JP2018034592A - Driving assistance device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make a correction amount of a steering angle command value more appropriate according to a user's intention in executing a process of correcting a steering angle command value in order to drive a vehicle along a lane. Provide driving support equipment. A steering angle command value setting processing unit M14 sets a steering angle command value θp1 * based on an input torque (steering torque Trqs) for steering. The support amount calculation processing unit M16 calculates the support correction amount Δθp1 *, which is the correction amount of the steering angle command value θp1 * for executing the lane keep assist. In the gain calculation processing unit M18, the gain Gm * is set to a smaller value than when the consistency between the steering by the support amount calculation processing unit M16 and the steering by the user is low, based on the steering torque Trqs and the steering angle θp. And. The steering angle command value θp1 * is corrected by the value obtained by correcting the support correction amount Δθp1 * with the gain Gm *. [Selection diagram] Fig. 2

Description

  The present invention relates to a driving support device that operates a steered actuator that steers steered wheels.

  For example, Patent Document 1 describes a device that performs a so-called lane keeping process in which a torque of an electric motor built in a steering actuator is operated based on a steering operation by a user and information on a traveling direction of the vehicle. Specifically, in this device, the assist torque is set based on the detected value of the steering torque that is the torque input to the steering, and the turning angle command value is set based on the assist torque and the detected value of the steering torque. . In this device, a correction value for the turning angle command value is calculated for the lane keeping process, and the turning angle command value is corrected by the correction value. Then, the assist torque is corrected by the operation amount for feedback-controlling the detected value of the turning angle to the corrected turning angle command value, and control is performed so that the torque of the electric motor becomes the corrected assist torque.

JP2015-42527A

  In the case of the above-described device, the correction amount of the turning angle command value for causing the vehicle to travel along the lane is calculated independently of the user's intention, and therefore appropriate control according to the user's intention There is a risk of not being able to.

  The present invention has been made in view of such circumstances, and an object of the present invention is to execute a process for correcting a turning angle command value so that the vehicle travels along a lane. An object of the present invention is to provide a driving support device that can set the correction amount to a more appropriate value according to the user's intention.

Hereinafter, means for solving the above-described problems and the effects thereof will be described.
1. The driving support device has a steering angle command value setting process for setting a steering angle command value that is a command value of a steering angle of a steered wheel, using a detected value of a steering torque that is a torque applied to a steering by a user as an input, Assistance amount calculation processing for calculating an assist amount for correcting the steered angle command value in order to make the vehicle travel according to a lane by using information on the traveling direction of the vehicle and the detected value of the steered angle, and the assist amount Is corrected by the support amount correction process, the command value correction process for correcting the turning angle command value using the support amount that has been subjected to the support amount correction process, and the command value correction process. An operation process for outputting an operation signal to a steering actuator that steers the steered wheels in order to feedback control the detected value of the steered angle to the steered angle command value that has been performed, and the amount of support The correction process When the detected value of the turning angle or the assistance amount and the steering torque are input, and the consistency between the steering by the steering operation by the user and the steering by the assistance amount calculation process is low, compared to the high case, And a support correction amount calculation process for calculating the support correction amount to an amount that reduces and corrects the absolute value of the support amount to a small value.

  In the above configuration, since the steering actuator is operated so that the turning angle command value corrected by the assistance amount is obtained, it is possible to assist the vehicle traveling according to the lane. In addition, when the consistency between the steering by the user's steering operation and the steering by the assistance amount calculation process is low, the absolute value of the assistance amount is corrected to a small value, so that the steering by the user can be respected. For this reason, the correction amount of the turning angle command value can be set to a more appropriate value according to the user's intention in the processing for correcting the turning angle command value in order to cause the vehicle to travel along the lane.

  2. In the driving assistance device according to the above-described item 1, in the assistance amount correction processing, the polarity of the assistance amount and the polarity of the detected value of the steering torque are reversed, and the polarity of the assistance amount and the polarity of the detected value are The support calculated by the support amount calculation process with the support correction amount alone by correcting the support amount by the pattern correction amount in addition to the correction by the support correction amount on the condition that the inversion is detected. It includes a pattern detection correction process for reducing the absolute value of the support amount after correction as compared with the case where the amount is corrected.

