WO2014199863A1 - 車両制御システム - Google Patents
車両制御システム Download PDFInfo
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- WO2014199863A1 WO2014199863A1 PCT/JP2014/064669 JP2014064669W WO2014199863A1 WO 2014199863 A1 WO2014199863 A1 WO 2014199863A1 JP 2014064669 W JP2014064669 W JP 2014064669W WO 2014199863 A1 WO2014199863 A1 WO 2014199863A1
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Definitions
- the present invention relates to a vehicle control system that recognizes a traveling environment in which a vehicle is traveling and performs driving assistance.
- a travel locus is calculated based on a track recognized as a travel path, a target yaw rate is calculated along the calculated travel locus, and a yaw rate control is performed so that the actual yaw rate of the vehicle becomes the target yaw rate.
- a technique for traveling along a traveling path Discloses a technique for traveling along a traveling path.
- An object of the present invention is to provide a vehicle control system capable of securing stability even when spinning slowly.
- the traveling route defining line of the traveling path is recognized from the information of the traveling direction region of the own vehicle, and the traveling direction imaginary line extending in the traveling direction from the own vehicle is recognized.
- FIG. 1 is a schematic configuration view showing a vehicle control system of a first embodiment.
- FIG. 5 is a control block diagram of the electronic control unit of the first embodiment.
- FIG. 1 is a block diagram showing a configuration of a traveling environment recognition system of a first embodiment.
- 5 is a flowchart showing image processing in the traveling environment recognition system of the first embodiment. It is the schematic which shows typically the embankment road which has a steep slope part. It is a captured image which shows typically the image at the time of imaging the bank road which has a steep slope part from the own vehicle. It is the schematic showing the feature point simultaneously image
- FIG. 5 is a schematic view showing polymerization processing of image data in Example 1.
- FIG. 6 is a flowchart showing a vehicle attitude stabilizing control necessity determination process executed by the electronic control unit of the first embodiment.
- FIG. It is a schematic diagram showing the case where self-vehicles turn towards a runway regulation line.
- FIG. 7 is a schematic view illustrating a case where a host vehicle travels along a curved road and turns in a direction away from a travel route definition line.
- 5 is a flowchart illustrating a vehicle attitude stabilizing control process of the first embodiment.
- 5 is a flowchart illustrating a vehicle attitude stabilizing control process of the first embodiment.
- FIG. 7 is a schematic view showing a relationship between an evaluation function Ho (t) and a predetermined value ⁇ in Example 1.
- FIG. 7 is a schematic explanatory view showing a relationship of a braking force applied to suppress turning in a turning state at a predetermined vehicle speed or more according to the first embodiment.
- FIG. 10 is a time chart in the case where vehicle attitude stabilizing control processing is performed on the straight path of Embodiment 1.
- FIG. 5 is a flowchart illustrating spin state determination processing according to the first embodiment. It is the schematic showing the scene where angle (theta) which makes with the generation
- FIG. 7 is a flowchart showing spin suppression control processing at the time of spin generation according to Embodiment 1.
- FIG. 16 is a flowchart illustrating a VDC control start threshold value correction process based on spin detection according to the second embodiment.
- FIG. 1 is a schematic configuration diagram showing a vehicle control system of a first embodiment.
- the vehicle according to the first embodiment includes a driving environment recognition system 1, an electric power steering 2, a hydraulic brake unit 3, a brake booster 4, a steering wheel 5, a front left wheel 6, a front right wheel 7, a rear left wheel 8, a rear right wheel 9, an electronic A control unit 10 and a vehicle motion detection sensor 11 are provided.
- the traveling environment recognition system 1 captures data of the traveling environment by imaging the front of the own vehicle using stereo cameras 310a and 310b installed near the rear view mirror in front of and above the vehicle interior of the own vehicle and approximately in the center position. create.
- the electric power steering 2 calculates an assist torque based on a command according to the driver's steering torque and the steering angle or steering angular velocity of the steering wheel 5, assists the steering torque with the electric motor, and turns the left and right front wheels 6, 7 Steer. Also, steering torque assist control is performed to apply a yaw moment to the vehicle by vehicle attitude stabilizing control described later.
- the steering wheel may be a steer-by-wire system capable of steering the left and right front wheels 6, 7 independently of the driver's steering wheel operation, and is not particularly limited.
- the hydraulic brake unit 3 independently controls the wheel cylinder pressure for applying the braking torque to the four wheels according to the driver's brake operation force or according to the vehicle state.
- the hydraulic brake unit 3 may be a VDC unit for realizing vehicle behavior control such as vehicle dynamics control or vehicle stability control which is existing control, or may be a unique hydraulic unit, and is not particularly limited.
- the brake booster 4 is a booster that electrically assists a piston stroke force by boosting a driver's brake depression force with respect to a piston in a master cylinder operated by a brake pedal.
- the force boosted by the brake booster 4 generates a master cylinder pressure, which is output to the hydraulic brake unit 3.
- the configuration is not limited to the configuration for electrically assisting, and may be a negative pressure booster using the negative pressure of the engine.
- the vehicle motion detection sensor 11 detects the speed (vehicle speed), longitudinal acceleration, lateral acceleration, yaw rate, steering angle, steering torque and the like of the vehicle.
- the electronic control unit 10 controls the traveling environment recognition system 1, the electric power steering 2, and the hydraulic brake unit 3 based on the detection values of the vehicle motion detection sensor 11.
- the electronic control unit 10 determines a traveling path defining line that defines a traveling path on a road recognized from a captured image of the traveling environment recognition system 1 and a traveling direction of the own vehicle (for example, a traveling direction virtual line extending in the traveling direction from the own vehicle)
- a traveling direction of the own vehicle for example, a traveling direction virtual line extending in the traveling direction from the own vehicle
- Vehicle attitude stabilizing control is performed.
- the “traveling path defining line” is a lane boundary line when the center line or the white line is recognized, and a line connecting the positions at which the guard rails are installed when the guard rail is recognized. Or a line indicating the boundary between the flat portion of the embankment and the slope portion (hereinafter, also simply referred to as the roadside). The details of the vehicle attitude stabilizing control will be described later.
- the hydraulic brake unit 3 applies equal braking forces between the left and right front wheels 6 and 7 and between the left and right rear wheels 8 and 9 when driven by the driver's brake operation force.
- a yawing moment is applied to the vehicle by generating a left and right braking force by making a difference in the braking force between the left and right front wheels 6, 7 and the left and right rear wheels 8, 9.
- FIG. 2 is a control block diagram of the electronic control unit 10 of the first embodiment.
- the electronic control unit 10 includes a deviation tendency calculation unit 20 and a vehicle posture stabilizing control unit 21.
- the departure tendency calculation unit 20 calculates the departure tendency of the vehicle from the traveling lane, and when the vehicle posture stabilizing control unit 21 detects the departure tendency of the vehicle from the traveling lane by the departure tendency calculation unit 20, the electric power steering 2 And / or drive the hydraulic brake unit 3 to apply yaw moment and / or deceleration to the vehicle to suppress the tendency of departure.
- the vehicle attitude stabilizing control unit 21 is a virtual traveling path which is a tangential direction of the traveling path defining line at a position where the traveling direction imaginary line extending in the traveling direction from the host vehicle intersects the traveling direction virtual line and the traveling path defining line.
- the vehicle is controlled to be parallel to the travel route definition line based on the angle (hereinafter referred to as the angle ⁇ formed by the definition line and referred to FIGS. 14 and 15) and the turning state of the vehicle. .
- the departure tendency calculation unit 20 includes a travel road definition line recognition unit (road edge line recognition unit) 22, a vehicle current position recognition unit 23, a crossing time calculation unit 24, and a virtual travel road specification line calculation unit (virtual road end line A recognition unit) 25 and an operation necessity determination unit 26 are provided.
- the travel route definition line recognition unit 22 is a white line, a guardrail, a curb, etc., the boundary line of the road edge existing on the left and right of the running lane of the host vehicle. Recognize (including centerline).
- the current vehicle position recognition unit 23 recognizes the current vehicle position, which is a vehicle end portion ahead of the own vehicle in the traveling direction, and recognizes a traveling direction virtual line from the current vehicle position toward the direction of travel of the own vehicle.
- the vehicle end in the forward direction of the traveling direction may use the substantially central position of the vehicle as the vehicle current position, or when the traveling direction of the vehicle (the traveling direction imaginary line) intersects with the traveling road definition line on the right side
- the left side position ahead of the host vehicle may be the current position of the vehicle, or the position set with a margin over the actual vehicle end position It is also good and not particularly limited.
- intersection time calculation unit 24 calculates intersection time which is the time until the host vehicle reaches the intersection position of the traveling direction virtual line and the travel path definition line from the current position of the vehicle at the current vehicle speed.
- the virtual travel path definition line calculation unit 25 calculates a virtual travel path definition line which is a tangential direction line of the travel path definition line at the intersection position of the travel path definition line and the traveling direction imaginary line. When a plurality of virtual travel path definition lines intersect in the traveling direction of the host vehicle, a tangent direction at a point where the host vehicle intersects at the closest position is calculated.
- the operation necessity determination unit 26 determines, based on the intersection time, whether or not operation of the vehicle attitude stabilizing control is necessary, that is, whether or not control intervention of the vehicle attitude stabilizing control is to be performed. Specifically, it is determined whether or not the crossing time is equal to or more than a predetermined time set in advance. If the crossing time is equal to or more than the predetermined time, safety is secured and there is no need to intervene in particular control. Vehicle attitude stabilizing control Is determined to be unnecessary. On the other hand, when the crossing time is less than the predetermined time, it is determined that the vehicle attitude stabilizing control is necessary.
- the vehicle attitude stabilizing control unit 21 executes the vehicle attitude stabilizing control when it is determined by the operation necessity determination unit 26 that the vehicle attitude stabilizing control is necessary, and when it is determined that the vehicle attitude stabilizing control is unnecessary, the vehicle attitude stabilizing control is performed. Do not execute rising control.
