JP2008298240A - Vehicle control device - Google Patents

Abstract

The present invention provides a vehicle control device with a sense of incongruity for a driver and less device consumption.
A torque difference generation mechanism (9) transmits torque from a torque generation source (12) to the left and right wheels as a torque difference between the left and right wheels. The vehicle state detection means 19 detects the movement state of the vehicle and the operation state of the driver. The outside world information detection means 18 detects outside world information. The upper control means 10 estimates the driver's intention to operate, and manages and controls the vehicle motion according to the intention of the estimated driver. Then, the control means 10 outputs a control command to the torque difference generation mechanism control means 11 in accordance with the estimated intention of the driver, and the lane difference generation mechanism 9 performs lane control.
[Selection] Figure 1

Description

  The present invention relates to a vehicle control device, and more particularly, to a vehicle control device suitable for lane control such as prevention of a vehicle from deviating from a currently traveling lane and lane change for moving to an adjacent lane.

  As a vehicle control device that controls vehicle movement and performs lane control such as lane departure prevention and lane change, the vehicle determines the departure from the driving lane in advance and turns the steering control torque in a direction to correct the deviation. A device that controls the amount of steering by generating a steering actuator is known (for example, see Patent Document 1). This generates a yaw moment in the vehicle and prevents deviation from the lane.

In addition, when the vehicle is about to depart from the lane, the braking force generating means of the vehicle is controlled, and the braking force of the left and right wheels of the vehicle is controlled independently, thereby generating a braking force difference between the left and right wheels. It is known that a yaw moment is generated in a direction that avoids the deviation (see, for example, Patent Document 2). According to this method, it is possible to perform vehicle motion control with high response and less discomfort to the steering wheel.
JP 11-96497 A JP 2001-310719 A

  However, in the vehicle control device that performs the lane departure prevention control disclosed in Patent Document 1, when the steering angle is adjusted by the steering actuator when performing the vehicle control, the movement is directly transmitted to the steering wheel, and the driving One feels it as uncomfortable.

  In the case of the vehicle control device that performs the departure prevention control from the lane disclosed in Patent Document 2, since the braking force generating means is used, the driver feels a sense of incongruity when the vehicle decelerates. Further, since the vehicle decelerates, re-acceleration may be necessary after the control is completed. Furthermore, since the braking force generating means is operated even when the traveling direction is corrected when large control is not required, if the braking force generating means is a general friction brake device, wear of the brake pad occurs. The life of the brake pad will be reduced.

  An object of the present invention is to provide a vehicle control device that has a sense of incongruity for a driver and that consumes less device.

(1) In order to achieve the above object, the present invention provides a torque difference generation mechanism having a transmission mechanism for transmitting torque from one torque generation source to the left and right wheels as a torque difference between the left and right wheels, and vehicle motion. Vehicle state detection means for detecting the state and the operation state of the driver, external environment information detection means for detecting information of the outside world, and estimating the driver's operation intention, to the estimated driver And a control means for managing and controlling the vehicle motion according to the control means. The control means performs lane control by the torque difference generation mechanism in accordance with the estimated driver's intention. .
With this configuration, it is possible to reduce a sense of discomfort for the driver during lane control and to reduce apparatus consumption.

  (2) In the above (1), preferably, switch means for switching necessity of control by the vehicle control device, and torque interrupt means for switching connection and disconnection between the torque generation source and the torque difference generation mechanism. And the torque shut-off means switches between connection and disconnection between the torque generation source and the torque difference generation mechanism in conjunction with the switch means.

  (3) In the above (1), preferably, the control means has a yaw moment necessary for vehicle control calculated from the vehicle state detected by the vehicle state detection means and the outside world information detection means and the outside world information. When it is determined that the yaw moment is greater than the yaw moment that can be generated by the torque difference generating mechanism, the driving force generating means, the braking force generating means, and the steering means provided in the vehicle are operated in cooperation with the torque difference generating mechanism. The lane control is performed by generating the necessary yaw moment.

  (4) In the above (1), preferably, the torque difference generating mechanism is connected to the rear left and right wheels so as to generate a torque difference between the rear left and right wheels.

  (5) In the above (1), preferably, the control means includes higher-order control means for managing and controlling vehicle motion, and torque difference generation mechanism control means for controlling the torque difference generation mechanism. The torque difference generation mechanism control means receives the drive command value transmitted from the host control means, and drives and controls the torque difference generation mechanism based on the received drive command value and the operation status of the torque difference generation mechanism. It is a thing.

  (6) In the above (5), preferably, the torque difference generation mechanism control means is incorporated in the torque difference generation mechanism.

  According to the present invention, it is possible to perform lane control with less discomfort to the driver and less apparatus consumption.

Hereinafter, the configuration and operation of the vehicle control device according to the embodiment of the present invention will be described with reference to FIGS.
Initially, the structure of the vehicle carrying the vehicle control apparatus by this embodiment is demonstrated using FIG.
FIG. 1 is a system block diagram showing a configuration of a vehicle equipped with a vehicle control device according to an embodiment of the present invention.