  When the polarity of the assistance amount and the polarity of the detected value of the steering torque are opposite, the consistency between the steering by the user's steering operation and the steering by the assistance amount calculation process is lower than the case where they are the same. The absolute value of the support amount is corrected to decrease by the support correction amount. Here, it can be considered that the polarity of the detected value of the steering torque is reversed when the vehicle is steered from the right turn side or the left turn side to the opposite side. Even in this case, if the polarity of the support amount is opposite to the polarity of the detected value of the steering torque, it is considered that the consistency is still lower. In that case, in the above-described configuration, the absolute value of the corrected support amount is reduced by the pattern correction amount, compared with the case where the support amount calculated by the support amount calculation process is corrected by the support correction amount alone, thereby steering. The steering by the operation of can be respected more.

  3. In the driving assistance device according to the above-described item 1, in the assistance amount correction process, the polarity of the assistance amount and the polarity of the detected value of the steering torque are the same, and the polarity of the assistance amount and the polarity of the detected value are The support calculated by the support amount calculation process with the support correction amount alone by correcting the support amount by the pattern correction amount in addition to the correction by the support correction amount on the condition that the inversion is detected. It includes a correction process at the time of pattern detection that increases the absolute value of the support amount after correction as compared with the case where the amount is corrected.

  When the polarity of the assistance amount and the polarity of the detected value of the steering torque are the same, the consistency between the steering by the user's steering operation and the steering by the assistance amount calculation process is higher than the opposite case Compared with the opposite case, the absolute value of the support amount corrected by the support correction amount becomes larger. Here, it can be considered that the polarity of the detected value of the steering torque is reversed when the vehicle is steered from the right turn side or the left turn side to the opposite side. Even in this case, if the polarity of the assistance amount and the polarity of the detected value of the steering torque are the same, the steering by the assistance amount calculation process is significantly reflected in the operation of the turning actuator. Regardless, steering by steering is considered necessary. Therefore, in the above configuration, the pattern correction amount is input to the steering by increasing the absolute value of the corrected support amount as compared with the case where the support amount calculated by the support amount calculation process is corrected by the support correction amount alone. It is possible to perform steering in accordance with the user's intention without increasing the torque to be applied.

  4). In the driving assistance device according to the above 1, the assistance amount correction process includes a transition from a first state in which the polarity of the assistance amount and a polarity of the detected value of the steering torque are opposite to a second state that is the same. As a condition, by correcting the support amount by a pattern correction amount in addition to the correction by the support correction amount in the second state, the support amount calculated by the support amount calculation process alone is corrected. A correction process at the time of pattern detection that increases the absolute value of the support amount after correction as compared with the case where the correction is made.

  In the case of shifting from the first state to the second state, it is considered that the steering by the steering operation shifts from a state delayed with respect to the steering by the assist amount calculation process to a state of following. Here, when shifting from the first state to the second state, the consistency between the steering by the user's steering operation and the steering by the support amount calculation process is increasing. In the second state, although the absolute value of the assistance amount corrected by the assistance correction amount is large, the polarity of the assistance amount and the polarity of the detected value of the steering torque are the same. This is considered that the steering by the steering is required even though the steering by the assist amount calculation processing is remarkably reflected in the operation of the turning actuator. Therefore, in the above configuration, the pattern correction amount is input to the steering by increasing the absolute value of the corrected support amount as compared with the case where the support amount calculated by the support amount calculation process is corrected by the support correction amount alone. It is possible to perform steering in accordance with the user's intention without increasing the torque to be applied.

  5. In the driving assistance apparatus according to any one of the above 1 to 4, the assistance correction amount calculation processing is smaller than when the differential value of the detected value of the steering torque based on the detected value of the turning angle is large. The process includes setting the support correction amount as an amount to decrease the support amount, assuming that the consistency is low.

  When the differential value is large, it means that the steering torque required to change the turning angle is large. This is considered to be a state in which the steering of the steering is not supported so much by the assistance of the steering by the assistance correction amount. For this reason, in the above configuration, the support correction amount is set to an amount for reducing the support amount, assuming that the consistency is low in that case.

  6). 5. The driving assistance apparatus according to any one of 1 to 4, wherein the assistance correction amount calculation processing is the same when the polarity of the assistance amount is opposite to the polarity of the detected value of the steering torque. And processing that sets the support correction amount as an amount to decrease the support amount, assuming that the consistency is lower than that.

  The steering by the assistance amount calculation process is reflected in the polarity of the assistance amount, and the steering by the steering operation is reflected in the polarity of the detected value of the steering torque. For this reason, in the said structure, consistency is grasped | ascertained according to whether those polarities are the same.