- FIG. 3 is a block diagram showing the configuration of the traveling environment recognition system of the first embodiment.
- the traveling environment recognition system 1 is provided with a stereo camera 310 including a pair of cameras 310 a and 310 b as imaging means, and recognizes the environment around the vehicle.
- each camera is installed at the same distance from the center of the vehicle in the vehicle width direction. At this time, three or more cameras may be provided.
- Example 1 demonstrates the structure which processes the captured image of a camera in the traveling environment recognition system 1, you may perform an image process etc. by another controller.
- the traveling environment recognition system 1 uses the difference in appearance (hereinafter referred to as “parallax”) that occurs when imaging with a plurality of cameras 310 a and 310 b, and finds the distance to the object imaged according to the principle of triangulation
- the configuration is adopted.
- the distance to the object is Z
- the distance between the cameras is B
- the focal distance of the camera is f
- the parallax is ⁇
- Z (B ⁇ f) / ⁇
- the traveling environment recognition system 1 has a RAM 320 for storing a captured image, a CPU 330 for performing arithmetic processing, a data ROM 340 for storing data, and a program ROM 350 for storing a recognition processing program.
- the stereo camera 310 is attached to a rearview mirror portion in a vehicle cabin, and is configured to pick up an image in front of the host vehicle at a predetermined depression angle and attachment position.
- the image in front of the host vehicle taken by the stereo camera 310 (hereinafter referred to as a taken image) is taken into the RAM 320, and the CPU 330 takes the recognition processing program stored in the program ROM 350 into the taken image.
- the result (calculation result) of estimation by the CPU 330 is output to the data ROM 340 and / or the ECU 10.
- FIG. 4 is a flowchart showing image processing in the traveling environment recognition system of the first embodiment.
- step 201 an input process of an image of the camera 310a disposed on the left side is performed. Data of an image captured by the camera 310 a is input to the RAM 320.
- step 202 the input processing of the image of the camera 310b arranged on the right side is performed. Data of an image captured by the camera 310 b is input to the RAM 320.
- the CPU 330 performs calculation processing of the captured corresponding points.
- step 205 output processing of distance information is performed.
- step 206 the CPU 330 determines the presence or absence of an image input signal. If there is an image input signal, the process returns to step 201 to repeat this flow, and if there is no image input signal, the arithmetic processing ends and waits. .
- FIG. 5 is a schematic view schematically showing a bank road having steep slope portions.
- the road is formed on the upper side portion of a substantially trapezoidal cross section, and a slope portion is formed between the road and the area outside the road, and a lower portion is present outside the slope portion.
- the road will be described as a road surface.
- FIG. 6 is a captured image schematically showing an image obtained by capturing an embankment road having a steep slope portion from the host vehicle.
- the road edge which is a travel path defining line and the outside of the road are photographed adjacent to each other.
- the slope angle is larger than the depression angle of the stereo camera 310 (steep slope)
- a blind spot (a part not to be photographed) occurs, and the slope part is not photographed on the screen.
- the slope part is not photographed on the screen.
- FIG. 7 is a schematic view showing feature points captured simultaneously when an actual road is captured. As shown in FIG. 7, on an actual road, particles of asphalt concrete used for pavement, road surface indication, pavement seam, cracks in pavement, tire marks by running vehicle, even if it is not pavement road There are visually distinctive parts like this everywhere. In addition, even in areas lower than the road, visually distinctive parts such as weeds are present everywhere.
- a characteristic portion on the screen such as a fine crack of asphalt or a tire mark existing on another road surface is extracted from the image in front of the host vehicle taken by the stereo camera 310.
- the distance of the relevant part is measured by positional deviation on the screen.
- characteristic portions do not necessarily exist uniformly on the entire road surface, and it is unclear whether they can always be detected even if they exist.
- characteristic portions may not always be detectable at various places in the area. Therefore, it is necessary to further improve the accuracy. Therefore, the obtained distance data is stored in the data ROM 340, and superposition with the data obtained by the image photographed at the timing after the next time is performed.
- FIG. 8 is a schematic view showing the polymerization process of image data in the first embodiment. For example, a portion that can be recognized by the captured image captured last time and a portion that can be recognized by the captured image captured this time are overlapped, and even if the distance information can not be obtained in the previous captured image, By superposing the newly obtained distance information, it is possible to improve the detection accuracy of the road and the surrounding environment. As shown in FIG. 8, even when the vehicle is traveling and the obtained image changes with time, if the imaging interval is short due to the vehicle speed, the obtained plural images are Since the same area is shown, it is sufficient to overlap the areas where the same area is shown. The superposition of these is not limited to two, and it is effective to overlap a plurality of times within the possible range.
- new data may be prioritized. Thereby, recognition accuracy can be improved by using more recent data. Also, an average of multiple data may be adopted. In this way, it is possible to realize stable recognition by eliminating the influence of disturbance or the like included in the data. In addition, it is possible to extract data with less variation with surrounding data. Thereby, calculation can be performed based on stable data, and recognition accuracy can be enhanced. Since these various processing methods can be mentioned, these may be combined or any method may be adopted.
- FIG. 9 is a schematic view showing the result obtained by imaging and recognizing the causeway in the direction crossing the road.
- the slope portion is steep and exists in the blind spot of the camera, it does not appear in the captured image, and it appears that the road portion and a portion lower than the road are in direct contact in the image.
- the point 601 at the end of the adjacent road and the point 602 outside the road are not actually adjacent as shown in FIG. I understand. Therefore, since outputting the point at the road end as the position of the point 602 is inaccurate, the point 601 is output as the point at the road end.
- the data of the position corresponding to the point 601 is not detected and, for example, the point 603 inside the road from the point 601 is detected as the end point as a point existing on the road surface. .
- the area between the area corresponding to the point 602 and the area corresponding to the point 603 on the screen also becomes an area where nothing is reflected, and it becomes unclear where the road end is located between these.
- the point 602 present at a portion lower than the road surface can be observed, it can be inferred that the road does not exist in the direction from the stereo camera 310 to the point 602. Therefore, it is possible to analogize that the roadside is at least in the region between point 603 and point 601 which in this case is not detected. Therefore, the position between the point 603 and the point 602 and on the road side of the boundary equivalent position is output as the road end.
- FIG. 10 is a schematic view schematically showing an embankment road having gentle slope portions.
- the road is formed on the upper side portion of a substantially trapezoidal cross section, and a slope portion is formed between the road and the area outside the road, and a lower portion is present outside the slope portion.
- FIG. 11 is a captured image schematically showing an image obtained by capturing an embankment road having a gentle slope portion from the host vehicle. In this captured image, the road edge and the slope portion are photographed adjacent to each other, and the slope portion and the outside of the road (region lower than the road surface) are photographed adjacent to each other. In the case of this road, since the slope angle is smaller than the depression angle of the stereo camera 310 (slow slope), no blind spot (non-photographed portion) occurs.
- FIG. 12 is a schematic view showing a result obtained by imaging and recognizing a roadside road having gentle slopes in a road crossing direction.
- the slope portion is gentle and is captured by the camera, the road portion and the slope portion are adjacent in the image, and the slope portion and the portion lower than the road appear to be adjacent.
- the recognition of the roadside is important, and it is not necessary to distinguish between the slope part and the low part, and a point not located at the road surface height may be treated uniformly as the outside of the road. Therefore, the point 901 is the end of the road area, and the point 902 is recognized as the point closest to the road in the area outside the road. Therefore, it can be inferred that the actual road end is between point 901 and point 902.
- this gradient portion can be imaged by the stereo camera 310, and the distance information can be acquired. This makes it possible to detect that this slope portion is a slope portion not suitable for the passage of vehicles, and the boundary between this slope portion and the road portion can be regarded as a road boundary (i.e., road edge).
- the road is a cliff or if the contrast of the area under the road is vague, the height of the area lower than the road is extremely low and it is not possible to detect this area, There is no change in being able to recognize that it is out of the road.
- the detected road edge is expected to be an actual road edge, there is actually a deviation due to detection error, and the road edge is vulnerable to the lower structure and travels toward the road edge It may be inappropriate to do.
- it is also effective to output, as the road end, a position which is closer to the inside of the road than the detected road end.
- a position closer to the roadside than the roadside is appropriately determined from the viewpoint of suppressing excessive control and warning. It is also effective to output as a road end.
- a virtual image reflects a distant object, a road surface area closer to the virtual distance than the virtual image exists on the screen farther than the area where the virtual image exists.
- the virtual image may be greatly distorted because the water surface is not perfectly flat, and as a result, the distance of the puddle region varies.
- the apparent position of the virtual image changes with time.
- d If an object appears to be present at a target position across a road object and the road surface (water surface)
- FIG. 13 is a flowchart showing the vehicle attitude stabilizing control necessity determination process executed by the electronic control unit 10 according to the first embodiment. This process is repeatedly performed, for example, at a calculation cycle of about 10 ms while the vehicle is traveling.
- step S1 the vehicle attitude stabilizing control unit 21 reads detection values of the vehicle speed, longitudinal acceleration, lateral acceleration, yaw rate, steering angle, steering torque and the like received from the vehicle motion detection sensor 11.
- step S2 the travel path definition line recognition unit 22 recognizes the position of the travel path definition line from the captured image in front of the host vehicle received from the travel environment recognition system 1.
- step S3 the current vehicle position recognition unit 23 recognizes the current vehicle position which is the end of the vehicle ahead of the host vehicle in the traveling direction. Further, in the vehicle current position recognition unit 23, a traveling direction virtual line extending from the host vehicle in the traveling direction is determined.
- step S4 the intersection time calculation unit 24 calculates the intersection time which is the time from the current position of the vehicle to the intersection position of the traveling direction virtual line and the travel path definition line at the current vehicle speed. Do.
- the virtual travel road specification line calculation unit 25 calculates a virtual travel road specification line.
- the virtual travel path definition line is a tangent of the travel path definition line at a point close to the vehicle predicted position.
- the vehicle predicted position is, for example, a crossing position of the traveling direction imaginary line and the travel path definition line.
