execution unit 11Bbe is a feedback axial force T FB current axial force.
  • the distribution ratio setting unit 11Bbf has a variable K4 of 1.0 (during the addition operation), and the absolute value of the steering angular velocity d ⁇ / dt is equal to or greater than the fifth setting steering angular velocity d ⁇ 5 / dt (during high-speed steering).
  • the distribution ratio GB is set to 0.0.
  • the feedback axial force calculating execution unit 11Bbe is a blend axial force T BR feedback axial force T FB.
  • the distribution ratio setting unit 11Bbf has a variable K4 of 1.0 (during a rounding operation), the absolute value of the steering angular velocity d ⁇ / dt is equal to or greater than the fourth setting steering angular velocity d ⁇ 4 / dt, and the fifth setting. If the steering angular velocity is less than d ⁇ 5 / dt (during medium speed steering), the variable K5 is set as the distribution ratio GB.
  • the feedback axial force calculating execution unit 11Bbe includes a feedback axial force T FB what the sum of the value obtained by multiplying the (1-K5) to the value blended axial force T BR multiplied by variable K5 current axial force To do.
  • the distribution ratio setting unit 11Bbf sets 0.0 as the distribution ratio GB regardless of the steering angular velocity d ⁇ / dt. Then, the feedback axial force calculating execution unit 11Bbe is a blend axial force T BR feedback axial force T FB.
  • the feedback axial force calculation execution unit 11Bbe of the present embodiment has an absolute value of the steering angular velocity d ⁇ / dt that is less than the fourth set steering angular velocity d ⁇ 4 / dt when the steering wheel 12 is increased.
  • the current axial force is set as the feedback axial force TFB .
  • the tire lateral force Fd accompanying the steering of the steered wheel 13 is increased.
  • the friction generate a steering reaction force that returns the steering wheel 12 to the neutral position.
  • the control calculation part 11 of this embodiment can give the steering reaction force which returns the steering wheel 12 to a neutral position similarly to a mechanical steering control apparatus by setting the current axial force to the feedback axial force TFB. .
  • the control calculating part 11 of this embodiment can provide a more appropriate steering reaction force at the time of the steering wheel 12 turning operation.
  • the blend axial force TBR does not include an element of friction accompanying steering of the steered wheel 13.
  • the feedback axial force calculation execution unit 11Bbe when the steering wheel 12 is switched back, performs the current axial force and the lateral G axial force regardless of the absolute value of the steering angular velocity d ⁇ / dt. Is a blend axial force T BR that is distributed at a preset distribution ratio as a feedback axial force T FB .
  • T BR a blend axial force
  • T FB a feedback axial force
  • the feedback axial force calculating execution unit 11Bbe of the present embodiment by setting the blending axial force T BR feedback axial force T FB, reduced steering current, even a current axial force is reduced, steering It can suppress that the steering reaction force which returns the wheel 12 to a neutral position reduces. Therefore, the feedback axial force calculation execution unit 11Bbe according to the present embodiment is similar to the mechanical steering control device in that the driver reduces the holding force of the steering wheel 12 and slides the steering wheel 12 with the palm of the steering wheel. The wheel 12 can be returned to the neutral position. Thereby, the control calculation part 11 of this embodiment can provide a more appropriate steering reaction force when the steering wheel 12 is switched back.
  • the feedback axial force calculation execution unit 11Bbe of the present embodiment determines that the steering wheel 12 is being increased, and the absolute value of the steering angular velocity d ⁇ / dt is the fourth set steering angular velocity d ⁇ 4 / dt. in a case where it is determined to be equal to or greater than, sets the feedback axial force T FB by distributing the current axial force blended axial force T BR, the absolute value is higher distribution of current axial force small steering angular velocity d? / dt Increase the ratio. Therefore, the feedback axial force calculation execution unit 11Bbe of the present embodiment performs, for example, the steering wheel ⁇ straddling the neutral position during the steering wheel 12 switching operation and the steering wheel 12 is continuously increased in the same direction.
  • the control calculating part 11 of this embodiment can provide a more appropriate steering reaction force.
  • the final axial force calculation unit 11Bc includes the steering angle ⁇ , the vehicle speed V, the steering wheel angle sensor 1, the vehicle speed sensor 14A, the lateral G sensor 14B, the feedforward axial force calculation unit 11Ba, and the feedback axial force calculation unit 11Bb.
  • lateral acceleration Gy reads the feedforward axial force T FF and the feedback axial force T FB.
  • the final axial force calculator 11Bc calculates the steering angular velocity d ⁇ / dt of the steering wheel 12 based on the read steering angle ⁇ .
  • the final axial force calculation unit 11Bc reads the read steering angle ⁇ , vehicle speed V, lateral acceleration Gy, feedforward axial force T FF , axial force Toc output by the axial force switching output unit 11Bf, and calculated steering angular velocity d ⁇ . Based on / dt and the corrected steering reaction force central value ⁇ Tsc, a steering rack axial force (hereinafter referred to as final axial force) is calculated according to the following equation (12). Then, the final axial force calculation unit 11Bc outputs the calculation result to the axial force-steering reaction force conversion unit 11Bd.
  • Final axial force feed forward axial force T FF ⁇ GF + Toc ⁇ (1 ⁇ GF) + ⁇ Tsc (12)
  • GF is a numerical value representing a ratio (hereinafter referred to as a distribution ratio) for distributing the feedforward axial force TFF and the feedback axial force TFB .
  • GF may be used not only as a numerical value representing the distribution ratio but also as a sign of the distribution ratio.
  • ⁇ Tsc in the equation (12) represents the numerical value of the corrected steering reaction force central value ⁇ Tsc.
  • Axial force switching output section 11Bf in a non-actuated state the lane keeping assist controller 15 does not operate and outputs a feedback axial force T FB, feedforward axial force in an operating state in which the lane keeping assist controller 15 is operating F FF Is output. Therefore, the final axial force calculating unit 11Bc, at the time of non-operation of the lane keeping assist controller 15, the feedforward axial force T FF and the feedback axial force T FB GF: a value obtained by summing at a ratio of (1-GF) The final axial force is calculated by adding the corrected steering reaction force central value ⁇ Tsc.
  • the final axial force calculating unit 11Bc during operation of the lane keeping assist controller 15, the feedforward axial force T FF and the feedforward axial force T FF GF: corrected to a value obtained by summing at a ratio of (1-GF)
  • the final axial force is calculated by adding the steering reaction force central value ⁇ Tsc.
  • the final axial force calculating unit 11Bc during operation of the lane keeping assist controller 15, and outputs a value obtained by adding the correction steering reaction force central value ⁇ Tsc feedforward axial force T FF as the final axial force.
  • the final axial force calculating unit 11Bc of the present embodiment calculates the final axial force based on the feedback axial force T FB and feedforward axial force T FF.
  • the feedback axial force T FB changes according to a change in the road surface state or a change in the vehicle state in order to reflect the influence of the tire lateral force Fd acting on the steering wheel 13.
  • the feedforward axial force T FF since not reflect the influence of tire lateral force Fd, smoothly changes regardless of the change or the like of the road surface condition.
  • the final axial force calculating unit 11Bc in addition to the feedback axial force T FB, it calculates the final axial force on the basis of the feedforward axial force T FF, it can be calculated more appropriate final axial force.
  • the vehicle speed V and steering angle ⁇ allocation the ratio GF 3 by multiplying the allocation ratio GF 4 based on the steering angular velocity d? / dt, can be adopted a method for the distribution ratio GF multiplication results.
  • the axial force difference for example, a difference between the feedforward axial force TFF and the feedback axial force TFB can be adopted. Specifically, the axial force difference, a subtraction result obtained by subtracting the feedback axial force T FB from the feedforward axial force T FF.
  • FIG. 15 is a graph showing the control map M6.
  • Method for setting distribution ratio GF 1 for example, can be employed a method of reading the distribution ratio GF 1 which corresponds to the absolute value of the axial force difference from the control map M6.
  • the control map M6 for example, there is a map that has registered the distribution ratio GF 1 which corresponds to the absolute value of the axial force difference.
  • the control map M6 has a large axial force difference in a range where the absolute value of the axial force difference is 0 or more and less than the first set axial force difference Z 1 (> 0).
  • the distribution ratio GF 1 is set to the 12 setting value (e.g., 1.0) regardless of.
  • the first set axial force difference Z 1 for example, can be employed an axial force difference estimation accuracy of the feedforward axial force T FF starts lowering.
  • the control map M6 is the absolute value of the axial force difference is in the second set axial force difference Z 2 (> Z 1) or more ranges, the distribution ratio GF 1 regardless of the magnitude of the axial force difference 13 set value ( ⁇ Twelfth set value. For example, 0.0).
  • the second set axial force difference Z 2 for example, can be employed an axial force difference estimation accuracy of the feedforward axial force T FF is lower than the estimation accuracy of the feedback axial force T FB.
  • control map M6 is in and a second set axial force difference Z 2 than the range in absolute value first set axial force difference Z 1 or more axial force difference, the distribution ratio GF according to the absolute value of the axial force difference 1 is reduced linearly.
  • control map M6 is in and a second set axial force difference Z 2 than the range in absolute value first set axial force difference Z 1 or more axial force difference, distribution and the absolute value of the axial force difference ratio setting the distribution ratio GF 1 according to the primary function representing the relationship between the GF 1.
  • the primary function 12 set value distribution ratio GF 1 when the absolute value of the axial force difference is first set axial force difference Z 1 (1.0) and then, the absolute value of the axial force difference is the second setting axis 13 set value distribution ratio GF 1 when the force difference Z 2 and (0.0).
  • the final axial force calculating unit 11Bc of the present embodiment when the absolute value of the axial force difference is first set axial force difference Z 1 or more, the absolute value of the first setting the axial force of the axial force difference compared to the case it is less than the difference Z 1, to reduce the distribution ratio GF 1 (allocation ratio GF of the feedforward axial force T FF). Therefore, the final axial force calculating unit 11Bc of the present embodiment, for example, the road surface ⁇ is reduced during non-operation of the lane keeping assist controller 15, the estimation accuracy of the feedforward axial force T FF is decreased, the axial force difference When increased, the distribution ratio (1-GF) of the feedback axial force TFB can be increased. Therefore, the final axial force calculation unit 11Bc of the present embodiment can apply a more appropriate steering reaction force.
  • FIG. 16 is a graph showing the control map M7.
  • a method of setting the distribution ratio GF 2 for example, it can be employed a method of reading the distribution ratio GF 2 corresponding to the absolute value of the lateral acceleration Gy from the control map M7.
  • the control map M7 for example, there is a map that has registered the distribution ratio GF 2 corresponding to the absolute value of the lateral acceleration Gy.
  • the control map M7 has a lateral acceleration Gy in a range where the absolute value of the lateral acceleration Gy is 0 or more and less than the first set lateral acceleration Gy 1 (> 0).