The figure which shows the structure of the driving assistance device concerning 1st Embodiment, and its operation target. The figure which shows a part of process which the control apparatus concerning the embodiment performs. 6 is a flowchart showing a processing procedure of a gain calculation processing unit according to the embodiment. The figure which shows the setting method of the gain concerning 2nd Embodiment. The flowchart which shows the procedure of the process of the gain calculation process part concerning 3rd Embodiment. The time chart which illustrates transition of the amount of assistance concerning the same embodiment, and transition of steering torque.

<First Embodiment>
Hereinafter, a first embodiment of a driving assistance device will be described with reference to the drawings.
As shown in FIG. 1, in the steering mechanism according to the present embodiment, the steering wheel (steering 10) is fixed to the steering shaft 12, and the rack shaft 20 reciprocates in the axial direction in accordance with the rotation of the steering shaft 12. Move. The steering shaft 12 is configured by connecting a column shaft 14, an intermediate shaft 16, and a pinion shaft 18 in order from the steering 10 side.

  The pinion shaft 18 is disposed at a predetermined crossing angle with the rack shaft 20, and the first rack teeth 20 a formed on the rack shaft 20 and the pinion teeth 18 a formed on the pinion shaft 18 mesh with each other. A one-rack and pinion mechanism 22 is configured. Further, a tie rod 24 is connected to both ends of the rack shaft 20, and a tip of the tie rod 24 is connected to a knuckle (not shown) to which a steered wheel 26 is assembled. Accordingly, the rotation of the steering shaft 12 accompanying the operation of the steering 10 is converted into the axial displacement of the rack shaft 20 by the first rack and pinion mechanism 22, and this axial displacement is transmitted to the knuckle via the tie rod 24. The turning angle of the steered wheels 26, that is, the traveling direction of the vehicle is changed.

  The rack shaft 20 is arranged with a predetermined crossing angle with the pinion shaft 28, and the second rack teeth 20b formed on the rack shaft 20 and the pinion teeth 28a formed on the pinion shaft 28 are engaged with each other. A second rack and pinion mechanism 30 is configured.

  The pinion shaft 28 is connected to a rotation shaft 34a of the electric motor 34 via a speed reduction mechanism 32 such as a worm and wheel. The electric motor 34 is connected to an inverter 36 that applies a voltage to each terminal of the electric motor 34. In FIG. 1, the rack shaft 20, the pinion shaft 28, the speed reduction mechanism 32, the electric motor 34, and the inverter 36 surrounded by a broken line constitute a turning actuator PSA.

  The control device 50 includes a central processing unit (CPU 52) and a memory 54. When the CPU 52 executes a program stored in the memory 54, the control device 50 operates the inverter 36 based on the detection values of various sensors. The control amount (torque) of the electric motor 34 is controlled. Examples of various sensors include a torque sensor 62 that detects torque (steering torque Trqs) applied to the pinion shaft 18 based on torsion of a torsion bar 60 provided on the pinion shaft 18, and a rotation angle θm of the rotation shaft 34a. There is a rotation angle sensor 64. Further, there are a current sensor 66 for detecting an output line current (currents iu, iv, iw) of the inverter 36 and a vehicle speed sensor 68 for detecting a traveling speed (vehicle speed) of the vehicle.

  Based on the steering torque Trqs input to the steering wheel 10 when the user operates the steering wheel 10, the control device 50 executes an assist process for operating the steering actuator PSA to assist the steering. However, in the assist process, the control device 50 corrects the operation signal MSt for the steering actuator PSA with respect to that requested by the simple assist process in order to cause the vehicle to travel according to the lane based on the image data from the camera 70. Shall.

FIG. 2 shows a part of processing realized by the CPU 52 executing the program stored in the memory 54.
Based on the vehicle speed V and the steering torque Trqs, the base torque calculation processing unit M10 calculates and outputs a base value (base torque Trqa) of assist torque for assisting the steering of the steering wheel 10. The base torque calculation processing unit M10 calculates the magnitude (absolute value) of the base torque Trqa to a larger value when the magnitude (absolute value) of the steering torque Trqs is small than when the magnitude is small. In addition, the base torque calculation processing unit M10 sets the magnitude of the base torque Trqa to a larger value than when the vehicle speed V is high even when the steering torque Trqs is the same as when the vehicle speed V is low.