- step S5 the operation necessity determination unit 26 determines whether the crossing time is less than a predetermined time. If the crossing time is less than the predetermined time, the process proceeds to step S6. If the crossing time is equal to or more than the predetermined time, the process ends.
- the vehicle attitude stabilizing control unit 21 drives the electric power steering 2 and / or the hydraulic brake unit 3 based on the yaw moment control amount to apply the yaw moment and / or the deceleration to the vehicle to stabilize the vehicle attitude. Execute rising control.
- the vehicle attitude stabilizing control unit 21 performs vehicle attitude stabilizing control using one or more of the detected values of the vehicle speed, longitudinal acceleration, lateral acceleration, yaw rate, steering angle, steering torque, etc. read in step S1. Run.
- FIG. 14 is a schematic view showing the case where the host vehicle is turning toward the travel path definition line.
- FIG. 14 shows a state in which the host vehicle is turning in a direction toward a travel path defining line while traveling on a straight path.
- the sign of the yaw rate d ⁇ / dt of the host vehicle is defined as positive in the right turn state, negative in the left turn state, and 0 in a state parallel to the travel path definition line.
- the yaw rate d ⁇ / dt changes to negative because it is a left turn and ⁇ changes to positive, so the yaw rate d ⁇ /
- the signs of dt and ⁇ do not match.
- FIG. 15 is a schematic diagram showing a case where a host vehicle travels on a curved road and is turning in a direction away from the travel path definition line.
- the traveling direction of the vehicle (the traveling direction imaginary line) intersects with the traveling path defining line on the left side.
- the angle ⁇ changes positively, but the sign of the yaw rate d ⁇ / dt of the host vehicle is positive because it is the right.
- the relationship between the match / mismatch between the two codes and the control amount will be described below.
- the evaluation function Ho (t) at a certain time t in consideration of these circumstances is set as follows.
- Ho (t) A ⁇ (d ⁇ / dt) / V ⁇ (t) -B ⁇ (t)
- a and B are constants.
- This evaluation function Ho (t) is assigned according to the difference between the turning state [A ⁇ (d ⁇ / dt) / V ⁇ (t)] in which the host vehicle is traveling and the state of the actual travel path definition line. Indicates the yaw moment control amount to be.
- the evaluation function Ho (t) shows a positive value and a large value while turning right, it is necessary to apply a left turning yaw moment, so applying a braking force to the left wheel or making it easy to turn left Such steering torque control may be performed.
- the evaluation function Ho (t) is negative and the absolute value shows a large value during left turn, it is necessary to apply a right turn yaw moment, so braking force is applied to the right wheel or The steering torque control may be performed to facilitate turning.
- the value of the evaluation function Ho (t) becomes smaller when the driver is steering along the travel path definition line, and the applied yaw moment control amount is also small. I have no sense of incongruity.
- the value of the evaluation function Ho (t) is large, and the yaw moment control amount to be applied is also large, so that the stability of the vehicle posture can be secured firmly.
- the yaw moment control amount is provided by the evaluation function Ho (t) based on the difference between the curvature (1 / r) representing the current turning condition of the vehicle and the angle ⁇ , Output a controlled variable that is immediately parallel to the travel route definition line at a stage before actually reaching the travel route definition line regardless of the distance to the line (regardless of the crossing time) And secure control can be realized. Further, since the control amount is calculated using the relationship between the curvature and the angle ⁇ formed, it is assumed that the formed angle ⁇ is generated in a situation where control does not need to be performed such as traveling along the travel path definition line. Also, the vehicle attitude stabilizing control does not intervene, and the driver does not feel discomfort.
- 16 and 17 are flowcharts showing the vehicle attitude stabilizing control process of the first embodiment. This flow is control processing executed by the vehicle posture stabilizing control unit 21 when it is determined that the vehicle posture stabilizing control necessity in FIG. 13 is necessary.
- step S101 an angle ⁇ between the traveling direction of the host vehicle and the travel path definition line is calculated. Specifically, the angle between the traveling direction virtual line calculated in steps S3 and S4 of FIG. 13 and the virtual travel path definition line is determined.
- step S102 the yaw rate (d ⁇ / dt) of the host vehicle is calculated.
- the yaw rate may be a yaw rate sensor value detected by the vehicle motion detection sensor 11, or may be calculated from the vehicle speed or the steering angle based on the vehicle motion model, and is not particularly limited.
- step S103 an evaluation function Ho (t) is calculated from the formed angle ⁇ , the yaw rate (d ⁇ / dt) and the vehicle speed V.
- step S104 it is determined whether the evaluation function Ho (t) is positive or not. If it is positive, the process proceeds to step S105, and if it is 0 or less, the process proceeds to step S108.
- step S105 it is determined whether the evaluation function Ho (t) is larger than a predetermined value ⁇ representing a preset dead zone. If larger, the process proceeds to step S106, and if smaller than ⁇ , the process proceeds to step S107.
- step S106 the control amount H (t) is set to a value obtained by subtracting a predetermined value ⁇ from the evaluation function Ho (t).
- FIG. 18 is a schematic diagram showing the relationship between the evaluation function Ho (t) and the predetermined value ⁇ .
- step S107 A value for which the evaluation function Ho (t) exceeds the predetermined value ⁇ is calculated as the control amount H (t).
- step S107 the control amount H (t) is set to zero.
- step S108 it is determined whether the value obtained by multiplying the evaluation function Ho (t) by a negative value (the evaluation function Ho (t) is a negative value and becomes a positive value by multiplying the negative) is larger than a predetermined value ⁇ . If so, the process proceeds to step S109. If the value is smaller than ⁇ , the process proceeds to step S110.
- step S109 the control amount H (t) is set to a value obtained by adding a predetermined value ⁇ to the evaluation function Ho (t).
- step S110 the control amount H (t) is set to zero.
- step S110A it is determined whether the vehicle speed is equal to or higher than a predetermined vehicle speed Vo. If it is equal to or higher than Vo, it is determined that yaw moment control by brake braking torque is effective, and the process proceeds to step S111. When it is determined that the yaw moment control by the steering operation is more effective than the brake, the process proceeds to step S121. In step S111, it is determined whether the control amount H (t) is 0 or more. If it is 0 or more, the process proceeds to step S112. If it is negative, the process proceeds to step S113.
- step S112 since it can be determined that it is necessary to suppress the right turn, the right wheel basic control amount TR is set to 0, and the left wheel basic control amount TL is set to H (t).
- step S113 it can be determined that it is necessary to suppress the left turn, so the right wheel basic control amount is set to H (t), and the left wheel basic control amount TL is set to zero.
- step S114 each wheel braking torque is calculated based on the following relational expression.
- ⁇ is a constant and is a value set based on the front and rear brake distribution.
- the wheel wheel cylinder hydraulic pressure is calculated based on the following relational expression.
- Right front wheel wheel cylinder hydraulic pressure PFR K ⁇ TFR
- Left front wheel cylinder hydraulic pressure PFL K ⁇ TFL
- Right rear wheel wheel cylinder hydraulic pressure PRR L ⁇ TRR
- Left rear wheel cylinder hydraulic pressure PRL L x TRL
- K and L are constants, which are conversion constants for converting torque into hydraulic pressure.
- step S121 it is determined whether or not the vehicle is in the normal traveling state. If it is determined that the vehicle is in the normal traveling state, the process proceeds to step S122. Otherwise (the state after collision, the spin state, the road surface deviation state) Finish.
- step S122 it is determined whether a steering wheel is attached or not. If it is determined that the steering wheel is attached, the process proceeds to step S125. If it is determined that the steering wheel is released, the process proceeds to step S123. Whether or not a hand is attached may be confirmed, for example, by analyzing the inertia of the steering wheel by a resonance frequency component of a torque sensor, or the steering wheel may be provided with a touch sensor or the like to attach a hand.
- step S123 it is determined whether or not the release time has become longer than a predetermined time. If the release time has become longer than the predetermined time, the process proceeds to step S128 to cancel automatic control. On the other hand, if the predetermined time has not been exceeded, the process proceeds to step S124, the release time is incremented, and the process proceeds to step S125. That is, if automatic steering is allowed in the released state, the driver may over-estimate the control system, which may lead to a state of lack of attention at the time of driving.
- step S125 it is determined whether or not the state where the steering torque is equal to or more than a predetermined value continues for a predetermined time, and if so, it is determined that the driver intentionally steers, and the process proceeds to step S128 to cancel automatic control. I do.
- step S128 it is determined that the driver intentionally steers.
- the process proceeds to step S126 and the high steering torque continuation timer Increment the In step S127, semiautomatic steering control is performed.
- FIG. 19 is a schematic explanatory view showing a relationship of a braking force applied to suppress turning in a turning state at a predetermined vehicle speed or more according to the first embodiment.
- the control amount H (t) is positive and represents a right turning state, it is necessary to apply a left turning yaw moment.
- the control amount H (t) is negative and represents a left turning state, it is necessary to apply a right turning yaw moment. Therefore, the vehicle posture is stabilized by supplying each wheel and wheel cylinder hydraulic pressure calculated in step S115, and a yaw moment parallel to the travel path defining line is applied early.
- FIG. 20 is a time chart when the vehicle attitude stabilizing control process is performed on the straight path according to the first embodiment.
- FIG. 20 shows a case where the vehicle turns to the left due to a disturbance such as a side wind when going straight and an angle is formed on the left traveling route defining line.
- the yaw rate d ⁇ / dt of the left turn is generated by the crosswind, and at the same time, the angle ⁇ formed on the left travel path defining line starts to be generated. Then, the value of the evaluation function Ho (t) also starts to change. In this case, since the angle formed in the left turning state increases, the sign of the angle ⁇ formed with the yaw rate d ⁇ / dt does not match, and the evaluation function Ho (t) changes so that the absolute value becomes larger on the negative side. .
- the vehicle attitude stabilizing control is not performed until it becomes larger than the predetermined value ⁇ . This prevents the driver from feeling uncomfortable by suppressing excessive control intervention.