  • the size of the distribution ratio GF 2 14 set value e.g., 1.0
  • the control map M7 is lateral acceleration in the range absolute value of the second set lateral acceleration Gy 2 (> Gy 1) more Gy, the lateral acceleration distribution ratio GF 2 regardless of the size of the Gy 15 Set to a set value ( ⁇ 14th set value, eg, 0.0).
  • the second set lateral acceleration Gy 2 for example, can be adopted lateral acceleration Gy estimation accuracy of the feedforward axial force T FF is lower than the estimation accuracy of the feedback axial force T FB.
  • control map M7 is distributed according to the absolute value of the lateral acceleration Gy in a range where the absolute value of the lateral acceleration Gy is not less than the first set lateral acceleration Gy 1 and less than the second set lateral acceleration Gy 2. linearly decreasing the ratio GF 2. Specifically, the control map M7 indicates that the absolute value of the lateral acceleration Gy is within a range where the absolute value of the lateral acceleration Gy is not less than the first set lateral acceleration Gy 1 and less than the second set lateral acceleration Gy 2.
  • the distribution ratio GF 2 is set according to a linear function representing the relationship with the distribution ratio GF 2 .
  • the distribution ratio GF3 is set to the 14th set value (1.0), and the absolute value of the lateral acceleration Gy is the second set.
  • the distribution ratio GF3 is set to the fifteenth set value (0.0) when the lateral acceleration Gy 2 is set.
  • the final axial force calculating unit 11Bc of the present embodiment when the absolute value of the lateral acceleration Gy is first set lateral acceleration Gy 1 or more, the absolute value of the first set of lateral acceleration Gy compared with the case of the lateral acceleration Gy less than 1, to reduce the distribution ratio GF 2 (distribution ratio GF of the feedforward axial force T FF). Therefore, the final axial force calculating unit 11Bc of the present embodiment, for example, during non-operation of the lane keeping assist controller 15, the lateral acceleration Gy increases, when the estimation accuracy of the feedforward axial force T FF is decreased, feedback The distribution ratio (1-GF) of the axial force T FB can be increased. Therefore, the final axial force calculation unit 11Bc of the present embodiment can apply a more appropriate steering reaction force.
  • FIG. 17 is a graph showing the control maps M8a and M8b.
  • the control GF 3b map M8a As a method of setting the distribution ratio GF 3, for example, the distribution ratio GF 3a corresponding to the absolute value of the absolute value and the steering angle ⁇ of the vehicle speed V, the control GF 3b map M8a, read from M8b, read allocation ratio A method of multiplying GF 3a and GF 3b and setting the multiplication result as a distribution ratio GF 3 can be adopted.
  • the control map M8a for example, there is a map that has registered the distribution ratio GF 3 corresponding to the absolute value of the vehicle speed V. Specifically, as shown in FIG.
  • the control map M8a is the absolute value range and less than the third set speed V 3 0 or more vehicle speed V is allocated regardless of the size of the vehicle speed V the ratio GF 3a 16th set value (e.g., 0.5) is set to.
  • the third set speed V 3 for example, (tire lateral force nonlinearity of Fd with respect to the tire slip angle) appears nonlinearity of tire characteristic due to the vehicle speed V is low, the degradation estimation accuracy of the feedforward axial force T FF
  • the starting vehicle speed V can be adopted.
  • the distribution ratio GF 3a is set to the 17th set value (> 16th) regardless of the magnitude of the vehicle speed V.
  • Set value for example, 1.0
  • the fourth set vehicle speed V 4 for example, can be employed vehicle speed V estimation accuracy of the feedforward axial force T FF is improved than the estimation accuracy of the feedback axial force T FB.
  • the control map M8a the absolute value of the vehicle speed V is in a range and the fourth less than the set vehicle speed V 4 at the third set speed V 3 or more, linearly increasing the distribution ratio GF 3a in accordance with the absolute value of the vehicle speed V
  • the control map M8a to the extent and in the fourth less than the set vehicle speed V 4 in absolute value the third set speed V 3 or more of the vehicle speed V is a linear function representing the relationship between the distribution ratio GF 3a and the vehicle speed V
  • the distribution ratio GF 3a is set according to The linear function is assigned when the absolute value of the vehicle speed V is the third set vehicle speed V 3 and the allocation ratio GF 3a is the 16th set value (0.5), and when the vehicle speed V is the fourth set vehicle speed V 4.
  • the ratio GF 3a is set to the 17th set value (1.0).
  • the final axial force calculating unit 11Bc of the present embodiment when the absolute value of the vehicle speed V is the fourth less than the set vehicle speed V 4, the absolute value of the vehicle speed V is in the fourth set speed V 4 or more Compared to the case, the distribution ratio GF 3a (the distribution ratio GF of the feedforward axial force T FF ) is reduced. Therefore, the final axial force calculating unit 11Bc of the present embodiment, for example, when the vehicle speed V is reduced at the time of non-operation of the lane keeping assist controller 15, the estimation accuracy of the feedforward axial force T FF is decreased, the feedback axial force The distribution ratio of T FB (1-GF) can be increased. Therefore, the final axial force calculation unit 11Bc of the present embodiment can apply a more appropriate steering reaction force.
  • control map M8b for example, there is a map that has registered the distribution ratio GF 3b corresponding to the absolute value of the steering angle [delta]. Specifically, as shown in FIG. 17B, the control map M8b indicates that the steering angle ⁇ is within a range where the absolute value of the steering angle ⁇ is 0 or more and less than the first set steering angle ⁇ 1 (> 0). , regardless of the size of the distribution ratio GF 3b 18th set value (e.g., 1.0) is set to.
  • the first set steering angle ⁇ 1 for example, a steering angle ⁇ at which the estimation accuracy of the feedforward axial force TFF starts to decrease can be employed.
  • the distribution ratio GF 3b is set to the 19th set value (regardless of the magnitude of the steering angle ⁇ ) in the range where the absolute value of the steering angle ⁇ is equal to or larger than the second set steering angle ⁇ 2 (> ⁇ 1 ). ⁇ 18th set value, for example, 0.6).
  • the second set steering angle [delta] 2 for example, can be adopted steering angle [delta] of the estimation accuracy of the feedforward axial force T FF is lower than the estimation accuracy of the feedback axial force T FB.
  • the distribution ratio GF 3b is set according to the absolute value of the steering angle ⁇ . Decrease linearly.
  • the control map M8b in absolute value and the second set steering angle [delta] 2 of less than the range in the first set steering angle [delta] 1 or more of the steering angle [delta], the distribution ratio GF 3b and the absolute value of the steering angle [delta]
  • An allocation ratio GF 3b is set according to a linear function representing the relationship between In the linear function, when the absolute value of the steering angle ⁇ is the first setting steering angle ⁇ 1 , the distribution ratio GF 3b is set to the 18th setting value (1.0), and the absolute value of the steering angle ⁇ is the second setting steering angle. 19 set value distribution ratio GF3 when a [delta] 2 and (0.6).
  • the final axial force calculating unit 11Bc of the present embodiment when the absolute value of the steering angle [delta] is first set steering angle [delta] 1 or more, the absolute value of the first set steering angle of the steering angle [delta] [delta] compared to the case is less than 1, to reduce the distribution ratio GF 3b (distribution ratio GF of the feedforward axial force T FF). Therefore, the final axial force calculating unit 11Bc of the present embodiment, for example, when the increased steering angle ⁇ is in the inoperative lane keeping assist controller 15, the estimation accuracy of the feedforward axial force T FF is decreased, the feedback shaft The distribution ratio (1-GF) of the force T FB can be increased. Therefore, the final axial force calculation unit 11Bc of the present embodiment can apply a more appropriate steering reaction force.
  • FIG. 18 is a graph showing the control map M9.
  • a method of setting the distribution ratio GF 4 for example, it can be employed a method of reading the distribution ratio GF 4 corresponding to the absolute value of the steering angular velocity d? / Dt from the control map M9.
  • the control map M9 for example, there is a map that has registered the distribution ratio GF 4 corresponding to the absolute value of the steering angular velocity d? / Dt.
  • the control map M9 indicates that the steering angular velocity is in the range where the absolute value of the steering angular velocity d ⁇ / dt is 0 or more and less than the fourth set steering angular velocity d ⁇ 4 / dt (> 0).
  • the distribution ratio GF 4 regardless of the size of d? / dt twentieth set value (e.g., 1.0) is set to.
  • the fourth set steering angular velocity d? 4 / dt for example, can be adopted steering angular velocity d? / Dt of estimation accuracy of the feedforward axial force T FF starts lowering.
  • the control map M9 shows that the distribution ratio is independent of the magnitude of the steering angular velocity d ⁇ / dt in the range where the absolute value of the steering angular velocity d ⁇ / dt is not less than the fifth set steering angular velocity d ⁇ 5 / dt (> d ⁇ 4 / dt).
  • the GF 4 21 set value ( ⁇ 20th set value.
  • the fifth set steering angular velocity d? 5 / dt for example, can be adopted steering angular velocity d? / Dt of estimation accuracy of the feedforward axial force T FF is lower than the estimation accuracy of the feedback axial force T FB.
  • the control map M9 indicates that the absolute value of the steering angular velocity d ⁇ / dt is within a range where the absolute value of the steering angular velocity d ⁇ / dt is not less than the fourth set steering angular velocity d ⁇ 4 / dt and less than the fifth set steering angular velocity d ⁇ 5 / dt. linearly decreasing the distribution ratio GF 4 in accordance with the.
  • control map M9 indicates that the steering angular velocity d ⁇ / dt is within a range where the absolute value of the steering angular velocity d ⁇ / dt is not less than the fourth set steering angular velocity d ⁇ 4 / dt and less than the fifth set steering angular velocity d ⁇ 5 / dt.
  • the distribution ratio GF 4 is set in accordance with a linear function that represents the relationship between the absolute value of and the distribution ratio GF 4 .
  • the linear function sets the distribution ratio GF 4 to the twentieth set value (1.0), and the absolute value of the steering angular velocity d ⁇ / dt.
  • the distribution ratio GF 4 is set to the twenty-first set value (0.0).
  • the final axial force calculation unit 11Bc of the present embodiment has the absolute value of the steering angular velocity d ⁇ / dt when the absolute value of the steering angular velocity d ⁇ / dt is equal to or greater than the fourth set steering angular velocity d ⁇ 4 / dt.
  • the distribution ratio GF 4 (the distribution ratio GF of the feed-forward axial force T FF ) is made smaller than when the fourth set steering angular velocity d ⁇ 4 / dt is less. Therefore, the final axial force calculating unit 11Bc of the present embodiment, for example, when increasing the steering angular velocity d?
  • the estimation accuracy of the feedforward axial force T FF is decreased,
  • the distribution ratio (1-GF) of the feedback axial force TFB can be increased. Therefore, the final axial force calculation unit 11Bc of the present embodiment can apply a more appropriate steering reaction force.