The turning angle calculation processing unit M12 calculates the turning angle θp of the steered wheels 26 based on the rotation angle θm of the rotating shaft 34a of the electric motor 34.
The turning angle command value setting processing unit M14 calculates and outputs a turning angle command value θp1 * that is an ideal turning angle for the steering torque Trqs based on the steering torque Trqs and the base torque Trqa. In the present embodiment, the turning angle command value θp1 * is calculated based on the following equation (c1).

Trqs + Trqa = K · θp1 * + C · θp1 ′ + J · θp1 ″ (c1)
The above equation (c1) is a model that determines an ideal turning angle command value θp1 * for torque. In the above formula, the spring coefficient K determines a steering feeling related to elasticity caused by the specifications of the suspension and wheel alignment and the grip force of the steered wheels 26 among the steering feeling sensed by the user when operating the steering 10. The viscosity coefficient C determines a steering feeling caused by friction of the steering device, among steering feelings sensed by the user when the steering wheel 10 is operated. In addition, the inertia coefficient J determines a steering feeling caused by the inertia of the steering device among steering feelings sensed by the user when the steering wheel 10 is operated.

  The support amount calculation processing unit M16 calculates a correction amount (support amount Δp1 *) of the turning angle command value θp1 * for causing the vehicle to travel along the lane based on image data such as the front of the vehicle traveling direction by the camera 70. Output. Specifically, the support amount calculation processing unit M16 calculates a target travel locus that is an ideal locus when the vehicle travels according to the lane based on the image data. Then, the support amount calculation processing unit M16 calculates a support amount Δθp1 * for bringing the turning angle θp closer to an appropriate value for traveling on the target travel locus based on the target travel locus and the turning angle θp. .

  The gain calculation processing unit M18 receives the turning angle θp and the steering torque Trqs as input, and calculates and outputs a gain Gm * for correcting the support amount Δθp1 * according to the intention of steering by the user. The correction amount correction processing unit M20 outputs a value (support amount Δθp *) obtained by multiplying the support amount Δθp1 * by the gain Gm * as a corrected support amount Δθp *.

The turning angle correction processing unit M22 calculates and outputs the turning angle command value θp * by adding the assistance amount Δθp * to the turning angle command value θp1 *.
The turning angle feedback processing unit M24 calculates and outputs a torque correction amount ΔTrq as an operation amount for performing feedback control of the turning angle θp to the turning angle command value θp *. The torque correction processing unit M26 calculates and outputs a torque command value Trq * by adding the torque correction amount ΔTrq to the base torque Trqa. The operation signal output processing unit M28 calculates an operation signal MSt for setting the torque of the electric motor 34 to the torque command value Trq * and outputs it to the inverter 36.

FIG. 3 shows a processing procedure of the gain calculation processing unit M18. The process shown in FIG. 3 is repeatedly executed by the CPU 52 at a predetermined cycle, for example.
In the series of processes shown in FIG. 3, the CPU 52 first acquires the steering torque Trqs and the turning angle θp (S10). Next, the CPU 52 calculates an impedance I that is a first-order differential value of the steering torque Trqs based on the turning angle θp (S12). This process may actually be a process for obtaining a value obtained by dividing the change amount of the steering torque Trqs per predetermined time by the change amount of the turning angle θp per predetermined time. The impedance I is a parameter that quantifies the user's intention of steering. That is, the impedance I means that the user is more willing to operate the steering 10 and steer than when the value is small. That is, for example, when the user's steering is consistent with the steering by the assist amount Δθp1 *, it is not necessary to input a large torque to the steering 10, so even if the turning angle θp changes, the amount of change in the steering torque Trqs is small. Thus, the impedance I becomes a small value. On the other hand, when the user's steering is not consistent with the steering by the support amount Δθp1 *, the user inputs a large torque to the steering 10, and the steering torque Trqs becomes large for the amount of change of the turning angle θp. I is a large value.

  Next, the CPU 52 calculates a gain Gm * based on the impedance I (S14). The gain Gm * is a value that is greater than or equal to zero and equal to or less than “1”, and is larger when the impedance I is small than when it is large. When calculating the gain Gm *, the CPU 52 outputs the gain Gm * to the correction amount correction processing unit M20 shown in FIG. 2 (S16).

In addition, when the process of step S16 is completed, CPU52 once complete | finishes a series of processes shown in FIG.
Here, the operation of the present embodiment will be described.

