STEERING AID DEVICE

专利摘要:
A steering assist system includes: the periphery monitoring unit (11); the lane recognition unit (12); the lane change control unit (10) configured to initiate a lane change control when the periphery monitoring unit (11) does not detect another vehicle obstructing a lane change; a progress status detection unit (10) configured to detect a lane change progress status; a lane shift interrupt unit (10) configured to stop lane shift control when the periphery monitoring unit (11) detects an approaching vehicle; a center return assist control unit (10) configured to perform a center return aid control when lane shift control is interrupted in a first part of lane change; and a collision avoidance aid control unit (10) configured to perform a collision avoidance aid control when lane shift control is interrupted in a last portion of lane change.
公开号:BR102018011454A2
申请号:R102018011454-9
申请日:2018-06-06
公开日:2019-03-26
发明作者:Shota FUJII
申请人:Toyota Jidosha Kabushiki Kaisha；
IPC主号:

专利说明:

“STEERING AID SYSTEM”
BACKGROUND OF THE INVENTION
1. Field of the Invention [001] The invention relates to a steering assist system.
2. Description of the Related Technique [002] There is a steering assist system that performs a control (called lane change assistance control) to assist a steering operation so that the vehicle itself performs a lane change in one previous lane in which the vehicle itself is currently moving, to an adjacent lane. For example, a vehicle control system proposed in Japanese Patent Application Publication No. 2016-126360 (JP 2016-126360 A) is configured to monitor the periphery of the vehicle itself, to determine if there is another vehicle that obstructs the control of lane change assistance and do not initiate lane change assistance control in a situation where there is another vehicle as an obstacle.
SUMMARY OF THE INVENTION [003] However, even if lane change assistance control is allowed and initiated based on periphery monitoring, there may be a case where another vehicle abnormally approaches the vehicle itself thereafter. As shown in Figure 16, case examples include a case where another C2 vehicle quickly approaches a C1 vehicle itself from behind in an adjacent lane as a lane change target (called a target lane) at an unexpected relative speed, and a case where another C3 vehicle enters the target lane from a lane that is more adjacent to the target lane (a lane that is two lanes away from the previous lane) and approaches abnormally the C1 vehicle itself. In the system proposed in JP 2016-126360 A, the case in which the other vehicle approaches the vehicle itself abnormally after the
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2/82 change of lane is not considered, so that it is not possible to deal with the case.
[004] For example, lane change assistance control can be interrupted if it detects that the other vehicle is approaching the vehicle itself during lane change assistance control. However, in a mere stop of the lane change assistance control, there is room for improvements in convenience and safety.
[005] The invention features a steering assist system in which convenience and safety are increased.
[006] One aspect of the invention features a steering assist system. The steering assistance system according to the aspect includes: a periphery monitoring unit configured to monitor a periphery of a vehicle itself; a lane recognition unit configured to recognize a lane and acquire lane information, including a position relationship of the vehicle itself in relation to the lane; a lane change assist control unit configured to initiate lane change assistance control in response to a lane change request, in a case where the periphery monitoring unit does not detect another vehicle obstructing a lane change lane made by the vehicle itself, and the lane change assistance control controls the direction so that the vehicle itself performs lane change, based on lane information, from a previous lane to a target lane, with the previous lane is a lane on which the vehicle itself is currently moving, with the target lane being a lane adjacent to the previous lane; a progress status detection unit configured to detect a track change progress status by the shift assist control at a current time point; a lane change assist interruption unit configured to stop lane change assistance control in the middle of the
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3/82 path, when the periphery monitoring unit detects an approaching vehicle, it is likely that the vehicle will approach abnormally the vehicle itself in a case where lane change assistance control is continued, a control unit central return assist control configured to perform a central return assist control in a case where the progress status detected by the progress status detection unit when the vehicle approach is detected and lane change assistance control is interrupted midway is a first part of the lane change, with the central return assist control controlling the direction so that the vehicle itself is moved to a central position on the previous lane in a lane width direction previous; and a collision avoidance aid control unit configured to perform a collision avoidance aid control in a case where the progress status detected by the progress status detection unit when vehicle approach is detected and the control lane change assist is interrupted midway is a last part of lane change, with the collision prevention assist control controlling an orientation of the vehicle itself so that a yaw angle is reduced at a speed of emergency, and the yaw angle is an angle between a direction in which the lane extends and a direction of orientation of the vehicle itself, with the emergency speed being greater than the speed at which the yaw angle is changed by the control central return assistance [007] According to the configuration above, it is possible to acquire the positional relation of the vehicle in relation to the lane by lane recognition. Also, the vehicle itself can change lanes to the target lane, without requiring the driver's steering wheel operation. Even if lane change assistance control is allowed and initiated based on periphery monitoring, there may be a case where the other vehicle is abnormally approaching itself
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4/82 vehicle after that. According to the configuration above, it is possible to guarantee safety, and even move the vehicle itself to a position preferable for the driver (the central position of the previous lane). In addition, it is possible to quickly prevent the vehicle itself from moving to the central side towards the width of the target lane, and it is possible to help prevent collision with the approaching vehicle (to help reduce the likelihood of a collision). As a result, it is possible to increase convenience and security.
[008] In this respect, the steering assist system may also include a lane tracking assist control unit configured to perform lane tracking assist control, with lane tracking assist control controlling the direction so that a vehicle's own travel position is maintained in a regular position in the lane width direction in the lane based on lane information, where the lane change assist control unit can be configured to stop lane tracking aid control and initiate lane change assistance control, in the event that the lane change assistance request is received while lane tracking assistance control is being performed, and the drive unit collision prevention aid control can be configured to control direction so that the yaw angle is increased by lane change assistance is returned to a previous yaw angle immediately before lane change assistance control is initiated.
[009] According to the configuration above, it is possible to reduce the lateral speed, which is the speed of the vehicle itself in the direction of the lane, in a short period of time. Thus, it is possible to quickly prevent the vehicle itself from moving to the central side towards the width of the target lane.
[010] In aspect, the lane change assistance control unit can be configured to compute a first target controlled variable in a
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5/82 predetermined computation cycle, where the first target controlled variable includes an anticipated controlled variable in which a target curvature of a road in which the vehicle itself performs the lane change is used, and controls the direction based on the first target controlled variable and the collision avoidance aid control unit can be configured to compute a value corresponding to an integrated value of the target curvature from the start of the lane change aid control to the start of the prevention aid control collision, compute a second target controlled variable, and control the direction based on the second target controlled variable while the collision avoidance aid control is performed.
[011] According to the above configuration, it is possible to quickly reduce the lateral speed which is the speed of the vehicle itself in the direction of the lane.
[012] In aspect, the steering assist system may further include a back lane assist control unit configured to perform a back lane assist control after the back lane assist control is completed , and the previous lane return assistance control controls the direction so that the vehicle itself is moved to the central position of the previous lane in the direction of the lane width of the previous lane.
[013] According to the configuration above, the steering is controlled so that the vehicle itself returns to the central position of the previous lane in the direction of the lane width of the previous lane. Consequently, it is possible to return the vehicle itself to a position (the central position of the previous lane) which is even safer and which is preferable for the driver.
[014] In this regard, the progress status detection unit can be configured to determine whether the track change progress status by the lane change aid control at the current time point is the first part
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6/82 of the lane change or the last part of the lane change, determine that the progress status is the first part of the lane change in a case where it is estimated that the vehicle itself is positioned in the previous lane, and determine that the progress status is the last part of the lane change in a case where it is estimated that at least part of the vehicle itself is positioned in the target lane.
[015] According to the above configuration, it is possible to properly determine whether the progress status is the first part of the change of track or the last part of the change of track.
[016] In this respect, the progress status detection unit can be configured to determine whether the progress status of the lane change by the lane change assist control at the current time point is the first part of the lane change or the last part of the lane change, determining that the progress status is the first part of the lane change in a case where it is estimated that the vehicle itself is positioned in a first area that is on the opposite side of a determination position from the target lane in a lane change direction, and determine that the progress status is the last part of the lane change in a case where the vehicle itself is estimated to be positioned in a second area that is in a opposite side of the determination position from the first area in the direction of lane change. The determination position can be a specific position located between the central position of the previous band in the direction of the band width of the previous band and a limit, the limit being between the previous band and the target band.
[017] According to the configuration above, it is possible to prevent a part of the vehicle itself from being in the target range in the event that the central return assistance control is performed. Consequently, it is possible to determine the first part and the last part of the lane change more appropriately.
[018] In this regard, the progress status detection unit can
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7/82 must be configured to adjust the determination position so that the distance between the limit and the determination position is longer, since the
speed of own vehicle at direction width banner be bigger. [019] From wake up with the configuration above, it is possible perform the determination of first part and gives last part of the change in banner more
properly.
[020] In this regard, the periphery monitoring unit can be configured to determine that the approaching vehicle is detected, when a degree of approach from another vehicle to the vehicle itself exceeds a threshold, and the threshold can be adjusted to a value corresponding to a higher degree of approximation in the last part of the lane change than in the first part of the lane change.
[021] As the degree of approximation, for example, a predicted value (predicted time) from the current time point until the collision between the vehicle itself and the other vehicle can be used. The threshold can be adjusted to a value corresponding to a higher degree of approximation in the last part of the lane change than in the first part of the lane change. Therefore, according to the configuration above, in the first part of the lane change, it is possible to complete the lane change aid control with sufficient time in a state where safety is sufficiently guaranteed, in case the vehicle is detected. approaching and likely to approach the vehicle itself abnormally. On the other hand, in the last part of the lane change, it is possible to prevent the collision prevention aid control from being carried out beyond what is necessary. That is, in the last part of the lane change, it is possible to prevent the lane change assistance control from being interrupted halfway beyond what is necessary, and it is possible to increase convenience.
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8/82 [022] The constituents of the invention are not limited to the modalities specified by numerical references.
BRIEF DESCRIPTION OF THE DRAWINGS [023] The characteristics, advantages and technical and industrial significance of exemplary modalities of the invention will be described below with reference to the attached drawings, in which similar numerical references denote similar elements, and in which:
[024] Figure 1 is a schematic block diagram of a steering assist system according to an embodiment of the present invention;
[025] Figure 2 is a plan view showing the fixation positions of a peripheral sensor and a camera sensor;
[026] Figure 3 is a diagram to describe vehicle information related to the lane;
[027] Figure 4 is a diagram to describe the operation of a winker lever;
[028] Figure is a flow chart showing a steering assistance control routine;
[029] Figure is a flow chart showing an ACL cancellation control routine;
[030] Figure is a flow chart showing an LCA approach warning control routine;
[031] Figure 8 is a diagram showing an ATL screen and an
LCA on a display device;
[032] Figure 9 is a diagram showing a target path;
[033] Figure 10 is a diagram showing a target path function;
[034] Figure 11 shows an ACL cancellation screen on the display device;
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9/82 [035] Figure 12 shows a graph of a target curvature;
[036] Figure 13 shows an ACL approach warning screen on the display device;
[037] Figure 14 is a diagram showing a target lane and a central return target lane;
[038] Figure 15 is a diagram showing a target lane and a previous lane return target lane;
[039] Figure 16 is a diagram showing the approach of a vehicle and another vehicle; and [040] Figure 17 is a flow chart showing a steering assist control routine according to a modification;
DETAILED DESCRIPTION OF MODALITIES [041] Later in this document, a steering aid system according to a modality of the present invention will be described with reference to the drawings.
[042] A steering aid system according to one embodiment of the invention is applied to a vehicle (hereinafter, also called a "own vehicle" to distinguish it from another vehicle). As shown in Figure 1, the steering assist system includes a steering assist ECU 10, an electrical steering ECU 20, a meter ECU 30, a steering ECU 40, an engine ECU 50, a brake ECU 60, and a navigation ECU 70.
[043] These ECUs are electrical control units, each of which includes a microcomputer as the main part, and are connected to each other through a controller area network (CAN) 100, so that information can be sent and received from each other. In this specification, the microcomputer includes a CPU, a ROM, a RAM, a non-volatile memory, an I / F interface, and the like. The CPU performs several functions by executing
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10/82 instructions (programs or routines) stored in the ROM. Some or all ECUs can be integrated into a single ECU.
[044] CAN 100 is connected to multiple types of vehicle status sensors 80 that detect vehicle states and multiple types of driving status sensors 90 that detect driving status. Vehicle status sensors 80 include a speed sensor that detects the vehicle's travel speed, a front-rear G sensor that detects vehicle acceleration in the front-rear direction, a side G sensor that detects vehicle acceleration in the side steering, a yaw rate sensor that detects the vehicle's yaw rate, and the like.
[045] Driving operation status sensors 90 include an accelerator operating amount sensor that detects the accelerator pedal operating amount, a brake operating amount sensor that detects a pedal operating amount brake, a brake switch that detects if the brake pedal has been operated, a steering angle sensor that detects the steering angle, a steering torque sensor that detects the steering torque, a shift position sensor that detects the transmission position of a transmission and the like.
[046] Information (called sensor information) detected by vehicle status sensors 80 and driving operating status sensors 90 is sent to CAN 100. Each ECU can use the sensor information sent to CAN 100 , when appropriate. In some cases, the sensor information is information from a sensor connected to a specific ECU, and is sent from the specific ECU to the CAN 100. For example, the throttle operation quantity sensor can be connected to the engine ECU 50. In this case, the sensor information indicating the amount of throttle operation is sent from the engine ECU 50 to the CAN 100.
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For example, the steering angle sensor can be connected to the steering ECU 40. In this case, the sensor information indicating the steering angle is sent from the steering ECU 40 to the CAN 100. The same applies to the other sensors. It is permitted to employ a configuration in which the sensor information is exchanged for direct communication between specific ECUs, without the CAN 100.
[047] The Driving Assist ECU 10 is a control device that primarily performs driving assistance for a driver, and performs lane-changing assist control, lane-tracking assist control and adaptive autopilot . As shown in Figure 2, the driving aid ECU 10 is connected to a central front peripheral sensor 11FC, a right front peripheral sensor 11FR, a left front peripheral sensor 11FL, a right rear peripheral sensor 11RR and a left rear peripheral sensor 11RL . The peripheral sensors 11FC, 11FR, 11FL, 11 RR, 11RL, which are radar sensors, are different from each other only in the detection region and basically have the same configuration as the others Later in this document, each of the 11FC peripheral sensors , 11FR, 11FL, 11RR, 11RL is called a peripheral sensor 11, when it is not necessary to distinguish them individually.
[048] Peripheral sensor 11 includes a radar send-receive unit and a signal processing unit (not shown). The radar envioreception unit radiates an electric wave with a millimeter wave range (hereinafter referred to as the “millimeter wave”) and receives a millimeter wave (reflected wave) reflected by a three-dimensional object (for example, another vehicle, a pedestrian, a bicycle, and a building) that exists in a radiation band. The signal processing unit acquires information (hereinafter called periphery information) indicating the distance between the vehicle itself and the three-dimensional object, the relative speed between the vehicle itself and the three-dimensional object,
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12/82 the relative position (direction) of the three-dimensional object to the vehicle itself, and the like, based on the phase difference between the millimeter wave sent and the reflected wave received, the level of attenuation of the reflected wave, the time from sending from the millimeter wave to the reception of the reflected wave and the like, and provides the information to the driving aid ECU 10, whenever a predetermined time elapses. From the periphery information, it is possible to detect a front-rear directional component and lateral directional component of the distance between the vehicle itself and the three-dimensional object, and a front-rear directional component and lateral directional component of the relative speed between the vehicle itself and the three-dimensional object.
