WO2014192721A1 - 車両制御システム - Google Patents
車両制御システム Download PDFInfo
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- WO2014192721A1 WO2014192721A1 PCT/JP2014/063923 JP2014063923W WO2014192721A1 WO 2014192721 A1 WO2014192721 A1 WO 2014192721A1 JP 2014063923 W JP2014063923 W JP 2014063923W WO 2014192721 A1 WO2014192721 A1 WO 2014192721A1
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Definitions
- the present invention relates to a vehicle control system that recognizes a traveling environment in which a vehicle is traveling and performs driving assistance.
- Patent Document 1 discloses a technique for detecting a guardrail using a camera to avoid contact with the guardrail, and causing the vehicle to generate a yaw moment when the own vehicle and the guardrail become in a predetermined positional relationship. ing.
- An object of the present invention is to provide a vehicle control system capable of securing stability even in the case of collision with a travel route defining line such as a guardrail.
- the traveling route defining line of the traveling path is recognized from the information of the traveling direction region of the own vehicle, and the traveling direction imaginary line and the traveling route are defined after the own vehicle collides with the traveling route defining line.
- the yaw moment control amount is applied so that the angle formed with the line decreases.
- FIG. 1 is a schematic configuration view showing a vehicle control system of a first embodiment.
- FIG. 5 is a control block diagram of the electronic control unit of the first embodiment.
- FIG. 1 is a block diagram showing a configuration of a traveling environment recognition system of a first embodiment.
- 5 is a flowchart showing image processing in the traveling environment recognition system of the first embodiment. It is the schematic which shows typically the embankment road which has a steep slope part. It is a captured image which shows typically the image at the time of imaging the bank road which has a steep slope part from the own vehicle. It is the schematic showing the feature point simultaneously image
- FIG. 5 is a schematic view showing polymerization processing of image data in Example 1.
- FIG. 6 is a flowchart showing a vehicle attitude stabilizing control necessity determination process executed by the electronic control unit of the first embodiment.
- FIG. It is a schematic diagram showing the case where self-vehicles turn towards a runway regulation line.
- FIG. 7 is a schematic view illustrating a case where a host vehicle travels along a curved road and turns in a direction away from a travel route definition line.
- 5 is a flowchart illustrating a vehicle attitude stabilizing control process of the first embodiment.
- 5 is a flowchart illustrating a vehicle attitude stabilizing control process of the first embodiment.
- FIG. 7 is a schematic view showing a relationship between an evaluation function Ho (t) and a predetermined value ⁇ in Example 1.
- FIG. 7 is a schematic explanatory view showing a relationship of a braking force applied to suppress turning in a turning state at a predetermined vehicle speed or more according to the first embodiment.
- FIG. 10 is a time chart in the case where vehicle attitude stabilizing control processing is performed on the straight path of Embodiment 1.
- 5 is a flowchart showing the contents of collision control of the first embodiment.
- 5 is a flowchart showing the contents of automatic steering control processing executed in collision control of the first embodiment. It is a map showing the relative positioning of collision control of Example 1, vehicle attitude stabilization control, and existing lane keeping control.
- FIG. 1 is a schematic configuration diagram showing a vehicle control system of a first embodiment.
- the vehicle according to the first embodiment includes a driving environment recognition system 1, an electric power steering 2, a hydraulic brake unit 3, a brake booster 4, a steering wheel 5, a front left wheel 6, a front right wheel 7, a rear left wheel 8, a rear right wheel 9, an electronic A control unit 10 and a vehicle motion detection sensor 11 are provided.
- the traveling environment recognition system 1 captures data of the traveling environment by imaging the front of the own vehicle using stereo cameras 310a and 310b installed near the rear view mirror in front of and above the vehicle interior of the own vehicle and approximately in the center position. create.
- the electric power steering 2 calculates an assist torque based on a command according to the driver's steering torque and the steering angle or steering angular velocity of the steering wheel 5, assists the steering torque with the electric motor, and turns the left and right front wheels 6, 7 Steer. Also, steering torque assist control is performed to apply a yaw moment to the vehicle by vehicle attitude stabilizing control described later.
- the steering wheel may be a steer-by-wire system capable of steering the left and right front wheels 6, 7 independently of the driver's steering wheel operation, and is not particularly limited.
- the hydraulic brake unit 3 independently controls the wheel cylinder pressure for applying the braking torque to the four wheels according to the driver's brake operation force or according to the vehicle state.
- the hydraulic brake unit 3 may be a VDC unit for realizing vehicle behavior control such as vehicle dynamics control or vehicle stability control which is existing control, or may be a unique hydraulic unit, and is not particularly limited.
- the brake booster 4 is a booster that electrically assists a piston stroke force by boosting a driver's brake depression force with respect to a piston in a master cylinder operated by a brake pedal.
- the force boosted by the brake booster 4 generates a master cylinder pressure, which is output to the hydraulic brake unit 3.
- the configuration is not limited to the configuration for electrically assisting, and may be a negative pressure booster using the negative pressure of the engine.
- the vehicle motion detection sensor 11 detects the speed (vehicle speed), longitudinal acceleration, lateral acceleration, yaw rate, steering angle, steering torque and the like of the vehicle.
- the electronic control unit 10 controls the traveling environment recognition system 1, the electric power steering 2, and the hydraulic brake unit 3 based on the detection values of the vehicle motion detection sensor 11.
- the electronic control unit 10 determines a traveling path defining line that defines a traveling path on a road recognized from a captured image of the traveling environment recognition system 1 and a traveling direction of the own vehicle (for example, a traveling direction virtual line extending in the traveling direction from the own vehicle)
- a traveling direction of the own vehicle for example, a traveling direction virtual line extending in the traveling direction from the own vehicle
- Vehicle attitude stabilizing control is performed.
- the “traveling path defining line” is a lane boundary line when the center line or the white line is recognized, and a line connecting the positions at which the guard rails are installed when the guard rail is recognized. Or a line indicating the boundary between the flat portion of the embankment and the slope portion (hereinafter, also simply referred to as the roadside). The details of the vehicle attitude stabilizing control will be described later.
- the hydraulic brake unit 3 applies equal braking forces between the left and right front wheels 6 and 7 and between the left and right rear wheels 8 and 9 when driven by the driver's brake operation force.
- a yawing moment is applied to the vehicle by generating a left and right braking force by making a difference in the braking force between the left and right front wheels 6, 7 and the left and right rear wheels 8, 9.
- FIG. 2 is a control block diagram of the electronic control unit 10 of the first embodiment.
- the electronic control unit 10 includes a deviation tendency calculation unit 20 and a vehicle posture stabilizing control unit 21.
- the departure tendency calculation unit 20 calculates the departure tendency of the vehicle from the traveling lane, and when the vehicle posture stabilizing control unit 21 detects the departure tendency of the vehicle from the traveling lane by the departure tendency calculation unit 20, the electric power steering 2 And / or drive the hydraulic brake unit 3 to apply yaw moment and / or deceleration to the vehicle to suppress the tendency of departure.
- the vehicle attitude stabilizing control unit 21 is a virtual traveling path which is a tangential direction of the traveling path defining line at a position where the traveling direction imaginary line extending in the traveling direction from the host vehicle intersects the traveling direction virtual line and the traveling path defining line.
- the vehicle is controlled to be parallel to the travel route definition line based on the angle (hereinafter referred to as the angle ⁇ formed by the definition line and referred to FIGS. 14 and 15) and the turning state of the vehicle. .
- the departure tendency calculation unit 20 includes a travel road definition line recognition unit (road edge line recognition unit) 22, a vehicle current position recognition unit 23, a crossing time calculation unit 24, and a virtual travel road specification line calculation unit (virtual road end line A recognition unit) 25 and an operation necessity determination unit 26 are provided.
- the travel route definition line recognition unit 22 is a white line, a guardrail, a curb, etc., the boundary line of the road edge existing on the left and right of the running lane of the host vehicle. Recognize (including centerline).
- the current vehicle position recognition unit 23 recognizes the current vehicle position, which is a vehicle end portion ahead of the own vehicle in the traveling direction, and recognizes a traveling direction virtual line from the current vehicle position toward the direction of travel of the own vehicle.
- the end of the vehicle ahead in the direction of travel may use the approximate center of the vehicle as the current vehicle position, or if the direction of travel of the vehicle intersects with the travel path definition line on the right side (virtual line of travel direction)
- the left side position ahead of the host vehicle may be the current position of the vehicle, or the position set with a margin over the actual vehicle end position It is also good and not particularly limited.
- intersection time calculation unit 24 calculates intersection time which is the time until the host vehicle reaches the intersection position of the traveling direction virtual line and the travel path definition line from the current position of the vehicle at the current vehicle speed.
- the virtual travel path definition line calculation unit 25 calculates a virtual travel path definition line which is a tangential direction line of the travel path definition line at the intersection position of the travel path definition line and the traveling direction imaginary line. When a plurality of virtual travel path definition lines intersect in the traveling direction of the host vehicle, a tangent direction at a point where the host vehicle intersects at the closest position is calculated.
- the operation necessity determination unit 26 determines, based on the intersection time, whether or not operation of the vehicle attitude stabilizing control is necessary, that is, whether or not control intervention of the vehicle attitude stabilizing control is to be performed. Specifically, it is determined whether or not the crossing time is equal to or more than a predetermined time set in advance. If the crossing time is equal to or more than the predetermined time, safety is secured and there is no need to intervene in particular control. Vehicle attitude stabilizing control Is determined to be unnecessary. On the other hand, when the crossing time is less than the predetermined time, it is determined that the vehicle attitude stabilizing control is necessary.
- the vehicle attitude stabilizing control unit 21 executes the vehicle attitude stabilizing control when it is determined by the operation necessity determination unit 26 that the vehicle attitude stabilizing control is necessary, and when it is determined that the vehicle attitude stabilizing control is unnecessary, the vehicle attitude stabilizing control is performed. Do not execute rising control.