- FIG. 21 is a time chart showing an operating state of vehicle attitude stabilizing control processing on a curved road at a predetermined vehicle speed or more according to the first embodiment.
- FIG. 21 shows a case where the driver appropriately steers the steering wheel on a curved road and travels along a travel path defining line.
- a travel route definition line of a curved road appears ahead of the vehicle, and an angle ⁇ formed with the vehicle travel direction (virtual travel direction virtual line) starts to occur.
- the driver has not steered the steering wheel and the yaw rate d ⁇ / dt has not occurred because the vehicle has not yet reached the curve. Therefore, although the evaluation function Ho (t) starts to calculate a negative value, it is a value smaller than the predetermined value ⁇ .
- yaw rate d ⁇ / dt begins to occur in the vehicle.
- the yaw rate d ⁇ / dt agrees with ⁇ , and the absolute value of the evaluation function Ho (t) decreases.
- the evaluation function Ho (t) takes a value of substantially 0, and in order to continuously take a value within the range of ⁇ ⁇ , basically the vehicle Posture stabilizing control is not performed. Therefore, the sense of discomfort associated with unnecessary control intervention can be avoided.
- FIG. 22 is a flowchart showing spin state determination processing of the first embodiment.
- vehicle attitude stabilizing control unit 21 determines whether or not the differential value of angle ⁇ is larger than predetermined value x1, and if it is larger, it is determined that angle ⁇ is increasing, and the process proceeds to step S206. Otherwise, the process proceeds to step S202.
- step S202 the vehicle attitude stabilizing control unit 21 determines whether the formed angle ⁇ is equal to or larger than a predetermined angle ⁇ 1. When the angle ⁇ is equal to or larger than the predetermined angle ⁇ 1, the process proceeds to step S203. It judges that there is not, and it progresses to step S204.
- step S203 the vehicle attitude stabilizing control unit 21 counts up the spin timer T ⁇ .
- step S204 the vehicle attitude stabilizing control unit 21 resets the spin timer T ⁇ .
- step S205 the vehicle attitude stabilizing control unit 21 determines whether the spin timer T ⁇ is equal to or longer than a predetermined time T ⁇ 1. If it is determined that a predetermined time T ⁇ 1 or more has elapsed, it is determined that a spin is generated. The process proceeds to step S206, and otherwise proceeds to step S207.
- step S206 the vehicle attitude stabilizing control unit 21 turns on the spin flag.
- step S207 the vehicle attitude stabilizing control unit 21 turns the spin flag OFF.
- FIG. 23 is a schematic view showing a scene in which the angle ⁇ increases with the occurrence of spin.
- a low ⁇ road such as a snowy road
- the load on the rear wheel decreases
- the cornering force on the rear wheel side decreases
- the vehicle spins slowly. is there.
- the vehicle (a) entering the corner in FIG. 23 slowly spins from the state where it has an angle ⁇ a formed by the travel path definition line on the inner side of the turn of the lane and the traveling direction imaginary line, and the vehicle (b) ⁇
- the formed angle ⁇ increases as ⁇ a ⁇ b ⁇ c.
- the spin state is detected based on the information of the traveling direction area of the own vehicle captured by the stereo camera 310. As a result, even when slow spin occurs, the spin state can be detected regardless of the resolution of the vehicle motion detection sensor 11.
- FIG. 24 is a schematic view showing a situation where the angle ⁇ does not increase while the spin is generated.
- the vehicle (d) entering the corner in FIG. 24 has an angle ⁇ d ( ⁇ ⁇ 1) between the travel path definition line on the inner side of the turn of the lane and the traveling direction imaginary line.
- ⁇ d ⁇ 1
- the vehicle has slipped to a certain extent, it does not occur until the yaw rate at which it turns on the spot.
- the angle ⁇ formed continuously is ⁇ d.
- the ideal vehicle posture is considered to be substantially parallel to the travel path definition line, as shown by the dotted line in FIG.
- the spin state in addition to determining the spin state based on whether or not the formed angle ⁇ increases, based on whether or not a state where the formed angle ⁇ is a predetermined angle ⁇ 1 or more continues for a predetermined time T ⁇ 1 or more.
- the spin state may be determined based on whether or not the formed angle ⁇ is increased, or whether a state in which the formed angle ⁇ is a predetermined angle ⁇ 1 or more continues for a predetermined time T ⁇ 1 or more
- the spin state may be determined based only on whether or not it is.
- FIG. 25 is a flowchart showing spin suppression control processing at the time of spin generation according to the first embodiment.
- step S301 the vehicle attitude stabilizing control unit 21 determines whether the spin flag is on or not. If it is on, it is determined that a spin is generated, and the process proceeds to step S302. If the spin flag is off This control flow ends.
- Step S301 is part of a process of determining whether or not the vehicle is in the normal traveling state (whether the vehicle is not in the non-normal traveling state such as the state after collision, the spin state, the road surface deviation state) in step S121 of FIG.
- the spin flag is ON, the spin suppression control process of steps S302 to S304 is executed, assuming that the normal traveling state is not set (NO in step S121).
- step S302 the vehicle attitude stabilizing control unit 21 determines whether the vehicle is turning right or not. If the vehicle is turning right, the process proceeds to step S303. If the vehicle is turning left, the process proceeds to step S304.
- step S303 the vehicle attitude stabilizing control unit 21 compares the left steering assist torque with the normal assist torque in order to facilitate countersteering by steering to the left side since the vehicle is turning right. Make the right steering assist torque smaller than the normal assist torque. Thereby, the vehicle stability is secured by realizing a state in which the driver can easily apply the counter-steer.
- applying countersteer means providing a predetermined steering angle on the opposite side to the turning direction in order to suppress the yaw motion of the vehicle.
- step S304 since the vehicle is in a left turn state, the vehicle attitude stabilizing control unit 21 makes the right steering assist torque larger than that of a normal assist torque in order to facilitate countersteering by steering to the right.
- the left steering assist torque is made smaller than the normal assist torque.
- a travel path definition line recognition unit 22 (travel path definition line recognition section) that recognizes a travel path definition line of a travel path from information of a traveling direction area of the host vehicle;
- a vehicle current position recognition unit 23 (traveling direction virtual line recognition unit) that recognizes a traveling direction virtual line extending from the host vehicle in the traveling direction;
- the steering assist torque is controlled so that the formed angle ⁇ decreases.
- a spin suppression control processing unit (a yaw moment control unit that applies a yaw moment control amount); Equipped.
- the vehicle system includes the electric power steering 2 (assist torque control unit) that applies a predetermined assist torque to the driver's steering torque,
- the electric power steering 2 increases the angle ⁇ formed by the traveling direction virtual line and the travel path definition line, or the angle ⁇ decreases when the angle ⁇ is greater than or equal to the predetermined angle ⁇ 1 for a predetermined time T ⁇ 1.
- the assist torque to be controlled is controlled to be larger than the normal assist torque (predetermined assist torque), and the assist torque to the side where the angle .theta. Increases is controlled to be smaller than the normal assist torque (predetermined assist torque).
- the configuration provided with the electric power steering 2 is shown.
- the steering reaction torque is controlled by the control of the reaction motor to easily apply the counter steer. You may be guided to the state.
- the traveling route definition line recognition unit 22 is characterized in that it is a stereo camera that measures the distance using parallax generated when the plurality of cameras 310a and 310b shoot the same object. I assume.
- the spin state detection process of FIG. 22 is performed in the low vehicle speed region, but the spin state is detected using the spin state detection process of FIG. 22 regardless of the magnitude of the vehicle speed. It may be configured as follows. Also, the spin state detection process of FIG. 22 may be combined with another spin detection method such as spin detection based on the actual yaw rate value. For example, in the high vehicle speed region, spin detection based on the actual yaw rate value may be performed, and in the low vehicle speed region, the spin state detection processing of FIG. 22 may be performed.
- Example 2 Next, Example 2 will be described.
- the basic configuration is the same as that of the first embodiment, so only the differences will be described.
- the first embodiment in the vehicle attitude stabilizing control, in the low vehicle speed region, the yaw moment control by the brake control is not performed, and the spin suppression control at the time of spin generation by the steering control mainly functions effectively. I did the processing.
- the second embodiment is different from the vehicle attitude stabilizing control in that the vehicle behavior control provided to the hydraulic brake unit 3 is used to perform spin suppression control at the time of spin generation.
- the vehicle behavior control provided to the hydraulic brake unit 3 is executed by the ECU of the VDC unit or the ECU 10 of FIG.
- the spin state detection of FIG. 26 and VDC control are performed regardless of the vehicle speed.
- the start threshold correction process may be performed.
- the spin state detection and VDC control start threshold value correction processing of FIG. 26 may be combined with another spin detection method such as spin detection based on the actual yaw rate value. For example, in the high vehicle speed region, spin detection may be performed based on the actual yaw rate value, and in the low vehicle speed region, the spin state detection of FIG. 26 and VDC control start threshold value correction processing may be performed.
- Vehicle behavior control is a known technique called vehicle stability control control or vehicle dynamics control control (hereinafter referred to as VDC), which calculates a target yaw rate from a vehicle speed and a steering angle, and detects a vehicle motion detection sensor.
- VDC vehicle dynamics control
- VDC voltage to rail drive
- a control start threshold set to a certain size
- the yaw rate may not be detected properly by the vehicle motion detection sensor 11, and the VDC does not exceed the control start threshold. There is a problem that it can not start.
- the control start threshold of the VDC is corrected to be small, and the spin state is suppressed by positively operating the VDC. It was decided to.
- FIG. 26 is a flowchart showing a VDC control start threshold value correction process based on spin detection in the second embodiment.
- the travel path definition line recognition unit 22 recognizes the travel path definition line based on the image captured by the stereo camera 310.
- the vehicle current position recognition unit 23 recognizes a traveling direction virtual line directed to the traveling direction of the host vehicle.
- the virtual travel path definition line calculation unit 25 recognizes a virtual travel path definition line which is a tangential direction line of the travel path definition line at the intersection position of the travel path definition line and the travel direction virtual line.