  • the final axial force calculating unit 11Bc the absolute value of the first set axial force difference Z less than 1 axial force difference, the absolute value of the first set lateral acceleration Gy less than 1 lateral acceleration Gy, an absolute vehicle speed V value fourth set vehicle speed V 4 above, the steering angle ⁇ of the absolute value of the first set steering angle ⁇ smaller than 1, and when the absolute value of the steering angular velocity d? / dt is the fourth set the steering angular velocity d? less than 4 / dt regardless inoperative and operating state of the lane keeping assist controller 15, the axial force obtained by adding the correction steering reaction force central value ⁇ Tsc feedforward axial force T FF and final axial force.
  • the final axial force calculating unit 11Bc the absolute value of the axial force difference is the second set axial force difference Z 2 or more, the absolute value of the lateral acceleration Gy and the second set lateral acceleration Gy 2 or more, and the steering angular velocity d? / If the absolute value of dt is in a non-operating state of the fifth set steering angular velocity d? 5 / dt or the lane keeping assist controller 15 at least be either the corrected steering reaction force central value ⁇ Tsc the feedback axial force T FB The added axial force is taken as the final axial force.
  • the final axial force calculating unit 11Bc the absolute value and the second set axial force less than the difference Z 2 at first set axial force difference Z 1 or more axial force difference, the absolute value of the first set next to the lateral acceleration Gy direction acceleration Gy 1 or more and a second set lateral acceleration Gy less than 2, the absolute value of the vehicle speed V is less than the fourth predetermined vehicle speed V 4, the absolute value of the steering angle [delta] is first set steering angle [delta] 1 or more, and the steering angular velocity If the absolute value of d? / dt is in a non-operating state of the fourth set steering angular velocity d?
  • the final axial force calculation unit 11Bc determines that the host vehicle A has a high road surface ⁇ (dry road surface), a high vehicle speed V, a small steering angle ⁇ , and a small steering angular velocity d ⁇ / dt (hereinafter, specified). If there also called a situation), regardless inoperative and operating state of the lane keeping assist controller 15, and a final axial force the axial force obtained by adding the correction steering reaction force central value ⁇ Tsc feedforward axial force T FF To do.
  • the feedforward axial force T FF since not reflect the influence of tire lateral force Fd, smoothly changes regardless of the change or the like of the road surface condition.
  • the final axial force calculation unit 11Bc can realize a stable steering feeling when the host vehicle A is in a specific situation. Furthermore, the final axial force calculating unit 11Bc may be the axial force even during operation of the additional function of lane keeping support function based on good feedforward axial force T FF of road feel to the final axial force. Therefore, the final axial force calculation unit 11Bc can realize a stable steering feeling when the additional function called the lane keeping support function is activated.
  • the final axial force calculation unit 11Bc provides a feedback axial force when the host vehicle A is in a situation other than the specific situation (hereinafter also referred to as a normal situation) and the lane keeping support controller 15 is not in operation.
  • the final axial force is T FB or the sum of the feedforward axial force T FF and the feedback axial force T FB .
  • the feedback axial force T FB changes according to a change in the road surface state or a change in the vehicle state in order to reflect the influence of the tire lateral force Fd acting on the steering wheel 13.
  • the final axial force calculation unit 11Bc performs the same steering as the mechanical steering control device in which the steering wheel 12 and the steering wheel 13 are mechanically coupled when the host vehicle A is in a normal state. A feeling can be given and a natural steering feeling can be realized.
  • the axial force-steering reaction force conversion unit 11Bd calculates the final axial force calculated by the final axial force calculation unit 11Bc and the final target corrected steering reaction calculated by the corrected steering reaction force calculation unit 15A (see FIG. 2).
  • a target steering reaction force is calculated based on the force ⁇ Y *.
  • the target steering reaction force is a target value of the steering reaction force.
  • the prior target steering reaction force corresponding to the vehicle speed V and the final axial force is read from the control map M10, and the final target correction steering reaction force ⁇ Y * is added to the read prior target steering reaction force.
  • a method of adding can be adopted.
  • the control map M10 is a map in which the preliminary target steering reaction force corresponding to the final axial force is registered for each vehicle speed V.
  • the axial force-steering reaction force conversion unit 11Bd adds the previous target steering reaction force reading unit 11Bda that reads the previous target steering reaction force from the control map M10, and the previous target steering reaction force and the final target corrected steering reaction force ⁇ Y *. And an adder 11Bdb.
  • FIG. 19 is a graph showing the control map M10. As shown in FIG. 19, the control map M10 is set for each vehicle speed V. Further, the control map M10 sets the prior target steering reaction force to a larger value as the final axial force is larger.
  • the target reaction force current calculation unit 11Be calculates a target reaction force current according to the following equation (13) based on the target steering reaction force calculated by the axial force-steering reaction force conversion unit 11Bd. Then, the target reaction force current calculation unit 11Be outputs the calculation result to the reaction force motor drive unit 3D.
  • Target reaction force current Target steering reaction force ⁇ Gain (13)
  • the target reaction force current calculation unit 11Be calculates the target reaction force current based on the target steering reaction force calculated by the axial force-steering reaction force conversion unit 11Bd.
  • the axial force-steering reaction force converter 11Bd may correct the target steering reaction force by adding the end contact reaction force instead of the final target correction steering reaction force ⁇ Y *.
  • the end contact reaction force for example, there is a steering reaction force applied when the turning angle ⁇ reaches a maximum value.
  • step S100 various data from each sensor and the steering controller 11 are read.
  • the lane keeping support controller 15 reads each wheel speed Vw from the wheel speed sensors 18 to 21, for example.
  • the lane keeping assist controller 15 reads the steering angle ⁇ , the steering angular velocity d ⁇ / dt (hereinafter, d ⁇ / dt may be expressed as “ ⁇ ′”) and the steering torque ⁇ output from the steering controller 11.
  • the lane keeping support controller 15 reads the signal output from the direction instruction switch 17. From the external recognition unit 16, the yaw angle ⁇ of the vehicle with respect to the traveling lane of the host vehicle, the lateral displacement X from the center of the traveling lane, and the curvature ⁇ of the traveling lane are read.
  • the left and right lane edge reference thresholds XLt and XRt are set based on the following equations (14) and (15).
  • the right lane edge reference threshold value XRt specifies the position of the lane edge reference LXR set for the right departure.
  • the left lane edge reference threshold XLt specifies the position of the lane edge reference LXL set for the left departure.
  • XRt (Wlane / 2) ⁇ (Wcar / 2) ⁇ Xoffset (14)
  • XLt ⁇ ((Wlane / 2) ⁇ (Wcar / 2) ⁇ Xoffset) (15)
  • the left and right lane width direction offset threshold values XLt2 and XRt2 are set based on the following equations (16) and (17).
  • XRt2 (Wlane / 2) ⁇ (Wcar / 2) ⁇ Xoffset2 (16)
  • XLt2 ⁇ ((Wlane / 2) ⁇ (Wcar / 2) ⁇ Xoffset2) (17)
  • the lateral displacement X from the travel lane center Ls is positive when the host vehicle A is on the right side of the center with respect to the travel lane L, and is negative when the vehicle is located on the left side. For this reason, the right lane edge reference threshold value XRt and the lane width direction offset threshold value XRt2 side are positive.
  • Wlane is the travel lane width
  • Wcar is the vehicle width of the host vehicle A.
  • Xoffset and Xoffset2 are margins for the position of the traveling lane edge Le (white line or shoulder).
  • the margin allowances Xoffset and Xoffset2 may be changed according to the travel lane width Wlane, the vehicle speed, and the like. For example, the margins Xoffset and Xoffset2 are made smaller as the travel lane width Wlane is narrower. Also, different margins Xoffset and Xoffset2 may be used for the left and right lane edge reference LXL, LXR.
  • the margin allowances Xoffset and Xoffset2 may be zero or negative values. Further, the left and right lane edge reference LXL, LXR may be fixed values. Further, the margin allowances Xoffset and Xoffset2 may be the same value. In this case, the left and right lane edge reference threshold values XLt and XRt are the same as the left and right lane width direction offset threshold values XLt2 and XRt2.
  • ⁇ R ⁇ (when ⁇ ⁇ 0)
  • ⁇ L ⁇ (when ⁇ ⁇ 0)
  • ⁇ L 0 (only negative values are taken).
  • step S140 a first target correction turning angle ⁇ Y1 * is calculated. The process of step S140 is executed by the corrected turning angle calculation unit 15C (see FIG. 2).
  • the first target correction turning angle ⁇ Y1 * is a control amount for canceling the yaw angle ⁇ of the vehicle with respect to the travel lane. That is, it is a control amount for angle deviation for making the traveling lane and the traveling direction of the vehicle parallel.
  • the first target turning angle ⁇ Y1_R * for the right departure and the first target turning angle ⁇ Y1_L * for the left departure are calculated by the following equations, respectively.
  • ⁇ Y1_R * ⁇ (Kc_Y ⁇ Ky_R ⁇ Kv_Y ⁇ ⁇ R)
  • ⁇ Y1_L * ⁇ (Kc_Y ⁇ Ky_L ⁇ Kv_Y ⁇ ⁇ L)
  • Kc_Y is a feedback gain determined by vehicle specifications.
  • Kv_Y is a correction gain according to the vehicle speed.
  • Ky_R and Ky_L are feedback gains that are individually set according to the lateral displacement of the host vehicle with respect to the traveling lane, as shown in FIGS. 24 (a) and 24 (b). Then, the feedback gain Ky_R for the right departure is set so as to increase as it approaches the right lane edge reference LXR. Further, the feedback gain Ky_L for the left departure is set to increase as it approaches the left lane edge reference LXL. In addition, the first target turning angles ⁇ Y1_R * and ⁇ Y1_L * are positive for rightward turning and negative for leftward turning.
  • lane width direction offset threshold values XLt2 and XRt2 may be used as the boundary between the minimum values of the feedback gains Ky_R and Ky_L.
  • the first target corrected turning angle ⁇ Y1 * is calculated as the sum of the first target turning angle ⁇ Y1_R * for the right departure and the first target turning angle ⁇ Y1_L * for the left departure based on the following equation.
  • step S150 the steering reaction force actuator 3A is controlled so that the steering wheel position corresponding to the first target correction turning angle ⁇ Y1 * becomes the neutral position of the steering reaction force.
  • the corrected steering reaction force center calculation unit 15B (see FIG. 2), for example, corrects the steering reaction force center value ⁇ Tsc according to the deviation between the handle position corresponding to the first target turning angle ⁇ Y1 * position and the actual handle position. Is calculated.
  • the corrected steering reaction force center calculation unit 15B (see FIG. 2) outputs a command to the steering controller 11 so as to apply a steering reaction force corresponding to the corrected steering reaction force center value ⁇ Tsc.