[049] As shown in Figure 2, the 11FC central front peripheral sensor, which is provided in a central portion of the front of a vehicle body, detects a three-dimensional object that exists in a region in front of the vehicle itself. The 11FR right front peripheral sensor, which is provided in a right front corner portion of the vehicle body, mainly detects a three-dimensional object that exists in a right region in front of the vehicle itself. The left front peripheral sensor 11FL, which is provided in a left front corner portion of the vehicle body, mainly detects a three-dimensional object that exists in a left region in front of the vehicle itself. The 11RR right rear peripheral sensor, which is provided in a right rear corner portion of the vehicle body, mainly detects a three-dimensional object that exists in a right region behind the vehicle itself. The left rear peripheral sensor 11RL, which is provided in a left rear corner portion of the vehicle body, mainly detects a three-dimensional object that exists in a left region behind the vehicle itself.
[050] In the modality, the peripheral sensor 11 is a radar sensor, but another sensor, for example, a distance sonar and a LIDAR sensor can
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13/82 be used instead of the radar sensor.
[051] In addition, the Driving Assist ECU 10 is connected to a camera sensor 12. Camera sensor 12 includes a camera unit and a track recognition unit that analyzes image data photographed and obtained by the camera unit. camera and recognizes a white line on a road. The camera sensor 12 (camera unit) photographs a view in front of the vehicle itself. Camera sensor 12 (lane recognition unit) repeatedly provides information about the recognized white line to the Driving Assist ECU 10 in a predetermined computation cycle.
[052] Camera sensor 12 can recognize a strip that shows a region demarcated by white lines, and can detect the positional relationship of the vehicle itself in relation to the strip, based on the positional relationship between the white lines and the vehicle itself. The strip is a region that is marked by white lines, for example. The position of the vehicle itself is the position of the center of gravity of the vehicle itself. In addition, a lateral position of the vehicle itself, described later, means the position of the vehicle's center of gravity in a bandwidth direction, a lateral speed of the vehicle itself means the speed of the vehicle's own center of gravity in the direction of lane width, and a lateral acceleration of the vehicle itself means the acceleration of the vehicle's own center of gravity in the direction of lane width. They can be evaluated from the positional relationship of the vehicle itself in relation to the white lines detected by the camera sensor 12. In the modality, the position of the vehicle itself is the position of the center of gravity, however it is not necessarily limited to the position of the center gravity, and a specific predefined position (for example, a central position in plan view) can be used.
[053] As shown in Figure 3, camera sensor 12 determines
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14/82 a center line of the CL lane in a central position in the direction of the width between the right and left white lines WL of a lane in which the vehicle itself is moving. The centerline of the CL range is used as a target offset line in a range tracking aid control described later. In addition, camera sensor 12 computes a Cu curvature of a CL axis centerline curve.
[054] The camera sensor 12 computes the position and orientation of the vehicle itself in the range marked by the right and left white lines WL. For example, as shown in Figure 3, camera sensor 12 computes a distance Dy (m) in the direction of bandwidth between a point of center of gravity P of the vehicle itself C and the centerline of lane CL, that is, a distance Dy through which the vehicle C itself deviates from the centerline of lane CL in the direction of lane width. The distance Dy is called a lateral offset Dy. In addition, camera sensor 12 computes an angle between the direction of the center line of the CL lane and the orientation direction of vehicle C itself, that is, an angle 0y (rad) through which the direction direction of vehicle C itself deviates horizontally from the direction of the CL track centerline. The 0y angle is called a 0y yaw angle. In the case where the strip is curved, the centerline of strip CL is also curved. The yaw angle 0y means an angle through which the steering direction of the vehicle C itself deviates from the center line of curved lane CL. Also, the centerline of lane CL is along a direction in which the lane extends. Later in this document, the information (Cu, Dy, 0y) that indicates the curvature Cu, the lateral deviation Dy and the yaw angle 0y is called vehicle information related to the lane. As for the lateral deviation Dy and the yaw angle 0y, the right or left direction in relation to the center line of the CL range is specified by the signs (positive or negative). As for Cu curvature, the curved direction (right or left direction) is specified
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15/82 by the sign (positive or negative).
[055] Not only for the vehicle's own lane but also for an adjacent lane, the camera sensor 12 provides the driving aid 10 ECU with information about the white lines, as exemplified by the type (a continuous line, a line dashed line) of a detected white line, the distance (bandwidth) between the right and left white lines adjacent to each other, the shape of the white line, in a predetermined computation cycle. In the event that the white line is a continuous line, the vehicle is prohibited from making a change through the white line. On the other hand, in the event that the white line is a dashed line (the white line is intermittently formed at a regular interval), the vehicle is allowed to change over the white line. Vehicle information related to the lane (Cu, Dy, 0y) and information about the white line are collectively called lane information.
[056] In modality, camera sensor 12 computes vehicle information related to the lane (Cu, Dy, 0y), but instead, the driving aid ECU 10 can analyze the image data emitted by the camera sensor 12, and you can acquire the track information.
[057] The camera sensor 12 can detect a three-dimensional object that exists in front of the vehicle itself, based on the image data and, therefore, it can acquire information from the frontal periphery by computation, in addition to the lane information. In this case, for example, the steering assist system can be equipped with a synthesis processing unit (not shown) that synthesizes the peripheral information acquired by the central frontal peripheral sensor 11FC, the right frontal peripheral sensor 11FR and the peripheral sensor left front 11FL and periphery information acquired by camera sensor 12 and generates frontal periphery information with high detection accuracy, and can provide the frontal periphery information generated by the synthesis processing unit, to the ECU of
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16/82 driving aid 10, such as the periphery information of the vehicle itself.
[058] As shown in Figure 1, the Driving Assist ECU 10 is connected to an alarm 13. Alarm 13 sounds when receiving an alarm beep from the Driving Assist ECU 10. For example, in the case where the Driving aid ECU 10 informs the driver of a driving aid status or draws the driver's attention, the driving aid ECU 10 causes alarm 13 to sound.
[059] In mode, alarm 13 is connected to the Driving Assist ECU 10, but can be connected to another ECU, for example, a notification ECU (not shown) that is provided for notification only, and can be configured to ring through the notification ECU. In this case, the driving aid ECU 10 sends an audible alarm command to the notification ECU.
[060] Instead of or in addition to alarm 13, a vibrator that provides vibration to get the driver's attention can be provided. For example, the vibrator is provided on a steering wheel, and draws the driver's attention by vibrating the steering wheel.
[061] The Driving Assist ECU 10 performs lane change assistance control, lane tracking assistance control and adaptive autopilot, based on periphery information provided from peripheral sensor 11, information range obtained based on white line recognition by camera sensor 12, vehicle status detected by vehicle status sensors 80, driving operating status detected by driving operating status sensor 90, and the like.
[062] The driving aid ECU 10 is connected to an adjustment operating device 14 which is operated by the driver. Adjustment operating device 14 is an operating device for individually defining whether to perform lane change assist control, whether to perform lane tracking assist control, whether to perform adaptive autopilot, and the like.
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Driving aid ECU 10 determines whether to execute the controls by inputting adjustment signals to the operating device 14. In this case, when the execution of the adaptive autopilot is not selected, an automatic adjustment is performed so that the assistance control lane change and lane tracking aid control are also not performed. In addition, when the lane tracking aid control execution is not selected, an automatic adjustment is performed so that lane change assistance control is not performed.
[063] The adjustment operation device 14 has a function of inserting a parameter that indicates the preference of the conductor, and the like, in the execution of the controls above.
[064] The electric steering ECU 20 is a control device for an electric steering device. Henceforth, the ECU of electric steering 20 is called the ECU of EPS 20. The ECU of EPS 20 is connected to a motor driver 21. Motor driver 21 is connected to a motor of direction 22. The motor of direction 22 is incorporated into a non-illustrated “steering mechanism” that includes a steering wheel, a steering axle attached to the steering wheel, a steering gear mechanism, and the like of the vehicle. The EPS 20 ECU detects a steering torque input on the steering wheel (not shown) by the driver, with a steering torque sensor provided on the steering axle, and controls the energization of the motor driver 21 based on the steering torque, to drive the steering motor 22. By driving the auxiliary motor, steering torque is supplied to the steering mechanism, and the driver's steering operation is assisted.
[065] When the EPS 20 ECU receives a steering command from the Driving Assist ECU 10 via CAN 100, the EPS 20 ECU starts the steering motor 22 with a controlled variable specified by the steering command, and generates a steering torque. Steering torque means a torque that is supplied
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18/82 to the steering mechanism by the steering command from the driving aid ECU 10 without requiring the driver's steering operation (wheel operation), unlike the steering assist torque that is provided to facilitate the steering operation driver's direction.
[066] In the case where the steering torque from the driver's wheel operation is detected and the steering torque is higher than a threshold, the EPS 20 ECU gives priority to the driver's wheel operation and generates the torque steering aid to facilitate wheel operation, even when the EPS 20 ECU receives the steering command from the driving aid ECU 10.
[067] The meter ECU 30 is connected to a display device 31 and the right and left winkers 32 (each of which means a winker lamp and is also called a turning lamp). The display device 31 is, for example, a multi-information screen that is provided in front of the driver's seat, and displays a variety of information, in addition to the measurement values of gauges, as exemplified by the vehicle speed. For example, when the meter ECU 30 receives a display command corresponding to a driving aid status from the driving aid ECU 10, the meter ECU 30 displays a screen designated by the display command, on the display device 31. Like display device 31, an alert monitor (not shown) can be employed, instead of or in addition to the multi-information monitor. In the event that the alert monitor is employed, a dedicated ECU that controls the display on the alert monitor can be provided.
[068] The 30 meter ECU includes a winker drive circuit (not shown). When meter ECU 30 receives a wink winker command via CAN 100, meter ECU 30 flashes winker 32 in a direction (right or left) designated by the winker wink command. Although the meter ECU 30 is flashing winker 32, the meter ECU 30 sends the information
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19/82 winker blinking indicating that winker 32 is blinking, for CAN 100. Consequently, the other ECUs may know that winker 32 is blinking.
[069] The steering ECU 40 is connected to a winker lever 41. The winker lever 41 is an operating device for actuating (flashing) the winker 32, and is provided in a steering column. The winker lever 41 is provided to be able to rotate about an axis over a two-step stroke, each within the direction of operation on the left and in the direction of operation on the right.
[070] The winker lever 41 in the modality is also used as an operating device through which the driver requests the lane change assistance control. As shown in Figure 4, the winker lever 41 is configured to be able to be selectively operated at a first stroke position P1L (P1R) which is a position when the winker lever 41 rotates from a neutral PN position by one first angle 0W1 and a second stroke position P2L (P2R) which is a position when the winker lever 41 rotates from neutral position PN by a second ring 0W2 (> 0W1), in each of the curved operating directions to the left and a right-hand operating direction around an O spindle. In the event that the winker lever 41 is moved to the first stroke position P1L (P1R) by the driver lever operation, the lever winker 41 is returned to neutral position PN when the driver's lever operating force is released. In the event that the winker lever 41 is moved to the second position of P2L stroke (P2R) by the driver lever operation, the winker lever 41 is held in the second position of P2L stroke (P2R) by a locking mechanism even when the lever operating force is released. In the case where the winker lever 41 is returned to the neutral position by reverse rotation of the handwheel in a state where the winker lever 41 is held in the second position of the P2L (P2R) stroke, or in the case where the driver performs a return operation of the winker lever 41 in the direction of
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20/82 neutral position, the lock by the locking mechanism is released so that the winker lever 41 is returned to the neutral position PN.
[071] The winker lever 41 includes a first switch 411L (411R) that is turned on (which generates a signal on) only when the position of the winker lever 41 is the first position of P1L stroke (P1R), and a second switch 412L (412R) which is turned on (which generates a turned on signal) only when the position of the winker lever 41 is the second position of the P2L stroke (P2R).
[072] The steering ECU 40 detects the operating status of the winker lever 41, based on the connected signals from the first switch 411L (411R) and the second switch 412L (412R). In each case where the winker lever 41 is placed in the first stroke position P1L (P1R) and the case in which the winker lever 41 is placed in the second stroke position P2L (P2R), the steering ECU 40 sends the flashing winker command including information indicating the direction of operation (right or left), for meter ECU 30.
[073] In the case where the steering ECU 40 detects that the winker lever 41 has been continuously maintained in the first P1L (P1R) travel position over a predefined adjustment time (lane change request decision time: for example, 1 second), the steering ECU 40 sends a lane change assistance request signal including information indicating the operating direction (right or left), to the driving assistance ECU 10. Consequently, in the In the event that the driver wants to change lanes while driving, the driver needs only to put the winker lever 41 in the first stroke position P1L (P1R) for the lane change direction, and maintain this state during the driving time. adjustment. This operation is called a lane change assistance request operation.
[074] In the modality, the winker lever 41 is used as the operating device through which the driver requests lane change assistance,
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21/82 however a dedicated lane change assistance operation device may be provided on the steering wheel or the like, instead of the winker lever 41.
[075] The engine engine ECU 50 shown in Figure 1 is connected to a engine engine actuator 51. The engine engine actuator 51 is an actuator for changing the operational state of the internal combustion engine 52. In mode, the engine internal combustion 52 is a multi-cylinder spark ignition engine for gasoline fuel injection and includes a butterfly valve to regulate the amount of intake air. The motor mechanism actuator 51 includes at least one butterfly valve actuator includes at least one butterfly valve actuator to change the degree of opening of the butterfly valve. The engine engine ECU 50 can change the torque that will be generated by the internal combustion engine 52 by driving the engine engine actuator 51. The torque generated by the internal combustion engine 52 is transmitted to the drive wheels not shown through a transmission not illustrated. Consequently, by controlling the motor mechanism actuator 51, the motor mechanism ECU 50 can control the driving power of the vehicle itself to change an acceleration (acceleration) state.
[076] The brake ECU 60 is connected to a brake actuator 61. The brake actuator 61 is supplied in a hydraulic circuit between a master cylinder not illustrated to pressurize the operating fluid by pressing force on the brake pedal and locking mechanisms. friction brake 62 supplied on the right and left front wheels and the right and left rear wheels. The friction brake mechanism 62 includes a brake disc 62a that is attached to the wheel and a brake caliper 62b that is attached to the vehicle body. The brake actuator 61 regulates a hydraulic pressure so that it is supplied to a wheel cylinder incorporated in the brake caliper 62b, in response to an instruction from the brake ECU 60. Through the actuation of the wheel cylinder it uses
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22/82 under hydraulic pressure, the brake actuator 61 pushes a brake pad over the brake disc 62a, to generate frictional braking power. Consequently, by controlling the brake actuator 61, the brake ECU 60 can control the vehicle's own braking power to change a deceleration (deceleration) state.
[077] The navigation ECU 70 includes a GPS receiver 71 that receives a GPS signal to detect the current position of the vehicle itself, a map database 72 in which map and similar information is stored, and a panel touch screen (touch screen) 73. The navigation ECU 70 specifies the position of the vehicle itself at the current time point based on the GPS signal, performs various computing processes based on the position of the vehicle itself, the map information stored in the map database 72, and the like, and performs route guidance using the touch panel 73.
[078] The map information stored in the map database 72 includes road information. Road information includes parameters that indicate the position and shape of the road (for example, the radius of curvature or curvature of the road, the width of the road lane, the number of lanes and the position of the center line of each lane). The road information also includes information about the type of road that makes it possible to distinguish whether the road is an expressway.
Control Processes to be Performed by Driving Assistance ECU 10 [079] Next, the control processes that will be performed by the Driving Assistance ECU 10 will be described. Driving Assist ECU 10 performs lane change assistance control, in which case the lane change assistance request is accepted when both lane tracking assistance control and adaptive autopilot are being applied.
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23/82 executed. So, first, the lane tracking aid control and adaptive autopilot will be described.