  The vehicle 1 includes, for example, an engine 2 as a power source. The power generated by the engine 2 is transmitted to the transmission 3 and is transmitted to the left and right front wheels 5FL and 5FR via the axle 4 to drive the vehicle 1. Further, the driving force transmitted to the front wheels 5FL and 5FR can be adjusted by controlling the engine 2 and the transmission 3 with the driving force control means 6 as the power from the engine 2.

  The engine 2 is also connected to the generator 7 and supplies power to the torque difference generation mechanism 9 via the power line 8. Here, an energy storage including means for storing energy such as a battery and a capacitor, a switch, and a controller for controlling the switch is arranged between the generator 7 and the torque difference generating mechanism 9, and from here It is good also as what supplies electric power. The operation of the torque difference generation mechanism 9 is controlled by the torque difference generation mechanism control means 11 based on the drive command value from the upper control means 10. The torque generated by the torque generation source 12 is converted into a reaction torque by the torque difference generation mechanism 9, a torque difference is generated between the rear wheels 5 RL and 5 RR, a yaw moment is applied to the vehicle 1, and the traveling direction of the vehicle 1 is controlled. .

  The torque difference generation mechanism 9 includes a reaction torque mechanism 200 and a differential device 201 in addition to the torque difference generation mechanism control means 11 and the torque generation source 12 such as a motor. Will be described later with reference to FIG. Further, the torque difference generation mechanism control means 11 is built in the torque difference generation mechanism 9.

In addition, the vehicle 1 includes a steering wheel 14 that is operated by a driver and determines a traveling direction of the vehicle, a steering actuator 14 such as a power steering system that assists the steering in accordance with a steering operation amount, and a steering control that controls the steering actuator 14. Means 15 and braking force generation means 16 for stopping the moving vehicle are provided. The braking force generation means 16 is provided for each wheel, and the operation of the braking force generation means 16 for each wheel can be controlled by the braking force control means 17 so that the braking force generated on each wheel can be controlled independently. As the braking force generating means 16, for example, a brake device having a brake fluid pressure control unit constituted by a valve and a pump, or a brake device constituted by a motor and a linear motion mechanism is used.
Further, the vehicle 1 includes external information detection means 18 such as a camera, a sensor, and a radar for detecting information around the vehicle, a driver's operation such as a speed sensor, an acceleration sensor, a yaw rate sensor, a steering angle meter, and the vehicle. Vehicle state detection means 19 for detecting the state is provided. Here, the outside world information includes information on roads, information on other vehicles, information on obstacles, and the like. The vehicle state indicates a driver's operation state such as a steering angle, an accelerator opening, and a brake operation amount, and a vehicle motion state such as a vehicle speed, yaw rate, and acceleration. Moreover, the state of switches, such as a blinker, is also obtained as a vehicle state.

  Here, the upper control means 10 for controlling the vehicle motion, the driving force control means 6, the torque difference generation mechanism control means 11, the steering control means 15, and the braking force control means 17 are connected by the communication means 20. ing. The upper control means 10 includes a driver operation intention estimation means, based on the outside world information detected by the outside world information detection means 18, the driver's operation detected by the vehicle state detection means 19, and the current vehicle motion state. The direction in which the driver wants to move the vehicle 1 is estimated, and the yaw moment necessary for the operation of the vehicle 1 is calculated based on the estimated direction. From this necessary yaw moment, a control command value for each actuator is calculated and transmitted to each control means via the communication means 20.

  The lane control switch 21 is turned on / off according to the driver's intention. The state of the lane control switch 21 is taken into the upper control means 10, and when the upper control means 10 determines that it is in the ON state, it performs automatic lane control.

Next, the configuration of the torque difference generation mechanism 9 that is the vehicle control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 2 is a skeleton diagram showing a configuration of a torque difference generation mechanism that is a vehicle control apparatus according to an embodiment of the present invention.

  The torque difference generation mechanism 9 includes a torque difference generation mechanism control means 11, a torque generation source 12 such as a motor, a reaction torque mechanism 200, and a differential device 201.

  The actuating device 201 includes a differential input element 202, a pair of left and right bevel gear side gears 203RL and 203RR, and a pinion gear 204 that meshes with both side gears, and these are rotatably supported by the differential input element 202. The rotation axes of the side gears 203RL and 203RR and the pinion gear 204 are arranged at right angles. The left side gear 203RL is connected to the left rear wheel 5RL, and the right side gear 203RR is connected to the right rear wheel 5RR. With this configuration, the average rotational speed of the side gears 203RL and 203RR becomes the rotational speed of the differential input element 202. When there is no rotational speed difference between the side gears 203RL and 203RR, the rotational speeds of the side gears 203RL and 203RR and the differential input element 202 are Match.