  When the vehicle travels away from the lane, the support amount calculation processing unit M16 calculates the support amount Δθp1 * so that the vehicle travels along the lane. When the turning angle command value θp * is calculated based on the support amount Δθp1 *, it is possible to assist the vehicle to travel along the lane.

  On the other hand, when the user's intention to steer is large, the gain calculation processing unit M18 calculates the gain Gm * to a small value. Therefore, the support amount Δθp *, which is the support amount Δθp1 * corrected by the gain Gm *, The absolute value becomes a small value. For this reason, when the user's intention of steering is large, it is possible to suppress a situation in which the assistance amount Δθp1 * interferes with the user's intention of steering.

<Second Embodiment>
Hereinafter, the second embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  In the above embodiment, the CPU 52 calculates the gain Gm * based on the impedance I, but in this embodiment, based on the similarity between the support amount Δθp * output from the support amount calculation processing unit M16 and the steering torque Trqs, Gain Gm * is calculated.

  FIG. 4 shows the similarity between the support amount Δθp * and the steering torque Trqs and the gain Gm * for each of the patterns PA to PH. In FIG. 4, the upward and downward arrows indicate that the polarities are opposite to each other, and the horizontal arrow indicates that the magnitude (absolute value) is small and close to zero. Show. Specifically, the horizontal arrow indicates that the size is less than or equal to the specified value, and the arrow that rises to the right indicates that the size is greater than the specified value and is a value on the right turn side. The down arrow indicates that the magnitude is larger than the specified value and is a value on the left turn side. FIG. 4 shows the change speed of the steering torque Trqs as a reference.

  Patterns PA and PB shown in FIG. 4 show a case where the polarity of the support amount Δθp * is opposite to the polarity of the steering torque Trqs. Each of the patterns PC, PD, PE, and PF shown in FIG. 4 shows a case where the magnitude (absolute value) of either the support amount Δθp * or the steering torque Trqs is small. Also, the patterns PG and PH shown in FIG. 4 show a case where the polarity of the support amount Δθp * and the polarity of the steering torque Trqs are the same.

  In the case of the patterns PA and PB, the degree of similarity is small, and the gain Gm * is set to a small value. In other words, the gain Gm * is set to a small value on the assumption that the degree of similarity between the operation of the steering wheel 10 and the steering for causing the assistance amount calculation processing unit M16 to drive the vehicle along the lane is small. On the other hand, each of the patterns PC, PD, PE, and PF has a high degree of similarity compared to the patterns PA and PB because any one of the support amount Δθp * and the steering torque Trqs is small (absolute value). However, the degree of similarity is small compared to the patterns PG and PH. Therefore, assuming that the degree of similarity is medium, the gain Gm * is set to a value that is larger than that of the patterns PA and PB but smaller than that of the patterns PG and PH. On the other hand, since the patterns PG and PH are both cases where the polarity of the support amount Δθp * and the polarity of the steering torque Trqs are the same, the gain Gm * is set to a large value assuming that the degree of similarity is large.

  For example, in the patterns PA and PB, instead of setting the value of the gain Gm * to one, the sum of the magnitudes may be set to a smaller value than when it is small.

<Third Embodiment>
Hereinafter, the third embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

In the present embodiment, the gain Gm * set based on the impedance I is corrected based on the running pattern.
FIG. 5 shows a processing procedure of the gain calculation processing unit M18. The process shown in FIG. 5 is repeatedly executed by the CPU 52 at, for example, a predetermined cycle. In FIG. 5, processes corresponding to the processes shown in FIG. 3 are denoted by the same step numbers for convenience, and the description thereof is omitted.

  In the series of processes shown in FIG. 5, when calculating the impedance I, the CPU 52 calculates a gain Gm * based on the impedance I (S14a). Here, when the impedance I is large, the CPU 52 sets the gain Gm * to a smaller value than when the impedance I is small, sets the minimum value of the gain Gm * to a value larger than “0”, and sets the maximum value to be smaller than “1”. Value. When calculating the gain Gm *, the CPU 52 determines whether or not the pattern PA, PB shown in FIG. 4 is a repeated PAB pattern based on the time series data of the support amount Δθp * and the steering torque Trqs (S20). . In other words, the CPU 52 determines whether or not the polarity of the support amount Δθp * and the polarity of the steering torque Trqs are reversed and the polarity of the support amount Δθp * and the polarity of the steering torque Trqs are reversed. judge.