Lane Tracking Aid Control (LTA) [080] Lane Tracking Aid Control is an auxiliary control of the driver's steering operation by providing steering torque to the steering mechanism so that the vehicle's own position is kept close to the target travel line in a “lane in which the vehicle itself moves. In the modality, the target displacement range is the center line of the CL range, however a line that is displaced from the center line of the CL range in the direction of the width by a predetermined distance can be used. Consequently, the lane tracking assist control can be expressed as an assist control of the steering operation so that the vehicle's own travel position is maintained in a regular position in the direction of lane width on the lane.
[081] Later in this document, the track-tracking aid control is called LTA. Although the LTA has different names, the LTA itself is well known (for example, see Japanese Patent Application No. 2008195402, Japanese Patent Application No. 2009-190464, Publication Japanese Patent Application No. 2010-6279 and Japanese Patent No. 4349210). Consequently, the LTA will be briefly described below.
[082] Driving aid ECU 10 performs the LTA, in the event that the LTA is requested by the operation of the adjustment operation device 14. In the case where the LTA is requested, the driving aid ECU 10 computes a target direction angle 0lta *, by the following Expression (1), based on the vehicle information related to the range described above (Cu, Dy, 0y), in a predetermined computation cycle.
0lta * = Klta1 Cu + Klta2 0y + Klta3 Dy + Klta4 EDy ... (1) [083] Here, Klta1, Klta2, Klta3 and Klta4 are control gains. The first
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24/82 member on the right side is a steering angle component which is determined depending on the Cu curvature of the road and which serves as an anticipation control component. The second member on the right side is a steering angle component that serves as a feedback component to reduce the yaw angle 0y (to reduce the steering deviation of the vehicle itself from the CL lane centerline). That is, the second member on the right side is a steering angle component that is computed by a feedback control in which the target value of the yaw angle 0y is zero. The third member on the right side is a steering angle component that serves as a feedback component to reduce the lateral deviation Dy which is an interval (position deviation) from the position of the vehicle itself in the direction of lane in relation to the line CL track center. That is, the third member on the right side is a steering angle component that is computed by a feedback control in which the target value of the lateral deviation Dy is zero. The fourth member on the right side is a steering angle component that serves as a feedback component to reduce an integrated EDy value of the lateral deviation Dy. That is, the fourth member on the right side is a steering angle component that is computed by a feedback control in which the target value of the integrated value EDy is zero.
[084] For example, in the case where the CL lane central line is curved in the left direction, in the case where the vehicle itself is moved laterally in the right direction from the CL lane central line, or in the case where the The vehicle itself is oriented in the right direction in relation to the center line of lane CL, the target steering angle 0lta * is defined so that the target steering angle 0lta * is a target angle in the left direction. Furthermore, in the case where the CL lane central line is curved in the right direction, in the case where the vehicle itself is moved laterally in the left direction from the CL lane central line, or in the case where
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25/82 that the vehicle itself is oriented in the left direction in relation to the center line of lane CL, the target steering angle Olta * is defined so that the target steering angle Olta * is a target angle in the right direction. Consequently, the driving aid ECU 10 performs the computation based on the Expression above (1), using signals corresponding to the left direction and the right direction, respectively.
[085] The driving aid ECU 10 issues a command signal indicating the target steering angle Olta * as the computation result, for the ECU of EPS 20. The ECU of EPS 20 drives and controls the steering motor 22 of so that the steering angle follows the target steering angle O lta *. In the modality, the driving aid ECU 10 issues a command signal indicating the target steering angle Olta *, for the ECU of EPS 20. However, the driving aid ECU 10 can compute a target torque that provides the driving angle. Olta * target direction, and can issue a command signal indicating the target torque as the computation result, for the EPS 20 ECU.
[086] In the event that there is a fear that the vehicle itself will move away from the lane, the Driving Assist ECU 10 issues a lane departure warning, for example, causing alarm 13 to sound. The description of an LTA profile was made above.
Adaptive Autopilot (ACC) [087] Adaptive autopilot is a control to make the vehicle itself follow a previous vehicle that is moving in front of the vehicle itself, while maintaining a predetermined distance as the distance between the vehicles between the preceding vehicle and the vehicle itself in the event that the previous vehicle exists based on the periphery information and causing the vehicle itself to travel at a constant vehicle speed in the case where the previous vehicle does not exist. Later in this document, the pilot
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26/82 automatic adaptive is called ACC. ACC itself is well known (for example, see Japanese Patent Application No. 2014-148293, Japanese Patent Application No. 2006-315491, Japanese Patent No. 4172434 and Japanese Patent No. 4929777). Consequently, ACC will be briefly described below.
[088] Driving Assistance ECU 10 performs ACC, in the event that ACC is requested by operating the adjustment operating device 14. In the event that ACC is requested, Driving Assistance ECU 10 selects one next object vehicle, based on periphery information provided from peripheral sensor 11. For example, driving aid ECU 10 determines whether there is another vehicle in a predefined next object area.
[089] In the event that there is another vehicle in the next object vehicle area over a predetermined time, the Driving Assist ECU 10 selects the other vehicle as the next object vehicle, and sets a target acceleration so that the vehicle itself follows the next object vehicle while maintaining a predetermined distance between vehicles. In the event that the other vehicle does not exist in the next object vehicle area, the Driving Assist ECU 10 adjusts the target acceleration based on the defined vehicle speed and the detected vehicle speed (the vehicle speed detected by the speed sensor). speed), so that the vehicle speed of the vehicle itself coincides with the defined vehicle speed.
[090] Driving aid ECU 10 controls the engine actuator 51 using the engine mechanism ECU 50, and as needed, controls the brake actuator 61 using the brake ECU 60, so that the acceleration of the vehicle itself coincides with the target acceleration. In the event that the driver performs the accelerator operation during the ACC, the driving aid ECU 10 gives priority to the accelerator operation, and does not perform a deceleration control
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27/82 automatic to maintain the distance between vehicles between the previous vehicle and the vehicle itself. The description of an ACC profile was made above.
Lane Change Assist Control (LCA) [091] Lane Change Assist Control is an auxiliary control of the driver's steering operation (lane changing operation) providing steering torque to the monitoring steering mechanism, at the same time, the surroundings of the vehicle itself, so that the vehicle itself moves from a lane where the vehicle itself is currently moving to an adjacent lane, after it has been determined that the lane change can be performed safely monitoring the surroundings of the vehicle itself. Consequently, through the lane change aid control, it is possible to change the lane in which the vehicle itself moves, without requiring the driver's steering operation (wheel operation). Later in this document, the lane change assistance control is called an ACL.
[092] The LCA is a control of the lateral position of the vehicle itself in the lane, similarly to the LTA, and is performed instead of the LTA, in the case that the request for lane change assistance is accepted during the execution of the LTA and the ACC. Later in this document, the LTA and LCA are collectively called a steering assist control, and a steering assist control state is called a steering assist control state.
[093] The steering assist control is a control that assists the driver's steering operation. Therefore, when executing the steering assistance control (LTA, LCA), the driving assistance ECU 10 generates steering power for steering assistance control, so that priority is given to the driver's wheel operation. Consequently, even during steering assistance control, the driver can move the vehicle itself in a desired direction, by the driver's own wheel operation.
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28/82 [094] Figure 5 shows a steering assistance control routine that is performed by the driving assistance ECU 10. The steering assistance control routine is performed in the case where a driving execution permission condition LTA is satisfied. The LTA execution permission condition includes a condition that the execution of the LTA is selected through the setting operation device 14, a condition that the ACC is executed, a condition that the camera sensor 12 can recognize white lines, and the like .
[095] When the steering assist control routine is initiated, the driving assist ECU 10 sends the steering assist control state to an LTA-ON state in step S11. The LTA-ON state means a control state in which the LTA is performed.
[096] Subsequently, in step S12, the driving aid ECU 10 determines whether an ACL start condition is satisfied.
[097] For example, the ACL start condition is met in the event that all of the following conditions are met. 1. The lane change assistance request operation (lane change assistance request signal) is detected. 2. The execution of the LCA is selected through the adjustment operation device 14. 3. The white line in a winker operating direction (the white line as the limit between the previous range and the target range) is a dashed line. 4. The result of an ACL execution determination based on monitoring the periphery is positive (an obstacle (another vehicle or similar) that obstructs the lane change is not detected and it is determined that the lane change is carried out safely, the from the periphery information obtained by the peripheral sensor 11). 5. The road is an expressway (road type information acquired from navigation ECU 70 indicates an expressway). 6. The vehicle speed of the vehicle itself is in a speed range allowed by LCA where the LCA is allowed. For example, condition 4 is satisfied in the case where it is estimated that the
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29/82 distance between vehicles between the vehicle itself and the other vehicle traveling in the target lane is adequately guaranteed after the lane change, based on the relative speed between the vehicle itself and the other vehicle. The ACL start condition is not limited to conditions, and can be arbitrarily defined.
[098] In the event that the ACL start condition is not met, the driving aid ECU 10 returns to the process for step S11 and continues the execution of the ACL.
[099] When the ACL start condition is satisfied while the ACL is being performed (S12: Yes), the driving aid ECU 10 performs the ACL instead of the ACL, in step S13. In this case, the Driving Assist ECU 10 sets the steering assist control state to a first-part ACL state. The steering assist control state relative to the ACL is divided into the state of the first part of the ACL and a state of the last part of the ACL, and is set to the state of the first part of the ACL at the beginning of the ACL. After the steering assist control state is set to the first LCA state, driving aid ECU 10 sends an ACL run display command to meter ECU 30. Thus, the run assist status LCA is displayed on the display device 31.
[0100] The Figure shows an example screen 31a that will be displayed on the display device 31 during the execution of the LTA (called an LTA screen 31a) and an example screen 31b that will be displayed during the execution of the LCA (called an screen LCA 31b). Both on the LTA 31a screen and on the LCA 31b screen, an image is displayed in which the vehicle itself moves between the right and left white lines. On the LTA 31a screen, GW virtual walls are displayed outside images of white right and left GWL lines. Through the GW walls, the driver can recognize that the vehicle itself is in a state in which the vehicle itself is being controlled to move on the lane.
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30/82 [0101] On the other hand, on the LCA 31 b screen, the images of the GW walls are erased, and instead, a Z track on the LCA is displayed. Driving aid ECU 10 switches the screen to be displayed on the display device 31, between the LTA screen 31a and the LCA screen 31b, depending on the steering assist control state. Thus, the driver can easily determine whether the execution status of the steering assist control is the LTA or the LCA.
[0102] The LCA is a control to merely assist the driver's steering operation for changing lanes, and the driver is obliged to monitor the surroundings. Therefore, to request the driver to monitor the surroundings, a “CHECK SURROUNDINGS DIRECTLY” message GM is displayed on the LCA 31 b screen.
[0103] At the beginning of the LCA, first, the driving aid ECU 10 computes a target track, in step S14 of the routine shown in Figure 5. Here, the target track in the LCA will be described.
[0104] In the execution of the LCA, the driving aid ECU 10 computes a target track function that determines the target track of the vehicle itself. The target lane is a lane to move the vehicle itself from a lane (called the previous lane) in which the vehicle itself is currently moving to a central position in the width direction (called the final target side position) in a lane (called the target lane) which is adjacent to the previous lane and which is in a direction to request lane change assistance, at a time of target lane change. For example, the target track has a shape shown in Figure
9.
[0105] As described below, the target track function is a function of using, as a variable, a time elapsed from the start point of the ACL (that is, the time point when the ACL start condition is satisfied) and calculate a target value (ie a target lateral position) of the vehicle's own lateral position corresponding to the elapsed time t in relation to the lane centerline CL
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31/82 of the previous track. Here, the lateral position of the vehicle itself means the position of the vehicle's own center of gravity in the lane width direction (also called the lateral direction) in relation to the lane centerline CL.
[0106] The time for changing the target lane is variably defined proportionally to a distance (later in this document, called the required lateral distance) by means of which the vehicle itself moves in the lateral direction from an initial position which is the position at the beginning of the ACL (the lateral position of the vehicle itself at the time point of the beginning of the ACL) until the final target lateral position. As an example, in the case where the bandwidth is 3.5 m, which is an overall length, the target bandwidth change time is set to 8.0 seconds, for example. In this example, at the beginning of the LCA, the vehicle itself is positioned on the CL lane centerline of the previous lane. The target band change time is adjusted in proportion to the bandwidth length. Consequently, since the width is greater, the time for changing the target range is adjusted to a larger value. On the other hand, since the width is smaller, the time for changing the target range is set to a smaller value.
[0107] In the event that the lateral position of the vehicle itself at the beginning of the LCA is shifted from the CL lane centerline of the previous lane to the lane change side, the target lane change time is adjusted so that the time for changing the target range decreases, since the amount of displacement (the lateral deviation Dy) is greater. On the other hand, in the case where the lateral position of the vehicle itself at the beginning of the ACL is shifted from the center lane line CL of the previous lane to the side opposite the lane change side, the target lane change time is adjusted so that the time for changing the target range increases, since the amount of displacement (the lateral deviation Dy) is greater. For example, in the case where the amount of displacement is 0.5m, an amount of increase-decrease regulation for the time of changing the target range is adjusted to
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32/82
1.14 seconds (= 8.0 χ 0.5 / 3.5). The value described above for adjusting the target range change time is merely an example, and an arbitrarily adjusted value can be used.
[0108] In the modality, a target side position y is computed by a target track function y (t) shown in Expression (2) below. The target track function y (t) is an equation of the fifth degree in which the elapsed time t is used as a variable.
y (t) = c0 + c1 t + c2 t ² + c3 t ³ + c4 t ⁴ + c5 · t ⁵ ... (2) [0109] The target track function y (t) is set to a function that allows the vehicle itself to move slightly to the final target side position.
[0110] Here, the coefficients cc, d, 02, 03, c4, c5 are determined by the state (quantity of initial lateral state) of the vehicle itself at the beginning of the ACL and the target state (quantity of final target lateral state) of itself vehicle at the conclusion of the LCA.
[0111] For example, as shown in Figure 10, the target track function y (t) is a function for calculating the target side position y (t) of vehicle C itself corresponding to the elapsed time t (also called the current time t ) from the time point of the start of the LCA (the time point of computing the target track) in relation to the track centerline CL of the track (previous track) that vehicle C itself is traveling at the current time point. In Figure 10, the strip is linearly formed. In the case where the lane is formed as a curve, the target lane function y (t) is a function of calculating the target side position of the vehicle itself in relation to the lane centerline CL formed as a curve.
[0112] To determine the coefficients c0, d, c2, c3, c4, c5, the driving aid ECU 10 adjusts the target track computation parameters as follows. The target track computation parameters are the following seven parameters (P1 to P7).
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33/82 [0113] P1. A lateral position (called an initial lateral position) of the vehicle itself in relation to the center lane line of the previous lane at the start time of ACL [0114] P2. A vectorial velocity (called an initial lateral velocity) of the vehicle itself in the lateral direction at the start time of ACL [0115] P3. An acceleration (called an initial lateral acceleration) of the vehicle itself in the lateral direction at the start time of ACL [0116] P4. A lateral position (called an end lateral position) of the vehicle itself in relation to the lane center line of the previous lane at the time point at which the ACL is completed (called the ACL completion time) [0117] P5. A target speed (called a final target lateral speed) of the vehicle itself in the lateral direction at the time of completion of ACL [0118] P6. A target acceleration (called a final target lateral acceleration) of the vehicle itself in the lateral direction at the time of completion of ACL [0119] P7. A target time (called a target range change time) which is a target value of a time during which the ACL is performed (a time from the time of ACL start to the time of ACL completion) [0120 ] As described above, the side direction is the bandwidth direction. Consequently, lateral speed means the speed of the vehicle itself in the direction of the lane, and lateral acceleration means the acceleration of the vehicle itself in the direction of the lane.