- the vehicle attitude stabilizing control unit 21 calculates an angle ⁇ formed by the traveling direction virtual line and the virtual travel path definition line.
- step S505 the vehicle attitude stabilizing control unit 21 determines whether the differential value of the formed angle ⁇ is larger than a predetermined value x1. If it is larger, it is determined that the formed angle ⁇ tends to increase, and the process proceeds to step S510. Otherwise, the process proceeds to step S506. In step S506, the vehicle attitude stabilizing control unit 21 determines whether the formed angle ⁇ is equal to or larger than a predetermined angle ⁇ 1. When the angle ⁇ is equal to or larger than the predetermined angle ⁇ 1, the process proceeds to step S507. It judges that there is not, and it progresses to step S508. In step S507, the vehicle attitude stabilizing control unit 21 counts up the spin timer T ⁇ .
- step S508 the vehicle attitude stabilizing control unit 21 resets the spin timer T ⁇ .
- step S509 vehicle attitude stabilizing control unit 21 determines whether or not spin timer T ⁇ is equal to or longer than predetermined time T ⁇ 1, and if it is determined that predetermined time T ⁇ 1 or more has elapsed, it is determined that spin is generated. The process proceeds to step S510, and otherwise proceeds to step S511.
- step S510 the vehicle attitude stabilizing control unit 21 corrects the VDC control start threshold to a small value.
- step S511 the vehicle attitude stabilizing control unit 21 resets the VDC control start threshold value and returns it to the initial value.
- VDC vehicle behavior control
- this vehicle behavior control is executed separately from the vehicle attitude stabilizing control such as the steering assist control (FIG. 25).
- VDC vehicle behavior control
- the yaw rate is determined based on the angle ⁇ recognized by the stereo camera 310 instead of the sensor value by the vehicle motion detection sensor 11 as a yaw rate.
- An equivalent value may be calculated, and the brake control amount may be calculated based on the yaw rate equivalent value.
- the vehicle attitude stabilizing control is performed and the vehicle behavior control (VDC) by the brake unit is performed.
- VDC vehicle behavior control
- the spin state is detected.
- only vehicle behavior control (VDC) may be performed by the brake unit.
- the vehicle control system controls each wheel to achieve the target yaw rate when the difference between the actual yaw rate (vehicle motion state) and the target yaw rate (target vehicle movement state) is equal to or greater than the control start threshold (VDC threshold).
- VDC threshold control start threshold
- VDC vehicle motion control unit
- a travel path definition line recognition unit 22 travel path definition line recognition section
- a vehicle current position recognition unit 23 traveling direction virtual line recognition unit
- the angle ⁇ formed between the traveling direction imaginary line and the travel path defining line increases, or as shown in steps S506 to S509, the state in which the formed angle ⁇ is a predetermined angle ⁇ 1 or more continues for a predetermined time T ⁇ 1.
- Step S510 control start threshold value correction unit to make correction so that the control start threshold value of VDC becomes smaller (when detecting a spin) It is characterized by having.
- the yaw moment control by the brake control is not performed at the low vehicle speed
- the yaw moment control by the brake control may be similarly performed at the low vehicle speed.
- a yaw rate equivalent value is calculated based on the angle ⁇ recognized by the stereo camera 310 instead of the sensor value by the vehicle motion detection sensor 11 as the yaw rate
- the brake control amount is calculated based on the yaw rate equivalent value. Good.
- control amount H (t) is calculated when the evaluation function Ho (t) is larger than the predetermined value ⁇ , but when the spin state is detected, the predetermined value ⁇ is corrected to be smaller.
- the vehicle behavior stabilizing control may be performed more positively.
- a vehicle control system includes a travel path definition line recognition unit that recognizes a travel path definition line of a travel path from information of a travel direction area of a host vehicle, and a travel direction virtual line extending in the travel direction from the host vehicle.
- a travel path definition line recognition unit that recognizes a travel path definition line of a travel path from information of a travel direction area of a host vehicle, and a travel direction virtual line extending in the travel direction from the host vehicle.
- the vehicle control system controls the braking force of each wheel so as to attain the target motion state when the difference between the vehicle motion state and the target vehicle motion state is equal to or greater than the control start threshold.
- the control start threshold And a control start threshold value correction unit that makes correction so as to become smaller.
- the vehicle control system further includes an assist torque control unit that applies a predetermined assist torque to a driver's steering torque, and the assist torque control unit increases an angle formed between the traveling direction imaginary line and the traveling path defining line.
- the assist torque to the side where the angle decreases is controlled to be larger than the predetermined assist torque, and the assist to the side where the angle increases The torque may be controlled to be smaller than the predetermined assist torque.
- the travel path definition line recognition unit can adopt a stereo camera that measures a distance by using parallax generated when a plurality of cameras shoot the same object.
- a vehicle control system includes a travel path definition line recognition unit that recognizes a travel path definition line of a travel path from information of a travel direction area of a host vehicle, and a travel direction virtual line extending in the travel direction from the host vehicle.
- the yaw moment control amount is applied so that the formed angle decreases when at least the formed angle between the travel direction virtual line and the travel path definition line increases.
- a moment control unit is included in a travel path definition line recognition unit.
- the yaw moment control unit may further provide a yaw moment control amount so that the formed angle decreases when the formed angle continues a predetermined angle or more for a predetermined time. Good.
- the vehicle control system further includes an assist torque control unit that applies a predetermined assist torque to a driver's steering torque, and the assist torque control unit increases an angle formed between the traveling direction imaginary line and the traveling path defining line. Or, when the angle formed by the predetermined angle or more continues for a predetermined time, the assist torque to the side where the angle is reduced is controlled to be larger than the predetermined assist torque, and the assist to the side where the angle is increased The torque may be controlled to be smaller than the predetermined assist torque.
- the travel path definition line recognition unit can adopt a stereo camera that measures a distance by using parallax generated when a plurality of cameras shoot the same object.
- the vehicle control system includes a brake unit that applies a braking torque to wheels and a steering device that turns the wheels, and the yaw moment control unit is configured to brake torque of the brake unit when the host vehicle is at a predetermined vehicle speed or more.
- a yaw moment control amount may be applied by the steering operation of the steering apparatus when the host vehicle is less than the predetermined vehicle speed.
- the vehicle motion is controlled by controlling the braking force of each wheel to achieve the target motion state.
- the control start threshold value is corrected so as to decrease when the angle between the virtual direction of travel direction and the travel path definition line increases or the state where the angle formed by the traveling direction virtual line continues exceeds a predetermined angle for a predetermined time. And the control start threshold value correction unit.
- the vehicle control system is a traveling path based on information of a traveling direction area of the vehicle by a stereo camera that measures a distance using parallax generated when a plurality of cameras capture the same object.
- a traveling direction defining line recognition unit that recognizes the traveling route defining line, a traveling direction virtual line recognition unit that recognizes a traveling direction virtual line extending in the traveling direction from the host vehicle, the traveling direction virtual line, and the traveling route defining line
- a yaw moment control unit for applying a yaw moment control amount so that the angle is reduced when a state in which the angle formed is equal to or more than a predetermined angle continues for a predetermined time.
- the vehicle control system further includes an assist torque control unit that applies a predetermined assist torque to a driver's steering torque, and the assist torque control unit increases an angle formed between the traveling direction imaginary line and the traveling path defining line.
- the assist torque to the side where the angle decreases is controlled to be larger than the predetermined assist torque, and the assist to the side where the angle increases The torque may be controlled to be smaller than the predetermined assist torque.
- the vehicle control system includes a brake unit that applies a braking torque to wheels and a steering device that turns the wheels, and the yaw moment control unit is configured to brake torque of the brake unit when the host vehicle is at a predetermined vehicle speed or more.
- a yaw moment control amount may be applied by the steering operation of the steering apparatus when the host vehicle is less than the predetermined vehicle speed.
- control start threshold value correction unit that corrects the control start threshold value to be smaller when a state in which the angle between the virtual direction of travel direction virtual line and the travel path definition line is a predetermined angle or more continues for a predetermined time. And may be provided.
- the vehicle control system controls the braking force of each wheel so as to attain the target motion state when the difference between the vehicle motion state and the target vehicle motion state is equal to or greater than the control start threshold.
- the control start threshold And a control start threshold value correction unit that makes correction so as to become smaller.
- the vehicle control system further includes an assist torque control unit that applies a predetermined assist torque to a driver's steering torque, and the assist torque control unit increases an angle formed between the traveling direction imaginary line and the traveling path defining line.
- the assist torque to the side where the angle decreases is controlled to be larger than the predetermined assist torque, and the assist to the side where the angle increases The torque may be controlled to be smaller than the predetermined assist torque.
- the vehicle control system includes a brake unit that applies a braking torque to wheels, and a steering device that turns the wheels, and the vehicle motion control unit is configured to brake torque of the brake unit when the host vehicle is at a predetermined vehicle speed or more.
- the yaw moment control amount is given by this, and when the host vehicle is less than the predetermined vehicle speed, the yaw moment control amount is given by the steering operation of the steering device, and the vehicle motion control based on the corrected control threshold
- the yaw moment control may be performed by a unit.
- a vehicle control system recognizes a travel path definition line recognition unit that recognizes a travel path definition line of a travel path from information of a travel direction area of the host vehicle and a travel direction virtual line extending in the travel direction from the host vehicle.
- a travel path definition line recognition unit recognizes a travel path definition line of a travel path from information of a travel direction area of the host vehicle and a travel direction virtual line extending in the travel direction from the host vehicle.
- Patent Document 1 The entire disclosure including the specification, claims, drawings and abstract of Japanese Patent Publication No. 2004-345460 (Patent Document 1) is incorporated herein by reference in its entirety.