  When determining that the pattern is a PAB pattern (S20: YES), the CPU 52 multiplies the gain Gm * by the decrease coefficient KL (<1) to correct the decrease in the gain Gm * (S22). Note that the decrease coefficient KL is a positive value. This process is a process that respects the operation of the steering wheel 10 by the user and further reduces the influence of the assistance amount calculation processing unit M16 on the torque of the electric motor 34. That is, in the case of a traveling pattern in which the patterns PA and PB are repeated, the user is not in a state of trusting the steering intended by the assistance amount calculation processing unit M16 and entrusting steering to the steering, and the steering intended by the assistance amount calculation processing unit M16. It is considered that the steering torque Trqs is being input to the steering wheel 10 so as to suppress the steering amount due to the above. For this reason, in this embodiment, it was set as respecting operation of the steering wheel 10 more.

  When determining that the pattern is not a PAB pattern (S20: NO), the CPU 52 determines whether or not the pattern PG, PH shown in FIG. 4 is a repeated PGH pattern (S24). In other words, the CPU 52 determines whether or not the polarity of the support amount Δθp * and the polarity of the steering torque Trqs are the same and that the polarity of the support amount Δθp * and the polarity of the steering torque Trqs are reversed. judge.

  If the CPU 52 determines that the pattern is a PGH pattern (S24: YES), the gain Gm * is increased and corrected by multiplying the gain Gm * by the increase coefficient KH (> 1) (S26). This is a setting for largely reflecting the steering that is appropriate for the assistance amount calculation processing unit M16 to travel the vehicle according to the lane to the torque of the electric motor 34. That is, in the case of a traveling pattern in which the patterns PG and PH are repeated, the steering by the support amount calculation processing unit M16 and the user's steering are consistent, but when the pattern is repeated, due to disturbance from the road surface, etc. It is considered that the steering torque Trqs input to the steering wheel 10 by the user is increased to some extent. Therefore, the burden on the user is reduced by largely reflecting the steering by the assistance amount calculation processing unit M16 by the torque of the electric motor 34.

  If the CPU 52 determines that the pattern is not a PGH pattern (S24: NO), the pattern PG is generated via the pattern PF following the pattern PA shown in FIG. 4 and the pattern PH is generated via the pattern PE following the pattern PB. It is determined whether or not the logical sum of the occurrences is true (S28). In other words, the CPU 52 determines whether or not the state in which the polarity of the support amount Δθp * and the polarity of the steering torque Trqs are the same is changed to the same state.

  When the CPU 52 determines that the logical sum is true (S28: YES), the gain Gm * is increased by an increase coefficient KH (> 1) when the polarity of the support amount Δθp * and the polarity of the steering torque Trqs are the same. ) To increase the gain Gm * (S30). In other words, the gain Gm * is increased and corrected when the patterns are PG and PH. This is a setting for largely reflecting the steering by the support amount calculation processing unit M16 on the torque of the electric motor 34 when the steering by the support amount calculation processing unit M16 and the steering by the user are consistent. That is, for example, when the pattern PG is generated through the pattern PF following the pattern PA, the steering by the user is delayed to the steering by the support amount calculation processing unit M16, but is shifted to the steering consistent with the steering. In addition, in the patterns PG and PH, it is considered that the steering torque Trqs input to the steering 10 by the user is increased to some extent despite being matched. Therefore, the burden on the user is reduced by largely reflecting the steering by the assistance amount calculation processing unit M16 by the torque of the electric motor 34.

When completing the processes of S22, S26, and S30, or when making a negative determination in S28, the CPU 52 proceeds to the process of S16.
Here, the operation of the present embodiment will be described.

  FIG. 6 illustrates a travel pattern. As shown in FIG. 6, when the patterns PA and PB are generated (PAB in the figure), the CPU 52 corrects the gain Gm * to decrease with respect to the value set in S14a. Further, when the patterns PG and PH are generated (in the figure, PGH), the CPU 52 corrects the gain Gm * with respect to the value set in S14a. Further, after the patterns PA and PF are generated (PAF in the drawing), the CPU 52 corrects the gain Gm * to be increased with respect to the value set in S14a when the pattern PG is obtained.

<Correspondence>
The correspondence relationship between the items in the above embodiment and the items described in the column “Means for Solving the Problems” is as follows. In the following, the correspondence relationship is shown for each number of solution means described in the “means for solving the problem” column.