[0121] A process of adjusting the seven target track computation parameters is called an initialization process. In the initialization process, the target track computation parameters are adjusted as follows. That is, the initial lateral position is adjusted to a value equal to the lateral deviation Dy detected by camera sensor 12 at the start time of ACL. The initial lateral velocity is adjusted to a value (v sin (0y)) resulting from the multiplication of a velocity of
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34/82 vehicle v detected by the speed sensor at LCA start time by a sine value (sin (0y)) of the yaw angle 0y detected by the camera sensor
12. The initial lateral acceleration is adjusted to a value (v γ) resulting from the multiplication of a yaw rate γ (rad / s) detected by the yaw rate sensor at the LCA start time by the vehicle speed v. The initial lateral acceleration can be adjusted to the differential value of the initial lateral speed above. The initial lateral position, the initial lateral velocity and the initial lateral acceleration are collectively called the initial lateral state quantity.
[0122] Driving aid ECU 10 in the modality refers to the target bandwidth as being equal to the previous bandwidth detected by camera sensor 12. Consequently, the final target side position is adjusted to a value equal to the bandwidth of the previous band (the final target side position = the bandwidth of the previous band). In addition, the Driving Assist ECU 10 sets both the values for the final target lateral speed and the final target lateral acceleration to zero. The final target lateral position, the final target lateral velocity and the final target lateral acceleration are collectively called the amount of final target lateral state.
[0123] As described above, the time for changing the target lane is calculated based on the lane width (or the lane width of the previous lane) and the amount of displacement of the vehicle itself in the lateral direction at the time of ACL start. For example, a target band change time tlen is computed by the following Expression (3).
tlen = Dini A ... (3) [0124] Here, Dini is a distance needed to move the vehicle itself from the start position of the ACL (initial lateral position) to the end position of the ACL (final target lateral position) ) in the lateral direction. Consequently, when the vehicle itself is positioned on the CL lane centerline of the previous lane on the
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35/82 ACL start time, Dini is set to a value equal to the lane width, and when the vehicle itself is moved from the CL lane centerline of the previous lane, Dini is a value resulting from increasing or decreasing the bandwidth by the amount of displacement. A is a constant (called a target time setting constant) indicating a target time spent moving the vehicle itself sideways for the distance unit and, for example, it is set to (8 sec / 3.5 m = 2 , 29 sec / m). In this example, in the case where the required distance Dini to move the vehicle itself in the lateral direction is, for example, 3.5 m, the target lane change time tlen is set to 8 seconds.
[0125] The target time adjustment constant A is not limited to the above value, and can be arbitrarily adjusted. In addition, for example, using the setting operating device 14, the target time setting constant A can be selected from a plurality of constants, depending on the driver's preference. Alternatively, the time for changing the target range can be a fixed value.
[0126] Driving aid ECU 10 calculates the coefficients co, d, 02, 03, 04, 05 of the target track function y (t) expressed by Expression (2), based on the initial lateral state quantity, quantity of final target state and time of target track change which are evaluated by the initialization process of the target track computation parameters, and decides the target track function y (t).
[0127] From the target track function y (t) expressed by the Expression above (2), a lateral speed y '(t) of the vehicle itself can be expressed by the following Expression (4), and a lateral acceleration y ”( t) of the vehicle itself can be expressed by the following expression (5).
y '(t) = c1 + 2c2 t + 3c3 t ² + 4c4 t ³ + 5c5 t ⁴ ... (4) y' (t) = 2c2 + 6c3 t + 12c4 t ² + 20c5 t ³ ... (5) [0128] Here, when the starting lateral position is y0, the starting lateral speed
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36/82 is vy0, the initial lateral acceleration is ay0, the final target lateral position is y1, the final target lateral speed is vy1, the final target lateral speed is ay1 and the bandwidth of the previous track is W, the following expressions relational values are obtained based on the above target track computation parameters.
y (0) = c0 = y0 ... (6) y '(0) = c1 = vy0 ... (7) y''(0) = 2c2 = ay0 ... (8) y (tlen) = c0 + c tlen + c2 tlen ² + c3 tlen ³ + c4 tlen ⁴ + c5 tlen ⁵ = y1 = W ...
(9) y '(tlen) = c1 + 2c2 tlen + 3c3 tlen ² + 4c4 tlen ³ + 5c5 tlen ⁴ = vy1 = 0 ... (10) y''(tlen) = 2c2 + 6c3 tlen + 12c4 tlen ² + 20c5 tlen ³ = ay1 = 0 ... (11) [0129] Consequently, from the six expressions (6) to (11), the values of the coefficients c0, c1, c2, c3, c4, c5 of the function of target track y (t) can be calculated. Then, the calculated values of the coefficients c0, c1, c2, c3, c4, c5 are replaced in Expression (2) and then the target track function y (t) is calculated. Driving aid ECU 10 maintains target track function y (t) until the LCA ends. At the same time that the calculation of the target track function y (t), the driving aid ECU 10 activates a timer (initial value: zero), and starts counting the time elapsed from the start of the ACL.
[0130] After the Driving Assist ECU 10 computes the target lane function in this way, the Driving Assist ECU 10, in the subsequent step S15, performs direction control, based on the target lane function. The steering control will be specifically described.
[0131] First, the Driving Assist ECU 10 computes the amount of the vehicle's target side state at the current time point. The target side state amount includes a target side position which is a target value of the vehicle's own side position in the direction of lane width, a speed
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37/82 target lateral which is a target value of the speed (lateral speed of the vehicle itself in the direction of the bandwidth, and a target lateral acceleration which is a target value of the acceleration (lateral acceleration) of the vehicle itself in the direction of the bandwidth The lateral velocity and lateral acceleration are collectively called an amount of lateral movement state, and the target lateral speed and the lateral lateral acceleration are collectively called an amount of target lateral movement state.
[0132] In this case, the Driving Assist ECU 10 computes the target lateral position, target lateral speed and target lateral acceleration at the current time, based on the target track function y (t) decided in step S14 and at the current time t . The current time t is the time elapsed after the target track function y (t) was decided in step S14, and is equivalent to the time elapsed from the start of the ACL. After the Driving Assist ECU 10 calculates the target lane function y (t) in step S14, the Driving Assist ECU 10 resets the timer and starts counting the elapsed time t (= the current time t) from the beginning of the LCA. The target lateral position is calculated by replacing the current time t with the target track function y (t), the target lateral speed is calculated by replacing the current time t with the function y '(t) resulting from the first order differentiation of the target track function y (t), and the target lateral acceleration is calculated by replacing the current time t with the y '(t) function resulting from the second order differentiation of the target track function y (t). Driving aid ECU 10 reads the elapsed time t measured by the timer, and computes the amount of target side state based on the measurement time t and the above functions.
[0133] Later in this document, the target lateral position at the current time is represented by y *, the target lateral speed at the current time is represented by vy *, and the target lateral acceleration at the current time is represented by ay *.
[0134] Subsequently, driving aid ECU 10 computes a
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38/82 amount of target yaw state which is a target value on the movement to change the orientation of the vehicle itself. The amount of target yaw state indicates a target yaw angle 0y * of the vehicle itself, a target yaw rate γ * of the vehicle itself and a target curvature Cu * at the current time point. The target curvature Cu * is the curvature of a lane for the lane change of the vehicle itself, that is, the curvature of a curve component for lane change, which does not include the curve curvature of the lane.
[0135] Driving aid ECU 10 reads vehicle speed v at the current time point (the current vehicle speed detected by the speed sensor), and computes target yaw angle 0y *, target yaw rate γ * and target curvature Cu * at the current time point, based on vehicle speed v, target lateral speed vy * and target lateral acceleration ay *, using the following Expressions (12), (13), (14) .
0y * = sin ^-1 (vy * / v) ... (12) γ * = ay * / v ... (13)
Cu * = ay * / v ² ... (14) [0136] That is, the target yaw angle 0y * is calculated by replacing a value resulting from dividing the target lateral speed vy * by the vehicle speed v, by a sine arc function. The target yaw rate γ * is calculated by dividing the target lateral acceleration ay * by the vehicle speed v. The target curvature Cu * is calculated by dividing the target lateral acceleration ay * by the square of the vehicle speed v.
[0137] Subsequently, the driving aid ECU 10 computes a target controlled variable in the LCA. In the modality, the driving aid ECU 10 computes a target steering angle 0lca * as the controlled variable. The target steering angle 0lca * is calculated based on the target lateral position y *, the target yaw angle 0y *, the target yaw rate γ *, the target curvature Cu * and the curvature Cu which are computed as described above, using the following expression
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39/82 (15).
0lca * = Klcal (Cu * + Cu) + Klca2 (0y * - 0y) + Klca3 (y * - y) + Klca4 (γ * γ) + Klca5 E (y * - y) ... (15) [0138 ] Here, Klcal, Klca2, Klca3, Klca4 and Klca5 are gains of control. Cu is the curvature detected by camera sensor 12 at the current time point (at the time of computation). In addition, y is the lateral position detected by camera sensor 12 at the current time point (at the time of computation), that is, it corresponds to Dy. Furthermore, 0y is the yaw angle detected by camera sensor 12 at the current time point (at the time of computation). In addition, γ represents the yaw rate of the vehicle itself detected by the yaw rate sensor at the current time point. Like γ, the yaw differential value 0y can be used.
[0139] The first member on the right side is a variable controlled by anticipation that is determined depending on the sum of the target curvature Cu * and the curvature Cu (the curve of the strip). Klca1 Cu * is a variable controlled by anticipation for the lane change, and Klca1 Cu is a variable controlled by anticipation for the displacement of the vehicle itself along the curve of the lane. Consequently, the controlled variable expressed by the first member on the right side is basically adjusted to a value that allows the vehicle itself to move along a desired course when the steering angle is controlled with the controlled variable. In this case, the control gain Klca1 is set to a value that depends on the vehicle speed v. For example, the control gain Klca1 can be adjusted depending on a distance between the axes L and a stability factor Ksf (fixed values determined for each vehicle), using the following Expression (16). Here, K is a fixed control gain.
Klca1 = KL (1 + Ksf v ² ) ... (16) [0140] The second to fifth members on the right side are variable
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40/82 controlled by feedback. The second member on the right side is a steering angle component that serves as a feedback component to reduce the deviation between the target yaw angle 0y * and the actual yaw angle 0y. The third member on the right side is a steering angle component that serves as a feedback component to reduce the deviation between the target side position y * and the actual side position y. The fourth member on the right side is a steering angle component that serves as a feedback component to reduce the deviation between the target yaw rate γ * and the actual yaw rate γ. The third member on the right side is a steering angle component that serves as a feedback component to reduce the integrated value E (y * - y) of the deviation between the target lateral position y * and the actual lateral position y.
[0141] The target steering angle 0lca * is not limited to the target steering angle computed with the five steering angle components. Only the arbitrary steering angle components of the steering angle components can be used in computing, or another steering angle component can be added in computing. For example, as the variable controlled by feedback on yaw movement, one of the yaw angle deviation and yaw rate deviation can be used. Furthermore, the variable controlled by feedback that uses the integrated value E (y * - y) of the deviation between the target lateral position y * and the actual lateral position y can be excluded.
[0142] After the Driving Assist ECU 10 computes the target controlled variable, the Driving Assist ECU 10 sends a direction command indicating the target controlled variable to the EPS 20 ECU. In the modality, the Driving Assist ECU conduction 10 computes the target steering angle 0lca * as the controlled variable. However, the Driving Assist ECU 10 can compute a target torque that provides the target steering angle 0lca *, and can send a steering command indicating the target torque to the EPS 20 ECU.
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41/82
S15 was made above.
[0143] When the EPS 20 ECU receives the steering command from the Driving Assist ECU 10 via CAN 100, the EPS 20 ECU drives and controls the steering motor 22 so that the steering angle follows the steering angle. target direction Olca *.
[0144] Subsequently, in step S16, the Driving Assist ECU 10 determines whether the progress status of the lane change is a last part.
[0145] Here, the determination to check whether the progress status of the change of track is the first part will be described. The Driving Assist ECU 10 detects the progress status of the lane change, based on the position of a reference point (the vehicle's center of gravity in the mode) of the vehicle itself. As the vehicle's own reference point is closer to the final target side position (the central position in the wide direction in the target lane), the degree of progress of the lane change is greater. Driving aid ECU 10 compares the position of the vehicle's own reference point and a predefined determination position and thus determines whether the lane change progress status is the first part of the lane change or the last part of the lane change. change of track. When the position of the vehicle's own reference point (later in this document, also called merely the position or lateral position of the vehicle itself) is on the side opposite the lane change side (that is, on the previous lane side) from From the determination position, the Driving Assist ECU 10 determines that the lane change progress status is the first part of the lane change. When the lateral position of the vehicle itself is on the lane change side from the determination position, the Driving Assist ECU 10 determines that the lane change progress status is the last part of the lane change. A driving aid ECU 10 functional unit that detects the lane change progress status and determines whether the
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42/82 track change progress status is the first part of the track change or the last part of the track change can act as a progress status detection unit in the invention.
[0146] As described below, during the execution of the ACL, peripheral vehicles are monitored based on the periphery information obtained by the peripheral sensor 11. In the case of detecting another vehicle (also called an approaching vehicle) that is probably approaching abnormally from the vehicle itself in the target range when the ACL is continued, the ACL is interrupted. When it is possible to prevent a part of the vehicle itself from being out of the previous lane, the approaching vehicle does not collide with the vehicle itself. However, in the event that the vehicle itself entered the target lane, it is necessary to avoid collision between the vehicle itself and the approaching vehicle.
[0147] Then, the driving aid ECU 10 in the mode assumes the progress status of the lane change, and changes the process when the approaching vehicle is detected between the first part and the last part of the lane change. Therefore, whether the progress status of the lane change is the first part is determined. The determination of the progress status of the lane change is carried out based on the lane information that is detected by the camera sensor 12.
Exemplary First-Last Part Determination Method 1 [0148] For example, in the case where it is estimated that the entire body of the vehicle of the vehicle itself is positioned in the previous lane, the driving aid ECU 10 determines that the status of track change progress is the first part. In the event that at least a part of the vehicle body of the vehicle itself is estimated to be in the target lane in addition to the previous lane, the Driving Assist ECU 10 determines that the lane change progress status is the last part. In this case, the possibility of a side surface of the vehicle itself
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43/82 in the direction of change of lane has passed to the side of the target lane beyond a limit white line as the boundary between the previous lane and the target lane (for example, if a tire in the direction of lane change has passed through the limit white line) can be determined based on the lane information (in particular, the lane width and side offset Dy) detected by camera sensor 12 and vehicle body size (particularly vehicle body width).
Exemplary First-Last Part Determination Method 2 [0149] As described later, in the event that the approach of the vehicle is detected in the first part of the lane change, the ACL is stopped midway, and direction control is performed so that the vehicle itself returns (or moves) to the central position of the previous lane in the direction of the previous lane's lane width. The direction control is called an ACL cancellation control. Even when vehicle approach is detected and ACL cancellation control is performed, there is a fear that the vehicle itself will enter the target range due to a delay in the control response, a delay in the recognition of white line, a delay in recognition in peripheral monitoring, a delay in computing, and the like. Then, in consideration of an overtaking (a lateral directional distance of movement in the direction of lane change) due to a delay caused by these factors (due to a delay time from the point of time when the vehicle approach is detected up to the point of time when the lateral speed of the vehicle itself changes in the direction opposite to the lane change direction), the lane change progress status can be changed between the first part and the last part at an earlier time before the side surface (tire) of the vehicle itself passes through the white limit line.
[0150] In this case, the possibility that the side surface of the vehicle itself will pass to the side of the target lane beyond the white limit line can be determined
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44/82 based on a lateral position ahead Dyf in which overvaluation is considered. The overvoltage is higher, since the lateral speed of the vehicle itself is higher. Thus, the side position ahead Dyf can be computed by the following Expression (17), and the possibility that the side surface of the vehicle itself will pass to the side of the target lane beyond the limit white line can be determined based on the side position ahead Dyf.