- FIG. 3 is a block diagram showing the configuration of the traveling environment recognition system of the first embodiment.
- the traveling environment recognition system 1 is provided with a stereo camera 310 including a pair of cameras 310 a and 310 b as imaging means, and recognizes the environment around the vehicle.
- each camera is installed at the same distance from the center of the vehicle in the vehicle width direction. At this time, three or more cameras may be provided.
- Example 1 demonstrates the structure which processes the captured image of a camera in the traveling environment recognition system 1, you may perform an image process etc. by another controller.
- the traveling environment recognition system 1 uses the difference in appearance (hereinafter referred to as “parallax”) that occurs when imaging with a plurality of cameras 310 a and 310 b, and finds the distance to the object imaged according to the principle of triangulation
- the configuration is adopted.
- the distance to the object is Z
- the distance between the cameras is B
- the focal distance of the camera is f
- the parallax is ⁇
- Z (B ⁇ f) / ⁇
- the traveling environment recognition system 1 has a RAM 320 for storing a captured image, a CPU 330 for performing arithmetic processing, a data ROM 340 for storing data, and a program ROM 350 for storing a recognition processing program.
- the stereo camera 310 is attached to a rearview mirror portion in a vehicle cabin, and is configured to pick up an image in front of the host vehicle at a predetermined depression angle and attachment position.
- the image in front of the host vehicle taken by the stereo camera 310 (hereinafter referred to as a taken image) is taken into the RAM 320, and the CPU 330 takes the recognition processing program stored in the program ROM 350 into the taken image.
- the result (calculation result) of estimation by the CPU 330 is output to the data ROM 340 and / or the ECU 10.
- FIG. 4 is a flowchart showing image processing in the traveling environment recognition system of the first embodiment.
- step 201 an input process of an image of the camera 310a disposed on the left side is performed. Data of an image captured by the camera 310 a is input to the RAM 320.
- step 202 the input processing of the image of the camera 310b arranged on the right side is performed. Data of an image captured by the camera 310 b is input to the RAM 320.
- the CPU 330 performs calculation processing of the captured corresponding points.
- step 205 output processing of distance information is performed.
- step 206 the CPU 330 determines the presence or absence of an image input signal. If there is an image input signal, the process returns to step 201 to repeat this flow, and if there is no image input signal, the arithmetic processing ends and waits. .
- FIG. 5 is a schematic view schematically showing a bank road having steep slope portions.
- the road is formed on the upper side portion of a substantially trapezoidal cross section, and a slope portion is formed between the road and the area outside the road, and a lower portion is present outside the slope portion.
- the road will be described as a road surface.
- FIG. 6 is a captured image schematically showing an image obtained by capturing an embankment road having a steep slope portion from the host vehicle.
- the road edge which is a travel path defining line and the outside of the road are photographed adjacent to each other.
- the slope angle is larger than the depression angle of the stereo camera 310 (steep slope)
- a blind spot (a part not to be photographed) occurs, and the slope part is not photographed on the screen.
- the slope part is not photographed on the screen.
- FIG. 7 is a schematic view showing feature points captured simultaneously when an actual road is captured. As shown in FIG. 7, on an actual road, particles of asphalt concrete used for pavement, road surface indication, pavement seam, cracks in pavement, tire marks by running vehicle, even if it is not pavement road There are visually distinctive parts like this everywhere. In addition, even in areas lower than the road, visually distinctive parts such as weeds are present everywhere.
- a characteristic portion on the screen such as a fine crack of asphalt or a tire mark existing on another road surface is extracted from the image in front of the host vehicle taken by the stereo camera 310.
- the distance of the relevant part is measured by positional deviation on the screen.
- characteristic portions do not necessarily exist uniformly on the entire road surface, and it is unclear whether they can always be detected even if they exist.
- characteristic portions may not always be detectable at various places in the area. Therefore, it is necessary to further improve the accuracy. Therefore, the obtained distance data is stored in the data ROM 340, and superposition with the data obtained by the image photographed at the timing after the next time is performed.
- FIG. 8 is a schematic view showing the polymerization process of image data in the first embodiment. For example, a portion that can be recognized by the captured image captured last time and a portion that can be recognized by the captured image captured this time are overlapped, and even if the distance information can not be obtained in the previous captured image, By superposing the newly obtained distance information, it is possible to improve the detection accuracy of the road and the surrounding environment. As shown in FIG. 8, even when the vehicle is traveling and the obtained image changes with time, if the imaging interval is short due to the vehicle speed, the obtained plural images are Since the same area is shown, it is sufficient to overlap the areas where the same area is shown. The superposition of these is not limited to two, and it is effective to overlap a plurality of times within the possible range.
- new data may be prioritized. Thereby, recognition accuracy can be improved by using more recent data. Also, an average of multiple data may be adopted. In this way, it is possible to realize stable recognition by eliminating the influence of disturbance or the like included in the data. In addition, it is possible to extract data with less variation with surrounding data. Thereby, calculation can be performed based on stable data, and recognition accuracy can be enhanced. Since these various processing methods can be mentioned, these may be combined or any method may be adopted.
- FIG. 9 is a schematic view showing the result obtained by imaging and recognizing the causeway in the direction crossing the road.
- the slope portion is steep and exists in the blind spot of the camera, it does not appear in the captured image, and it appears that the road portion and a portion lower than the road are in direct contact in the image.
- the point 601 at the end of the adjacent road and the point 602 outside the road are not actually adjacent as shown in FIG. I understand. Therefore, since outputting the point at the road end as the position of the point 602 is inaccurate, the point 601 is output as the point at the road end.
- the data of the position corresponding to the point 601 is not detected and, for example, the point 603 inside the road from the point 601 is detected as the end point as a point existing on the road surface. .
- the area between the area corresponding to the point 602 and the area corresponding to the point 603 on the screen also becomes an area where nothing is reflected, and it becomes unclear where the road end is located between these.
- the point 602 present at a portion lower than the road surface can be observed, it can be inferred that the road does not exist in the direction from the stereo camera 310 to the point 602. Therefore, it is possible to analogize that the roadside is at least in the region between point 603 and point 601 which in this case is not detected. Therefore, the position between the point 603 and the point 602 and on the road side of the boundary equivalent position is output as the road end.
- FIG. 10 is a schematic view schematically showing an embankment road having gentle slope portions.
- the road is formed on the upper side portion of a substantially trapezoidal cross section, and a slope portion is formed between the road and the area outside the road, and a lower portion is present outside the slope portion.
- FIG. 11 is a captured image schematically showing an image obtained by capturing an embankment road having a gentle slope portion from the host vehicle. In this captured image, the road edge and the slope portion are photographed adjacent to each other, and the slope portion and the outside of the road (region lower than the road surface) are photographed adjacent to each other. In the case of this road, since the slope angle is smaller than the depression angle of the stereo camera 310 (slow slope), no blind spot (non-photographed portion) occurs.
- FIG. 12 is a schematic view showing a result obtained by imaging and recognizing a roadside road having gentle slopes in a road crossing direction.
- the slope portion is gentle and is captured by the camera, the road portion and the slope portion are adjacent in the image, and the slope portion and the portion lower than the road appear to be adjacent.
- the recognition of the roadside is important, and it is not necessary to distinguish between the slope part and the low part, and a point not located at the road surface height may be treated uniformly as the outside of the road. Therefore, the point 901 is the end of the road area, and the point 902 is recognized as the point closest to the road in the area outside the road. Therefore, it can be inferred that the actual road end is between point 901 and point 902.
- this gradient portion can be imaged by the stereo camera 310, and the distance information can be acquired. This makes it possible to detect that this slope portion is a slope portion not suitable for the passage of vehicles, and the boundary between this slope portion and the road portion can be regarded as a road boundary (i.e., road edge).
- the road is a cliff or if the contrast of the area under the road is vague, the height of the area lower than the road is extremely low and it is not possible to detect this area, There is no change in being able to recognize that it is out of the road.
- the detected road edge is expected to be an actual road edge, there is actually a deviation due to detection error, and the road edge is vulnerable to the lower structure and travels toward the road edge It may be inappropriate to do.
- it is also effective to output, as the road end, a position which is closer to the inside of the road than the detected road end.
- a position closer to the roadside than the roadside is appropriately determined from the viewpoint of suppressing excessive control and warning. It is also effective to output as a road end.
- a virtual image reflects a distant object, a road surface area closer to the virtual distance than the virtual image exists on the screen farther than the area where the virtual image exists.
- the virtual image may be greatly distorted because the water surface is not perfectly flat, and as a result, the distance of the puddle region varies.
- the apparent position of the virtual image changes with time.
- d If an object appears to be present at a target position across a road object and the road surface (water surface)
- FIG. 13 is a flowchart showing the vehicle attitude stabilizing control necessity determination process executed by the electronic control unit 10 according to the first embodiment. This process is repeatedly performed, for example, at a calculation cycle of about 10 ms while the vehicle is traveling.
- the vehicle attitude stabilizing control unit 21 reads detection values of the vehicle speed, longitudinal acceleration, lateral acceleration, yaw rate, steering angle, steering torque and the like received from the vehicle motion detection sensor 11.
- the travel path definition line recognition unit 22 recognizes the position of the travel path definition line from the captured image in front of the host vehicle received from the travel environment recognition system 1.
- step S3 the current vehicle position recognition unit 23 recognizes the current vehicle position which is the end of the vehicle ahead of the host vehicle in the traveling direction. Further, in the vehicle current position recognition unit 23, a traveling direction virtual line extending from the host vehicle in the traveling direction is determined.
- step S4 the intersection time calculation unit 24 calculates the intersection time which is the time from the current position of the vehicle to the intersection position of the traveling direction virtual line and the travel path definition line at the current vehicle speed. Do.
- the virtual travel road specification line calculation unit 25 calculates a virtual travel road specification line.