  1. The turning angle command value setting process corresponds to a process in which the turning angle command value θp1 * is set by the base torque calculation processing unit M10 and the turning angle command value setting processing unit M14. The support amount calculation processing corresponds to processing for calculating the support amount Δθp1 * by the support amount calculation processing unit M16, and the support amount correction processing includes processing for calculating the gain Gm * by the gain calculation processing unit M18, and correction amount correction processing. This corresponds to the process in which the unit M20 calculates the support amount Δθp *. The command value correction process corresponds to a process in which the turning angle correction processing unit M22 calculates the turning angle command value θp *. The operation processing unit includes a process in which the turning angle feedback processing unit M24 calculates the torque correction amount ΔTrq, a process in which the torque correction processing unit M26 calculates the torque command value Trq *, and an operation signal output processing unit M28 in which the operation signal MSt Corresponds to the process of outputting. The support correction amount calculation processing corresponds to processing in which the gain calculation processing unit M18 calculates the gain Gm *, the support correction amount corresponds to the gain Gm *, and the driving support device corresponds to the control device 50.

2. The pattern detection correction process corresponds to the processes of S20 and S22, and the pattern correction amount corresponds to the reduction coefficient KL.
3. The pattern detection correction process corresponds to the processes of S24 and S26, and the pattern correction amount corresponds to the increase coefficient KH.

4). The pattern detection correction process corresponds to the processes of S28 and S30, and the pattern correction amount corresponds to the increase coefficient KH.
5. In S14 and S14a, this corresponds to the process of setting the gain Gm * to a smaller value when the impedance I is large than when the impedance I is small.

6). This corresponds to the gain Gm * setting process shown in FIG.
<Other embodiments>
In addition, you may change at least 1 of each matter of the said embodiment as follows.

・ About operation processing
In the turning angle command value setting processing unit M14, instead of setting the turning angle command value θp1 * using the model equation expressed by the above equation (c1), for example, it is expressed by the viscosity coefficient C. Another model may be used, such as deleting a term.

  It is not essential to set the torque command value Trq * to a value obtained by adding the torque correction amount ΔTrq to the base torque Trqa calculated by the base torque calculation processing unit M10. When the base torque Trqa is not calculated, the turning angle command value θp1 * is calculated from only the steering torque Trqs, and the operation amount for feedback control of the turning angle θp to the turning angle command value θp * is calculated as the torque command value Trq. *And it is sufficient.

  It is not essential to calculate the torque command value Trq *. For example, if the motor 34 is a surface magnet synchronous motor and it is assumed that only the minimum current / maximum torque control is executed without performing field-weakening control, the q-axis current command value may be used.

・ "How to quantify steering intentions by users"
It is not limited to the quantification based on the similarity between the support amount Δθp1 * and the steering torque Trqs or the impedance I. For example, instead of the method shown in FIG. 4, it may be quantified by the polarity of the first-order differential value of the steering torque Trqs and the first-order differential value of the support amount Δθp1 *. That is, for example, the gain Gm * may be set to a large value on the assumption that the consistency is higher when both polarities are the same than when the polarities are different. Further, for example, instead of the method shown in FIG. 4, it may be quantified by the polarity between the second-order differential value of the steering torque Trqs and the second-order differential value of the support amount Δθp1 *. That is, for example, the gain Gm * may be set to a large value on the assumption that the consistency is higher when both polarities are the same than when the polarities are different.

・ About correction processing at pattern detection
In the third embodiment, the gain Gm * calculated based on the impedance I is corrected. However, the present invention is not limited to this. For example, the gain Gm * calculated based on the degree of similarity between the support amount Δθp1 * and the steering torque Trqs, or the gain calculated based on another modification in the above-mentioned column “Regarding Quantification Method of Steering Intention by User” Processing for correcting Gm * may also be used.

  Further, the pattern detection correction process is not limited to the process of correcting the gain Gm *. For example, after correcting the support amount Δθp1 * with the support correction amount, the corrected value is corrected with the pattern correction amount, or after correcting the support amount Δθp1 * with the pattern correction amount, the corrected value is used as the support correction amount. Or may be corrected.

・ About the steering system
A steering angle ratio variable actuator that changes a steering angle ratio, which is a ratio between the steering angle and the steering angle, by electronic control may be provided.