Dyf = Dy + vy Tre ... (17) [0151] Here, Dy represents the lateral deviation at the current time point, vy represents the lateral velocity at the current time point, and Tre represents a predefined time (called a time ahead) to compensate for the delay in the response.
[0152] In this case, a position that is shifted from the lateral position of the vehicle itself detected by camera sensor 12 in the lateral direction (in a direction of approach of the target lane in relation to the center of the previous lane) by a predetermined distance ( vy Tre) adjusted depending on the lateral speed vy is considered as the lateral position (forward position) of the vehicle itself. It is then determined whether the side surface of the vehicle itself in the forward position has exceeded the limit white line.
Exemplary First-Last Part Determination Method 3 [0153] For example, a specific position where it is estimated that the vehicle itself does not enter the target range by ACL cancellation control can previously be determined as the point of determination. For example, as the position of determination, Dy = 0.5 m (fixed value) is adopted. This determination position is a position on the side of the lane change in relation to the centerline of lane CL. In this case, when the position of the center of gravity of the vehicle itself is not more than 0.5 m from the center line of lane CL to the side of the lane change, that is, when the deviation lDy to the side of the lane lane change is 0.5 m or less, the lane change is determined to be the
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45/82 first part, and when the lateral deviation Dy for the lane change side exceeds 0.5 m, it is determined that the lane change is the last section. In this example, in the case where the lane width is 3.5 m and the vehicle's own vehicle width is 1.8 m, for example, when the lateral deviation Dy is 0.5 m, the distance between the position of the center of gravity of the vehicle itself and the limit white line is 1.25 m (= (3.5 / 2) - 0.5) and therefore the distance between the side surface of the vehicle itself on the lane change side and the limit white line is 0.35 m (= 1.25 - (1.8 / 2)). Consequently, in this example, when the overvalue is 0.35 m or less, it is possible to prevent the vehicle itself from entering the target range, by controlling ACL cancellation. In the case of using this first-last determination method, the determination position can be determined taking into account the bandwidth and the amount of overtaking.
[0154] In other words, in the exemplary first-last part determination method 2 and the exemplary first-last part determination method 3, the driving aid ECU 10 is configured to adjust the determination position for a specific position where the vehicle itself is on the center side of the previous lane from the boundary between the previous lane and the target lane and where the vehicle itself is on the boundary side from the central position of the previous lane in the lane width direction of the previous lane, to determine that the progress status is the first part in the event that the vehicle itself is estimated to be positioned in the opposite direction to the lane change direction from the determination position, and to determine that the status of progress is the last part in the event that the vehicle itself is estimated to be positioned in the direction of lane change from the the.
[0155] In the following description, the Driving Assist ECU 10 determines the progress status of the lane change, using the exemplary first-last part determination method 2 and the firstPetition determination method 870180048209, 06/06 / 2018, p. 111/169
46/82 last example part 3.
[0156] The description returns to the steering assistance control routine in Figure 5. Since the progress status at the time of the start of the ACL is the first part, the determination of “No” is made in step S16. In this case, in step S17, the driving aid ECU 10 determines whether there is another vehicle that abnormally approaches the vehicle itself (another vehicle that may collide with the vehicle itself) when the vehicle itself changes lanes along the track target, based on the periphery information obtained by the peripheral sensor 11.
[0157] For example, driving aid ECU 10 computes an estimated time (TTC collision time: Time to collision) from the current time point until the other vehicle collides with the vehicle itself, based on speed relative between the vehicle itself and the “different vehicle that exists in the previous lane or a lane adjacent to the previous lane” and the distance between the vehicle itself and the other vehicle. Driving aid ECU 10 determines whether the TTC collision time is equal to or greater than the first part threshold TTC1, and outputs a periphery monitoring result as the determination result. When the TTC collision time is equal to or greater than the first part TTC1 threshold, the periphery monitoring result is “no vehicle is approaching”, and when the TTC collision time is less than the first part TTC1 threshold , the result of monitoring the periphery is “an approaching vehicle”. For example, the first part threshold TTC1 is set to four seconds.
[0158] In addition, in step S17, the driving aid ECU 10 can determine if there is another vehicle in the side direction of the vehicle itself, and can determine that a vehicle is approaching, in the event that there is another vehicle in the side direction of the vehicle itself. In addition, in step S17, the driving aid ECU 10 can determine whether the vehicle itself abnormally approaches another vehicle in the target lane when the vehicle itself performs
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47/82 change of lane by the LCA, based on the distance from the other vehicle and the relative speed, and can determine that a vehicle is approaching, in the event that the vehicle itself approaches abnormally the other vehicle.
[0159] In the event that the periphery monitoring result is “there is no vehicle approaching in step S17 (S17: Yes), the driving aid ECU 10 returns the process to step S15, and in the case where the result of periphery monitoring is “a vehicle is approaching (S17: No), the driving aid ECU 10 proceeds with the process for step S30. Here, the case where the periphery monitoring result is “there is no vehicle approaching” will be described.
[0160] Although the periphery monitoring result is “there is no vehicle approaching”, the driving aid ECU 10 repeats the processes of the steps described above S15 to S17, in a predetermined computation cycle. Thus, the LCA is continued, and the vehicle itself moves towards the target lane.
[0161] After the processes are repeated, in the event that the lane change progress status is the last part (S16: Yes), the Driving Assist ECU 10 sets the steering assist control state to the state of the last part of LCA, in step S18. The ACL control content itself does not differ between the state of the first part of the ACL and the state of the last part of the ACL, as long as the ACL is not interrupted by the detection of the approaching vehicle. In other words, in the event that the ACL is interrupted by the detection of the approaching vehicle, the subsequent process differs depending on whether the progress status of the lane change at the time point when the ACL is interrupted is the state of the first part of LCA or the status of last part of LCA.
[0162] Subsequently, in step S19, the driving aid ECU 10 determines whether there is another vehicle that abnormally approaches the vehicle itself (another vehicle that may collide with the vehicle itself) when the vehicle itself
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48/82 performs the lane change along the target track, based on the periphery information obtained by the peripheral sensor 11. In this case, similar to step S17, the driving aid ECU 10 computes the collision time TTC and determines whether there is a vehicle that approaches the vehicle itself abnormally. As the determination threshold, the driving aid ECU 10 uses a TTC2 last-party threshold. That is, when the TTC collision time is equal to or greater than the threshold of the last part TTC2, the driving aid ECU 10 determines “there is no vehicle in approach”, and when the TTC collision time is less than the threshold of last part TTC2, the driving aid ECU 10 determines “a vehicle is approaching” as the result of periphery monitoring.
[0163] The threshold of the last part TTC2 is adjusted to a value lower than the threshold of the first part TTC1. For example, the threshold of the last part TTC2 is set to two seconds. Consequently, in the state of the last part of the LCA, the driving aid ECU 10 determines “a vehicle is approaching” in case it detects another vehicle with a higher level of approach than in the state of the first part of the LCA.
[0164] When the periphery monitoring result is “there is no vehicle approaching” in step S19, the driving aid ECU 10 proceeds with the process for step S20, and determines whether an ACL termination condition is satisfied. In the modality, the ACL termination condition is satisfied when the vehicle's side position y reaches the final target side position y *. In the event that the ACL termination condition is not met, the driving aid ECU 10 returns the process to step S15, and repeats the processes from the steps described above S15 to S20 in a predetermined computation cycle. In this way, the LCA is continued.
[0165] During the execution of the ACL, the amount of target lateral state (y *, vy *, ay *) depending on the elapsed time t is computed. In addition, the amount
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49/82 target yaw state (Oy *, γ *, Cu *) is computed based on the amount of target side state computed (y *, vy *, ay *) and vehicle speed v, and the controlled variable target (Olca *) is computed based on the amount of target yaw state computed (Oy *, γ *, Cu *). Whenever the target controlled variable (Olca *) is computed, the direction command indicating the target controlled variable (Olca *) is sent to the EPS 20 ECU. In this way, the vehicle itself moves along the target track.
[0166] When the displacement position of the vehicle itself is switched from the previous lane to the target lane during the execution of the LCA, the vehicle information related to the lane (Cu, Dy, Oy) that will be provided from the speed sensor camera 12 to the driving aid ECU 10 are exchanged from the vehicle information related to the lane over the previous lane with the vehicle information related to the lane over the target lane. Therefore, it is not possible to use the target track function y (t) computed at the time of the start of the ACL, without change. When the lane on which the vehicle itself is positioned is changed, the side deviation signal Dy is reversed. Then, when the Driving Assist ECU 10 detects the change of the signal (positive or negative) of the lateral deviation Dy that will be emitted by the camera sensor 12, the Driving Assist ECU 10 deflects the target lane function y (t) by the W bandwidth of the previous band. Thus, it is possible to convert the target track function y (t) computed based on the center track CL line of the previous track, to the target track function y (t) based on the center track CL line of the target range.
[0167] In the event that the Driving Assist ECU 10 determines that the ACL termination condition is satisfied in step S20, the Driving Assist ECU 10 sets the steering assist control state to the LTA-ON state in step S21. That is, the driving aid ECU 10 completes the LCA, and restarts the LTA. Thus, steering control is performed so that the vehicle itself
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50/82 move along the CL track centerline of the target range. After the Driving Assist ECU 10 sets the steering assist control state to the LTA-ON state in step S21, the Driving Assist ECU 10 returns the process to step S11, and continues the assist control routine direction described above.
[0168] When the LCA is completed and the steering assist control state is set to the LTA-ON state, the screen that will be displayed on the display device 31 is switched from the LCA screen 31b to the LTA screen 31a, as shown in Figure 8.
[0169] Driving aid ECU 10 sends the command to flash winker 32 in the direction of winker operation, to meter ECU 30, in a period from the start of the ACL to the end of the control routine. steering assistance. The winker 32 is blinked by the blinking command that will be sent from the steering ECU 40 together with the operation of the winker lever 41 for the first stroke position P1L (P1R), before the start of the LCA. Even when the blinking command that will be sent from the direction ECU 40 is interrupted, the meter ECU 30 continues to flash the winker 32 while the blinking command is sent from the driving aid ECU 10.
[0170] Next, the case where the result of peripheral monitoring in step S17 is “a vehicle is approaching” in the state of the first part of the ACL will be described. In the event that the periphery monitoring result is “a vehicle is approaching” in the first LCA state, the Driving Assist ECU 10 proceeds with the process for step S30, and performs the LCA cancellation control . Figure 6 is a flowchart showing an ACL cancellation control routine that is the process of step S30.
[0171] In the first part of LCA, the vehicle itself is in the previous lane. Thus, when the vehicle itself does not enter the target lane, the other vehicle (vehicle in approach) does not approach abnormally its own
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51/82 vehicle. Then, in the ACL cancellation control routine, the following process is performed so that the vehicle itself does not enter the target range.
[0172] First, in step S31, the Driving Assist ECU 10 sets the steering assist control state to an ACL cancellation control state. When the steering assist control state is set to the ACL cancellation control state, the ACL is completed.
[0173] Subsequently, in step S32, the driving aid ECU 10 computes a target lane to move the vehicle itself from the current position (the position of the vehicle itself at the time the ACL cancellation control state is adjusted) ) to the central position of the previous strip in the direction of bandwidth of the previous strip (later in this document, referred to merely as the central position). Later in this document, the target lane is called the central return target lane. The y (t) function shown in Expression (2) is also used for the target center return track. A function that expresses the target center return track is called the target center return track function y (t). In calculating the central return target lane function y (t), to determine the coefficients oq, c1, c2, c3, c4, c5 of the y (t) function shown in Expression (2), the target lane computation parameters central return are adjusted as follows. The central return target computation parameters are the following seven parameters (P11 to P17).
[0174] P11. A lateral position of the vehicle itself at the current time point (the time at which the ACL cancellation control status is set) [0175] P12. A lateral speed of the vehicle itself at the current time point (at the time the ACL cancellation control status is set) [0176] P13. A lateral acceleration of the vehicle itself at the current time point (the time at which the ACL cancellation control state is adjusted)
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52/82 [0177] P14. A target lateral position (the central position of the previous lane in the modality; later in this document, called a target lateral position of completion of central return) that is a target value of the lateral position for the movement of the vehicle itself [0178] P15. A target side speed (called a target center return completion side speed) of the vehicle itself when the vehicle itself is moved to the target center return completion side position [0179] P16. A target lateral acceleration (called a target lateral acceleration of central return completion) of the vehicle itself when the vehicle itself is moved to the target lateral position of central return completion [0180] P17. A target time (called a central return target time) which is a target value of the time required to move the vehicle itself from the current position to the central return target side position [0181] Here, the lateral position of the vehicle itself vehicle at the current time point (the time at which the ACL cancellation control state is set) is represented by ycancel, the lateral speed at the current time point is represented by vycancel, the lateral acceleration at the current time point is represented by aycancel , the time when the steering assist control state is set to the ACL cancellation control state is recently set to t = 0, and the target central return time is represented by tcancel. The computation parameters of the central return target track are set to y (0) = ycancel, y '(0) = vycancel, y ”(0) = aycancel, y (tcancel) = 0, y' (tcancel) = 0 , and y '' (tcancel) = 0.
[0182] ycancel lateral position, vycancel lateral speed and aycancel lateral acceleration are detection values at the current time point, and can be computed by the same method as the method described above to assess the initial lateral state quantity. That is, the lateral position ycancel is the deviation
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53/82 lateral Dy at the current time point. The lateral speed vycancel is evaluated from the vehicle speed v at the current time point and the yaw angle 0y at the current time point (vycancel = v sin (0y)). The lateral acceleration aycancel is a value (v γ) resulting from multiplying the yaw rate γ at the current time point by the vehicle speed v at the current time point. In addition, y (tcancel) is adjusted to the target position of the central return end, that is, the central position of the previous range. Both y '(tcancel), which expresses the target lateral speed of ending the central return, and y ”(tcancel), which expresses the target lateral acceleration of completing the central return, are set to zero.
[0183] The tcancel central return target time is computed by the following Expression (18), using an Acancel target time adjustment constant adjusted to a value similar to the target time adjustment constant A that is used when the change time target range tlen is computed at the beginning of the LCA.
tcancel = Dcancel Acancel ... (18) [0184] Here, Dcancel is a distance needed to move the vehicle itself in the lateral direction from the lateral position of the vehicle itself at the time the steering assist control state is adjusted to the ACL cancellation control state to the lateral position targeted for the completion of the central return (the central position of the previous range). In the ACL cancellation control state, there is no emergency, as the vehicle itself is in the previous lane. Therefore, the speed of movement of the vehicle itself in the lateral direction may be similar to that in the ACL. Consequently, the target time adjustment constant Acancel is adjusted to a value similar to the target time adjustment constant A in the execution of the ACL.
[0185] Based on the adjustment values of the central return target runway computation parameters, the driving aid ECU 10 calculates the values of the coefficients c0, c1, c2, c3, c4, c5 of the expressed y (t) function by Expression (2), by
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54/82 same method as step S14. Then, the driving aid ECU 10 replaces the calculated values of the coefficients C0, C1, C2, C3, C4, C5 in Expression (2) and then calculates the central return target lane function y (t).
[0186] In step S32, at the same time as the calculation of the target central return track function, the Driving Assist ECU 10 notifies the driver of the cancellation (interruption in the middle of the path) of the LCA. For example, Driving Assist ECU 10 sets alarm 13 to generate a warning sound (for example, two beeps), and sends an LCA cancel warning command to meter ECU 30. When the meter ECU 30 receiving the ACL cancellation warning command, the meter ECU 30 displays an ACL cancellation screen 31c on the display device 31, as shown in Figure 11. On the ACL cancellation screen 31c, the Z lane (see Figure 8) displayed brightly until the time is dimmed or erased. Thus, the driver recognizes the end of the LCA. The ACL cancellation screen 31c is displayed until the ACL cancellation control status ends.