  • a target reaction force current calculation unit 11B (see FIG. 3) provided in the steering controller 11 adds the corrected steering reaction force center value ⁇ Tsc to the final axial force calculated by the final axial force calculation unit 11Bc.
  • a target reaction force current based on the steering reaction force is output.
  • the steering controller 11 controls the steering reaction force actuator 3 so as to output a steering reaction force corresponding to the corrected steering reaction force central value ⁇ Tsc.
  • step S160 a steering angle reference value ⁇ R * for a right departure and a steering angle reference value ⁇ L * for a left departure are calculated.
  • the steering angle reference values ⁇ R * and ⁇ L * are reference values used to calculate the amount of increase toward the lane edge by steering of the driver's steering wheel.
  • the steering reaction force becomes the neutral position (the steering torque becomes zero) at the steering wheel position (steering angle) where the traveling lane and the traveling direction of the host vehicle are parallel. For this reason, regardless of whether the traveling lane is a straight road or a curved road, the direction in which the traveling lane and the traveling direction of the host vehicle are parallel to the direction in which the driver approaches the left or right traveling lane end. Whether the vehicle is steered can be detected by the sign of the steering torque ⁇ .
  • the steering angle reference value ⁇ L * for the left departure is updated with the actual steering angle value ⁇ as shown in the following equation.
  • ⁇ L * ⁇ 2
  • ⁇ th is a steering torque threshold for determining driver steering, and is set as an absolute value (positive value).
  • the steering torque ⁇ is a positive value when the steering torque is applied to the right, a negative value when the steering torque is applied to the left, and the steering angle ⁇ is a positive value when steering in the right direction. Value, and leftward steering is a negative value.
  • the actual steering angle value ⁇ when a steering torque equal to or greater than the steering torque threshold ⁇ th is detected becomes the steering angle reference value ⁇ R * for the right departure or the steering angle reference value ⁇ L * for the left departure.
  • step S170 the amount of steering increase to the lane edge side by the steering of the driver is calculated based on the following formula.
  • the amount of steering increase ⁇ R toward the right lane edge reference side is calculated by the following equation.
  • ⁇ R ⁇ - ⁇ R * (when ⁇ > ⁇ R *)
  • ⁇ R 0 (when ⁇ ⁇ ⁇ R *)
  • the steering increase amount ⁇ L toward the left lane edge reference side is calculated by the following equation.
  • the steering amount of the steering wheel toward the left and right lane edge reference sides can be extracted as the amount of steering increase.
  • step S180 a second target correction turning angle ⁇ Y2 * is calculated.
  • the second target turning angle ⁇ Y2 * is a control amount for suppressing in advance the movement of the vehicle toward the departure side.
  • the process of step S180 is executed by the corrected turning angle calculation unit 15C (see FIG. 2).
  • the second target turning angle ⁇ Y2 * is calculated by calculating the second target turning angle ⁇ Y2_R * for the right departure and the second target turning angle ⁇ Y2_L * for the left departure, and taking the sum thereof.
  • the turning angle ⁇ Y2 * is calculated.
  • the second target turning angle ⁇ Y2_R * for the right departure and the second target turning angle ⁇ Y2_L * for the left departure are calculated by the following equations, respectively.
  • Kc_g is a gear ratio coefficient between the steering angle (steering wheel angle) and the tire angle (steering wheel turning angle) determined by the specifications of the vehicle.
  • Kg_R and Kg_L are steering suppression gains with respect to the amount of steering increase toward the traveling lane edge side by the driver's steering.
  • Kg_R and Kg_L are individually set according to the lateral displacement with respect to the traveling lane as shown in FIGS. 25 (a) and 25 (b).
  • the steering suppression gain Kg_R for the right departure is set so as to increase as it approaches the right traveling end reference.
  • the steering suppression gain Kg_L for the left departure is set so as to increase as it approaches the left traveling end reference.
  • the maximum value of these steering suppression gains is 1.0. By setting the maximum value to 1.0, the second target turning angle has an upper limit value for canceling the amount of increase in steering by the driver.
  • lane edge reference threshold values XLt and XRt may be used as the minimum threshold value instead of XLt2 and XRt2.
  • K ⁇ is a value as shown in FIG. That is, the curve correction gain K ⁇ L_R for the right departure and the curve for the left departure are divided into three types according to the direction of the curvature ⁇ (curve direction of the traveling lane L) and using individual maps as follows.
  • a correction gain K ⁇ L_L is set.
  • K ⁇ L_R Read from a curve IN side correction gain map as shown in FIG.
  • K ⁇ L_L Read from the curve OUT side correction gain map as shown in FIG.
  • K ⁇ L_R is read from a curve OUT side correction gain map as shown in FIG.
  • K ⁇ L_L Read from a curve IN side correction gain map as shown in FIG.
  • the curvature ⁇ 0 (straight road)
  • K ⁇ L_R 1.0 (no correction)
  • K ⁇ L_L 1.0 (no correction)
  • the left curve is positive and the right curve is negative.
  • the curve IN-side correction gain map is a map in which the correction gain decreases as the absolute value of the curvature ⁇ increases as the absolute value of the curvature ⁇ increases to a predetermined value or more. And the gain of control with respect to the travel lane edge Le located inside the curved road among the left and right travel lane edges Le is corrected so as to decrease in accordance with the increase in the absolute value of the curvature ⁇ .
  • the curve OUT side correction gain map is a map in which the correction gain increases as the absolute value of the curvature ⁇ increases as the absolute value of the curvature ⁇ increases to a predetermined value or more. .
  • the gain of control with respect to the travel lane edge Le located outside the curve road among the left and right travel lane edges Le is corrected so as to increase in accordance with the increase in the absolute value of the curvature ⁇ .
  • K ⁇ 1 may be set unconditionally.
  • the second target corrected turning angle ⁇ Y2 * is calculated as the sum of the second target turning angle ⁇ Y2_R * for the right departure and the second target turning angle ⁇ Y2_L * for the left departure as shown in the following equation.
  • ⁇ Y2 * ⁇ Y2_R * + ⁇ Y2_L *
  • step S190 a final target corrected turning angle ⁇ Y * for lane keeping support is calculated.
  • the process of step S190 is executed by the corrected turning angle calculation unit 15C (see FIG. 2).
  • step S200 the final target correction turning angle ⁇ Y * is output to the steering controller 11.
  • the corrected turning angle calculation unit 15C outputs the final target corrected turning angle ⁇ Y * to the steering controller 11.
  • the corrected turning angle calculation unit 15C The final target correction turning angle ⁇ Y * for maintenance support is not output to the steering controller 11.
  • the steering controller 11 turns the steering so that the turning angle becomes a target turning angle ⁇ * obtained by adding the final target corrected turning angle ⁇ Y * to the turning command angle calculated by the turning command angle calculation unit 11Aa.
  • Actuator 5A is driven.
  • the turning angle of the front wheel 13 that is the steered wheel becomes the target turning angle ⁇ *.
  • step S210 the first target correction steering reaction force ⁇ Y1 * is calculated as a steering reaction force for lane keeping support.
  • the process of step S210 is executed by, for example, the corrected steering reaction force calculation unit 15A (see FIG. 3).
  • the first target correction steering reaction force ⁇ Y1 * is a steering reaction force with respect to the steady steering input of the driver.
  • the first target steering reaction force ⁇ Y1 * is calculated according to the steering torque ⁇ applied by the driver to the lane edge side.
  • a first target steering reaction force ⁇ Y1_R * for a right departure and a first target steering reaction force ⁇ Y1_L * for a left departure are calculated for each case as follows.
  • Kt_R and Kt_L are first target steering reaction force calculation gains with respect to the steering torque toward the traveling lane edge by the driver's steering.
  • Kt_R and Kt_L are gains individually set according to the lateral displacement with respect to the traveling lane as shown in FIGS. 27 (a) and 27 (b).
  • the first target steering reaction force calculation gain Kt_R for the right departure is set so as to increase as the right lane edge reference is approached.
  • the first target steering reaction force calculation gain Kt_L for the left departure is set to increase as the left lane edge reference is approached.
  • the first target steering reaction force calculation gains Kt_R and Kt_L have a maximum value of 1.0.
  • the first target steering reaction force has an upper limit for canceling the steering torque due to driver steering. That is, the steering reaction force can be increased only when the driver steers to the departure side. If a steering reaction force greater than the steering torque by the driver is generated, the steering wheel is repelled by the generated reaction force, that is, returned.
  • the gain 1.0 is a position where the force is balanced by the steering torque input by the driver. The above balance means that the handle stops. Thus, it is possible to appropriately perform lane keeping support without feeling of restraint or discomfort.
  • the first target corrected steering reaction force ⁇ Y1 * is calculated as the sum of the first target steering reaction force ⁇ Y1_R * for the right departure and the first target steering reaction force ⁇ Y1_L * for the left departure as shown in the following equation.
  • ⁇ Y1 * ⁇ Y1_R * + ⁇ Y1_L *
  • ⁇ Y1 *, ⁇ Y1_R *, and ⁇ Y1_L * are positive values when the steering reaction force is generated to the left and negative values when the steering reaction force is generated to the right.
  • step S220 a second target correction steering reaction force ⁇ Y2 * is calculated.
  • the process of step S220 is executed by, for example, the corrected steering reaction force calculation unit 15A (see FIG.
  • the second target correction steering reaction force ⁇ Y2 * is a steering reaction force for supporting lane keeping, and is a steering reaction force with respect to a driver's transient steering input.
  • the second target correction steering reaction force ⁇ Y2 * is calculated according to the steering angular velocity ⁇ ′ that the driver steers to the lane edge side.
  • Ks_R and Ks_L are second target steering reaction force calculation gains with respect to the steering angular velocity toward the lane edge side by the driver's steering.
  • the second target steering reaction force calculation gains Ks_R and Ks_L are individually set according to the lateral displacement with respect to the traveling lane as shown in FIGS. 28 (a) and 28 (b). Then, the second target steering reaction force calculation gain Ks_R for the right departure is set to increase as the right lane edge reference is approached.
  • the second target steering reaction force calculation gain Ks_L for the left departure is set to increase as the left lane edge reference is approached.
  • ⁇ Y2 *, ⁇ Y2_R *, and ⁇ Y2_L * are positive values when the steering reaction force is generated to the left and negative values when the steering reaction force is generated to the right.
  • the steering angular velocity ⁇ ′ is a positive value for steering in the right direction and a negative value for steering in the left direction.
  • step S230 a final target correction steering reaction force ⁇ Y * for lane keeping support is calculated.
  • the process of step S230 is executed by, for example, the corrected steering reaction force calculation unit 15A (see FIG. 3).
  • the final target corrected steering reaction force is calculated as the sum of the first target correction steering reaction force ⁇ Y1 * calculated in step S210 and the second target correction steering reaction force ⁇ Y2 * calculated in step S220 based on the following equation.
  • the force ⁇ Y * is calculated.