- Driving environment recognition system Electric power steering 3 Hydraulic brake unit 4 Brake booster 5 Steering wheel 10 Electronic control unit 11 Vehicle motion detection sensor 20 Deviation tendency calculation part 21 Vehicle attitude stabilizing control unit 22 Runway specification line recognition unit 24 Crossing time calculation unit 25 Virtual Road Regulation Line Calculation Unit 26 Operation necessity determination unit 310 stereo camera
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Abstract
Description
図1は、実施例1の車両制御システムを表す概略構成図である。
図2は、実施例1の電子制御ユニット10の制御ブロック図である。電子制御ユニット10は、逸脱傾向算出部20と車両姿勢スタビライジング制御部21とを備える。逸脱傾向算出部20は、車両の走行車線からの逸脱傾向を算出し、車両姿勢スタビライジング制御部21は、逸脱傾向算出部20によって車両の走行車線からの逸脱傾向を検出したとき電動パワーステアリング2及び/又は油圧ブレーキユニット3を駆動し、車両に対してヨーモーメント及び/又は減速度を付与して逸脱傾向を抑制する。車両姿勢スタビライジング制御部21は、自車両から進行方向に延びる進行方向仮想線と、この進行方向仮想線と走行路規定線とが交差する位置における走行路規定線の接線方向である仮想走行路規定線とによって生じる角度(以下、なす角θと記載する。図14、15を参照。)と、自車両の旋回状態とに基づいて自車両が走行路規定線と平行となるように制御する。
次に、走行路規定線の認識にかかる詳細について説明する。図3は実施例1の走行環境認識システムの構成を表すブロック図である。走行環境認識システム1は、撮像手段として一対のカメラ310a及び310bから構成されたステレオカメラ310が備えられ、車両周囲の環境を認識する。実施例1の場合は、車両中心から車幅方向に同一距離だけ離れた位置にそれぞれのカメラが設置されている。このとき、カメラは3つ以上備えていても良い。尚、実施例1では、走行環境認識システム1においてカメラの撮像画像を処理する構成について説明するが、画像処理等を他のコントローラで行っても良い。
Z=(B×f)/δ
ステップ201では、左側に配置されたカメラ310aの画像の入力処理を行う。
カメラ310aで撮像された画像のデータがRAM320に入力される。
ステップ202では、右側に配置されたカメラ310bの画像の入力処理を行う。
カメラ310bで撮像された画像のデータがRAM320に入力される。
ステップ203では、CPU330によって、撮像された対応点の算出処理を行う。
ステップ204では、CPU330によって、算出された対応点までの距離算出処理を行う。距離算出処理は、上述した関係式:Z=(B×f)/δに基づいて行う。
ステップ205では、距離情報の出力処理を行う。
ステップ206では、CPU330によって、画像入力信号の有無を判断し、画像入力信号がある場合にはステップ201に戻って本フローを繰り返し、画像入力信号が無い場合には演算処理を終了して待機する。
ここで、道路外(自車両が走行している道路の両脇等)が路面より低くなっている場合における画像処理について説明する。図5は急峻な斜面部分を有する土手道路を模式的に示す概略図である。この土手道路は、道路が断面略台形状の上辺部分に形成され、道路と道路外の領域との間には、斜面部分が形成され、その更に外側に低い部分が存在している場合を示す。以下、道路のことを路面とも記載する。図6は急峻な斜面部分を有する土手道路を自車両から撮像した際の映像を模式的に示す撮像画像である。この撮像画像では、走行路規定線である路端と道路外(道路面より低くなっている領域)とは隣接して撮影される。この道路の場合、斜面の角度がステレオカメラ310の俯角より大きな角度を持つ(急峻な斜面)ため死角(撮影されない部分)が生じ、画面上においては斜面部分が撮影されず、路端と低い部分とが隣接して撮像される。そこで、画面上で道路領域とそれ以外の低い部分を表す領域とを検出し、両者の領域の画面上における境界のうち、道路側を実際の道路端として抽出することで、実際の道路環境に合致した検出を行う。
道路や道路外の領域が視覚的に完全に均質である場合、二つのカメラで撮像されたそれぞれの画像内において、同一の領域である箇所を抽出するということが困難となる。図7は実際の道路を撮像した際に同時に撮影される特徴点を表す概略図である。図7に示すように、実際の道路では、舗装に用いられるアスファルトコンクリートの粒や、路面表示、舗装の継ぎ目、舗装に入ったヒビ、走行車両によるタイヤ痕、舗装路でない場合であっても轍といった視覚的に特徴的な部分が随所に存在する。また、道路より低い領域においても、雑草などの視覚的に特徴的な部分が随所に存在する。すなわち、車両の走行に供するために舗装や整地などの処理を施した路面と、そのような処置を行っていない路面より低い域とでは視覚的に差異があり、その境界部分が視覚的に特徴的と成る可能性が高い。
路面形状はステレオカメラ310により撮像された自車両前方の画像から道路標示の他路面に存在するアスファルトの細かいヒビやタイヤ痕といった画面上の特徴的な部分を抽出し、二つのカメラの撮像画像における画面上での位置ずれにより当該部分の距離を計測する。しかしながら、このような特徴的部分は路面の全体に満遍なく存在するとは限らず、また、存在したとしても常時検出可能か否かは不明である。同様に、路面より低い領域においても、その領域の各所で特徴的な部分が常に検出可能とは限らない。よって、更なる精度の向上を図る必要がある。そこで、得られた距離データをデータROM340内に蓄積し、次回以降のタイミングで撮影された画像により得られるデータとの重合を行う。
図9は土手道路を撮像して認識した結果を道路横断方向で表す模式図である。この場合、斜面部分が急峻であり、カメラの死角に存在しているため、撮像画像内には映らず、映像内では道路部分と道路より低い部分が直接接しているように見えている。しかしながら、画面上では隣接している道路の端部の点601と道路外の点602は、実際には図9に示すように隣接しておらず、若干離れた位置に存在していることが分かる。したがって、路端の点を点602の位置として出力することは不正確となるため、点601を路端の点として出力する。
図10は緩やかな斜面部分を有する土手道路を模式的に示す概略図である。この土手道路は、道路が断面略台形状の上辺部分に形成され、道路と道路外の領域との間には、斜面部分が形成され、その更に外側に低い部分が存在している場合を示す。図11は緩やかな斜面部分を有する土手道路を自車両から撮像した際の映像を模式的に示す撮像画像である。この撮像画像では、路端と斜面部分とが隣接して撮影され、斜面部分と道路外(道路面より低くなっている領域)とが隣接して撮影される。この道路の場合、斜面の角度がステレオカメラ310の俯角より小さな角度を持つ(緩やかな斜面)ため死角(撮影されない部分)は生じない。
尚、道路と道路外との間が緩やかな勾配で接続されている場合においては、この勾配部をステレオカメラ310で撮像することができ、その距離情報を取得することができる。これにより、この勾配部分は車両の通行に適さない斜面部分であることが検出可能であり、この勾配部分と道路部分との境界を道路境界(すなわち路端)とみなすことができる。
道路より低い領域の存在を抽出し、これを道路外と判断する場合において、道路上に水溜りが生じ、これに反射する虚像を検出する場合、見かけ上、この虚像は路面より下に位置することから、水溜り領域が路面より低い領域であると誤認識するおそれがある。ここで、水溜りに写る虚像には、実像とは異なる特徴を持つことから、これを実際に路面より低い領域とは区別して排除する。具体的には、以下のような特徴が挙げられる。
a)虚像は遠方の物体が写り込んでいるため、画面上では虚像が存在する領域より遠方に虚像の見かけ上の距離より近傍となる路面領域が存在する。
b)水面が完全な平面でないことにより虚像は大きく歪んでいる場合があり、その結果水溜り領域の距離がばらつく
c)水面が安定しない場合、時間経過により虚像の見かけ上の位置が変化する
d)路上物体と路面(水面)を挟んで対象となる位置に物体が存在するように見える
e)走行車両の虚像である場合、路面より低い領域にあるにもかかわらず移動する
といった実像では起こる可能性の極めて低い特徴を有する。こうした特徴を検出することで、実像ではない、すなわち虚像であると判断できる。
図13は、実施例1の電子制御ユニット10で実行される車両姿勢スタビライジング制御要否判断処理を示すフローチャートである。この処理は、車両の走行中、例えば、10ms程度の演算周期で繰り返し実行される。
ステップS2では、走行路規定線認識部22において、走行環境認識システム1から受信した自車両前方の撮像画像から走行路規定線の位置を認識する。
ステップS3では、車両現在位置認識部23において、自車両の進行方向前方の車両端部である車両現在位置を認識する。また、車両現在位置認識部23において、自車両から進行方向に延びる進行方向仮想線を求める。
ステップS4では、交差時間算出部24において、自車両が、現在の車速で、車両現在位置から、進行方向仮想線と走行路規定線との交差位置に到達するまでの時間である交差時間を演算する。また、仮想走行路規定線算出部25において、仮想走行路規定線を算出する。仮想走行路規定線は、車両予測位置に近い点での走行路規定線の接線とする。車両予測位置は、例えば、進行方向仮想線と走行路規定線との交差位置である。
ステップS5では、作動要否判定部26において、交差時間が所定時間未満か否かを判定し、所定時間未満の場合にはステップS6へ進み、所定時間以上の場合には処理を終了する。交差時間が所定時間よりも長いときは、実際に運転者が車両前方の走行路規定線に沿って操舵する場面よりも手前で制御量を与えてしまうと、運転者に違和感となるからである。