- the virtual travel path definition line is a tangent of the travel path definition line at a point close to the vehicle predicted position.
- the vehicle predicted position is, for example, a crossing position of the traveling direction imaginary line and the travel path definition line.
- step S5 the operation necessity determination unit 26 determines whether the crossing time is less than a predetermined time. If the crossing time is less than the predetermined time, the process proceeds to step S6. If the crossing time is equal to or more than the predetermined time, the process ends. When the intersection time is longer than the predetermined time, the driver may feel discomfort if the control amount is given in front of the scene where the driver actually steers along the travel route defining line in front of the vehicle. .
- step S6 the vehicle attitude stabilizing control unit 21 drives the electric power steering 2 and / or the hydraulic brake unit 3 based on the yaw moment control amount to apply the yaw moment and / or the deceleration to the vehicle to stabilize the vehicle attitude. Execute rising control.
- the vehicle attitude stabilizing control unit 21 performs vehicle attitude stabilizing control using one or more of the detected values of the vehicle speed, longitudinal acceleration, lateral acceleration, yaw rate, steering angle, steering torque, etc. read in step S1. Run.
- FIG. 14 is a schematic view showing the case where the host vehicle is turning toward the travel path definition line.
- FIG. 14 shows a state in which the host vehicle is turning in a direction toward a travel path defining line while traveling on a straight path.
- the sign of the yaw rate d ⁇ / dt of the host vehicle is defined as positive in the right turn state, negative in the left turn state, and 0 in a state parallel to the travel path definition line.
- the yaw rate d ⁇ / dt changes to negative because it is a left turn and ⁇ changes to positive, so the yaw rate d ⁇ /
- the signs of dt and ⁇ do not match.
- FIG. 15 is a schematic diagram showing a case where a host vehicle travels on a curved road and is turning in a direction away from the travel path definition line.
- the traveling direction of the vehicle (the traveling direction imaginary line) intersects with the traveling path defining line on the left side.
- the angle ⁇ changes positively, but the sign of the yaw rate d ⁇ / dt of the host vehicle is positive because it is the right.
- the relationship between the match / mismatch between the two codes and the control amount will be described below.
- the evaluation function Ho (t) at a certain time t in consideration of these circumstances is set as follows.
- Ho (t) A ⁇ (d ⁇ / dt) / V ⁇ (t) -B ⁇ (t)
- a and B are constants.
- This evaluation function Ho (t) is assigned according to the difference between the turning state [A ⁇ (d ⁇ / dt) / V ⁇ (t)] in which the host vehicle is traveling and the state of the actual travel path definition line. Indicates the yaw moment control amount to be.
- the evaluation function Ho (t) shows a positive value and a large value while turning right, it is necessary to apply a left turning yaw moment, so applying a braking force to the left wheel or making it easy to turn left Such steering torque control may be performed.
- the evaluation function Ho (t) is negative and the absolute value shows a large value during left turn, it is necessary to apply a right turn yaw moment, so braking force is applied to the right wheel or The steering torque control may be performed to facilitate turning.
- the value of the evaluation function Ho (t) becomes smaller when the driver is steering along the travel path definition line, and the applied yaw moment control amount is also small. I have no sense of incongruity.
- the value of the evaluation function Ho (t) is large, and the yaw moment control amount to be applied is also large, so that the stability of the vehicle posture can be secured firmly.
- the yaw moment control amount is provided by the evaluation function Ho (t) based on the difference between the curvature (1 / r) representing the current turning condition of the vehicle and the angle ⁇ , Output a controlled variable that is immediately parallel to the travel route definition line at a stage before actually reaching the travel route definition line regardless of the distance to the line (regardless of the crossing time) And secure control can be realized. Further, since the control amount is calculated using the relationship between the curvature and the angle ⁇ formed, it is assumed that the formed angle ⁇ is generated in a situation where control does not need to be performed such as traveling along the travel path definition line. Also, the vehicle attitude stabilizing control does not intervene, and the driver does not feel discomfort.
- step S101 an angle ⁇ between the traveling direction of the host vehicle and the travel path definition line is calculated. Specifically, the angle between the traveling direction virtual line calculated in steps S3 and S4 of FIG. 13 and the virtual travel path definition line is determined.
- step S102 the yaw rate (d ⁇ / dt) of the host vehicle is calculated.
- the yaw rate may be a yaw rate sensor value detected by the vehicle motion detection sensor 11, or may be calculated from the vehicle speed or the steering angle based on the vehicle motion model, and is not particularly limited.
- step S103 an evaluation function Ho (t) is calculated from the formed angle ⁇ , the yaw rate (d ⁇ / dt) and the vehicle speed V.
- step S104 it is determined whether the evaluation function Ho (t) is positive or not. If it is positive, the process proceeds to step S105, and if it is 0 or less, the process proceeds to step S108.
- step S105 it is determined whether the evaluation function Ho (t) is larger than a predetermined value ⁇ representing a preset dead zone. If larger, the process proceeds to step S106, and if smaller than ⁇ , the process proceeds to step S107.
- step S106 the control amount H (t) is set to a value obtained by subtracting a predetermined value ⁇ from the evaluation function Ho (t).
- FIG. 18 is a schematic diagram showing the relationship between the evaluation function Ho (t) and the predetermined value ⁇ .
- a value for which the evaluation function Ho (t) exceeds the predetermined value ⁇ is calculated as the control amount H (t).
- the control amount H (t) is set to zero.
- the control amount H (t) is set to a value obtained by adding a predetermined value ⁇ to the evaluation function Ho (t).
- the control amount H (t) is set to zero.
- step S110A it is determined whether the vehicle speed is equal to or higher than a predetermined vehicle speed Vo. If it is equal to or higher than Vo, it is determined that yaw moment control by brake braking torque is effective, and the process proceeds to step S111. When it is determined that the yaw moment control by the steering operation is more effective than the brake, the process proceeds to step S121. In step S111, it is determined whether the control amount H (t) is 0 or more. If it is 0 or more, the process proceeds to step S112. If it is negative, the process proceeds to step S113.
- step S112 since it can be determined that it is necessary to suppress the right turn, the right wheel basic control amount TR is set to 0, and the left wheel basic control amount TL is set to H (t).
- step S113 it can be determined that it is necessary to suppress the left turn, so the right wheel basic control amount is set to H (t), and the left wheel basic control amount TL is set to zero.
- step S114 each wheel braking torque is calculated based on the following relational expression.
- ⁇ is a constant and is a value set based on the front and rear brake distribution.
- the wheel wheel cylinder hydraulic pressure is calculated based on the following relational expression.
- Right front wheel wheel cylinder hydraulic pressure PFR K ⁇ TFR
- Left front wheel cylinder hydraulic pressure PFL K ⁇ TFL
- Right rear wheel wheel cylinder hydraulic pressure PRR L ⁇ TRR
- Left rear wheel cylinder hydraulic pressure PRL L x TRL
- K and L are constants, which are conversion constants for converting torque into hydraulic pressure.
- step S121 it is determined whether or not the vehicle is in the normal traveling state. If it is determined that the vehicle is in the normal traveling state, the process proceeds to step S122. Otherwise (the state after collision, the spin state, the road surface deviation state) Finish.
- step S122 it is determined whether a steering wheel is attached or not. If it is determined that the steering wheel is attached, the process proceeds to step S125. If it is determined that the steering wheel is released, the process proceeds to step S123. Whether or not a hand is attached may be confirmed, for example, by analyzing the inertia of the steering wheel by a resonance frequency component of a torque sensor, or the steering wheel may be provided with a touch sensor or the like to attach a hand.
- step S123 it is determined whether or not the release time has become longer than a predetermined time. If the release time has become longer than the predetermined time, the process proceeds to step S128 to cancel automatic control. On the other hand, if the predetermined time has not been exceeded, the process proceeds to step S124, the release time is incremented, and the process proceeds to step S125. That is, if automatic steering is allowed in the released state, the driver may over-estimate the control system, which may lead to a state of lack of attention at the time of driving.
- step S125 it is determined whether or not the state where the steering torque is equal to or more than a predetermined value continues for a predetermined time, and if so, it is determined that the driver intentionally steers, and the process proceeds to step S128 to cancel automatic control. I do.
- step S128 it is determined that the driver intentionally steers.
- the process proceeds to step S126 and the high steering torque continuation timer Increment the In step S127, semiautomatic steering control is performed.
- FIG. 19 is a schematic explanatory view showing a relationship of a braking force applied to suppress turning in a turning state at a predetermined vehicle speed or more according to the first embodiment.
- the control amount H (t) is positive and represents a right turning state, it is necessary to apply a left turning yaw moment.
- the control amount H (t) is negative and represents a left turning state, it is necessary to apply a right turning yaw moment. Therefore, the vehicle posture is stabilized by supplying each wheel and wheel cylinder hydraulic pressure calculated in step S115, and a yaw moment parallel to the travel path defining line is applied early.
- FIG. 20 is a time chart when the vehicle attitude stabilizing control process is performed on the straight path according to the first embodiment.
- FIG. 20 shows a case where the vehicle turns to the left due to a disturbance such as a side wind when going straight and an angle is formed on the left traveling route defining line.
- the yaw rate d ⁇ / dt of the left turn is generated by the crosswind, and at the same time, the angle ⁇ formed on the left travel path defining line starts to be generated. Then, the value of the evaluation function Ho (t) also starts to change. In this case, since the angle formed in the left turning state increases, the sign of the angle ⁇ formed with the yaw rate d ⁇ / dt does not match, and the evaluation function Ho (t) changes so that the absolute value becomes larger on the negative side. .
- the vehicle attitude stabilizing control is not performed until it becomes larger than the predetermined value ⁇ . This prevents the driver from feeling uncomfortable by suppressing excessive control intervention.