[0187] Subsequently, in step S33, the driving aid ECU 10 performs direction control based on the target return target y (t) function calculated in the previous step S32. In this case, the Driving Assist ECU 10 resets timer t (sets timer t to zero and then starts timer t), and computes the amount of target lateral movement state (y *, vy *, ay * ) and the target yaw state amount (Oy *, γ *, Cu *) from the time elapsed t after the steering assist control state is set to the ACL cancellation control state and the track function central return target y (t), similar to step S15, to compute an end target direction angle Ocancel *. For example, the target steering angle Ocancel * can be computed in a similar way to Olca *, replacing the left side of Expression (15) with Ocancel *.
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55/82 [0188] After the driving aid ECU 10 computes the target controlled variable Ocancel *), the driving aid ECU 10 sends the steering command indicating the target controlled variable, to the EPS 20 ECU. , the Driving Assist ECU 10 computes the target steering angle Ocancel * as the controlled variable. However, the Driving Assist ECU 10 can compute a target torque that provides the target steering angle Ocancel *, and can send the steering command indicating the target torque to the EPS 20 ECU.
[0189] Subsequently, in step S34, the driving aid ECU 10 determines whether a condition of ending the ACL cancellation control state is satisfied. In this case, the driving aid ECU 10 determines that the condition of ending the ACL cancellation control state is satisfied, when the driving aid ECU 10 detects that the lateral position of the vehicle itself has reached the target lateral position of completion central return (the central position of the previous lane) by the direction control above. Alternatively, the driving aid ECU 10 can determine that the condition of ending the ACL cancellation control state is satisfied, when the driving aid ECU 10 detects that the ACL cancellation control state is continued for a given predefined time (for example, the tcancel central return target time or a time that is a predetermined time longer than the tcancel central return target time).
[0190] In the event that the driving aid ECU 10 determines that the condition of ending the ACL cancellation control state is not satisfied (S34: No), the driving aid ECU 10 returns the process to step S33. Consequently, direction control is performed until the condition of ending the ACL cancellation control state is satisfied. Thus, the vehicle itself moves towards the central position of the previous lane.
[0191] When the condition of ending the control status of
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56/82 ACL cancellation is satisfied as a result of the repetition of processes, the Driving Assist ECU 10 completes the ACL control routine, and proceeds with the process to step S21 of the main routine (steering assistance control routine ). Thus, the steering assist control state changes from the ACL cancellation control state to the LTA-ON state. A driving aid ECU functional unit 10 that performs the ACL cancellation control routine can function as a central return assistance control unit in the invention.
[0192] Figure 14 shows a central return target lane when the vehicle C1 itself approaches another vehicle C2 that moves in the target lane in the state of first part of ACL.
[0193] Next, the case where the periphery monitoring result in step S19 is “a vehicle is approaching” in the state of the last ACL part (S19: No) will be described. In the event that the periphery monitoring result is “a vehicle is approaching” in the last LCA state, the Driving Assist ECU 10 proceeds with the process for step S40, and performs an approach warning control of LCA. Figure 7 is a flowchart showing an LCA approach warning control routine that is the process of step S40.
[0194] When the result of monitoring the periphery in the state of the first part of the ACL is “there is no vehicle approaching”, no vehicle in approach is commonly detected in the state of the last part of the ACL. However, during the execution of the ACL, there may be a case where the other vehicle C2 quickly approaches the vehicle C1 from behind the target lane at an unexpected relative speed, as shown in Figure 16, a case in which another vehicle C3 enters in the target range from a range that is most adjacent to the target range (a range that is two ranges away from the previous range) and approaches abnormally
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57/82 vehicle C1, and the like. In addition, it may be a case where another vehicle in a blind area of the peripheral sensor 11 approaches abnormally the vehicle itself.
[0195] Then, in the LCA approach warning control of step S40, in addition to a warning to the driver, a process of changing the movement of the vehicle itself in a short time so that the vehicle itself does not move to the central side in the direction of the target lane width and assist in preventing collision with the other vehicle is executed.
[0196] When the LCA approach warning control routine in step S40 is initiated, the driving aid ECU 10 sends the steering assist control state to an LCA approach warning control state in step S41 . When the steering assist control state is set to the LCA approach warning control state, the LCA is completed.
[0197] Subsequently, in step S42, the driving aid ECU 10 computes a target yaw return track to return the vehicle's own yaw angle to the state just before the start of the LCA.
[0198] Here, the target yaw return track will be described. A yaw return target track means a target track to set the vehicle's own yaw angle to zero in a time that is as short as possible and that does not cause problems in the vehicle's driving stability (in other words, a target track to adjust the vehicle's lateral speed in the direction of changing lanes to zero in a time that is as short as possible and that does not cause a problem in the vehicle's driving stability). Just before the start of the LCA, the LTA is running. Consequently, at the beginning of the LCA, the yaw angle is estimated to be close to zero. Then, the Driving Assist ECU 10 computes the target yaw return track to cancel the target side speed vy * computed from the target track function on the LCA (setting the target side speed vy * to zero) returning the
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58/82 yaw angle generated in the LCA for the state just before the start of the LCA.
[0199] The target track described above in the ACL means the target lateral position in relation to the time elapsed from the ACL start time. On the other hand, the target yaw return track indicates a target curvature with respect to a time elapsed from the time point at which the approaching vehicle is detected in the state of last LCA part. The target controlled variable that will finally be sent to the EPS 20 ECU is set to a value resulting from multiplying the sum of the target curvature and the curvature (the curvature of the strip curve) detected by camera sensor 12, by a gain of control (which is a coefficient to convert the curvature into a steering angle and can be the control gain Klca1 described above).
[0200] Here, a method for returning the yaw angle to the state just before the start of the ACL will be described. The target controlled variable in the ACL is represented by the target direction angle Olca *. As expressed by the Expression above (15), the target direction angle Olca * includes an anticipation control member (Klca1 Cu *) computed from the target curvature Cu *.
[0201] The change in the target curvature corresponds to the change in the direction angle, and can be considered the change in the yaw angle. Consequently, in the case of detecting the approaching vehicle in the state of last LCA, it is possible to return the yaw angle to the state just before the start of the LCA, computing the integrated value of the target curvature Cu * in a period from the start of the ACL until the detection of the approaching vehicle, and after the inversion of the signal, emitting the controlled variable corresponding to the integrated value of the target curvature Cu * for the ECU of EPS 20.
[0202] For example, as shown in Figure 12, in the case where the approaching vehicle is detected at time t1, the integrated value of the target curvature Cu * from time t0 when the ACL is started until time t1 corresponds to
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59/82 area of the gray portion in the figure. Consequently, by inverting the sign of the controlled variable for anticipation corresponding to the area (inverting right-left direction) and supplying the command to the EPS 20 ECU, it is possible to return the yaw angle to the state just before the start of the LCA, at the time point in that the issue of the variable controlled by anticipation is completed. The value resulting from the inversion of the sign (positive or negative) of the integrated value of the target curvature Cu * from time t0 to time t1 is called an inverse integrated value. By adding the inverse integrated value to the integrated value of the target curvature Cu * from time t0 to time t1, it is possible to set the integrated value of the target curvature Cu * from the beginning of the ACL, to zero.
[0203] In case of detecting the approaching vehicle (the other vehicle that is likely to approach abnormally the vehicle itself in the target lane) in the state of last part of LCA, the vehicle itself is in a state of emergency, as there is a great possibility that part of the vehicle itself has entered the target range. Consequently, it is necessary to return the yaw angle to zero and make the vehicle itself parallel to the direction in which the lane extends, in the shortest possible time. However, a steering assist control system determines a higher magnitude value for a lateral acceleration of the vehicle (which is a lateral acceleration to act on the vehicle and is different from the lateral acceleration in the direction of lane width) and a upper limit of magnitude of a rate of change at which lateral acceleration can be changed (an upper limit of magnitude of a amount of change of lateral acceleration per unit of time).
[0204] The driving aid ECU 10 then computes the target curvature Cuemergency * after time t1, as shown by the thick line in Figure
12. The Cuemergency * target curvature is computed using a maximum value (Cumax) and a maximum change gradient (Cu'max). The maximum value (Cumax) is adjusted
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60/82 for the upper limit of the lateral acceleration of the vehicle that is allowed in the steering assistance control system. The maximum gradient of change (Cu'max) means a gradient of change in which the target curvature Cuemergency * is increased to the maximum Cumax and a gradient of change in which the target curvature Cuemergency * is reduced from the maximum Cumax to zero. The maximum change gradient (Cu'max) is adjusted to the upper limit that is allowed in the steering assist control system. For example, the maximum Cumax value is set to a value where the vehicle's lateral acceleration is 0.2 G (G: gravitational acceleration). A lateral acceleration YG to act on the vehicle can be calculated as a value (YG = v ² Cu) resulting from the multiplication of the square (v ² ) of the vehicle speed by the curvature (Cu). Consequently, from this relational expression, the maximum Cumax value can be evaluated. The signs of the maximum Cumax value and the maximum change gradient Cu'max are determined by the sign of the inverse integrated value.
[0205] Driving aid ECU 10 computes the target curvature Cuemergency * in relation to the time elapsed from the time point (time t1 in Figure 12) when the approaching vehicle is detected, based on the magnitude of the inverse integrated value , the maximum Cumax value of the target curvature and the maximum change gradient Cu'max of the target curvature. Later in this document, the target curvature Cuemergency * in relation to the elapsed time t is also called the target curvature function Cuemergency * (t). The Cuemergency * (t) target curvature function determines the target lane of the vehicle itself. Consequently, the target curvature function Cuemergency * (t) corresponds to the target yaw return track.
[0206] The inverse integrated value can be calculated by integrating the target curvature Cu * and the inversion of the sign of the integrated value, whenever the target curvature Cu * is computed during the execution of the LCA. However, in the modality, the value
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61/82 inverse integrated is calculated as follows.
[0207] The target curvature Cu * in the ACL can be expressed by the following Expression (19), using the lateral lateral acceleration ay * and the vehicle speed v.
Cu * = ay * / v ² ... (19) [0208] Consequently, the value resulting from the integration of the target curvature Cu * from time tO (that is, the elapsed time t = 0) until time t1 ( that is, the elapsed time t = t1) can be expressed by the following Expression (20), using the vehicle speed v and the target lateral speed vy *. Expression (20) is based on the premise that vehicle speed v can be considered constant during the execution of the ACL.
[Formula 1] vy (t) v ² vy (tl)
- (20) [0209] Consequently, the inverse integrated value is calculated by inverting the sign of the integrated value obtained by Expression (20). As described above, when the inverse integrated value is calculated, it is possible to calculate the target curvature Cuemergency * in relation to the time elapsed from the time point when the approaching vehicle is detected, based on the magnitude of the inverse integrated value, the value maximum Cumax of the target curvature and the maximum Cu'max change gradient of the target curvature. Thus, the driving aid ECU 10 computes the target curvature Cuemergency * to return, to zero, the integrated value of the target curvature Cu * from the beginning of the ACL, for the shortest time, under the limitation with the maximum value Cumax and the Cu'max maximum change gradient.
[0210] Description of the computation of the yaw target track
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62/82 (Cuemergency target curvature * (t)) was made above.
[0211] In step S42, at the same time as computing the target yaw return track, the Driving Assist ECU 10 gives a warning to inform the driver of the LCA midway stop and the detection of the approaching vehicle. For example, Driving Assist ECU 10 sets alarm 13 to generate a warning sound (for example, four beeps), and sends an LCA approach warning command to meter ECU 30. The warning sound is provided so that the level of attention is higher.
[0212] When the meter ECU 30 receives the LCA approach warning command, the meter ECU 30 displays an LCA approach warning screen 31d on the display device 31, as shown in Figure 13. On the warning screen approaching LCA 31d, track Z (see Figure 8) displayed up to that point is cleared, and a warning mark GA is displayed to be flashed parallel to the white line image GWL on the side in the direction of lane change (at in this example), in addition to the white line image GWL. By the sound of the alarm 13 and the LCA approach warning screen 31d displayed on the display device 31, the driver can recognize that the LCA is interrupted in the middle of the path and that the other vehicle approaches the vehicle itself in the target lane abnormally. In this case, a warning message can be generated by a voice announcement. In addition, a warning can be provided to the driver by vibrating a vibrator (not shown). The LCA approach warning screen 31d continues to be displayed until an LCA approach warning control end condition is satisfied.
[0213] Subsequently, in step S43 of the routine shown in Figure 7, the driving aid ECU 10 performs direction control based on the Cuemergency * (t) curvature function calculated in the previous step S42. In this case, the Driving Assist ECU 10 resets timer t (sets timer t to zero and,
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63/82 then starts timer t) and computes the target curvature Cuemergency * at the current time point, starting from the time elapsed from the time point when the approaching vehicle is detected in the state of the last LCA part and of the target curvature function Cuemergency * (t). Driving aid ECU 10 computes the target steering angle Oemergency * at the current time point, from the target curvature Cuemergency * and the curvature Cu detected by camera sensor 12 at the current time point. The target steering angle Oemergency * is calculated by multiplying the sum of the target curvature Cuemergency * at the current time point and the curvature Cu detected by camera sensor 12, by the control gain Klca1, as shown in the following Expression (21).
Oemergency * = Klca1 (Cuemergency * + Cu) ... (21) [0214] Driving aid ECU 10 sends a steering command indicating the Oemergency * target steering angle to the EPS 20 ECU whenever the Driving aid ECU 10 calculates the target steering angle Oemergency *. When the EPS 20 ECU receives the steering command, the EPS 20 ECU starts and controls the steering motor 22 so that the steering angle follows the target steering angle Oemergency *. In the modality, the driving aid ECU 10 computes the target steering angle Oemergency * as the controlled variable. However, the Driving Assist ECU 10 can compute a target torque that provides the Oemergency * target steering angle, and can send a steering command indicating the target torque to the EPS 20 ECU.
[0215] Later in this document, steering control using the Oemergency * target steering angle is called yaw angle return control. In yaw angle return control, the steering angle is controlled only by the control member in advance using the sum of the target curvature Cuemergency * and the curvature Cu detected by the camera sensor
12. That is, a feedback control using the yaw angle Oy
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64/82 detected by camera sensor 12 is not performed.
[0216] Driving aid ECU 10 may contain the value of the variable controlled by feedback (the second to fifth members on the right side of Expression (15)) computed just before the time point (time t1) when the vehicle is approaching is detected, and can add the retained value (fixed value) to the right side of Expression (21) as a part of the variable controlled by anticipation, during the yaw angle return control.
[0217] Subsequently, in step S44, the driving aid ECU 10 determines whether the yaw angle return control has been completed. The yaw angle return control is completed at the moment when the Cuemergency * target curvature becomes zero (at time t2 in Figure 12). When the yaw angle return control has not been completed, the Driving Aid ECU 10 returns the process to step S43, and performs the same processes. The processes are repeated in a predetermined computation cycle and, thus, the yaw angle is reduced at a high speed.
[0218] The yaw angle is also changed in the event that the vehicle itself is returned to the central position of the previous lane by the ACL cancellation control. However, in the case of the yaw angle return control, the yaw angle is reduced at a higher speed (ie an emergency speed) than the change speed in the ACL cancellation control, due to the adjustment of the maximum Cumax value of the target curvature and the maximum change gradient Cu'max.