ステップS6では、車両姿勢スタビライジング制御部21において、ヨーモーメント制御量に基づく電動パワーステアリング2及び/又は油圧ブレーキユニット3を駆動してヨーモーメント及び/又は減速度を車両に付与し、車両姿勢スタビライジング制御を実行する。車両姿勢スタビライジング制御部21は、ステップS1で読み込んだ車両の速度、前後加速度、横加速度、ヨーレイト、操舵角、操舵トルクなどの検出値の1又は複数を使用して、車両姿勢スタビライジング制御を実行する。
次に、車両姿勢スタビライジング制御処理の詳細について説明する。図14は自車両が走行路規定線に向かって旋回している場合を表す概略図である。図14は、直進路を走行中に自車両が走行路規定線に向かう方向に旋回している状態を示す。自車両のヨーレイトdφ/dtの符合は、右旋回状態を正、左旋回状態を負、走行路規定線と平行な状態を0と定義する。このとき、図14に示す場合におけるヨーレイトdφ/dtとなす角θとの関係を見ると、ヨーレイトdφ/dtは左旋回であるから負に変化し、θは正に変化するため、ヨーレイトdφ/dtとθの符合は不一致となる。
(dφ/dt)=V/r
以上から
1/r=(dφ/dt)/V
と表される。ここで、(1/r)は曲率であり、車速によらず旋回状態を表すことができる
値であるため、なす角θと同様に扱える。
Ho(t)=A{(dφ/dt)/V}(t)-Bθ(t)
ここで、A,Bは定数である。
この評価関数Ho(t)は、自車両が走行している旋回状態[A{(dφ/dt)/V}(t)]と、実際の走行路規定線の状態との差分に応じて付与すべきヨーモーメント制御量を表す。右旋回中に評価関数Ho(t)が正で大きな値を示す場合は、左旋回ヨーモーメントを付与する必要があることから、左側輪に制動力を付与する、もしくは左側に旋回しやすくするような操舵トルク制御を行えばよい。一方、左旋回中に評価関数Ho(t)が負で絶対値が大きな値を示す場合は、右旋回ヨーモーメントを付与する必要があることから、右側輪に制動力を付与する、もしくは右側に旋回しやすくするような操舵トルク制御を行えばよい。
ステップS102では、自車両のヨーレイト(dφ/dt)を演算する。このヨーレイトは車両運動検出センサ11により検出されたヨーレイトセンサ値でもよいし、車両運動モデルに基づいて車速や操舵角から演算してもよく、特に限定しない。
ステップS103では、なす角θ及びヨーレイト(dφ/dt)及び車速Vから評価関数Ho(t)を演算する。
ステップS104では、評価関数Ho(t)が正か否かを判断し、正の場合はステップS105へ進み、0以下の場合はステップS108へ進む。
ステップS105では、評価関数Ho(t)が予め設定された不感帯を表す所定値δより大きいか否かを判断し、大きいときはステップS106へ進み、δ未満のときはステップS107へ進む。
ステップS106では、制御量H(t)を評価関数Ho(t)から所定値δを差し引いた値に設定する。図18は評価関数Ho(t)と所定値δとの関係を表す概略図である。評価関数Ho(t)が所定値δを超えた分の値が制御量H(t)として演算される。
ステップS107では、制御量H(t)を0にセットする。
ステップS108では、評価関数Ho(t)にマイナスを掛けた値(評価関数Ho(t)は負の値であり、マイナスを掛けると正値となる。)が所定値δより大きいか否かを判断し、大きいときはステップS109へ進み、δ未満のときはステップS110へ進む。
ステップS109では、制御量H(t)を評価関数Ho(t)に所定値δを加算した値に設定する。
ステップS110では、制御量H(t)を0にセットする。
ステップS111では、制御量H(t)が0以上か否かを判断し、0以上の場合はステップS112に進み、負の場合はステップS113へ進む。
ステップS112では、右旋回を抑制する必要があると判断できるため、右側輪基本制御量TRを0に設定し、左側輪基本制御量TLをH(t)に設定する。
ステップS113では、左旋回を抑制する必要があると判断できるため、右側輪基本制御量をH(t)に設定し、左側輪基本制御量TLを0に設定する。
ステップS114では、以下の関係式に基づいて各輪制動トルクを算出する。
右前輪制動トルクTFR=TR×α
右後輪制動トルクTRR=TR-TFR
左前輪制動トルクTFL=TL×α
左後輪制動トルクTRL=TL-TFL
ただし、αは定数であり、前後ブレーキ配分に基づいて設定される値である。
ステップS115では、以下の関係式に基づいて各輪ホイルシリンダ液圧を算出する。
右前輪ホイルシリンダ液圧PFR=K×TFR
左前輪ホイルシリンダ液圧PFL=K×TFL
右後輪ホイルシリンダ液圧PRR=L×TRR
左後輪ホイルシリンダ液圧PRL=L×TRL
ただし、K,Lは定数であり、トルクを液圧に変換する変換定数である。
ステップS121では、通常走行状態か否かを判断し、通常走行状態と判断したときはステップS122に進み、それ以外の場合(衝突後の状態、スピン状態、路面逸脱状態)の場合は本制御フローを終了する。
ステップS122では、ステアリングホイールに手が添えられているか否かを判断し、添えられていると判断した場合はステップS125に進み、手放し状態と判断した場合はステップS123に進む。手が添えられているか否かは、例えばトルクセンサの共振周波数成分によりステアリングホイールのイナーシャを分析することで確認してもよいし、ステアリングホイールにタッチセンサ等を設けて手が添えられていることの判断を行ってもよい。
ステップS123では、手放し時間が所定時間より長くなったか否かを判断し、所定時間より長くなった場合にはステップS128に進んで自動制御解除を行う。一方、所定時間を超えていない場合は、ステップS124に進んで手放し時間をインクリメントし、ステップS125へ進む。すなわち、手放し状態で自動操舵を許容してしまうと、運転者が本制御システムを過信し、運転時の注意力が欠如する状態を招く恐れがあるからである。
ステップS125では、操舵トルクが所定値以上の状態が所定時間継続したか否かを判断し、継続した場合は運転者が意図的に操舵していると判断してステップS128に進み、自動制御解除を行う。一方、操舵トルクが所定値以上の状態が所定時間継続していない場合、すなわち操舵トルクが小さい、もしくは強くても継続的に与えられていないといった場合は、ステップS126に進み、高操舵トルク継続タイマのインクリメントを行う。
ステップS127では、半自動操舵制御を行う。ここで、半自動操舵制御とは、運転者の意図にかかわらず車両の走行状態に応じて自動操舵を行いつつも、手放し状態が確定したときや、大きな操舵トルクが継続的に付与されたときは、自動操舵制御を終了して通常の操舵アシスト制御に切り替える制御である。自動操舵制御としては、制御量H(t)を実現するための目標操舵角及び目標ヨーレイトを設定し、電動モータの制御として、アシストトルクを付与するトルク制御から回転角制御に切り替え、目標転舵速度によって目標操舵角まで転舵させるよう、電動モータに駆動指令を出力する。
次に、ステップS121において通常走行状態か否かを判断する際に用いるスピンフラグの設定処理について説明する。
ステップS201では、車両姿勢スタビライジング制御部21は、なす角θの微分値が所定値x1より大きいか否かを判断し、大きいときはなす角θが増加傾向であると判断してステップS206に進み、それ以外の場合はステップS202へ進む。
ステップS202では、車両姿勢スタビライジング制御部21は、なす角θが所定角θ1以上か否かを判断し、所定角θ1以上のときはステップS203へ進み、それ以外のときはスピンが発生していないと判断してステップS204へ進む。
ステップS203では、車両姿勢スタビライジング制御部21は、スピンタイマTθのカウントアップを行う。
ステップS204では、車両姿勢スタビライジング制御部21は、スピンタイマTθをリセットする。
ステップS205では、車両姿勢スタビライジング制御部21は、スピンタイマTθが所定時間Tθ1以上か否かを判断し、所定時間Tθ1以上経過したと判断した場合はスピンが発生していると判断してステップS206へ進み、それ以外の場合はステップS207へ進む。
ステップS206では、車両姿勢スタビライジング制御部21は、スピンフラグをONとする。
ステップS207では、車両姿勢スタビライジング制御部21は、スピンフラグをOFFとする。
自車両の進行方向領域の情報から走行路の走行路規定線を認識する走行路規定線認識部22(走行路規定線認識部)と、
自車両から進行方向に延びる進行方向仮想線を認識する車両現在位置認識部23(進行方向仮想線認識部)と、
進行方向仮想線と走行路規定線とのなす角θが増加、又はなす角θが所定角θ1以上の状態が所定時間Tθ1継続したときは、なす角θが減少するように操舵アシストトルクを制御するスピン抑制制御処理部(ヨーモーメント制御量を付与するヨーモーメント制御部)と、
を備えた。
電動パワーステアリング2は、進行方向仮想線と走行路規定線とのなす角θが増加、又はなす角θが所定角θ1以上の状態が所定時間Tθ1継続したときは、なす角θが減少する側へのアシストトルクを通常のアシストトルク(所定アシストトルク)より大きく制御し、なす角θが増大する側へのアシストトルクを通常のアシストトルク(所定アシストトルク)より小さく制御することを特徴とする。
次に、実施例2について説明する。基本的な構成は実施例1と同じであるため、異なる点について説明する。実施例1では、車両姿勢スタビライジング制御を行う中で、低車速領域にあっては、ブレーキ制御によるヨーモーメント制御は行わず、主に効果的に機能するステアリング制御によってスピン発生時のスピン抑制制御処理を行った。これに対し、実施例2では、車両姿勢スタビライジング制御とは別に、油圧ブレーキユニット3に供えられた車両挙動制御を用い、スピン発生時のスピン抑制制御を行う点が異なる。ここで、油圧ブレーキユニット3に供えられた車両挙動制御は、VDCユニットのECU、又は、図1のECU10により実行される。なお、以下の説明では、低車速領域において、図26のスピン状態検出、VDC制御開始閾値補正処理を行う場合を説明するが、車速の大きさに関わらず、図26のスピン状態検出、VDC制御開始閾値補正処理を行うように構成してもよい。また、図26のスピン状態検出、VDC制御開始閾値補正処理と、実ヨーレイト値に基づくスピン検出等のような他のスピン検出方法とを組み合わせてもよい。例えば、高車速領域では、実ヨーレイト値に基づくスピン検出を行い、低車速領域では、図26のスピン状態検出、VDC制御開始閾値補正処理を行うようにしてもよい。
ステップS501では、走行路規定線認識部22は、ステレオカメラ310の撮像画像に基づいて走行路規定線を認識する。
ステップS502では、車両現在位置認識部23は、自車両の進行方向に向けた進行方向仮想線を認識する。