- FIG. 21 is a time chart showing an operating state of vehicle attitude stabilizing control processing on a curved road at a predetermined vehicle speed or more according to the first embodiment.
- FIG. 21 shows a case where the driver appropriately steers the steering wheel on a curved road and travels along a travel path defining line.
- a travel route definition line of a curved road appears ahead of the vehicle, and an angle ⁇ formed with the vehicle travel direction (virtual travel direction virtual line) starts to occur.
- the driver has not steered the steering wheel and the yaw rate d ⁇ / dt has not occurred because the vehicle has not yet reached the curve. Therefore, although the evaluation function Ho (t) starts to calculate a negative value, it is a value smaller than the predetermined value ⁇ .
- yaw rate d ⁇ / dt begins to occur in the vehicle.
- the yaw rate d ⁇ / dt agrees with ⁇ , and the absolute value of the evaluation function Ho (t) decreases.
- the evaluation function Ho (t) takes a value of substantially 0, and in order to continuously take a value within the range of ⁇ ⁇ , basically the vehicle Posture stabilizing control is not performed. Therefore, the sense of discomfort associated with unnecessary control intervention can be avoided.
- FIG. 22 is a flowchart showing the contents of collision control of the first embodiment. This collision control is executed by the vehicle attitude stabilizing control unit 21. In brake control performed in collision control, the control contents are the same except that a value obtained by multiplying control amount H (t) by a gain larger than 1 is used in brake control performed in vehicle attitude stabilizing control. Therefore, it is not described in the flowchart. In step S301, it is determined whether or not there is a collision determination.
- step S303 If there is a collision determination, the process proceeds to step S303. If there is no collision determination, the process proceeds to step S302.
- the collision determination is to determine whether or not it is difficult to avoid the collision based on the current intersection time and the size of the angle ⁇ formed before the collision.
- step S302 the vehicle attitude stabilizing control process is performed because the collision determination is not performed.
- step S303 it is determined whether there is a post-collision determination. If there is a post-collision determination, the process proceeds to step S307. If there is no post-collision determination, ie, before the collision, the process proceeds to step S304.
- step S304 it is determined whether the control amount H (t) is 0 or more. If it is 0 or more, the process proceeds to step S306, and if it is negative, the process proceeds to step S305.
- step S305 the left steering assist torque is reduced and the right steering assist torque is increased.
- step S306 the right steering assist torque is reduced and the left steering assist torque is increased.
- control for multiplying the control amount H (t) by a gain larger than 1 to increase the absolute value of the yaw moment control amount generated by the brake is also executed.
- step S307 automatic steering control is performed.
- step S304 it is determined whether the control amount H (t) is 0 or more, and the assist torque control of S306 and S305 is performed. However, as in the case of the rotation angle control of FIGS. When the amount H (t) exceeds ⁇ ⁇ , the assist torque control of S306 and S305 may be performed.
- both the brake control and the steering control are performed based on the control amount H (t).
- brake control control is performed to increase the absolute value of the yaw moment control amount generated by the brake by multiplying a gain larger than 1 similarly to before the collision.
- steering control automatic steering (rotational angle control) is performed in which steering is forcibly performed in accordance with the agreement of the control amount H (t).
- the steering angle is forcibly controlled by the steering control so as to be parallel to the travel path defining line. Since the stereo camera 310 of the first embodiment is installed in the vehicle compartment, it is unlikely to be broken by the first collision, and it can be continuously controlled even after the collision because it uses another millimeter wave radar etc. It is advantageous to the system which was
- FIG. 23 is a flow chart showing the contents of the automatic steering control process executed in the collision control of the first embodiment.
- This control flow is executed when it is determined in step S303 that there is a post-collision determination, which is immediately before a collision and in a scene where it collides with a runway defining line such as a guardrail in almost the current traveling state.
- the traveling direction imaginary line after the collision is calculated from the traveling state immediately before the collision. For example, as shown in the schematic explanatory view of FIG. 23, when it collides with the guardrail at the forming angle ⁇ , since it bounces at the same angle, the traveling direction imaginary line after the bounce is estimated.
- the control amount H1 (t) after collision is calculated.
- the control amount H1 (t) parallel to the collision road defining line is calculated in advance using the angle ⁇ between the imaginary traveling direction line after collision and the traveling road prescription line estimated in step S401. Keep it.
- the electric power steering 2 is angle-controlled so that the turning angle becomes 0, in other words, the steering angle becomes the neutral position.
- step S404 it is determined whether a collision has actually occurred. If it is determined that a collision has occurred, the process proceeds to step S405, and steps S401 and S402 are repeated until a collision occurs.
- a collision for example, it may be judged whether or not it is after a collision by a sudden change in longitudinal acceleration detected by the vehicle motion detection sensor 11, or an air bag actuation signal provided to the vehicle.
- step S405 it is determined whether or not the control amount H (t) after the collision can be calculated. If it can not be calculated, the process proceeds to step S406, and the control amount H1 calculated in advance in step S402 (t Automatic steering control is performed using. On the other hand, if the control amount H (t) after the collision can be calculated, the process proceeds to step S407, and automatic steering control using H (t) is performed. Further, as described above, in steps S406 and S407, the control amounts H1 (t) and H (t) are multiplied by a gain larger than 1 to increase the absolute value of the yaw moment control amount generated by the brake. It is also executed together. Thus, control for stabilizing the posture of the vehicle after the collision can be started immediately before the collision, and yaw moment control can be immediately started even after the collision.
- FIG. 24 is a map showing the relative positioning of the collision control of the first embodiment, the vehicle attitude stabilizing control, and the existing lane keeping control.
- the abscissa represents the crossing time
- the ordinate represents the angle ⁇ .
- the control limit line for example, although the restriction accompanying the recognition limit of the stereo camera or the intersection time is sufficiently secured, giving the yaw moment control amount necessary to eliminate the angle ⁇ makes the user feel uncomfortable This is a limitation that accompanies the limitation or that the yaw moment can not be realized within the crossing time even if the maximum yaw moment control amount is given.
- the lane keeping control described here is control for suppressing the deviation from the travel road prescription line by applying a yaw moment according to the magnitude of the angle ⁇ formed with the intersection time with the travel road prescription line. .
- a control amount that can be handled in a region up to about 5 degrees is given as the formed angle ⁇ .
- the formed angle ⁇ As a result, the lane departure can be prevented or suppressed without giving the driver a sense of discomfort.
- the driver may feel uncomfortable, so for example, only a warning is taken.
- the travel route prescription line is a lane and it is merely crossing the lane due to carelessness of the driving operation, it does not immediately lead to an accident or the like. Therefore, there is no problem in handling by the lane keeping control such as applying a smaller yaw moment control amount in advance.
- the vehicle attitude stabilizing control region is set in a region where a large yaw moment control amount needs to be applied because the angle ⁇ formed by the lane keeping control region is large, and the vehicle posture stabilizing control region is set relatively early regardless of the crossing time. Give a large yaw moment control amount.
- a braking torque and a cornering force are generated using a control amount much larger than the control amount performed in the vehicle attitude stabilizing control, for example, near the performance limit of the friction circle of the tire.
- the steering control is forcibly controlled to be parallel to the travel path defining line to a certain extent, thereby securing more safety.
- a travel path definition line recognition unit 22 (travel path definition line recognition means) that recognizes a travel path definition line of a travel path from information of a traveling direction area of the host vehicle
- a vehicle current position recognition unit 23 (traveling direction virtual line recognition means) that recognizes a traveling direction virtual line extending from the host vehicle in the traveling direction
- Steps S301 and S303 (collision determination means) for determining whether or not the host vehicle has collided with the travel route definition line
- Collision control flow collision control
- H (t) yaw moment control amount) so that the angle ⁇ between the traveling direction virtual line and the travel path definition line decreases after the vehicle collides with the travel path definition line Time control means
- Step S401 collision control means predicts the traveling direction imaginary line after the collision before the collision, and calculates the control amount H1 (t) based on the predicted traveling direction imaginary line in step S402. It is characterized by Therefore, for example, even when it is not possible to recognize the travel path definition line when it collides with the guardrail and bounces back, a yaw moment control amount is added based on the control amount H1 (t) predicted before the collision. Since it can be done, highly safe control can be realized.
- Step S404 collision judging means judges the presence or absence of a collision based on the amount of change of the longitudinal acceleration of the vehicle. Therefore, it is possible to accurately detect the time when the collision actually occurs, and it is possible to accurately realize switching of control before and after the collision.
- Step S403 collision control means predicts the traveling direction imaginary line after the collision before the collision, and starts the control of the turning angle from before the collision based on the predicted traveling direction imaginary line It is characterized by Specifically, the steering angle is returned to the neutral position in order to realize the yaw moment control amount required after the collision with high responsiveness from before the collision, or a certain amount of counter steering is applied in advance. By the control taken, it is possible to output a control amount that becomes parallel to the travel path definition line more quickly after the collision.
- Steps S405, S406, and S407 are characterized in that the yaw moment control amount is given regardless of the driver's steering operation. That is, it is difficult to accurately recognize the relationship between the traveling direction imaginary line and the travel route defining line while the yaw rate and the lateral acceleration fluctuate rapidly as in the case immediately after a collision, and a normal driver is appropriate. It is difficult to carry out the steering operation. Therefore, after the collision, by controlling the steering angle so as to be forcibly in parallel with the travel path defining line by the steering control, higher safety can be secured.
- a vehicle motion detection sensor 11 for detecting the yaw rate of the vehicle is provided.
- Step S405 collision control means
- the angle ⁇ formed after the collision is calculated based on the detected integral value of the yaw rate, and a yaw moment control amount is given. Therefore, if it takes a long time to recognize the traveling route defining line on which stereo camera 310 collides when the host vehicle is greatly reflected by a collision, calculation of the control amount tends to be delayed, but the angle ⁇ formed based on the yaw rate
- the control amount H (t) can be calculated quickly by calculating
- Steps S305 and S306 are characterized in that the steering torque is made different between the left and the right so that the angle ⁇ made before the collision decreases.