  • ⁇ Y * ⁇ Y1 * + ⁇ Y2 *
  • step S240 the final target correction steering reaction force ⁇ Y * is output to the steering controller 11.
  • the process of step S240 is executed by, for example, the corrected steering reaction force calculation unit 15A (see FIG. 3).
  • the corrected steering reaction force calculation unit 15A when the direction indicating switch 17 is in the ON state and the indicated direction of the direction indicating switch 17 matches the steering direction of the steering wheel, the corrected steering reaction force calculation unit 15A
  • the target correction steering reaction force ⁇ Y * is not output to the steering controller 11.
  • the steering controller 11 drives the steering reaction force actuator 3A so that the target steering reaction force reflects the final target correction turning angle ⁇ Y * and the corrected steering reaction force central value ⁇ Tsc.
  • FIG. 29 is a graph showing the relationship between the axial force and the steering reaction force.
  • the horizontal axis indicates the absolute value of the axial force
  • the vertical axis indicates the steering reaction force.
  • the absolute value of the axial force increases toward the left side.
  • a curve ⁇ indicates a steering reaction force with respect to an axial force when the steering reaction force is not corrected by the corrected steering reaction force central value ⁇ Tsc (in FIG. 29, this case is represented as “axial force neutral point (original)”). Represents the characteristics.
  • Curve ⁇ represents the axial force and the steering reaction when the steering reaction force is corrected by the corrected steering reaction force central value ⁇ Tsc (in FIG. 29, this case is represented as “axial force neutral point (after offset))”. It represents the relationship with force. As shown in FIG. 29, in the characteristic of the steering reaction force with respect to the axial force, the increase amount of the steering reaction force decreases as the axial force increases. The axial force corresponds to the steering angle of the steering wheel 12. In the case of the axial force neutral point (original), the slope of the tangent of the curve ⁇ when the steering angle value is ⁇ a (a value smaller than ⁇ 1 shown in FIG. 17B) is a steering angle value larger than ⁇ a. ⁇ b (a value larger than ⁇ 2 shown in FIG. 17B) is larger than the slope of the tangent of the curve ⁇ .
  • the characteristic of the steering reaction force with respect to the axial force is a characteristic shifted in the direction in which the absolute value of the axial force is increased by the corrected steering reaction force central value ⁇ Tsc.
  • the characteristic (curve ⁇ ) of the steering reaction force with respect to the axial force in the case of the axial force neutral point (after offset) is the steering reaction force against the axial force in the case of the axial force neutral point (original).
  • the force characteristic (curve ⁇ ) and the shape remain unchanged, and the characteristic is shifted to the left in the figure.
  • the steering reaction force with respect to the steering angle value ⁇ b is smaller in the case of the axial force neutral point (after offset) than in the case of the axial force neutral point (original) by the corrected steering reaction force central value (axial force offset). .
  • the slope of the tangent line of the curve ⁇ at the steering angle value ⁇ b is larger than the slope of the tangent line of the curve ⁇ at the steering angle value ⁇ b.
  • the value of the distribution ratio GF 3 varies depending on the value of the steering angle ⁇ .
  • the contribution ratio of the feedback axial force TFB to the final axial force varies depending on the value (position) of the steering angle ⁇ .
  • the distribution ratio GB is 0.6 at the steering angle value ⁇ b (> ⁇ 2), the contribution ratio of the feedback axial force TFB to the final axial force is relatively large.
  • the feedback axial force T FB that is, the turning current varies depending on the target turning angle ⁇ *.
  • the slope of the tangent of the curve ⁇ at the steering angle value ⁇ b at the axial force neutral point (after offset) is larger than the slope of the tangent of the curve ⁇ at the value ⁇ b at the axial force neutral point (original). Therefore, in the case of the axial force neutral point (after offset), compared to the axial force neutral point (original), the steering reaction force with respect to the fluctuation amount of the steering angle from the value ⁇ b, that is, the fluctuation of the feedback axial force TFB .
  • the amount gets bigger. For this reason, when the value of the steering angle fluctuates from ⁇ b, the amount of fluctuation of the steering current increases.
  • the steering reaction force is more likely to fluctuate in the axial force neutral point (after offset) than in the axial force neutral point (original).
  • the fluctuation of the steering reaction force at the steering angle (for example, the steering angle larger than ⁇ 2) at which the contribution ratio of the feedback axial force TFB to the final axial force becomes relatively large is the non-operating state of the lane keeping assist device 50.
  • the operating state may be larger than the operating state.
  • the control calculation unit 11 provided in the steering control device has an axial force switching output unit 11Bf.
  • the axial force switching output unit 11Bf includes a vehicle speed V detected by the vehicle speed sensor 15A (see FIG. 2), a steering angle ⁇ detected by the steering wheel angle sensor 1 (see FIG. 2), and feedforward.
  • feedforward axial force T FF axial force calculating unit 11Ba is calculated
  • the feedback axial force T FB feedback axial force calculating unit 11Bb is calculated is adapted to enter.
  • the axial force switching output unit 11Bf determines whether the lane keeping assist controller 15 is operating or not based on the input vehicle speed V and the steering angle ⁇ .
  • Axial force switching output section 11Bf once the lane keeping assist controller 15 determines that the operating state, when the feedforward axial force T FF input and output as an axial force Toc for the final axial force calculating, determines that non-actuated state, the input The feedback axial force T FB is output as the axial force Toc.
  • the axial force switching output unit 11Bf determines that the vehicle speed V detected by the vehicle speed sensor 15A is smaller than a predetermined set value (for example, V3 shown in FIG. 17A)
  • the lane keeping assist controller 15 determines that the lane keeping assist controller 15 is in an operating state. If it is determined that the vehicle speed V is equal to or higher than the set value, the lane keeping assist controller 15 determines that the vehicle is not operating.
  • the lane keeping assist controller 15 determines that the steering angle ⁇ detected by the steering wheel angle sensor 1 is greater than or equal to a predetermined set value (for example, ⁇ 2 shown in FIG. 17B), the lane keeping assist controller 15 Is determined to be in an operating state, and if it is determined that the steering angle ⁇ is smaller than the set value, the lane keeping assist controller 15 determines to be in a non-operating state.
  • a predetermined set value for example, ⁇ 2 shown in FIG. 17B
  • Axial force switching output section 11Bf outputs a feedforward axial force T FF when the operating state of the lane keeping assist device 50 does not output the feedback axial force T FB. Therefore, the control calculation unit 11 can calculate the target reaction force current in the operating state of the lane keeping assist device 50, that is, in the operating state of the lane keeping assist controller 15, without being based on the feedback axial force TFB . That is, the control calculation unit 11 can calculate the target reaction force current without being based on the feedback axial force TFB within a range where the contribution ratio of the feedback axial force TFB to the final axial force is relatively large.
  • the control calculation unit 11 can not only eliminate the increase in the steering reaction force fluctuation but also provide the driver with a stable steering feeling when the additional function of the lane keeping assist device 50 is activated.
  • the operating state includes a standby state in which the lane keeping support controller 15 can control the travel support of the host vehicle A, and the lane keeping support controller 15 is controlling the travel support of the host vehicle A. ON state is included.
  • FIG. 30 is a diagram for explaining the operation of the steering control device of the host vehicle A.
  • the control calculation unit 11 calculates the target turning angle ⁇ * based on the steering angle ⁇ and the vehicle speed V (target turning angle calculation unit 11A in FIG. 2).
  • the control calculation unit 11 calculates a target turning current based on a subtraction result obtained by subtracting the actual turning angle ⁇ from the calculated target turning angle ⁇ * (target turning current calculation unit 11C in FIG. 2). .
  • the steering control part 5 steers the steered wheel 13 according to a driver
  • the control calculation unit 11 calculates a feedforward axial force T FF based on the steering angle ⁇ and the vehicle speed V (feedforward axial force calculating unit 11Ba of Figure 3). Subsequently, the control calculation unit 11 calculates a current axial force based on the steering current (current axial force calculation unit 11Bba in FIG. 11). Subsequently, the control calculation unit 11 calculates a lateral G-axis force based on the lateral acceleration Gy (blend axial force calculation unit 11Bbb in FIG. 11). Subsequently, the control calculation unit 11 calculates the yaw rate axial force based on the yaw rate ⁇ and the vehicle speed V (blend axial force calculation unit 11Bbb in FIG.
  • variable K4 becomes 1.0
  • variable K5 becomes 1.0
  • the control calculation unit 11 distributes the calculated current axial force and the blend axial force T BR by GB: (1-GB), and the current axial force is set as the feedback axial force T FB (the feedback axis in FIG. 3).
  • Force calculator 11Bb the control calculation unit 11 distributes the calculated current axial force and the blend axial force T BR by GB: (1-GB), and the current axial force is set as the feedback axial force T FB (the feedback axis in FIG. 3).
  • the control arithmetic unit 11 the calculated feed and forward axial force T FF and the feedback axial force T FB GF: allocating at (1-GF), final axis and further adding a correction steering reaction force central value ⁇ Tsc
  • the force is calculated (final axial force calculation unit 11Bc in FIG. 3).
  • the final axial force is calculated only with the feedforward axial force T FF and correction steering reaction force central value DerutaTsc.
  • the control calculation unit 11 calculates a target steering reaction force based on the calculated final axial force (axial force-steering reaction force conversion unit 11Bd in FIG. 3). Subsequently, the control calculation unit 11 calculates a target reaction force current based on the calculated target steering reaction force (target reaction force current calculation unit 11Be in FIG. 3). Subsequently, the control calculation unit 11 drives the reaction force motor 4 based on the calculated target reaction force current (reaction force motor drive unit 3D in FIG. 2). As a result, the reaction force control unit 3 applies a steering reaction force to the steering wheel 12.
  • the feedback axial force T FB is calculated based on the current axial force, the blend axial force T BR , and the determination results of the increase operation and the return operation. Therefore, the steering control device of the present embodiment is based on the feedback axial force based on the detection results of the sensors included in a general vehicle such as the steering current of the steering motor 6 and the lateral acceleration Gy of the host vehicle A. T FB can be calculated. Therefore, the steering control device of the present embodiment does not need to include a dedicated sensor for detecting the steering rack axial force by driving the reaction force motor 4 based on the feedback axial force TFB , and the manufacturing cost is reduced. The increase can be suppressed.
  • the steering control device of the present embodiment when the steering wheel 12 is increased, if the absolute value of the steering angular velocity d ⁇ / dt is less than the fourth set steering angular velocity d ⁇ 4 / dt, the current axis The force is a feedback axial force T FB . Therefore, the steering control device of the present embodiment is similar to the mechanical steering control device in which the steering wheel 12 and the steering wheel 13 are mechanically coupled by setting the current axial force to the feedback axial force TFB. In addition, a steering reaction force that returns the steering wheel 12 to the neutral position can be applied. Thereby, the steering control device of the present embodiment can apply a more appropriate steering reaction force when the steering wheel 12 is increased.