ステップS503では、仮想走行路規定線算出部25は、走行路規定線と進行方向仮想線との交差位置における走行路規定線の接線方向の線である仮想走行路規定線を認識する。
ステップS504では、車両姿勢スタビライジング制御部21は、進行方向仮想線と仮想走行路規定線とのなす角θを算出する。
ステップS505では、車両姿勢スタビライジング制御部21が、なす角θの微分値が所定値x1より大きいか否かを判断し、大きいときはなす角θが増加傾向であると判断してステップS510に進み、それ以外の場合はステップS506へ進む。
ステップS506では、車両姿勢スタビライジング制御部21は、なす角θが所定角θ1以上か否かを判断し、所定角θ1以上のときはステップS507へ進み、それ以外のときはスピンが発生していないと判断してステップS508へ進む。
ステップS507では、車両姿勢スタビライジング制御部21は、スピンタイマTθのカウントアップを行う。
ステップS508では、車両姿勢スタビライジング制御部21は、スピンタイマTθをリセットする。
ステップS509では、車両姿勢スタビライジング制御部21は、スピンタイマTθが所定時間Tθ1以上か否かを判断し、所定時間Tθ1以上経過したと判断した場合はスピンが発生していると判断してステップS510へ進み、それ以外の場合はステップS511へ進む。
ステップS510では、車両姿勢スタビライジング制御部21は、VDC制御開始閾値を小さな値に補正する。
ステップS511では、車両姿勢スタビライジング制御部21は、VDC制御開始閾値をリセットし、当初の値に戻す。
自車両の進行方向領域の情報から走行路の走行路規定線を認識する走行路規定線認識部22(走行路規定線認識部)と、
自車両から進行方向に延びる進行方向仮想線を認識する車両現在位置認識部23(進行方向仮想線認識部)と、
ステップS505に示すように、進行方向仮想線と走行路規定線とのなす角θが増加、又はステップS506~S509に示すように、なす角θが所定角θ1以上の状態が所定時間Tθ1継続したとき(スピン検出時)は、VDCの制御開始閾値が小さくなるように補正するステップS510(制御開始閾値補正部)と、
を備えたことを特徴とする。
2 電動パワーステアリング
3 油圧ブレーキユニット
4 ブレーキブースタ
5 ステアリングホイール
10 電子制御ユニット
11 車両運動検出センサ
20 逸脱傾向算出部
21 車両姿勢スタビライジング制御部
22 走行路規定線認識部
24 交差時間算出部
25 仮想走行路規定線算出部
26 作動要否判定部
310 ステレオカメラ
Claims (14)
- 車両制御システムであって、
自車両の進行方向領域の情報から走行路の走行路規定線を認識する走行路規定線認識部と、
自車両から進行方向に延びる進行方向仮想線を認識する進行方向仮想線認識部と、
少なくとも、前記進行方向仮想線と前記走行路規定線とのなす角が増加したときは、前記なす角が減少するようにヨーモーメント制御量を付与するヨーモーメント制御部と、を備えた車両制御システム。 - 請求項1に記載の車両制御システムにおいて、
前記ヨーモーメント制御部は、更に、前記なす角が所定角以上の状態が所定時間継続したときには、前記なす角が減少するようにヨーモーメント制御量を付与する、車両制御システム。 - 請求項2に記載の車両制御システムにおいて、
運転者の操舵トルクに所定アシストトルクを付与するアシストトルク制御部を有し、
前記アシストトルク制御部は、前記進行方向仮想線と前記走行路規定線とのなす角が増加、又は前記なす角が所定角以上の状態が所定時間継続したときは、前記なす角が減少する側へのアシストトルクを前記所定アシストトルクより大きく制御し、前記なす角が増大する側へのアシストトルクを前記所定アシストトルクより小さく制御する、車両制御システム。 - 請求項1に記載の車両制御システムにおいて、
前記走行路規定線認識部は、複数のカメラが同一の対象物を撮影したときに発生する視差を利用して距離を計測するステレオカメラである、車両制御システム。 - 請求項2に記載の車両制御システムにおいて、
車輪に制動トルクを与えるブレーキユニットと、
前記車輪を転舵するステアリング装置を備え、
前記ヨーモーメント制御部は、自車両が所定の車速以上の時は前記ブレーキユニットの制動トルクによりヨーモーメント制御量を付与し、自車両が前記所定の車速未満の時は前記ステアリング装置のステアリング操作によりヨーモーメント制御量を付与する、車両制御システム。 - 請求項2に記載の車両制御システムにおいて、
車両運動状態と目標車両運動状態との差が制御開始閾値以上のときは、前記目標運動状態となるように各輪の制動力を制御してヨーモーメント制御を行う車両運動制御部と、
前記進行方向仮想線と前記走行路規定線とのなす角が増加、又は前記なす角が所定角以上の状態が所定時間継続したときは、前記制御開始閾値が小さくなるように補正する制御開始閾値補正部と、を備えた車両制御システム。 - 車両制御システムであって、
複数のカメラが同一の対象物を撮影したときに発生する視差を利用して距離を計測するステレオカメラによる自車両の進行方向領域の情報から走行路の走行路規定線を認識する走行路規定線認識部と、
自車両から進行方向に延びる進行方向仮想線を認識する進行方向仮想線認識部と、
前記進行方向仮想線と前記走行路規定線とのなす角が所定角以上の状態が所定時間継続したときには、前記なす角が減少するようにヨーモーメント制御量を付与するヨーモーメント制御部と、を備えた車両制御システム。 - 請求項7に記載の車両制御システムにおいて、
運転者の操舵トルクに所定アシストトルクを付与するアシストトルク制御部を有し、
前記アシストトルク制御部は、前記進行方向仮想線と前記走行路規定線とのなす角が増加、又は前記なす角が所定角以上の状態が所定時間継続したときは、前記なす角が減少する側へのアシストトルクを前記所定アシストトルクより大きく制御し、前記なす角が増大する側へのアシストトルクを前記所定アシストトルクより小さく制御する、車両制御システム。 - 請求項7に記載の車両制御システムにおいて、
車輪に制動トルクを与えるブレーキユニットと、
前記車輪を転舵するステアリング装置を備え、
前記ヨーモーメント制御部は、自車両が所定の車速以上の時は前記ブレーキユニットの制動トルクによりヨーモーメント制御量を付与し、自車両が前記所定の車速未満の時は前記ステアリング装置のステアリング操作によりヨーモーメント制御量を付与する、車両制御システム。 - 請求項7に記載の車両制御システムにおいて、
車両運動状態と目標車両運動状態との差が制御開始閾値以上のときは、前記目標運動状態となるように各輪の制動力を制御してヨーモーメント制御を行う車両運動制御部と、
前記進行方向仮想線と前記走行路規定線との前記なす角が所定角以上の状態が所定時間継続したときは、前記制御開始閾値が小さくなるように補正する制御開始閾値補正部と、を備えた車両制御システム。 - 車両制御システムであって、
車両運動状態と目標車両運動状態との差が制御開始閾値以上のときは、前記目標運動状態となるように各輪の制動力を制御してヨーモーメント制御を行う車両運動制御部と、
自車両の進行方向領域の情報から走行路の走行路規定線を認識する走行路規定線認識部と、
自車両から進行方向に延びる進行方向仮想線を認識する進行方向仮想線認識部と、
前記進行方向仮想線と前記走行路規定線とのなす角が増加、又は前記なす角が所定角以上の状態が所定時間継続したときは、前記制御開始閾値が小さくなるように補正する制御開始閾値補正部と、を備えた、車両制御システム。 - 請求項11に記載の車両制御システムにおいて、
運転者の操舵トルクに所定アシストトルクを付与するアシストトルク制御部を有し、
前記アシストトルク制御部は、前記進行方向仮想線と前記走行路規定線とのなす角が増加、又は前記なす角が所定角以上の状態が所定時間継続したときは、前記なす角が減少する側へのアシストトルクを前記所定アシストトルクより大きく制御し、前記なす角が増大する側へのアシストトルクを前記所定アシストトルクより小さく制御する、車両制御システム。 - 請求項11に記載の車両制御システムにおいて、
車輪に制動トルクを与えるブレーキユニットと、
前記車輪を転舵するステアリング装置を備え、
前記車両運動制御部は、自車両が所定の車速以上の時は前記ブレーキユニットの制動トルクによりヨーモーメント制御量を付与し、自車両が前記所定の車速未満の時は、前記ステアリング装置のステアリング操作によりヨーモーメント制御量を付与するとともに、前記補正後の制御閾値に基づいて前記車両運動制御部によるヨーモーメント制御を行う、車両制御システム。 - 車両制御システムであって、
自車両の進行方向領域の情報から走行路の走行路規定線を認識する走行路規定線認識部と自車両から進行方向に延びる進行方向仮想線を認識する進行方向仮想線認識部からの情報に基づき、前記進行方向仮想線と前記走行路規定線とのなす角が増加したときは、前記なす角が減少するようにヨーモーメント制御量を付与するヨーモーメント制御部、を備えた車両制御システム。
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US14/896,733 US20160152232A1 (en) | 2013-06-14 | 2014-06-03 | Vehicle control system |
DE112014002820.7T DE112014002820T5 (de) | 2013-06-14 | 2014-06-03 | Fahrzeugsteuersystem |
CN201480031877.5A CN105263768B (zh) | 2013-06-14 | 2014-06-03 | 车辆控制系统 |
KR1020157032159A KR101745238B1 (ko) | 2013-06-14 | 2014-06-03 | 차량 제어 시스템 |
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CN105263768A (zh) | 2016-01-20 |
JP6035207B2 (ja) | 2016-11-30 |
JP2015000653A (ja) | 2015-01-05 |
KR101745238B1 (ko) | 2017-06-20 |
CN105263768B (zh) | 2018-07-06 |
KR20150141188A (ko) | 2015-12-17 |
US20160152232A1 (en) | 2016-06-02 |
DE112014002820T5 (de) | 2016-03-10 |
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