- the steering torque is made different between the left and the right so that the angle ⁇ made before the collision decreases.
- automatic control can be performed regardless of the driver's steering operation on the steering actuator side. Just do it.
- it may be controlled to guide to a required steering angle by control of a reaction force motor, and is not particularly limited.
- Steps S405 to S407 are characterized in that the electric power steering 2 (steering actuator) is automatically controlled so that the angle ⁇ formed after the collision decreases. That is, it is difficult to accurately recognize the relationship between the traveling direction imaginary line and the travel route defining line while the yaw rate and the lateral acceleration fluctuate rapidly as in the case immediately after a collision, and a normal driver is appropriate. It is difficult to carry out the steering operation. Therefore, after the collision, by controlling the steering angle so as to be parallel to the travel path defining line forcibly by steering control (rotation angle control), higher safety can be secured.
- steering control rotation angle control
- the collision control is further characterized in that a yaw moment control amount is applied by the brake control that applies a braking torque to the wheels. Therefore, the yaw moment control amount can be provided to the vehicle while decelerating, and the safety can be further enhanced.
- the collision control is characterized in that the steered wheels are controlled to a steering angle at which it is easy to output a required yaw moment control amount after the collision before the collision. Specifically, the steering angle is returned to the neutral position in order to realize the yaw moment control amount required after the collision with high responsiveness from before the collision, or a certain amount of counter steering is applied in advance. By the control taken, it is possible to output a control amount that becomes parallel to the travel path definition line more quickly after the collision.
- the traveling route definition line recognition unit 22 is characterized in that it is a stereo camera that measures a distance by using parallax generated when a plurality of cameras 310a and 310b shoot the same object. Therefore, the distance ahead of the vehicle and the obstacle ahead can be grasped in three dimensions, and different control gains can be set between the obstacle such as a guardrail and the white line. In this case, when there is a risk of collision with an obstacle, highly safe control can be realized by setting a larger gain.
- the collision control means applies a yaw moment control amount according to the intersection angle which is the difference between the angle formed by the traveling direction virtual line and the travel path definition line and the curvature according to the turning radius of the vehicle. It is characterized by Therefore, regardless of the distance from the host vehicle to the travel route definition line, a control amount that is immediately parallel to the travel route definition line may be output at a stage before actually reaching the travel route definition line. And secure control can be realized. Further, since the control amount is calculated using the relationship between the curvature and the angle ⁇ formed, it is assumed that the formed angle ⁇ is generated in a situation where control does not need to be performed such as traveling along the travel path definition line. Also, the collision control does not intervene and the driver does not feel discomfort.
- the vehicle has a steering actuator 2 for controlling a driver's steering torque, and the collision control units S305 and S306 make the steering torque different on the left and the right so that the angle decreases before the collision.
- the yaw moment control amount is applied so that the angle is reduced by the brake control that applies the braking torque to the gear.
- a steering actuator 2 for controlling a driver's steering torque is provided, and the collision control units S405 to S407 automatically control the steering actuator so that the angle after the collision decreases.
- a yaw moment control amount is applied so as to reduce the angle formed by the brake control that applies a braking torque to the wheels. After the collision, by controlling the steering angle so as to be parallel to the travel path defining line forcibly by steering control (rotation angle control), higher safety can be secured, and the vehicle is decelerated.
- the yaw moment control amount can be provided, and the safety can be further enhanced.
- Patent Document 1 The entire disclosure including the specification, claims, drawings and abstract of Japanese Patent Publication No. 2012-84038 (Patent Document 1) is incorporated herein by reference in its entirety.
- Driving environment recognition system Electric power steering 3 Hydraulic brake unit 4 Brake booster 5 Steering wheel 10 Electronic control unit 11 Vehicle motion detection sensor 20 Deviation tendency calculation part 21 Vehicle attitude stabilizing control unit 22 Runway specification line recognition unit 24 Crossing time calculation unit 25 Virtual Road Regulation Line Calculation Unit 26 Operation necessity determination unit 310 stereo camera