  • the control calculation unit 11 distributes the calculated current axial force and the blend axial force T BR by GB: (1-GB) to calculate the feedback axial force T FB (feedback axial force calculating unit in FIG. 3). 11Bb). As a result, the feedback axial force T FB switches from the current axial force to the blend axial force T BR .
  • the steering control device when the steering wheel 12 is switched back, the steering control device according to the present embodiment generates the current axial force and the lateral G-axis force regardless of the absolute value of the steering angular velocity d ⁇ / dt.
  • the blend axial force TBR distributed at a preset distribution ratio is defined as a feedback axial force TFB .
  • TFB feedback axial force
  • the steering control device when the steering wheel 12 is switched back, the driver reduces the holding force of the steering wheel 12 and slides the steering wheel 12 with the palm of the hand to make the steering wheel 12 neutral.
  • the steering wheel 13 was returned to the neutral position.
  • the steering control device according to the present embodiment uses the blend axial force T BR as the feedback axial force T FB so that the steering wheel 12 is neutral even if the steering current is reduced and the current axial force is reduced. It can suppress that the steering reaction force which returns to a position reduces. Therefore, as in the case of the mechanical steering control device, the steering control device of the present embodiment reduces the holding force of the steering wheel 12 and causes the steering wheel 12 to slide in the palm of the hand so that the steering wheel 12 is neutral. Can be returned to position. Thereby, the steering control device of the present embodiment can apply a more appropriate steering reaction force when the steering wheel 12 is switched back.
  • the driver continues to operate after the steering angle ⁇ straddles the neutral position during the steering wheel 12 switching operation (for example, during steering in the clockwise direction). It is assumed that the steering wheel 12 is turned up in the clockwise direction. Further, it is assumed that the absolute value of the steering angular velocity d ⁇ / dt is in the range of the fourth set steering angular velocity d ⁇ 4 / dt or more and less than the fifth set steering angular velocity d ⁇ 5 / dt.
  • the control calculation unit 11 distributes the calculated current axial force and the blend axial force T BR by GB: (1-GB) to calculate the feedback axial force T FB (feedback axial force calculating unit in FIG. 3). 11Bb). As a result, the feedback axial force T FB gradually shifts from the blend axial force T BR to the current axial force.
  • the steering control device determines that the steering wheel 12 is being increased, and the absolute value of the steering angular velocity d ⁇ / dt is equal to or greater than the fourth set steering angular velocity d ⁇ 4 / dt. If it is determined that there is, the current axial force and the blend axial force T BR are distributed to set the feedback axial force T FB, and the current axial force distribution ratio is increased as the absolute value of the steering angular velocity d ⁇ / dt decreases. Enlarge. Therefore, the steering control device according to the present embodiment increases the steering angle when the steering angle ⁇ straddles the neutral position and the steering wheel 12 is continuously increased in the same direction during the steering wheel 12 switching operation.
  • the steering control device of the present embodiment can apply a more appropriate steering reaction force when switching from the switchback operation to the steering wheel 12 operation.
  • the steering wheel 12 in FIG. 1 constitutes a steering wheel.
  • the steering motor 6 in FIG. 1 constitutes a steering actuator.
  • the steered current detector 5C in FIG. 1 constitutes a steered current detector.
  • the current axial force calculation unit 11Bba in FIG. 11 constitutes a current axial force calculation unit.
  • the blend axial force calculator 11Bbb in FIG. 11 constitutes a lateral G-axis force calculator.
  • the feedback axial force calculation unit 11Bb in FIGS. 3 and 11 constitutes a feedback axial force calculation unit.
  • the feedforward axial force calculation unit 11Ba shown in FIGS. 3 and 14 constitutes a feedforward axial force calculation unit.
  • the target reverse current calculation unit 11B in FIG. 3 constitutes a steering reaction force calculation unit.
  • the axial force switching output unit in FIG. 3 constitutes an axial force switching output unit.
  • target reversing current calculation unit 11B when the lane keeping assist controller 15 is judged to be in operating condition, based on the feedforward axial force T FF without using the feedback axial force T FB, target steering reaction Calculate the force.
  • the steering reaction force at the steering angle at which the contribution ratio of the feedback axial force TFB to the final axial force becomes relatively large is not increased in the lane keeping assist device 50. It is possible to prevent the operating state from becoming larger than the operating state. This can prevent the lane keeping assist function from interfering with the steering control.
  • the steering control device not only eliminates an increase in the steering reaction force fluctuation, but also can provide the driver with a stable steering feeling when the additional function of lane keeping support is activated.
  • the target reverse current calculation unit 11B determines whether or not the lane keeping assist controller 15 is in an operating state based on the vehicle speed V of the host vehicle A and the steering angle ⁇ of the steering wheel 12. According to such a configuration, the operating state of the lane keeping assist unit can be determined by the contribution ratio of the feedback axial force TFB to the final axial force.
  • the operating state of the lane keeping support controller 15 includes a standby state in which the lane keeping support controller 15 can control the running support of the host vehicle A, and the lane keeping support controller 15 provides a driving support for the own vehicle A. It includes an ON state that is under control.
  • the steering reaction force is calculated only by the feedforward axial force T FF without using the feedback axial force T FB , and the lane keeping assist controller 15 Is in the non-operating state, it is calculated by the feedback axial force TFB and the feedforward axial force TFF .
  • operator of a vehicle can judge whether the lane maintenance assistance controller 15 is an operation state.
  • the target inversion current calculation section 11B receives the feedforward axial force T FF output from the feedforward axial force calculating unit 11Ba, and the feedback axis force feedback axial force calculating unit 11Bb outputs T FB is, lane keeping and it outputs a feedback axial force T FB in the non-operating state of the support controller 15, the operating state of the lane keeping assist controller 15 includes an axial force switching output section 11Bf outputs a feedforward axial force T FF.
  • the steering reaction force calculation unit have an axial force switching output unit, it will not only increase the fluctuation of the steering reaction force but also give the driver a stable steering feeling when the additional function of lane keeping support is activated. Can do.
  • the lane keeping support unit turns the steering correction amount for suppressing the turning only when the traveling direction of the host vehicle is directed to the lane edge reference side rather than parallel or parallel to the traveling lane. May be calculated. In this case, if the traveling direction of the host vehicle is away from the lane edge reference even if the host vehicle is in a position approaching the left or right lane edge reference, the left or right lane edge When the steering wheel is steered to the reference side, steering is not suppressed. Accordingly, it is possible to avoid unnecessary turning suppression by performing the turning suppression only when the vehicle is heading in the departure direction.
  • the lane keeping support unit may calculate the steering reaction force correction amount when the traveling direction of the host vehicle is directed to the lane edge reference side rather than parallel or parallel to the traveling lane. .
  • the traveling direction of the host vehicle is moving away from the lane edge reference even when the host vehicle is in a position approaching the left or right lane edge reference, the left or right lane edge When the steering wheel is steered to the part reference side, the steering reaction force is not increased.
  • FIG. 31 is a block diagram of the control calculation unit 11 provided in the steering control device according to the present embodiment.
  • FIG. 32 is a block diagram illustrating a configuration of the target reaction force current calculation unit 11B.
  • the own vehicle in the present embodiment and the control calculation unit and the lane keeping support device provided in the own vehicle have substantially the same configuration as the own vehicle A, the control computation unit 11 and the lane keeping support device 50 in the first embodiment. Have the same function. For this reason, only the differences between these configurations will be described below.
  • the control calculation unit 11 includes a lane keeping assist operation restriction unit 52 including a blocking unit 11D and a distribution ratio calculation unit 11Bcb.
  • the lane keeping assist operation restriction unit 52 restricts the operation of the lane keeping assist controller 15 based on the distribution ratio GF that is a parameter used for determining the final axial force used for calculating the target steering reaction force.
  • the output signal of the lane keeping support controller 15 is blocked from being input to the target reaction force current calculation unit, or the operation of the lane keeping support controller 15 is stopped. Is included.
  • the stop state includes at least the corrected steering reaction force calculation among the non-operation state of the lane keeping support controller 15, the corrected steering reaction force calculation unit 15A, the correction steering reaction force center calculation unit 15B, and the corrected turning angle calculation unit 15C. This includes putting the unit 15A in a stopped state.
  • the distribution ratio GF is a distribution ratio (axial force difference distribution ratio) GF 1 (see FIG. 15) based on the axial force difference between the feedforward axial force and the feedback axial force. It is determined based on a distribution ratio (lateral G distribution ratio) GF 2 (see FIG. 16) based on the lateral acceleration and a steering angular speed distribution ratio (angular speed distribution ratio) GF 3 based on the steering angle.
  • the blocking unit 11 ⁇ / b> D provided in the lane keeping support operation restriction unit 52 receives an output signal of the lane keeping support controller 15.
  • the output signal includes, for example, a final target corrected steering reaction force ⁇ Y *, a corrected steering reaction force central value ⁇ Tsc, and a final target corrected turning angle ⁇ Y *.
  • the blocking unit 11D outputs the input final target correction steering reaction force ⁇ Y * and the correction steering reaction force central value ⁇ Tsc to the target reaction force current calculation unit 11B, and the input final target correction steering angle ⁇ Y *. Is output to the adder 11Ab of the target turning angle calculator 11A.
  • the cut-off unit 11D is configured to receive the operation restriction control signal SC output from the distribution ratio calculation unit 11Bcb (see FIG. 32).
  • the lane keeping support operation restriction unit 52 restricts the operation of the lane keeping support controller 15 based on the operation restriction control signal SC.
  • the blocking unit 11D sets the final target corrected steering reaction force ⁇ Y *, the corrected steering reaction force central value ⁇ Tsc, and the final target corrected turning angle ⁇ Y * based on the signal level of the operation restriction control signal SC. It is determined whether or not to output to the force / current calculation unit 11B and the addition unit 11Ab.
  • the cutoff unit 11D When the signal level of the operation restriction control signal SC is, for example, a low level, the cutoff unit 11D outputs a final target correction steering reaction force ⁇ Y * or the like to the target reaction force current calculation unit 11B or the like, and the signal level is, for example, a high level. In this case, the final target correction steering reaction force ⁇ Y * or the like is not output to the target reaction force current calculation unit 11B or the like.
  • the operation restriction control signal SC is provided for each final target corrected steering reaction force ⁇ Y *, corrected steering reaction force center value ⁇ Tsc, and final target corrected turning angle ⁇ Y *.
  • the lane keeping assist operation restriction unit 52 can individually control whether or not to output the final target corrected steering reaction force ⁇ Y *, the corrected steering reaction force central value ⁇ Tsc, and the final target corrected turning angle ⁇ Y *. Thereby, the lane keeping assist operation restriction unit 52 can independently restrict the operations of the corrected steering reaction force calculation unit 15A, the correction steering reaction force center calculation unit 15B, and the correction turning angle calculation unit 15C.