  The steering 10 is not limited to that capable of transmitting torque to the steered wheels 26. For example, even if the steering wheel 10 and the steered wheel 26 are mechanically interrupted, the same reaction force torque applied to the steering wheel 10 when the steering wheel 10 can transmit torque to the steered wheel 26. In the case where the control is performed to apply the torque of 2 to the steering by the reaction force actuator, the above processing is effective.

・ "About driving support equipment"
The driving support device is not limited to the one that includes a CPU and a memory and performs all the above-described various processes as software. For example, a dedicated hardware circuit such as an application specific integrated circuit (ASIC) that performs at least a part of processing may be provided.

  DESCRIPTION OF SYMBOLS 10 ... Steering, 12 ... Steering shaft, 14 ... Column shaft, 16 ... Intermediate shaft, 18 ... Pinion shaft, 18a ... Pinion tooth, 20 ... Rack shaft, 20a ... First rack tooth, 20b ... Second rack tooth, 22 ... 1st rack and pinion mechanism, 24 ... tie rod, 26 ... steered wheel, 28 ... pinion shaft, 28 ... pinion teeth, 30 ... second rack and pinion mechanism, 32 ... speed reduction mechanism, 34 ... electric motor, 34a ... rotating shaft, 36 DESCRIPTION OF SYMBOLS ... Inverter, 50 ... Control apparatus, 52 ... CPU, 54 ... Memory, 60 ... Torsion bar, 62 ... Torque sensor, 64 ... Rotation angle sensor, 66 ... Current sensor, 68 ... Vehicle speed sensor, 70 ... Camera.

Claims (6)

A steering angle command value setting process for setting a steering angle command value that is a command value of a steering angle of a steered wheel, using a detected value of a steering torque that is a torque that a user applies to steering as an input,
A support amount calculation process for calculating a support amount for correcting the turning angle command value in order to make the vehicle travel according to a lane by using information on the traveling direction of the vehicle and the detected value of the turning angle, and
A support amount correction process for correcting the support amount by a support correction amount;
A command value correction process for correcting the turning angle command value using the support amount that has been subjected to the support amount correction process;
An operation process for outputting an operation signal to a steering actuator for turning the steered wheels in order to feedback control the detected value of the steered angle to the steered angle command value corrected in the command value correction process; Run,
The assistance amount correction process receives the detected value of the steering angle or the assistance amount and the steering torque, and the consistency between the steering by the steering operation by the user and the steering by the assistance amount calculation process is low. The driving support device includes a support correction amount calculation process that calculates the support correction amount to an amount that reduces and corrects the absolute value of the support amount to a small value as compared with a high case.   The assistance amount correction process is performed on the condition that the polarity of the assistance amount and the polarity of the detected value of the steering torque are reversed and that the polarity of the assistance amount and the polarity of the detected value are reversed. In addition to the correction by the support correction amount, the support amount is corrected by the pattern correction amount, thereby comparing the support amount calculated by the support amount calculation process with the support correction amount alone. The driving support device according to claim 1, further comprising a correction process at the time of pattern detection that reduces the absolute value of the support amount after correction.   The assistance amount correction process is performed on the condition that the polarity of the assistance amount and the polarity of the detected value of the steering torque are the same and that the polarity of the assistance amount and the polarity of the detected value are reversed. In addition to the correction by the support correction amount, the support amount is corrected by the pattern correction amount, thereby comparing the support amount calculated by the support amount calculation process with the support correction amount alone. The driving support apparatus according to claim 1, further comprising a correction process at the time of pattern detection that increases the absolute value of the support amount after correction.   In the second state, the support amount correction process is performed on the condition that the second state is the same as the first state where the polarity of the support amount and the polarity of the detected value of the steering torque are opposite. By correcting the support amount by the pattern correction amount in addition to the correction by the support correction amount, the correction amount after correction is compared with the case where the support amount calculated by the support amount calculation process is corrected by the support correction amount alone. The driving support device according to claim 1, further comprising a pattern detection correction process for increasing the absolute value of the support amount.   In the assist correction amount calculation process, the assist correction amount is determined as the assist amount, assuming that the consistency is lower than that when the differential value of the detected value of the steering torque based on the detected value of the turning angle is large. The driving support device according to claim 1, comprising a process for reducing the amount.   The support correction amount calculation process assumes that the consistency is lower than the case where the polarity of the support amount is the same when the polarity of the detected value of the steering torque is opposite, and the support correction amount is calculated as the support correction amount. The driving support device according to any one of claims 1 to 4, comprising a process for reducing the amount.

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