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Abstract
Description
図1は、実施例1の車両制御システムを表す概略構成図である。
図2は、実施例1の電子制御ユニット10の制御ブロック図である。電子制御ユニット10は、逸脱傾向算出部20と車両姿勢スタビライジング制御部21とを備える。逸脱傾向算出部20は、車両の走行車線からの逸脱傾向を算出し、車両姿勢スタビライジング制御部21は、逸脱傾向算出部20によって車両の走行車線からの逸脱傾向を検出したとき電動パワーステアリング2及び/又は油圧ブレーキユニット3を駆動し、車両に対してヨーモーメント及び/又は減速度を付与して逸脱傾向を抑制する。車両姿勢スタビライジング制御部21は、自車両から進行方向に延びる進行方向仮想線と、この進行方向仮想線と走行路規定線とが交差する位置における走行路規定線の接線方向である仮想走行路規定線とによって生じる角度(以下、なす角θと記載する。図14、15を参照。)と、自車両の旋回状態とに基づいて自車両が走行路規定線と平行となるように制御する。
次に、走行路規定線の認識にかかる詳細について説明する。図3は実施例1の走行環境認識システムの構成を表すブロック図である。走行環境認識システム1は、撮像手段として一対のカメラ310a及び310bから構成されたステレオカメラ310が備えられ、車両周囲の環境を認識する。実施例1の場合は、車両中心から車幅方向に同一距離だけ離れた位置にそれぞれのカメラが設置されている。このとき、カメラは3つ以上備えていても良い。尚、実施例1では、走行環境認識システム1においてカメラの撮像画像を処理する構成について説明するが、画像処理等を他のコントローラで行っても良い。
Z=(B×f)/δ
ステップ201では、左側に配置されたカメラ310aの画像の入力処理を行う。
カメラ310aで撮像された画像のデータがRAM320に入力される。
ステップ202では、右側に配置されたカメラ310bの画像の入力処理を行う。
カメラ310bで撮像された画像のデータがRAM320に入力される。
ステップ203では、CPU330によって、撮像された対応点の算出処理を行う。
ステップ204では、CPU330によって、算出された対応点までの距離算出処理を行う。距離算出処理は、上述した関係式:Z=(B×f)/δに基づいて行う。
ステップ205では、距離情報の出力処理を行う。
ステップ206では、CPU330によって、画像入力信号の有無を判断し、画像入力信号がある場合にはステップ201に戻って本フローを繰り返し、画像入力信号が無い場合には演算処理を終了して待機する。
ここで、道路外(自車両が走行している道路の両脇等)が路面より低くなっている場合における画像処理について説明する。図5は急峻な斜面部分を有する土手道路を模式的に示す概略図である。この土手道路は、道路が断面略台形状の上辺部分に形成され、道路と道路外の領域との間には、斜面部分が形成され、その更に外側に低い部分が存在している場合を示す。以下、道路のことを路面とも記載する。図6は急峻な斜面部分を有する土手道路を自車両から撮像した際の映像を模式的に示す撮像画像である。この撮像画像では、走行路規定線である路端と道路外(道路面より低くなっている領域)とは隣接して撮影される。この道路の場合、斜面の角度がステレオカメラ310の俯角より大きな角度を持つ(急峻な斜面)ため死角(撮影されない部分)が生じ、画面上においては斜面部分が撮影されず、路端と低い部分とが隣接して撮像される。そこで、画面上で道路領域とそれ以外の低い部分を表す領域とを検出し、両者の領域の画面上における境界のうち、道路側を実際の道路端として抽出することで、実際の道路環境に合致した検出を行う。
道路や道路外の領域が視覚的に完全に均質である場合、二つのカメラで撮像されたそれぞれの画像内において、同一の領域である箇所を抽出するということが困難となる。図7は実際の道路を撮像した際に同時に撮影される特徴点を表す概略図である。図7に示すように、実際の道路では、舗装に用いられるアスファルトコンクリートの粒や、路面表示、舗装の継ぎ目、舗装に入ったヒビ、走行車両によるタイヤ痕、舗装路でない場合であっても轍といった視覚的に特徴的な部分が随所に存在する。また、道路より低い領域においても、雑草などの視覚的に特徴的な部分が随所に存在する。すなわち、車両の走行に供するために舗装や整地などの処理を施した路面と、そのような処置を行っていない路面より低い域とでは視覚的に差異があり、その境界部分が視覚的に特徴的と成る可能性が高い。
路面形状はステレオカメラ310により撮像された自車両前方の画像から道路標示の他路面に存在するアスファルトの細かいヒビやタイヤ痕といった画面上の特徴的な部分を抽出し、二つのカメラの撮像画像における画面上での位置ずれにより当該部分の距離を計測する。しかしながら、このような特徴的部分は路面の全体に満遍なく存在するとは限らず、また、存在したとしても常時検出可能か否かは不明である。同様に、路面より低い領域においても、その領域の各所で特徴的な部分が常に検出可能とは限らない。よって、更なる精度の向上を図る必要がある。そこで、得られた距離データをデータROM340内に蓄積し、次回以降のタイミングで撮影された画像により得られるデータとの重合を行う。
図9は土手道路を撮像して認識した結果を道路横断方向で表す模式図である。この場合、斜面部分が急峻であり、カメラの死角に存在しているため、撮像画像内には映らず、映像内では道路部分と道路より低い部分が直接接しているように見えている。しかしながら、画面上では隣接している道路の端部の点601と道路外の点602は、実際には図9に示すように隣接しておらず、若干離れた位置に存在していることが分かる。したがって、路端の点を点602の位置として出力することは不正確となるため、点601を路端の点として出力する。
図10は緩やかな斜面部分を有する土手道路を模式的に示す概略図である。この土手道路は、道路が断面略台形状の上辺部分に形成され、道路と道路外の領域との間には、斜面部分が形成され、その更に外側に低い部分が存在している場合を示す。図11は緩やかな斜面部分を有する土手道路を自車両から撮像した際の映像を模式的に示す撮像画像である。この撮像画像では、路端と斜面部分とが隣接して撮影され、斜面部分と道路外(道路面より低くなっている領域)とが隣接して撮影される。この道路の場合、斜面の角度がステレオカメラ310の俯角より小さな角度を持つ(緩やかな斜面)ため死角(撮影されない部分)は生じない。
尚、道路と道路外との間が緩やかな勾配で接続されている場合においては、この勾配部をステレオカメラ310で撮像することができ、その距離情報を取得することができる。これにより、この勾配部分は車両の通行に適さない斜面部分であることが検出可能であり、この勾配部分と道路部分との境界を道路境界(すなわち路端)とみなすことができる。
道路より低い領域の存在を抽出し、これを道路外と判断する場合において、道路上に水溜りが生じ、これに反射する虚像を検出する場合、見かけ上、この虚像は路面より下に位置することから、水溜り領域が路面より低い領域であると誤認識するおそれがある。ここで、水溜りに写る虚像には、実像とは異なる特徴を持つことから、これを実際に路面より低い領域とは区別して排除する。具体的には、以下のような特徴が挙げられる。
a)虚像は遠方の物体が写り込んでいるため、画面上では虚像が存在する領域より遠方に虚像の見かけ上の距離より近傍となる路面領域が存在する。
b)水面が完全な平面でないことにより虚像は大きく歪んでいる場合があり、その結果水溜り領域の距離がばらつく
c)水面が安定しない場合、時間経過により虚像の見かけ上の位置が変化する
d)路上物体と路面(水面)を挟んで対象となる位置に物体が存在するように見える
e)走行車両の虚像である場合、路面より低い領域にあるにもかかわらず移動する
といった実像では起こる可能性の極めて低い特徴を有する。こうした特徴を検出することで、実像ではない、すなわち虚像であると判断できる。
図13は、実施例1の電子制御ユニット10で実行される車両姿勢スタビライジング制御要否判断処理を示すフローチャートである。この処理は、車両の走行中、例えば、10ms程度の演算周期で繰り返し実行される。
ステップS1では、車両姿勢スタビライジング制御部21において、車両運動検出センサ11から受信した車両の速度、前後加速度、横加速度、ヨーレイト、操舵角、操舵トルクなどの検出値を読み込む。
ステップS2では、走行路規定線認識部22において、走行環境認識システム1から受信した自車両前方の撮像画像から走行路規定線の位置を認識する。
ステップS3では、車両現在位置認識部23において、自車両の進行方向前方の車両端部である車両現在位置を認識する。また、車両現在位置認識部23において、自車両から進行方向に延びる進行方向仮想線を求める。
ステップS4では、交差時間算出部24において、自車両が、現在の車速で、車両現在位置から、進行方向仮想線と走行路規定線との交差位置に到達するまでの時間である交差時間を演算する。また、仮想走行路規定線算出部25において、仮想走行路規定線を算出する。仮想走行路規定線は、車両予測位置に近い点での走行路規定線の接線とする。車両予測位置は、例えば、進行方向仮想線と走行路規定線との交差位置である。
ステップS5では、作動要否判定部26において、交差時間が所定時間未満か否かを判定し、所定時間未満の場合にはステップS6へ進み、所定時間以上の場合には処理を終了する。交差時間が所定時間よりも長いときは、実際に運転者が車両前方の走行路規定線に沿って操舵する場面よりも手前で制御量を与えてしまうと、運転者に違和感となるからである。
ステップS6では、車両姿勢スタビライジング制御部21において、ヨーモーメント制御量に基づく電動パワーステアリング2及び/又は油圧ブレーキユニット3を駆動してヨーモーメント及び/又は減速度を車両に付与し、車両姿勢スタビライジング制御を実行する。車両姿勢スタビライジング制御部21は、ステップS1で読み込んだ車両の速度、前後加速度、横加速度、ヨーレイト、操舵角、操舵トルクなどの検出値の1又は複数を使用して、車両姿勢スタビライジング制御を実行する。
次に、車両姿勢スタビライジング制御処理の詳細について説明する。図14は自車両が走行路規定線に向かって旋回している場合を表す概略図である。図14は、直進路を走行中に自車両が走行路規定線に向かう方向に旋回している状態を示す。自車両のヨーレイトdφ/dtの符合は、右旋回状態を正、左旋回状態を負、走行路規定線と平行な状態を0と定義する。このとき、図14に示す場合におけるヨーレイトdφ/dtとなす角θとの関係を見ると、ヨーレイトdφ/dtは左旋回であるから負に変化し、θは正に変化するため、ヨーレイトdφ/dtとθの符合は不一致となる。
(dφ/dt)=V/r
以上から
1/r=(dφ/dt)/V
と表される。ここで、(1/r)は曲率であり、車速によらず旋回状態を表すことができる値であるため、なす角θと同様に扱える。
Ho(t)=A{(dφ/dt)/V}(t)-Bθ(t)
ここで、A,Bは定数である。
この評価関数Ho(t)は、自車両が走行している旋回状態[A{(dφ/dt)/V}(t)]と、実際の走行路規定線の状態との差分に応じて付与すべきヨーモーメント制御量を表す。右旋回中に評価関数Ho(t)が正で大きな値を示す場合は、左旋回ヨーモーメントを付与する必要があることから、左側輪に制動力を付与する、もしくは左側に旋回しやすくするような操舵トルク制御を行えばよい。一方、左旋回中に評価関数Ho(t)が負で絶対値が大きな値を示す場合は、右旋回ヨーモーメントを付与する必要があることから、右側輪に制動力を付与する、もしくは右側に旋回しやすくするような操舵トルク制御を行えばよい。
ステップS101では、自車両の進行方向と走行路規定線とのなす角θを演算する。具体的には、図13のステップS3,S4で算出した進行方向仮想線と仮想走行路規定線となす角を求める。
ステップS102では、自車両のヨーレイト(dφ/dt)を演算する。このヨーレイトは車両運動検出センサ11により検出されたヨーレイトセンサ値でもよいし、車両運動モデルに基づいて車速や操舵角から演算してもよく、特に限定しない。
ステップS103では、なす角θ及びヨーレイト(dφ/dt)及び車速Vから評価関数Ho(t)を演算する。