  • the lane keeping assist device 50 improves the straight traveling performance of the host vehicle A through the turning angle and the steering reaction force control when the state of the host vehicle A is stable and the operation state of the driver is stable.
  • an example of the case where the state of the host vehicle A is stable is a case where the vehicle is not in the limit high G state or the tire slip state.
  • An example of the case where the driver's operation state is stable is a case where the driver is not steering quickly.
  • the driver road surface information such as a road surface condition in which tires are slippery.
  • the lane keeping assist device 50 functions, the host vehicle A goes straight regardless of the road surface condition. For this reason, there is a problem that it is difficult for the driver to notice what the road surface state is.
  • the situation where it is desired to accurately convey the road surface condition to the driver is a region where the distribution ratio of the feedback axial force TFB in the final axial force is high.
  • the set values of the distribution ratio GF 1 , the distribution ratio GF 2 and the distribution ratio GF 3 are relative. It is a very low area. That is, the distribution ratio GF 1 is closer to the thirteenth set value than the fourteenth set value, the distribution ratio GF 2 is closer to the fifteenth set value than the sixteenth set value, and the distribution ratio GF 3 is greater than the twentieth set value. Is also an area set to a value close to the 21st set value.
  • the distribution ratio calculation unit 11Bcb determines whether or not the minimum value among the set values of the distribution ratio GF 1 , the distribution ratio GF 2, and the distribution ratio GF 3 is smaller than a preset threshold value. It is like that. When it is determined that the minimum value is smaller than the threshold value, the distribution ratio calculation unit 11Bcb blocks the operation restriction control signal SC having a high signal level in order to restrict the operation of the lane keeping support controller 15. To 11D. On the other hand, when the distribution ratio calculation unit 11Bcb determines that the minimum value is larger than the threshold value, it is not necessary to limit the operation of the lane keeping support controller 15, and thus the operation restriction control signal SC having a low signal level. Is output to the blocking unit 11D.
  • the blocking unit 11D sets the final target correction steering reaction force ⁇ Y *, the correction steering reaction force central value ⁇ Tsc, and the final target correction turning angle ⁇ Y * as the target reaction force. Do not output to the current calculation unit 11B and the addition unit 11Ab. Accordingly, the target reaction force current output by the target reaction force current calculation unit 11B and the target turning current output by the target turning current calculation unit 11C do not include the correction amount calculated by the lane keeping assist device 50. For this reason, since the vehicle straight-ahead function of the own vehicle A is limited, the steering control device can accurately convey the road surface information to the driver.
  • the axial force difference is an indicator of a change in road surface ⁇ , that is, a tire slip. Therefore, lane keeping assistance operation limiting portion 52, by using the distribution ratio GF 1 to determine the operating limits of the lane keeping assist controller 15, it is possible to reflect the road surface condition on the determination. Further, the lane keeping assist operation restriction unit 52 may restrict the operation of only the corrected steering reaction force calculation unit 15A, the corrected steering reaction force calculation unit 15A, the corrected steering reaction force center calculation unit 15B, and the corrected turning angle. Any operation of the calculation unit 15C may be limited. Further, the lane keeping support operation restriction unit 52 may be configured to restrict the operation of the lane keeping support controller 15 by stopping the operation of the lane keeping support controller 15 itself.
  • the target steering reaction force calculation unit 11B in the present embodiment does not have an axial force switching output unit, the feedback axial force TFB and the feedforward axial force regardless of whether the lane keeping assist device 50 is in an operating state or not. Based on TFF , the final axial force is calculated.
  • the distribution ratio calculation unit 11Bcb sets the setting values of the distribution ratio GF 1 , the distribution ratio GF 2, and the distribution ratio GF 3 , a minimum value among these setting values is set in advance. If it is determined that it is smaller than the threshold value, the operation of the lane keeping assist controller 15 is limited via the blocking unit 11D.
  • the steering wheel 12 in FIG. 1 constitutes a steering wheel.
  • the steering motor 6 in FIG. 1 constitutes a steering actuator.
  • the steered current detector 5C in FIG. 1 constitutes a steered current detector.
  • the current axial force calculation unit 11Bba in FIG. 11 constitutes a current axial force calculation unit.
  • the blend axial force calculator 11Bbb in FIG. 11 constitutes a lateral G-axis force calculator.
  • the feedback axial force calculation unit 11Bb in FIGS. 3 and 11 constitutes a feedback axial force calculation unit.
  • the feedforward axial force calculation unit 11Ba shown in FIGS. 3 and 14 constitutes a feedforward axial force calculation unit.
  • the target reverse current calculation unit 11B in FIG. 3 constitutes a steering reaction force calculation unit.
  • the reaction force motor 4 in FIG. 1 constitutes a reaction force actuator. 1 constitutes a lane keeping support unit.
  • the blocking unit 11D and the distribution ratio calculation unit 11Bcb in FIGS. 31 and 32 constitute a line maintenance support operation limiting unit.
  • the blocking part 11D in FIG. 31 constitutes a blocking part.
  • the control calculation unit 11 restricts the operation of the lane keeping support controller 15 based on parameters used for calculating the steering reaction force. According to such a configuration, the steering reaction force calculation unit does not include the correction amount calculated by the lane keeping support unit in the calculation of the steering reaction force. This can prevent the lane keeping assist function from interfering with the steering control.
  • the steering control device can accurately convey the road surface information to the driver.
  • the parameters include distribution ratio is a ratio to distribute the feedback axial force T FB feedforward axial force feedforward axial force calculating unit 11Ba is calculated T FF and the feedback axial force calculating unit 11Bb is calculated Yes. According to such a configuration, road surface information can be accurately transmitted to the driver.
  • the distribution ratio is determined based on the distribution ratio GF 1 , the distribution ratio GF 2, and the distribution ratio GF 3 . According to such a configuration, road surface information can be accurately transmitted to the driver.
  • the control calculation unit 11 restricts the operation of the lane keeping support controller 15 when the minimum value of the distribution ratio GF 1 , the distribution ratio GF 2, and the distribution ratio GF 3 is smaller than a preset threshold value, When the minimum value is equal to or greater than the threshold value, the operation of the lane keeping support controller 15 is not limited. According to such a configuration, the operation of the lane keeping assist controller 15 can be limited when the feedback axial force TFB including information such as the road surface condition is easily reflected in the steering reaction force. Thereby, road surface information can be accurately conveyed to the driver. (5) The control calculation unit 11 limits the operation of the corrected steering reaction force calculation unit 15 ⁇ / b> A provided in the lane keeping support controller 15. According to such a configuration, the steering reaction force can be calculated without applying the final target correction steering reaction force that directly contributes to the control amount of the steering reaction force.
  • the control calculation unit 11 restricts the operations of the corrected steering reaction force center calculation unit 15B and the corrected turning angle calculation unit 15C. According to such a configuration, the steering reaction force can be calculated without providing a correction amount that contributes to the control amount of the steering reaction force.
  • the control calculation unit 11 blocks at least one of the final target correction turning angle ⁇ Y *, the final target correction steering reaction force ⁇ Y *, and the correction steering reaction force central value ⁇ Tsc from being input to the control calculation unit 11.
  • the lane keeping support controller 15 has a blocking unit that restricts the operation. According to such a configuration, the steering reaction force can be calculated without giving a correction amount that contributes to the control amount of the steering reaction force while the operation state of the lane keeping assist controller 15 is continued.
  • the limitation of the operation of the lane keeping support controller 15 includes the stop of the operation of the lane keeping support controller 15. According to such a configuration, the steering reaction force can be calculated without providing a correction amount that contributes to the control amount of the steering reaction force.
  • FIG. 33 is a block diagram illustrating a configuration of the target reaction force current calculation unit 11B.
  • FIG. 34 is a diagram illustrating a control map M11 that is referred to when the friction calculation unit 11Bg calculates pre-friction.
  • the own vehicle in the present embodiment and the control calculation unit and the lane keeping support device provided in the own vehicle have substantially the same configuration as the own vehicle A, the control computation unit 11 and the lane keeping support device 50 in the first embodiment. Have the same function. For this reason, only the differences between these configurations will be described below.
  • the target reaction force current calculation unit 11B does not have the axial force switching output unit 11Bf unlike the above embodiment.
  • the target reaction force current calculation unit 11B includes a friction calculation unit 11Bg that calculates the friction generated when the steered wheel 13 (see FIG. 1) is steered based on the correction value for correcting the first steering reaction force.
  • the first steering reaction force is the preliminary target steering reaction force read by the preliminary target steering reaction force reading unit 11Bda.
  • the correction value includes a corrected steering reaction force center value ⁇ Tsc and a final target correction steering reaction force ⁇ Y * used for calculating the final axial force.
  • the correction value for correcting the preliminary target steering reaction force is not only the correction value (final target correction steering reaction force ⁇ Y *) to be added to the preliminary target steering reaction force, but also the final value used for reading the preliminary target steering reaction force. It also includes a correction value (corrected steering reaction force central value ⁇ Tsc) used for calculating the axial force.
  • the lane keeping support controller 15 (see FIG. 2) corrects the prior target steering reaction force read by the prior target steering reaction force reading unit 11Bda with the corrected steering reaction force central value ⁇ Tsc and the final target corrected steering reaction force ⁇ Y *.
  • the vehicle A is supported to travel without departing from the traveling lane.
  • the friction calculation unit 11Bg includes a friction calculation pre-stage unit 11Bga and a friction calculation post-stage unit 11Bgb.
  • the friction calculation pre-stage unit 11Bga calculates a prior friction based on the steering angular velocity d ⁇ / dt calculated from the steering angle ⁇ of the steering wheel 12 and the vehicle speed V of the host vehicle A.
  • FIG. 34 is a graph showing the control map M11.
  • a method for calculating the preliminary friction for example, a method of reading the preliminary friction corresponding to the absolute value of the steering angular velocity d ⁇ / dt from the control map M11 can be employed.
  • the control map M11 for example, there is a map in which pre-friction corresponding to the absolute value of the steering angular velocity d ⁇ / dt is registered. Specifically, as shown in FIG. 34, the control map M11 is set for each vehicle speed V. Each control map M11 sets the prior friction to the 22nd set value (for example, 0.0) when the steering angular velocity d ⁇ / dt is 0.
  • control map M11 shows that the prior friction is the 23rd in the range where the absolute value of the steering angular velocity d ⁇ / dt is not less than the sixth set steering angular velocity d ⁇ 6 / dt (> 0) regardless of the magnitude of the steering angular velocity d ⁇ / dt.
  • the control map M11 indicates that the absolute value of the steering angular velocity d ⁇ / dt is within a range where the steering angular velocity d ⁇ / dt is 0.0 or more and the absolute value of the steering angular velocity d ⁇ / dt is less than the sixth set steering angular velocity d ⁇ 6 / dt.