[0219] When the yaw angle return control is completed as a result of the repetition of the processes (S44: Yes), the driving aid ECU 10 proceeds with the process for step S45. At that point, the yaw angle was reduced to almost zero. That is, the lateral speed of the vehicle itself is almost zero. Consequently, it is possible to prevent the
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65/82 vehicle moves to the central side towards the width of the target lane, and it is possible to help prevent collision with the approaching vehicle. A driving aid ECU functional unit 10 that performs yaw angle return control (S42 to S44) can function as a collision prevention aid control unit in the invention.
[0220] In step S45, the Driving Assist ECU 10 computes a target track to move the vehicle itself from the current position (the position of the vehicle itself at the time when the yaw angle return control is completed) until the central position of the previous track. Later in this document, the target lane is called a previous lane return target lane. The y (t) function shown in Expression (2) is also used for the previous track's return track target. A function that expresses the previous track return track is called the previous track return track function y (t). In the calculation of the previous lane return target lane function y (t), to determine the coefficients 00, 01, 02, 03, 04, c5 of the y (t) function shown in Expression (2), the computation parameters of Previous track return target track are adjusted as follows. The target track computation parameters of the previous track return are the following seven parameters (P21 to P27).
[0221] P21. A lateral position of the vehicle itself at the current time point (the time at which the yaw angle return control is completed) [0222] P22. A lateral speed of the vehicle itself at the current time point (the time by which the yaw angle return control is completed) [0223] P23. A lateral acceleration of the vehicle itself at the current time point (the time by which the yaw angle return control is completed) [0224] P24. A target side position (the central position of the previous lane in the modality; later in this document, called a target position of the previous lane return completion) that is a target value of the lateral position
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66/82 for the movement of the vehicle itself [0225] P25. A target side speed (called a previous lane return completion side speed) of the vehicle itself when the vehicle itself is moved to the previous lane return completion side position [0226] P26. A target lateral acceleration (called a target lateral acceleration of the previous lane return completion) of the vehicle itself when the vehicle itself is moved to the target lateral position of the previous lane return completion [0227] P27. A target time (called a previous lane return target time) that is a target value of the time needed to move the vehicle itself from the current position to the previous lane return completion side position [0228] Here , the lateral position of the vehicle itself at the current time point (the time at which the yaw angle return control is completed) is represented by yreturn, the lateral speed at the current time point is represented by vyreturn, the lateral acceleration at current time point is represented by ayreturn, the time at which the yaw angle return control is completed is recently set to t = 0, and the previous range return target time is represented by treturn. The previous track return target computation parameters are set to y (0) = yreturn, y '(0) = vyreturn, y ”(0) = ayreturn, y (treturn) = W (the signal is adjusted depending on of the lane change direction), y '(treturn) = 0, and y' '(treturn) = 0.
[0229] The lateral yreturn position, lateral vyreturn speed and lateral ayreturn acceleration are detection values at the current time point, and can be computed by the same method as the method described above to assess the initial lateral state quantity. That is, the lateral yreturn position is the deviation
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67/82 lateral Dy at the current time point. The lateral speed vyreturn is evaluated from the vehicle speed v at the current time point and the yaw angle 0y at the current time point (vyreturn = v sin (0y)). The lateral acceleration ayreturn is a value (v γ) resulting from multiplying the yaw rate γ at the current time point by the vehicle speed v at the current time point. In addition, y (treturn) is adjusted to the target side position of the previous track's return end, that is, the central position of the previous track. On this occasion, in case the camera sensor 12 emits the track information about the previous track at the point in time when the yaw angle return control is completed, y (treturn) is set to zero. Both y '(treturn), which expresses the target lateral speed of ending the previous lane return, and y ”(treturn), which expresses the lateral acceleration target of completing the previous lane return, are set to zero.
[0230] The previous treturn track return target time is computed by the following Expression (22), using an Areturn target time adjustment constant adjusted to a value similar to the target time adjustment constant A that is used when the target range change tlen is computed at the beginning of the LCA.
treturn = Dreturn Areturn ... (22) [0231] Here, Dreturn is a distance required to move the vehicle itself in the lateral direction from the vehicle's lateral position at the moment when the yaw angle return control is completed to the target side position of completion of the previous lane return (the central position of the previous lane). At the point in time when the yaw angle return control is completed, collision with the other vehicle is avoided. Therefore, the speed of movement of the vehicle's own position in the lateral direction may be similar to that in the ACL. Consequently, the target time adjustment constant Areturn is adjusted to a value similar to the target time adjustment constant A in the execution of the ACL.
[0232] Based on the adjustment values of the computation parameters of
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68/82 target lane of previous lane return, the driving aid ECU 10 calculates the values of the coefficients 00, 01, 02, 03, 04, c5 of the function y (t) expressed by Expression (2), by the same method from step S14. The driving aid ECU 10 then replaces the calculated values of the coefficients 00, 01, 02, 03, 04, c5 in Expression (2) and then calculates the target lane function of the previous lane return y (t) .
[0233] After the Driving Assist ECU 10 calculates the previous lane return target lane function in step S45, the Driving Assist ECU 10 proceeds with the process for step S46. In step S46, the driving aid ECU 10 performs direction control based on the previous lane return target lane function calculated in previous step S45. In this case, the Driving Assist ECU 10 resets timer t (sets timer t to zero and then starts timer t), and computes the amount of target lateral movement state (y *, vy *, ay * ) and the target yaw state amount (0y *, γ *, Cu *) from the time elapsed from the time point at which the yaw angle return control is completed and the target return track function y (t), similarly to step S15, to compute an Oreturn * final target steering angle *. For example, the target steering angle Oreturn * can be computed, replacing the left side of Expression (15) with Oreturn *.
[0234] After the driving aid ECU 10 computes the target controlled variable Oreturn *), the driving aid ECU 10 sends the direction command indicating the target controlled variable, to the EPS 20 ECU. In the modality, the ECU driving aid 10 computes the target steering angle Oreturn * as the controlled variable. However, the Driving Assist ECU 10 can compute a target torque that provides the target steering angle Oreturn *, and can send the steering command indicating the target torque to the EPS 20 ECU.
[0235] Subsequently, in step S47, the driving aid ECU 10 determines whether a condition of ending the warning warning control state
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69/82 LCA approach is satisfied. In this case, the driving aid ECU 10 determines that the condition of ending the LCA approach warning control state is satisfied, when the driving aid ECU 10 detects that the vehicle's own lateral position has reached the target lateral position of completion of the previous track return (the central position of the previous track) by the direction control in step S46. Alternatively, the Driving Assist ECU 10 can determine that the final condition of the LCA approach warning control state is satisfied, when the Driving Assist ECU 10 detects that the LCA approach warning control state has continued for predefined time.
[0236] In the event that the Driving Assistance ECU 10 determines that the LCA approach warning control end condition is not met (S47: No), Driving Assistance ECU 10 returns the process to step S46. Consequently, the direction control in step S46 is performed until the final condition of the LCA approach warning control state is satisfied. Thus, the vehicle itself moves towards the central position of the previous lane.
[0237] When the condition of ending the LCA approach warning control state is satisfied as a result of the repetition of the processes, the driving aid ECU 10 concludes the LCA approach warning control routine, and proceeds with the process for step S21 of the main routine (steering assistance control routine). Thus, the steering assist control state changes from the LCA approach warning control state to the LTA-ON state. A driving aid ECU functional unit 10 that performs the processes from step S45 to step S47 can function as an earlier lane return assist control unit in the invention.
[0238] Figure 15 shows a target lane of the previous lane return when the vehicle C1 and the other vehicle C3 approach each other in the state of
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70/82 last part of LCA.
[0239] In the steering assistance system described above in the modality, even after the ACL is started based on the periphery monitoring, the periphery monitoring is continued. In the event that the approaching vehicle is detected, the ACL is stopped midway, and the steering assist control mode after that time changes depending on the progress status of the lane change at that time. In the event that the approach of the vehicle is detected in the first part of the lane change, direction control is assisted so that the vehicle itself returns to the central position of the previous lane in the direction of the lane width of the previous lane. Thus, while safety is guaranteed, the vehicle itself is returned to a preferable position for the driver. Consequently, it is possible to increase convenience.
[0240] In the event that the approaching vehicle is detected in the last part of the lane change, the approach warning is given to the driver, and the steering angle is controlled so that the vehicle's own yaw angle is quickly returned to the state just before the start of the LCA. Just before the start of the LCA, the LTA is running. Therefore, the yaw angle is reduced to almost zero. In addition, in the yaw angle return control, the steering angle is controlled only by the anticipation control, using the Oemergency * target steering angle computed based on the integrated value of the target curvature Cu *.
[0241] Yaw angle return control needs to be carried out in the shortest possible time. For example, in the case where the steering angle is quickly changed using the detection value of camera sensor 12 and where the detection value of camera sensor 12 is wrong, the steering angle is quickly changed in the wrong direction , and an uncomfortable feeling is given to the driver. In the event that feedback feedback is
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71/82 executed using the yaw angle 0y detected by camera sensor 12, the target controlled variable is adjusted with the detection of the change in vehicle behavior and, therefore, the control delay is generated. Then, in the modality, the yaw angle is returned to the state just before the start of the LCA, by the anticipation control based on the integrated value of the target curvature Cu * and, thus, it is possible to quickly reduce the yaw angle to zero. Thus, it is possible to reduce the lateral speed of the vehicle itself in a short period of time. Consequently, it is possible to quickly prevent the vehicle itself from moving to the central side towards the width of the target lane, and it is possible to help prevent collision with the approaching vehicle (to help reduce the likelihood of a collision). The anticipated controlled variable includes the component (Klca1 Cu) of the Cu curvature indicating the shape of the road curve. However, the component is a controlled variable to make the vehicle itself move along the shape of the road, and the change in the component is extremely smooth. Therefore, the component does not negatively influence the yaw angle return control.
[0242] When the yaw angle return control is completed, the target lane of the previous lane return to return the vehicle itself to the center position of the previous lane is computed, and the steering angle is controlled so that the steering itself vehicle moves along the target lane of the previous lane return. Consequently, it is possible to return the vehicle itself to a position that is even safer and is preferable for the driver.
[0243] As per the TTC collision time threshold that is used for determining whether a vehicle is approaching, the TTC2 last part threshold is set to a value less than the TTC1 first part threshold. Therefore, in the state of the first part of the LCA, it is possible to complete the LCA with sufficient time in the state in which security is guaranteed, in case of detecting the other
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72/82 vehicle that is probably approaching abnormally from the vehicle itself. On the other hand, in the state of the last part of the LCA, it is possible to prevent an emergency operation aid for collision prevention from being performed beyond what is necessary. Consequently, it is possible to prevent the ACL from being interrupted halfway beyond what is necessary, and it is possible to increase convenience.
[0244] The determination of the first part and the last part of the change of track is carried out based on the lateral deviation Dy that is detected by camera sensor 12, and can be carried out properly and easily. With the change of progress status of the lane change between the first part and the last part of the lane change at an initial moment before the side surface of the vehicle itself passes through the white limit line in consideration of the overvaluation (the lateral directional distance through which the vehicle itself enters the target range) due to the delay in the response to the ACL cancellation control, it is possible to switch between the ACL cancellation control state and the ACL approach warning control state more properly. Particularly, by adjusting a first-last part change position (condition of determining the first-last part) taking into account the lateral speed of the vehicle itself, it is possible to change between the ACL cancellation control status and the LCA approach warning control state even more properly.
[0245] At the end of the ACL cancellation control state and at the time of the end of the ACL approach warning control state, similarly to the time of the ACL termination, the target lateral speed and the target lateral acceleration of the vehicle itself are set to zero and therefore the vehicle itself can move steadily along the centerline of the CL lane continuously.
Modification 1
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73/82 [0246] In the mode, in the yaw angle return control, the control to return the yaw angle to the state just before the start of the LCA is performed using the inverse integrated value. However, it is not always necessary to use the inverse integrated value. For example, in step S42 of the routine shown in Figure 7, the driving aid ECU 10 computes the target steering angle to reduce the yaw angle (absolute value), with a maximum steering angle that is allowed in the assist system. steering. In this case, similarly to the above modality, the driving aid ECU 10 can compute the target steering angle, based on the maximum Cumax value of the target curvature and the maximum change gradient Cu'max of the target curvature. In step S43, the driving aid ECU 10 sends a steering command indicating the target steering angle, to the EPS 20 ECU.
[0247] Then, in step S44, the driving aid ECU 10 determines whether the yaw angle 0y that will be detected by camera sensor 12 has become zero, or whether the signal (positive or negative) of the yaw angle 0y has been inverted. When the yaw angle 0y has become zero, or when the yaw angle signal 0y has been inverted, the driving aid ECU 10 determines that the yaw angle return has been completed (S44: Yes). It is preferable to apply modification 1 in the case where the camera sensor 12 with a high definition is equipped.
Modification 2 [0248] In the above modification and modification 1, in case of executing the yaw angle return control, the driving aid ECU 10 controls the steering angle to reduce the yaw angle at the emergency speed. However, it is not always necessary to control the steering angle. The driving aid ECU 10 can generate a braking difference between the right and left wheels so that the vehicle itself makes a yaw movement and thus can reduce the yaw angle at emergency speed. Per
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For example, the driving aid ECU 10 can perform the following process, instead of the processes from steps S42 to S44 shown in Figure 7.
[0249] When the Driving Assist ECU 10 sets the Driving Assist Control State to the LCA Approach Warning Control State (S41), the Driving Assist ECU 10 sends a Return Control command from yaw angle for brake ECU 60, and gives warning to the driver. The warning to the driver is the same as the process of step S42 in the mode. The yaw angle return control command includes information about the yaw angle return direction. The brake ECU 60 generates a difference in braking force between the right and left wheels, based on the yaw angle return control command. In that case, the brake ECU 60 can generate the braking force for both the right and left wheels, or it can generate the braking force for at least one of the right and left wheels. In this way, the vehicle itself makes the yaw movement so that the yaw angle (absolute value) is reduced. The braking force is controlled with a controlled variable set for yaw angle return control, that is, a controlled variable that allows the yaw angle to be reduced at an emergency speed to prevent collisions.
[0250] After the Driving Assist ECU 10 sends the yaw angle return control command, Driving Assist ECU 10 determines whether the yaw angle 0y that will be detected by camera sensor 12 has become zero, or that is, the sign (positive or negative) of the yaw angle 0y has been inverted. When the yaw angle 0y has become zero, or when the yaw angle signal 0y has been inverted, the driving aid ECU 10 for sending the yaw angle return control command to the brake ECU 60. Thus , the braking force is lost, and the yaw angle return control is completed. After driving aid ECU 10 stops sending the angle return control command
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75/82 of yaw, the driving aid ECU 10 proceeds with the process for step S45.
[0251] Also in modification 2, it is possible to quickly reduce the yaw angle of the vehicle itself. Similar to modification 1, it is preferable to apply modification 2 in the case where the camera sensor 12 with a high definition is equipped. It is permissible to adopt a configuration of simultaneous execution of both the control of the braking force and the control of the steering angle (for example, modification 1).
Modification 3 [0252] The LCA approach warning control routine (S40) in the mode is divided into the yaw angle return control (S42 to S44) and the control process (S45 to S47) to return the vehicle itself for the previous track, however it can be performed without the division between them. For example, in the LCA approach warning control routine (S40), the processes from steps S42 to S44 are excluded. Instead, a technique for adjusting the previous treturn lane return target time to a short collision avoidance time in computing the previous lane return lane track in step S45. Here, the warning process for the driver in step S42 is carried out.
[0253] In this case, in step S45, the driving aid ECU 10 adjusts the seven target computation parameters of the previous lane return (P21 to P27). Parameters P21, P22, P23 are adjusted for the lateral position (P21), lateral speed (P22) and lateral acceleration (P23) of the vehicle itself when the steering assist control state is set to the warning warning control state. approximation of ACL, respectively. The other parameters P24 to P27 are set in the same way as in the modality.