ステップS104では、評価関数Ho(t)が正か否かを判断し、正の場合はステップS105へ進み、0以下の場合はステップS108へ進む。
ステップS105では、評価関数Ho(t)が予め設定された不感帯を表す所定値δより大きいか否かを判断し、大きいときはステップS106へ進み、δ未満のときはステップS107へ進む。
ステップS106では、制御量H(t)を評価関数Ho(t)から所定値δを差し引いた値に設定する。図18は評価関数Ho(t)と所定値δとの関係を表す概略図である。評価関数Ho(t)が所定値δを超えた分の値が制御量H(t)として演算される。
ステップS107では、制御量H(t)を0にセットする。
ステップS108では、評価関数Ho(t)にマイナスを掛けた値(評価関数Ho(t)は負の値であり、マイナスを掛けると正値となる。)が所定値δより大きいか否かを判断し、大きいときはステップS109へ進み、δ未満のときはステップS110へ進む。
ステップS109では、制御量H(t)を評価関数Ho(t)に所定値δを加算した値に設定する。
ステップS110では、制御量H(t)を0にセットする。
ステップS111では、制御量H(t)が0以上か否かを判断し、0以上の場合はステップS112に進み、負の場合はステップS113へ進む。
ステップS112では、右旋回を抑制する必要があると判断できるため、右側輪基本制御量TRを0に設定し、左側輪基本制御量TLをH(t)に設定する。
ステップS113では、左旋回を抑制する必要があると判断できるため、右側輪基本制御量をH(t)に設定し、左側輪基本制御量TLを0に設定する。
ステップS114では、以下の関係式に基づいて各輪制動トルクを算出する。
右前輪制動トルクTFR=TR×α
右後輪制動トルクTRR=TR-TFR
左前輪制動トルクTFL=TL×α
左後輪制動トルクTRL=TL-TFL
ただし、αは定数であり、前後ブレーキ配分に基づいて設定される値である。
ステップS115では、以下の関係式に基づいて各輪ホイルシリンダ液圧を算出する。
右前輪ホイルシリンダ液圧PFR=K×TFR
左前輪ホイルシリンダ液圧PFL=K×TFL
右後輪ホイルシリンダ液圧PRR=L×TRR
左後輪ホイルシリンダ液圧PRL=L×TRL
ただし、K,Lは定数であり、トルクを液圧に変換する変換定数である。
ステップS121では、通常走行状態か否かを判断し、通常走行状態と判断したときはステップS122に進み、それ以外の場合(衝突後の状態、スピン状態、路面逸脱状態)の場合は本制御フローを終了する。
ステップS122では、ステアリングホイールに手が添えられているか否かを判断し、添えられていると判断した場合はステップS125に進み、手放し状態と判断した場合はステップS123に進む。手が添えられているか否かは、例えばトルクセンサの共振周波数成分によりステアリングホイールのイナーシャを分析することで確認してもよいし、ステアリングホイールにタッチセンサ等を設けて手が添えられていることの判断を行ってもよい。
ステップS123では、手放し時間が所定時間より長くなったか否かを判断し、所定時間より長くなった場合にはステップS128に進んで自動制御解除を行う。一方、所定時間を超えていない場合は、ステップS124に進んで手放し時間をインクリメントし、ステップS125へ進む。すなわち、手放し状態で自動操舵を許容してしまうと、運転者が本制御システムを過信し、運転時の注意力が欠如する状態を招く恐れがあるからである。
ステップS125では、操舵トルクが所定値以上の状態が所定時間継続したか否かを判断し、継続した場合は運転者が意図的に操舵していると判断してステップS128に進み、自動制御解除を行う。一方、操舵トルクが所定値以上の状態が所定時間継続していない場合、すなわち操舵トルクが小さい、もしくは強くても継続的に与えられていないといった場合は、ステップS126に進み、高操舵トルク継続タイマのインクリメントを行う。
ステップS127では、半自動操舵制御を行う。ここで、半自動操舵制御とは、運転者の意図にかかわらず車両の走行状態に応じて自動操舵を行いつつも、手放し状態が確定したときや、大きな操舵トルクが継続的に付与されたときは、自動操舵制御を終了して通常の操舵アシスト制御に切り替える制御である。自動操舵制御としては、制御量H(t)を実現するための目標操舵角及び目標ヨーレイトを設定し、電動モータの制御として、アシストトルクを付与するトルク制御から回転角制御に切り替え、目標転舵速度によって目標操舵角まで転舵させるよう、電動モータに駆動指令を出力する。
次に、走行路規定線がガードレールのような障害物から構成されており、自車両が障害物に衝突する場合における衝突制御処理について説明する。衝突制御は、衝突前制御と衝突後制御とで異なる制御が実施される。図22は実施例1の衝突制御の内容を表すフローチャートである。この衝突制御は、車両姿勢スタビライジング制御部21で実行される。尚、衝突制御において行われるブレーキ制御にあっては、車両姿勢スタビライジング制御において実行されるブレーキ制御において制御量H(t)に1より大きなゲインを乗算した値を用いる以外は同じ制御内容であるため、フローチャートには記載しない。
ステップS301では、衝突判断が有ったか否かを判断し、衝突判断有の場合はステップS303へ進み、衝突判断がない場合はステップS302へ進む。衝突判断とは、衝突前であって、現時点の交差時間やなす角θの大きさからして衝突回避が困難な状況であるか否かを判断するものである。
ステップS302では、衝突判断が行われていないため車両姿勢スタビライジング制御処理が行われる。
ステップS303では、衝突後判断が有るか否かを判断し、衝突後判断が有る場合はステップS307へ進み、衝突後判断が無い、すなわち衝突前の場合はステップS304へ進む。衝突後判断は、衝突直前であって、仮に運転者が何らかの操舵操作やブレーキ操作を行ったとしても、ほぼ現在の走行状態でガードレール等の走行路規定線に衝突するか否かを判断するものである。実施例1では衝突直後の車両の動きを規制する観点から、実際に衝突が起きる前から衝突後制御を開始する。よって、実際に車両が衝突した場合の衝突判断は、後述する衝突後制御内にて行われる。
ステップS304では、制御量H(t)が0以上か否かを判断し、0以上のときはステップS306へ進み、負の場合はステップS305へ進む。
ステップS305では、左操舵アシストトルクを小さく、右操舵アシストトルクを大きくする。これにより、運転者は右側に操舵しやすい状態を実現する。
ステップS306では、右操舵アシストトルクを小さく、左操舵アシストトルクを大きくする。これにより、運転者は左側に操舵しやすい状態を実現する。また、ステップS305,S306の操舵制御とともに、制御量H(t)に1より大きなゲインを乗算してブレーキにより発生しているヨーモーメント制御量の絶対値を大きくする制御も合わせて実行される。
ステップS307では、自動操舵制御を実施する。具体的には、制御量H(t)を実現するための目標操舵角及び目標ヨーレイトを設定し、電動モータの制御として、アシストトルクを付与するトルク制御から回転角制御に切り替え、目標転舵速度によって目標操舵角まで転舵させるよう、電動モータに駆動指令を出力する。また、衝突直後に走行路規定線を認識できない場合があり、制御量H(t)の算出が遅れる場合がある。よって、衝突前から衝突後の進行方向仮想線を推定し、より応答性良く衝突後制御を達成する。なお、ステップS304では、制御量H(t)が0以上か否かを判断してS306,S305のアシストトルク制御を実施したが、図16、図17の回転角制御の場合と同様に、制御量H(t)が±δを超えた場合に、S306,S305のアシストトルク制御を実施するようにしてもよい。
衝突回避不可能な場面、かつ、衝突前にあっては、ブレーキ制御と操舵制御の両方が実施される。ブレーキ制御にあっては制御量H(t)に1より大きなゲインを乗算してブレーキにより発生しているヨーモーメント制御量の絶対値を大きくする制御が行われる。また、操舵制御にあっては制御量H (t)の符合に応じて左右のアシストトルクゲインを変更する。例えば、ブレーキ制御で右旋回ヨーモーメントを付与している場合には、右側操舵アシストトルクを大きくし、左側操舵アシストトルクを小さくすることで、右側に操舵しやすい状態を実現する。一方、ブレーキ制御で左旋回ヨーモーメントを付与している場合には、左側操舵アシストトルクを大きくし、右側操舵アシストトルクを小さくすることで、左側に操舵しやすい状態を実現する。
次に、衝突後にあっては、制御量H(t)に基づいてブレーキ制御及び操舵制御の両方が行われる。ブレーキ制御にあっては衝突前と同様に1より大きなゲインを乗算してブレーキにより発生しているヨーモーメント制御量の絶対値を大きくする制御が行われる。また、操舵制御にあっては制御量H(t)の符合に応じて強制的に操舵する自動操舵(回転角制御)が行われる。
ステップS401では、衝突直前の走行状態から、衝突後の進行方向仮想線を算出する。例えば、図23の概略説明図に示すように、なす角θでガードレールに衝突した場合、同様の角度で跳ね返されるため、この跳ね返された後の進行方向仮想線を推定する。
ステップS402では、衝突後の制御量H1(t)を演算する。すなわち、衝突直後は走行路規定線がステレオカメラ310の視野から離れてしまう場合等が想定され、最初の制御量H(t)を演算するまでに時間がかかるおそれがあり、応答性が悪化するおそれがある。そこで、ステップS401で推定された衝突後の進行方向仮想線と走行路規定線とのなす角θを用いて衝突した走行路規定線と平行になるような制御量H1(t)を事前に演算しておく。
ステップS403では、転舵角が0となるように、言い換えると、操舵角が中立位置となるように電動パワーステアリング2を角度制御する。すなわち、衝突前は衝突回避のために走行路規定線から離れる方向に向けて転舵しているものの、衝突により跳ね返された後は、走行路規定線に近づく方向に向けて転舵する必要がある。よって、事前に中立位置を確保し、衝突後に応答性の高い自動操舵制御を実現するためである。
ステップS404では、実際に衝突が発生したか否かを判断し、衝突が発生したと判断した場合はステップS405に進み、衝突が発生するまでの間はステップS401,S402を繰り返す。ここで、衝突が発生したか否かについては、例えば車両運動検出センサ11により検出された前後加速度の急変により衝突後か否かを判断してもよいし、車両に供えられたエアバッグ作動信号等に基づいて衝突後と判断してもよく、特に限定しない。
ステップS405では、衝突後の制御量H(t)が算出できたか否かを判断し、演算できていない場合は、ステップS406に進み、ステップS402において事前に演算しておいた制御量H1(t)を用いて自動操舵制御を行う。一方、衝突後の制御量H(t)が算出できた場合には、ステップS407に進み、H(t)を用いた自動操舵制御を行う。また、前述したように、ステップS406、S407では、制御量H1(t)、H(t)に1より大きなゲインを乗算してブレーキにより発生しているヨーモーメント制御量の絶対値を大きくする制御も合わせて実行される。これにより、衝突直前から衝突後の車両姿勢安定化に向けた制御を開始でき、衝突後にあっても即座にヨーモーメント制御を開始できる。
図24は実施例1の衝突制御と、車両姿勢スタビライジング制御と、既存のレーンキープ制御との相対的な位置づけを表すマップである。横軸に交差時間をとり、縦軸になす角θをとる。制御限界線とは、例えばステレオカメラの認識限界に伴う制限や、交差時間が十分確保されているのに、なす角θを解消するのに必要なヨーモーメント制御量を付与すると違和感となることに伴う制限や、最大限のヨーモーメント制御量を付与しても交差時間内にヨーモーメントを実現できないことに伴う制限である。また、ここで説明するレーンキープ制御とは、走行路規定線との交差時間となす角θの大きさに応じてヨーモーメントを付与することで走行路規定線からの逸脱を抑制する制御である。
自車両から進行方向に延びる進行方向仮想線を認識する車両現在位置認識部23(進行方向仮想線認識手段)と、
自車両が走行路規定線に衝突したか否かを判断するステップS301,S303(衝突判断手段)と、
自車両が走行路規定線に衝突後、進行方向仮想線と走行路規定線とのなす角θが減少するように制御量H(t)(ヨーモーメント制御量)を付与する衝突制御フロー(衝突時制御手段)と、