  • the pre-friction is increased linearly according to Specifically, in each control map M11, the absolute value of the steering angular velocity d ⁇ / dt and the prior friction are obtained when the absolute value of the steering angular velocity d ⁇ / dt is not less than 0 and less than the sixth set steering angular velocity d ⁇ 6 / dt.
  • Pre-friction is set according to a linear function that expresses the relationship. In the linear function, when the absolute value of the steering angular velocity d ⁇ / dt is 0, the prior friction is set to the 22nd set value (0.0), and the absolute value of the steering angular velocity d ⁇ / dt is the sixth set steering angular velocity d ⁇ 6 / dt.
  • the pre-friction calculation pre-stage unit 11Bga increases the pre-friction as the absolute value of the steering angular velocity d ⁇ / dt increases. Increase the absolute value.
  • the pre-friction calculation pre-stage unit 11Bga when the absolute value of the steering angular velocity d ⁇ / dt is equal to or larger than the sixth set steering angular velocity d ⁇ 6 / dt, regardless of the magnitude of the steering angular velocity d ⁇ / dt,
  • the absolute value is a predetermined constant value.
  • the sixth set value is set to a higher value as the vehicle speed V increases.
  • the pre-friction calculation pre-stage unit 11Bga outputs the pre-friction obtained using the control map M11 to the friction calculation post-stage unit 11Bgb.
  • the target steering reaction force is input to the friction calculation post-stage portion 11Bgb.
  • the target steering reaction force is a steering reaction force obtained by correcting the prior target steering reaction force with the final target correction steering reaction force ⁇ Y *. That is, the target steering reaction force corresponds to the second steering reaction force obtained by correcting the first steering reaction force with the correction value.
  • the friction calculation post-stage unit 11Bgb calculates a coefficient based on the input target steering reaction force.
  • the friction calculation post-stage unit 11Bgb calculates the friction by multiplying the input prior friction by a coefficient obtained from the target steering reaction force. As described above, the friction calculation unit 11Bg calculates the friction based on the coefficient obtained from the target steering reaction force.
  • the friction calculation post-stage unit 11Bgb outputs the calculated friction to the addition unit 11Bh provided in the target reaction force current calculation unit 11B.
  • the adder 11Bh adds the friction output by the friction calculator 11Bg and the target steering reaction force, and outputs the result to the target reaction force current calculator 11Be.
  • the target reaction force current calculation unit 11Be calculates a target reaction force current based on the target steering reaction force to which friction is added.
  • the target reaction force current calculation unit 11Be outputs the target reaction force current to the reaction force motor drive unit 3D (see FIG. 2).
  • the friction calculation unit 11Bg in this embodiment multiplies the pre-friction by a coefficient based on the target steering reaction force in consideration of the corrected steering reaction force central value ⁇ Tsc and the final target correction steering reaction force ⁇ Y *, and steers the steered wheels 13.
  • the friction generated along with this is calculated.
  • FIG. 35 is a graph showing the relationship between the steering angular velocity and the friction term.
  • the horizontal axis indicates the absolute value of the steering angular velocity, and the vertical axis indicates the friction term.
  • a curve ⁇ 0 represents a characteristic of the friction term with respect to the steering angular velocity when the corrected steering reaction force central value ⁇ Tsc is taken into consideration (considering the lane keeping assist control).
  • a curve ⁇ 1 represents the characteristic of the friction term with respect to the steering angular velocity when the corrected steering reaction force central value ⁇ Tsc is not taken into consideration. That is, the characteristic represented by the curve ⁇ 0 corresponds to the characteristic of the friction output by the friction calculation unit 11Bg. The characteristic represented by the curve ⁇ 1 corresponds to the characteristic of the prior friction. As shown in FIG. 35, when the corrected steering reaction force central value ⁇ Tsc is taken into consideration, the friction term is reduced as compared with the case where the corrected steering reaction force central value ⁇ Tsc is not taken into consideration.
  • the control calculation unit 11 in the present embodiment can reduce the friction term in accordance with the reduction amount of the steering reaction force. It is possible to obtain a good steering feeling.
  • the target steering reaction force calculation unit 11B in the present embodiment does not have an axial force switching output unit, the feedback axial force TFB and the feedforward axial force regardless of whether the lane keeping assist device 50 is in an operating state or not. Based on TFF , the final axial force is calculated. Further, in the steering control device, the target reversal current calculation unit 11B is based on a coefficient based on the target steering reaction force in consideration of the corrected steering reaction force center value ⁇ Tsc and the final target correction steering reaction force ⁇ Y *. Friction generated with turning is calculated. Subsequently, the target reverse current calculation unit 11B calculates the target reverse current by adding the calculated friction and the target steering reaction force.
  • the steering wheel 12 in FIG. 1 constitutes a steering wheel.
  • the steering motor 6 in FIG. 1 constitutes a steering actuator.
  • the steered current detector 5C in FIG. 1 constitutes a steered current detector.
  • the current axial force calculation unit 11Bba in FIG. 11 constitutes a current axial force calculation unit.
  • the blend axial force calculator 11Bbb in FIG. 11 constitutes a lateral G-axis force calculator.
  • the feedback axial force calculation unit 11Bb in FIGS. 3 and 11 constitutes a feedback axial force calculation unit.
  • the feedforward axial force calculation unit 11Ba shown in FIGS. 3 and 14 constitutes a feedforward axial force calculation unit.
  • the target reverse current calculation unit 11B in FIG. 3 constitutes a steering reaction force calculation unit.
  • the reaction force motor 4 in FIG. 1 constitutes a reaction force actuator. 1 constitutes a lane keeping support unit.
  • the friction calculation unit 11Bg in FIG. 35 constitutes a friction calculation unit.
  • the friction calculation pre-stage unit 11Bga in FIG. 35 constitutes the friction calculation pre-stage unit.
  • the friction calculation post-stage part 11Bgb of FIG. 35 constitutes the friction calculation post-stage part.
  • the pre-target steering reaction force read by the pre-target steering reaction force reading unit 11Bda constitutes the first steering reaction force.
  • the correction steering reaction force central value ⁇ Tsc and the final target correction steering reaction force ⁇ Y * used for calculating the final axial force constitute a correction value.
  • the friction calculation unit 11Bg calculates the friction generated when the steered wheels 13 are steered based on the correction value for correcting the steering reaction force. According to such a configuration, it is possible to prevent the friction term for the steering reaction force from becoming excessive. This can prevent the lane keeping assist function from interfering with the steering control. Further, a good steering feeling can be obtained.
  • the correction value includes a corrected steering reaction force center value ⁇ Tsc and a final target correction steering reaction force ⁇ Y *. According to such a configuration, it is possible to prevent the friction term for the steering reaction force from becoming excessive.
  • the friction calculator 11Bg calculates the friction based on the coefficient obtained from the steering reaction force corrected by the corrected steering reaction force central value ⁇ Tsc and the final target correction steering reaction force ⁇ Y *. According to such a configuration, it is possible to prevent the friction term for the steering reaction force from becoming excessive.
  • the friction calculation unit 11Bg includes a friction calculation pre-stage unit 11Bga that calculates pre-friction based on the steering angular velocity d ⁇ / dt calculated from the steering angle ⁇ of the steering wheel 12 and the vehicle speed V of the host vehicle A; And a friction calculation post-stage unit 11Bgb for calculating the friction based on the coefficient. According to this configuration, the correction amount for correcting the steering reaction force can be reflected in the calculation of the friction generated when the steered wheel 13 is steered. This can prevent the friction term for the steering reaction force from becoming excessive.
  • the target reaction force current calculation unit 11Be is based on the target steering reaction force corrected by the corrected steering reaction force central value ⁇ Tsc and the final target correction steering reaction force ⁇ Y *, and the friction calculated by the friction calculation unit 11Bg.
  • the target reaction force current is calculated. According to this configuration, the target reverse current can be calculated based on an appropriate friction term for the steering reaction force. Thereby, a favorable steering feeling can be obtained.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Power Steering Mechanism (AREA)

Abstract

L'objet de la présente invention est de proposer un dispositif de commande de direction capable d'empêcher une fonction d'assistance au maintien de la trajectoire d'interférer avec la commande de direction. Le dispositif de commande de direction est équipé : d'une unité de calcul de courant de force de réaction cible (11B) qui calcule une force de réaction de direction en fonction d'une force axiale de réaction positive calculée par une section de calcul de force axiale de réaction positive (11Ba) et une force axiale de rétroaction calculée par une section de calcul de force axiale de rétroaction (11Bb) ; et d'une unité d'assistance au maintien de la trajectoire (15) qui assiste un véhicule en déplacement sans dévier d'une trajectoire. L'unité de calcul de courant de force de réaction cible (11B) calcule la force de réaction de direction en fonction de la force axiale de réaction positive sans utiliser la force axiale de rétroaction lorsque l'unité d'assistance au maintien de la trajectoire (15) est déterminée pour être en fonctionnement.
PCT/JP2013/007694 2013-01-24 2013-12-27 Dispositif de commande de direction WO2014115234A1 (fr)

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JPWO2016162902A1 (ja) * 2015-04-09 2017-10-19 日産自動車株式会社 車線維持支援装置
CN109552401A (zh) * 2017-09-27 2019-04-02 株式会社捷太格特 车辆用控制装置
CN109572803A (zh) * 2017-09-27 2019-04-05 株式会社捷太格特 车辆用控制装置
CN110091912A (zh) * 2018-01-30 2019-08-06 株式会社捷太格特 转向操纵控制装置
DE102021202278A1 (de) 2021-03-09 2022-09-15 Robert Bosch Gesellschaft mit beschränkter Haftung Vorrichtung und Verfahren zum Beeinflussen und/oder Betreiben eines Lenksystems und Lenksystem insbesondere für ein Fahrzeug
DE102021202285A1 (de) 2021-03-09 2022-09-15 Robert Bosch Gesellschaft mit beschränkter Haftung Vorrichtung und Verfahren zur Beeinflussung eines Fahrzeugverhaltens
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WO2023148883A1 (fr) * 2022-02-03 2023-08-10 株式会社ジェイテクト Dispositif et procédé de commande de direction

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JP2023032089A (ja) 2021-08-26 2023-03-09 トヨタ自動車株式会社 ステアリングシステム

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DE102021202278A1 (de) 2021-03-09 2022-09-15 Robert Bosch Gesellschaft mit beschränkter Haftung Vorrichtung und Verfahren zum Beeinflussen und/oder Betreiben eines Lenksystems und Lenksystem insbesondere für ein Fahrzeug
DE102021202285A1 (de) 2021-03-09 2022-09-15 Robert Bosch Gesellschaft mit beschränkter Haftung Vorrichtung und Verfahren zur Beeinflussung eines Fahrzeugverhaltens
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WO2023148883A1 (fr) * 2022-02-03 2023-08-10 株式会社ジェイテクト Dispositif et procédé de commande de direction

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