[0254] Here, the lateral position of the vehicle itself at the current time point (the time at which the LCA approach warning control state is set) is
Petition 870180048209, of 06/06/2018, p. 141/169
76/82 represented by yreturn, the lateral velocity of the vehicle itself at the current time point is represented by vyreturn, the lateral acceleration of the vehicle itself at the current time point is represented by ayreturn, the time at which the aid control state direction is set to the LCA approach warning control state is recently set to t = 0, and the previous track return target time is represented by treturn. The previous track return target computation parameters are set to y (0) = yreturn, y '(0) = vyreturn, y ”(0) = ayreturn, y (treturn) = W (the signal is adjusted depending on of the lane change direction), y '(treturn) = 0, and y' '(treturn) = 0.
[0255] The lateral yreturn position, lateral vyreturn speed and lateral ayreturn acceleration are detection values at the current time point, and can be computed by the same method as the method described above to assess the initial lateral state quantity. In addition, y (treturn) is adjusted to the target side position of the previous track's return end, that is, the central position of the previous track. On this occasion, in case the camera sensor 12 emits the track information about the previous track at the time point when the steering assist control state is set to the LCA approach warning control state, y (treturn) is set to zero. Both y '(treturn), which expresses the target lateral speed of the end of the previous lane return, and y ”(treturn), which expresses the lateral acceleration target of the completion of the previous lane return, are set to zero.
[0256] The target treturn return time before parameter P27 needs to be set for a short time for collision prevention. Therefore, the target return time of the previous treturn range is computed by Expression (22) above, using an Areturn target time adjustment constant adjusted for collision prevention. Consequently, the target time setting constant Areturn is set to a value less than the target time setting constant
Petition 870180048209, of 06/06/2018, p. 142/169
77/82
Acancel that is used to control ACL cancellation. Furthermore, Dreturn in Expression (22) is a necessary distance to move the vehicle itself in the lateral direction from the vehicle's lateral position at the time when the steering assist control state is set to the warning warning control state. LCA approach to the lateral position target of completion of the previous lane return (the central position of the previous lane).
[0257] Based on the adjustment values of the target lane computation parameters of the previous lane return, the driving aid ECU 10 calculates the values of the coefficients 00, 01, 02, 03, 04, c5 of the y function (t ) expressed by Expression (2), using the same method as step S14. Then, the driving aid ECU 10 replaces the calculated values of the coefficients c0, c1, c2, c3, c4, c5 in Expression (2) and then calculates the previous lane return target lane function y (t) . After the Driving Assist ECU 10 calculates the previous lane return target lane function in step S45, the Driving Assist ECU 10 proceeds with the process for step S46.
[0258] Also in modification 3, it is possible to quickly reduce the yaw angle of the vehicle itself, in the event that the approaching vehicle is detected in the last part of the lane change.
Modification 4 [0259] In the modality, the warning (S42) to the driver and the steering assist (S42, S43) for collision prevention are simultaneously initiated, in the event that the steering assist control state is set to the LCA approach warning control status. Instead, the warning to the driver can be carried out first, and the driver may be asked to perform the wheel operation. Thereafter, in the event that the degree of approach between the vehicle itself and the other vehicle becomes even greater, the LCA can be completed, and the LCA approach warning control can be initiated.
Petition 870180048209, of 06/06/2018, p. 143/169
78/82 [0260] Figure 17 shows a modification (modified part) of the steering assistance control routine. When driving aid ECU 10 determines “a vehicle is approaching at step S19 (S19: No), driving aid ECU 10 gives the driver notice at step S60. Subsequently, in step S61, the driving aid ECU 10 determines whether the condition for the start of the LCA approach warning control state has been satisfied. In this case, the driving aid ECU 10 determines whether the TTC collision time is less than a TTCsteer threshold. For example, the TTCsteer threshold is set to a value less than the threshold of the last TTC2 part in step S19. In the event that the TTC collision time is equal to or greater than the TTCsteer threshold, the driving aid ECU 10 proceeds with the process for step S20. On the other hand, in the event that the TTC collision time is less than the TTCsteer threshold, the driving aid ECU 10 proceeds with the process for step S40. In the modification, it is possible to further increase the convenience.
[0261] The steering assistance systems according to the modality and the modifications were described above. However, the invention is not limited to modality and modifications, and several changes can be made without departing from the spirit of the invention.
[0262] For example, in the above modality, the final target lateral position is adjusted to the central position of the previous track, in the LCA approach warning control state. However, the final target lateral position does not always need to be adjusted to the central position of the previous range and, for example, can be adjusted to an arbitrary lateral position in the previous range.
[0263] In addition, in the above modality, the determination of the first part and the last part of the lane change can be made based on the lateral deviation Dy detected by camera sensor 12, however, instead, it can be done based on time elapsed from the start of the ACL. For example, a time (the time
Petition 870180048209, of 06/06/2018, p. 144/169
79/82 elapsed from the start of the LCA) in which the lateral position of the vehicle itself reaches a specific position can be adjusted as a determination time, and the possibility of the progress status of the lane change being the first part or the The last part can be determined based on the possibility that the time elapsed from the beginning of the ACL has reached the determination time.
[0264] In the above modality, the execution of the LCA is based on the premise that the steering assistance control state is the LTA-ON state (the state in which the LTA is being executed), however the premise is not always necessary . Furthermore, the premise that ACC is being executed is not necessary. In addition, in the modality, the LCA is executed with the proviso that the road on which the vehicle itself travels is an expressway. However, it is not always necessary to provide the condition.
[0265] In the above mode, the range is recognized by the camera sensor
12. However, the position of the vehicle itself in relation to the lane can be detected by the navigation ECU 70.
[0266] After the collision avoidance aid control is performed, another steering aid control to assist a steering operation to move the vehicle itself to a desired position can be properly performed.
[0267] The reduction in the yaw angle means the reduction in the absolute value of the yaw angle. In the event that the yaw angle is reduced at emergency speed, steering, for example, can be controlled so that the yaw angle is reduced, with a maximum steering angle that is allowed in the steering assist system. In addition, for example, the yaw angle can be reduced by controlling the orientation of the vehicle itself using the braking force of a wheel. The “reduction in the emergency speed which is greater than the speed at which the yaw angle is changed by
Petition 870180048209, of 06/06/2018, p. 145/169
80/82 center return assistance ”means the reduction in the emergency speed that is greater than the speed at which the yaw angle is changed by the central return assistance control, for example, in relation to the average speed, instead of meaning a momentary speed at a given time. Consequently, it is possible to reduce a lateral speed which is the speed of the vehicle itself in the direction of the lane, in a short period of time. When lane change assistance control is initiated, the yaw angle is increased to cause the vehicle itself to move towards the target lane. The collision avoidance control controls the steering so that the yaw angle increased by the lane change assistance control is returned to a yaw angle shortly before the lane change assistance control is initiated (at speed of emergency).
[0268] While the tracking aid control is being performed, the regular position in the direction of bandwidth can be the central position in the direction of bandwidth, for example. When lane shift assistance control is initiated, the yaw angle is estimated to be close to zero.
[0269] The change in the target curvature corresponds to the change in the direction angle, and can be considered the change in the yaw angle. This means that it is possible to adjust the yaw angle to a value close to the value just before the lane change aid control is started, controlling the direction to adjust the integrated curvature value to zero, which changes with time from the beginning of the lane change aid control. Then, the value corresponding to the integrated value of the target curvature from the beginning of the lane change assistance control until the beginning of the collision avoidance assistance control is calculated, and the target controlled variable based on the value corresponding to the integrated value. computed is calculated. Then, the direction is controlled based on the variable
Petition 870180048209, of 06/06/2018, p. 146/169
81/82 controlled target. For example, the target controlled variable can be calculated based on a value resulting from the inversion of the sign of the integrated value of the target curvature. The integrated value of the target curvature can be evaluated by integrating the target curvature, and the integrated value of the target curvature can be evaluated, for example, by calculating a value resulting from the division of the lateral speed (a target lateral speed for control can be adopted) of the own vehicle when lane change assistance control is interrupted by the vehicle speed square. The yaw angle just before the lane change control is started is close to zero. Consequently, it is possible to adjust the orientation of the vehicle itself to an orientation close to the direction in which the lane extends, in a short period of time.
[0270] The detection of the progress status and the determination of the first part and the last part can be performed by detecting the relative position of the vehicle itself to the lane based on lane information, or can be performed by estimating the relative position of the lane. vehicle itself to the lane based on a time elapsed from the start of lane change assistance control.
[0271] Also, even in the event that the approaching vehicle is detected and the central return assist control is started when the vehicle itself is positioned in the previous lane, the yaw angle does not immediately become a value close to zero ( that is, there is a control delay and the like) and, therefore, the vehicle itself moves in the direction of lane change to a certain extent. That is, the lateral position of the vehicle itself exceeds in the direction of lane change at the beginning of the central return assistance control. Thus, the determination of the first part and the last part can be carried out while an amount of overvaluation (a distance of lateral movement when the vehicle itself moves in the direction of lane change) is previously predicted. That is, the status of the change of track can be changed from the first part
Petition 870180048209, of 06/06/2018, p. 147/169
82/82 for the last part initially, before a side part of the vehicle itself on the fixed shift side reaches the limit between the previous lane and the target lane.
[0272] Overtaking due to the fact that the delay of the central return assistance control is greater than the speed of the vehicle itself in the direction of lane width is greater. Then, a determination position can be adjusted so that the distance between the limit and the determination position is greater, since the speed of the vehicle itself in the direction of lane width is higher.

权利要求:
Claims (8)
[1]
1. Steering aid system FEATURED by the fact that it comprises:
a periphery monitoring unit (11) configured to monitor a periphery of a vehicle itself;
a lane recognition unit (12) configured to recognize a lane, and acquire lane information that includes a positional relationship of the vehicle itself to the lane;
a lane change assistance control unit (10) configured to initiate lane change assistance control in response to a lane change assistance request, in a case where the periphery monitoring unit (11) does not detect another vehicle obstructing a lane change made by the vehicle itself, and the lane change assistance control controls the direction so that the vehicle itself performs the lane change, based on lane information, from a previous lane to a target lane, the previous lane being a lane on which the vehicle itself is currently moving, the target lane being a lane adjacent to the previous lane a progress status detection unit (10) configured for detect a lane change progress status by controlling lane change assistance at a current time point;
a lane change assist interruption unit (10) configured to interrupt lane change assist control midway, when the periphery monitoring unit (11) detects an approaching vehicle, which is likely to the oncoming vehicle approaches abnormally the vehicle itself in a case where lane change assistance control is
Petition 870180049344, of 06/08/2018, p. 6/12
[2]
2/5 continued;
a central return assist control unit (10) configured to perform a central return assist control unit in a case where the progress status detected by the progress status detection unit (10) when the vehicle approach is detected and the lane change assist control is stopped midway is a first part of lane change, with the center return assist control controls the direction so that the vehicle itself is moved to a central lane position previous in a bandwidth direction from the previous track; and a collision avoidance aid control unit (10) configured to perform a collision avoidance aid control in a case where the progress status detected by the progress status detection unit (10) when approaching the vehicle is detected and lane change assistance control is interrupted midway is a last part of lane change, and collision avoidance assistance control controls an orientation of the vehicle itself so that a yaw angle be reduced at an emergency speed, the yaw angle being an angle between a direction in which the lane extends and a direction of orientation of the vehicle itself, with the emergency speed being higher than the speed at which the yaw angle is changed by the central return assist control.
2. Steering assistance system, according to claim 1, CHARACTERIZED by the fact that it additionally comprises a lane tracking assistance control unit (10) configured to perform a lane tracking assistance control, the lane tracking aid control controls the steering so that a vehicle's own travel position is maintained in a regular position in the lane width direction on the lane based on lane information,
Petition 870180049344, of 06/08/2018, p. 7/12
[3]
3/5 where the lane shift assist control unit (10) is configured to stop lane tracking assist control and initiate lane change assist control and initiate lane change assist control , in a case where the lane change assistance request is received while lane tracking assistance control is being performed, and the collision prevention assistance control unit (10) is configured to control the direction of so that the yaw angle increased by the lane change assist control is returned to a previous yaw angle immediately before lane change assistance control is initiated.
3. Direction assistance system, according to claim 2, CHARACTERIZED by the fact that the lane change assistance control unit (10) is configured to compute a first target controlled variable in a predetermined computing cycle, being that the first target controlled variable includes an anticipated controlled variable in which a target curvature of a lane where the vehicle itself performs lane change is used, and control direction based on the first target controlled variable and the control unit of collision avoidance aid (10) is configured to compute a value corresponding to an integrated value of the target curvature from the beginning of the lane change aid control to the beginning of the collision prevention aid control, computing a second variable target subsidiary based on the value corresponding to the integrated value, and
Petition 870180049344, of 06/08/2018, p. 12/12
[4]
4/5 control the direction based on the second target controlled variable while the collision avoidance aid control is performed.
4. Steering assistance system, according to any of the claims 1 to claim 3, CHARACTERIZED by the fact that it additionally comprises a back lane assistance control unit (10) configured to perform a steering assistance control previous lane return after the previous lane return assist control is completed, and the previous lane return assist control controls the direction so that the vehicle itself is moved to the center position of the previous lane in the width direction from the previous track.
[5]
5. Steering assistance system, according to any one of claims 1 to claim 4, CHARACTERIZED by the fact that the progress status detection unit (10) is configured to determine whether the progress status of the lane change by the lane change aid control at the current time point is the first part of the lane change or the last part of the lane change, determining that the progress status is the first part of the lane change in a case where you estimate it is assumed that the vehicle itself is positioned in the previous lane, and determining that the progress status is the last part of the lane change in a case where it is estimated that at least a part of the vehicle itself is positioned in the target lane.
[6]
6. Steering assistance system, according to any one of claims 1 to claim 4, CHARACTERIZED by the fact that the progress status detection unit (10) is configured to determine whether the progress status of the lane change for the control of
Petition 870180049344, of 06/08/2018, p. 9/12
5/5 lane change aid at the current time point is the first part of the lane change or the last part of the lane change, determining that the progress status is the first part of the lane change in a case where you estimate ensure that the vehicle itself is positioned in a first area that is on the opposite side of a determination position from the target lane in a lane change direction, and determine that the progress status is the last part of the lane change lane in a case where it is estimated that the vehicle itself is positioned in a second area which is on the opposite side of the determination position from the first area in the direction of lane change, the determination position is a specific localized position between the central position of the previous lane in the direction of the width of the previous lane and a limit, the limit being between the previous lane and the target lane.
[7]
7. Steering aid system according to claim 6, CHARACTERIZED by the fact that the progress status detection unit (10) is configured to adjust the determination position so that the distance between the limit and the position of determination is longer, since the speed of the vehicle itself in the direction of lane width is higher.
[8]
8. Steering assistance system, according to any one of claims 1 to claim 7, CHARACTERIZED by the fact that the periphery monitoring unit (11) is configured to determine that the approaching vehicle is detected, when a degree of approach of another vehicle for the vehicle itself exceeds a threshold, and the threshold is adjusted to a value corresponding to a higher degree of approximation in the last part of the lane change than in the first part of the lane change.

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CN111169475B|2020-01-15|2022-01-11|北京汽车集团有限公司|Vehicle collision early warning device and method and vehicle|

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RU2759453C1|2020-11-23|2021-11-15|Чунцин Чаньгань Аутомобайл Ко., Лтд|Redundancy control method for automatic driving system, automatic driving system, vehicle, controller and machine-readable medium|

法律状态:
2019-03-26| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|

优先权:

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申请号 | 申请日 | 专利标题

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JP2017-111675|2017-06-06|

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JP2017111675A|JP6589941B2|2017-06-06|2017-06-06|Steering support device|

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