を備えたことを特徴とする。
よって、衝突後、車両姿勢が不安定な状態であっても、即座に走行路規定線と平行となるような制御量を出力することができ、安全性の高い制御が実現できる。
よって、例えばガードレールに衝突して跳ね返されたときに、走行路規定線を認識できないような場合であっても、衝突前に予測された制御量H1(t)に基づいてヨーモーメント制御量を付与できるため、安全性の高い制御が実現できる。
よって、実際に衝突が発生した時点を精度よく検出することができ、衝突前後での制御の切り替え等が正確に実現できる。
具体的には、衝突前から、衝突後に要求されるヨーモーメント制御量を応答性良く実現するために、操舵角を中立位置に戻しておく、もしくは、ある程度のカウンターステアを事前に付与しておくとった制御により、衝突後もより素早く走行路規定線に対して平行となるような制御量を出力することができる。
すなわち、衝突直後のように激しくヨーレイトや横加速度が変動する中で、正確に進行方向仮想線と走行路規定線との関係を認識するのは困難であり、また、通常の運転者が適正なステアリング操作を実施するのは困難である。よって、衝突後にあっては、操舵制御により強制的に走行路規定線と平行となるように操舵角を制御することで、より高い安全性を確保できる。
ステップS405(衝突時制御手段)は、衝突後のなす角θを、検出されたヨーレイトの積分値に基づいて算出し、ヨーモーメント制御量を付与することを特徴とする。
よって、衝突によって自車両が大きく跳ね返されると、ステレオカメラ310が衝突した走行路規定線を認識するのに時間がかかるため、制御量の算出が遅れる傾向があるが、ヨーレイトに基づいてなす角θを算出することで、素早く制御量H(t)を算出できる。
ステップS305,S306(衝突時制御手段)は、衝突前になす角θが減少するように操舵トルクを左右で異ならせることを特徴とする。
これにより、運転者の操舵操作を許容しつつ、より走行路規定線に平行となるような操舵状態に誘導することができ、運転者に違和感を与えることなく安全性を確保できる。ここで、自動操舵(S307)を実現するには、電動パワーステアリング2はトルク制御から回転角制御に切り替えることで、目標通りの転舵角やヨーレイトを実現できる。
尚、実施例1では電動パワーステアリング2を備えた構成を示したが、ステアバイワイヤシステムを搭載した車両にあっては、転舵アクチュエータ側にて運転者の操舵操作にかかわらず自動的に制御すればよい。もしくは反力モータの制御によって必要な操舵角に誘導するように制御してもよく、特に限定しない。
すなわち、衝突直後のように激しくヨーレイトや横加速度が変動する中で、正確に進行方向仮想線と走行路規定線との関係を認識するのは困難であり、また、通常の運転者が適正なステアリング操作を実施するのは困難である。よって、衝突後にあっては、操舵制御(回転角制御)により強制的に走行路規定線と平行となるように操舵角を制御することで、より高い安全性を確保できる。
よって、減速を伴いながら車両にヨーモーメント制御量を付与することができ、より安全性を高くできる。
衝突時制御は、衝突前に、転舵輪を衝突後に必要なヨーモーメント制御量を出力しやすい転舵角に制御することを特徴とする。
具体的には、衝突前から、衝突後に要求されるヨーモーメント制御量を応答性良く実現するために、操舵角を中立位置に戻しておく、もしくは、ある程度のカウンターステアを事前に付与しておくとった制御により、衝突後もより素早く走行路規定線に対して平行となるような制御量を出力することができる。
よって、車両前方の距離や前方障害物を立体的に把握することができ、ガードレールなどの障害物と白線とで異なる制御ゲインを設定することができる。この場合、障害物に対して衝突のおそれがある場合には、より大きなゲインを設定することで安全性の高い制御が実現できる。
よって、自車両から走行路規定線までの距離によらず、実際に走行路規定線に到達するよりも前の段階で、即座に走行路規定線と平行となるような制御量を出力することができ、安全性の高い制御が実現できる。また、曲率となす角θとの関係を用いて制御量を演算するため、走行路規定線に沿って走行しているような制御不要な状況にあっては、なす角θが生じていたとしても衝突時制御が介入することがなく、運転者に違和感を与えることもない。
これにより、運転者の操舵操作を許容しつつ、より走行路規定線に平行となるような操舵状態に誘導することができ、運転者に違和感を与えることなく安全性を確保でき、また、減速を伴いながら車両にヨーモーメント制御量を付与することができ、より安全性を高くできる。
衝突後にあっては、操舵制御(回転角制御)により強制的に走行路規定線と平行となるように操舵角を制御することで、より高い安全性を確保できるとともに、減速を伴いながら車両にヨーモーメント制御量を付与することができ、より安全性を高くできる。
2 電動パワーステアリング
3 油圧ブレーキユニット
4 ブレーキブースタ
5 ステアリングホイール
10 電子制御ユニット
11 車両運動検出センサ
20 逸脱傾向算出部
21 車両姿勢スタビライジング制御部
22 走行路規定線認識部
24 交差時間算出部
25 仮想走行路規定線算出部
26 作動要否判定部
310 ステレオカメラ
Claims (14)
- 車両制御システムにおいて、
自車両の進行方向領域の情報から走行路の走行路規定線を認識する走行路規定線認識部と、
自車両から進行方向に延びる進行方向仮想線を認識する進行方向仮想線認識部と、
自車両が走行路規定線に衝突したか否かを判断する衝突判断部と、
自車両が走行路規定線に衝突後、前記進行方向仮想線と前記走行路規定線とのなす角が減少するようにヨーモーメント制御量を付与する衝突時制御部と、を備えた、車両制御システム。 - 請求項1に記載の車両制御システムにおいて、
前記衝突時制御部は、衝突前に、衝突後の前記進行方向仮想線を予測し、該予測された進行方向仮想線に基づいてヨーモーメント制御量を付与する、車両制御システム。 - 請求項1に記載の車両制御システムにおいて、
前記衝突判断部は、車両の前後加速度の変化量に基づいて衝突の有無を判断する、車両制御システム。 - 請求項1に記載の車両制御システムにおいて、
前記衝突時制御部は、衝突前に、衝突後の前記進行方向仮想線を予測し、該予想された進行方向仮想線に基づいて、衝突前から転舵角の制御を開始する、車両制御システム。 - 請求項1に記載の車両制御システムにおいて、
前記衝突時制御部は、運転者の操舵操作にかかわらずヨーモーメント制御量を付与する、車両制御システム。 - 請求項1に記載の車両制御システムにおいて、
車両のヨーレイトを検出するヨーレイト検出部を設け、
前記衝突時制御部は、衝突後のなす角を、検出されたヨーレイトの積分値に基づいて算出し、ヨーモーメント制御量を付与する、車両制御システム。 - 請求項1に記載の車両制御システムにおいて、
運転者の操舵トルクを制御する操舵アクチュエータを有し、
前記衝突時制御部は、衝突前に前記なす角が減少するように操舵トルクを左右で異ならせる、車両制御システム。 - 請求項7に記載の車両制御システムにおいて、
前記衝突時制御部は、衝突後に前記なす角が減少するように前記操舵アクチュエータを自動的に制御する、車両制御システム。 - 請求項1に記載の車両制御システムにおいて、
前記衝突時制御部は、車輪に制動トルクを付与するブレーキ制御によってヨーモーメント制御量を付与する、車両制御システム。 - 請求項1に記載の車両制御システムにおいて、
転舵輪の転舵角を制御可能な転舵アクチュエータを有し、
前記衝突時制御部は、衝突前に、前記転舵輪を衝突後に必要なヨーモーメント制御量を出力しやすい転舵角に制御する、車両制御システム。 - 請求項1に記載の車両制御システムにおいて、
前記走行路規定線認識部は、複数のカメラが同一の対象物を撮影したときに発生する視差を利用して距離を計測するステレオカメラである車両制御システム。 - 請求項1に記載の車両制御システムにおいて、
前記衝突時制御部は、前記進行方向仮想線と前記走行路規定線とのなす角と、自車両の旋回半径に応じた曲率との差分である交差角に応じてヨーモーメント制御量を付与する、車両制御システム。 - 請求項1に記載の車両制御システムにおいて、
運転者の操舵トルクを制御する操舵アクチュエータを有し、
前記衝突時制御部は、衝突前に、前記なす角が減少するように操舵トルクを左右で異ならせるとともに、車輪に制動トルクを付与するブレーキ制御によって前記なす角が減少するようにヨーモーメント制御量を付与する、車両制御システム。 - 請求項1に記載の車両制御システムにおいて、
運転者の操舵トルクを制御する操舵アクチュエータを有し、
前記衝突時制御部は、衝突後に、前記なす角が減少するように前記操舵アクチュエータを自動的に制御するとともに、車輪に制動トルクを付与するブレーキ制御によって前記なす角が減少するようにヨーモーメント制御量を付与する、車両制御システム。
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US14/893,697 US9796422B2 (en) | 2013-05-31 | 2014-05-27 | Vehicle control system configured to recognize travel environment in which vehicle travels, and to provide drive assist |
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JP6699648B2 (ja) * | 2017-03-21 | 2020-05-27 | 株式会社デンソー | 運転支援装置 |
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KR102005900B1 (ko) * | 2017-11-30 | 2019-08-01 | 주식회사 만도 | 차량의 전방 및 측방 충돌 가능성을 기초로 어시스트 토크를 조정하는 전동식 조향 장치 및 방법 |
KR102673774B1 (ko) * | 2018-10-08 | 2024-06-10 | 주식회사 에이치엘클레무브 | 대형 차량 접근 경보 장치 및 그의 제어 방법 |
KR20200095976A (ko) * | 2019-02-01 | 2020-08-11 | 주식회사 만도 | 운전자 보조 장치 |
CN111899567B (zh) * | 2019-05-06 | 2021-12-07 | 江苏金海星导航科技有限公司 | 一种基于定位的船舶防碰撞优化方法及*** |
CN110271550B (zh) * | 2019-06-26 | 2021-04-20 | 北京汽车股份有限公司 | 车辆的制动方法、***及车辆 |
CN111016594A (zh) * | 2019-12-12 | 2020-04-17 | 宝能汽车有限公司 | 车辆及其控制方法和控制装置 |
KR20210100241A (ko) * | 2020-02-05 | 2021-08-17 | 현대모비스 주식회사 | 내비게이션 연동을 이용한 차선 표시용 램프 시스템 및 이에 의한 차선 표시 방법 |
CN111523471B (zh) * | 2020-04-23 | 2023-08-04 | 阿波罗智联(北京)科技有限公司 | 车辆所在车道的确定方法、装置、设备以及存储介质 |
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US9796422B2 (en) | 2017-10-24 |
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CN105246756B (zh) | 2017-11-10 |
JP6049542B2 (ja) | 2016-12-21 |
KR101691322B1 (ko) | 2016-12-29 |
US20160144896A1 (en) | 2016-05-26 |
DE112014002646T5 (de) | 2016-02-18 |
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