  The reaction torque mechanism 200 includes a housing 206 fixed to the vehicle body, a pair of planetary gear mechanisms 207a and 207b having rotating elements having the same reduction ratio, a reaction torque input shaft 208, and a pair of output shafts 209a and 209b. Is provided. The first planetary gear mechanism 207a includes a first sun gear 210a, a first ring gear 211a, a first planetary gear 212a, and a first planetary carrier 213a. The first planetary carrier 213a supports the first planetary gear 212a that meshes with the first sun gear 210a and the first ring gear 211a. The second planetary gear mechanism 207b includes a second sun gear 210b, a second ring gear 211b, a second planetary gear 212b, and a second planetary carrier 213b. The second planetary carrier 213b supports a second planetary gear that meshes with the second sun gear 210b and the second ring gear 211b. The number of teeth of the sun gears 210a and 210b are both Zs, and the number of teeth of the ring gears 211a and 211b are both Zr.

  The first sun gear 210a is connected to the motor that is the torque generation source 12 via the speed reduction mechanism 216, and the second sun gear 210b is fixed to the housing 206 so as not to rotate. The first ring gear 211a and the second ring gear 211b are supported so as to be rotatable with respect to the housing 206, but are connected so that the ring gears cannot rotate relative to each other. The first planetary carrier 213a is connected to the differential input element 202 via the first output shaft 209a and the first speed reduction mechanism 214a. The rotation of the first output shaft 209a is reduced to 1 / N times by the first reduction mechanism 214a having a reduction ratio 1 / N and transmitted to the differential input element 202. The second planetary carrier 213b is connected to the left wheel side gear 203RL via the second output shaft 209b and the second reduction mechanism 214b. The rotation of the second output shaft 209b is reduced to 1 / N times by the second reduction mechanism 214b having the same reduction ratio 1 / N as the first reduction mechanism 214a and is transmitted to the left wheel side gear 203RL.

  When the second output shaft 209b and the second planetary carrier 213b rotate at the speed ωb, since the second sun gear 210b is fixed to the housing 206, the rotational speed of the ring gears 211a and 211b is (Zr + Zs) / Zr × ωb. Become. When the first output shaft 209a and the first planetary carrier 213a rotate at the speed ωa and the first ring gear 211a rotates at the speed (Zr + Zs) / Zr × ωb, the rotational speed ωi of the first sun gear 210a and the input shaft 208 is (Zr + Zs). / Zs × (ωa−ωb). Accordingly, if the difference in rotational speed between the first output shaft and the second output shaft is Δω (= ωa−ωb), the rotational speed ωi of the input shaft 208 is (Zr + Zs) / Zs × Δω.

  Thus, the input shaft rotational speed ωi does not depend on the magnitude of the first output shaft rotational speed ωa or the second output shaft rotational speed ωb, and the rotational speeds of the first output shaft and the second output shaft. Depends on the difference Δω. In other words, when the rotation of the input shaft 208 is controlled to the speed ωi by the motor of the torque generation source 12, the magnitudes of the first output shaft rotational speed ωa and the second output shaft rotational speed ωb, that is, the vehicle speed, are defined. Only the rotational speed difference Δω is defined. When the input torque Ti is applied to the input shaft 208 by the motor of the torque generating source 12, torque {(Zr + Zs) / Zs × Ti} is output as the first output torque Ta to the first output shaft 209a. On the other hand, torque {− (Zr + Zs) / Zs × Ti} having the same magnitude as that of the first output shaft 209a but in the opposite direction is output as the second output torque Tb to the second output shaft 209b. As described above, reaction torque can be generated in the first output shaft 209a and the second output shaft 209b, and a torque difference can be generated between the rear wheels 5RL and 5RR. In other words, the torque difference generation mechanism shown in FIG. 2 generates a reaction torque by applying a planetary gear mechanism to the output shaft of the torque motor, and generates a torque difference between the left and right wheels. And the positive / negative of the reaction torque which generate | occur | produces in rear-wheel 5RL and 5RR can be reversed by forward / reverse of the motor of the torque generation source 12. FIG.

Next, the control content of the lane control using the vehicle control apparatus according to the present embodiment will be described with reference to FIGS. 3 and 4.
FIG. 3 is a flowchart showing the contents of lane departure prevention control which is lane control using the vehicle control apparatus according to the embodiment of the present invention. FIG. 4 is a flowchart showing the contents of lane change control which is lane control using the vehicle control apparatus according to the embodiment of the present invention.

  Initially, the content of the lane departure prevention control which is lane control is demonstrated using FIG.

  First, in step s100 of FIG. 3, the upper control unit 10 detects the external environment information and the vehicle state by the external environment information detection unit 18 and the vehicle state detection unit 19.

  Next, in step s101, the upper control means 10 estimates the driver's intention from the detected information. For example, if the turn signal is not operated, the angle of the current traveling lane and the vehicle is equal to or smaller than a threshold value, and the driver is performing an operation intended to maintain the lane when the steering angular velocity is equal to or smaller than the threshold value. to decide.

  Next, in step s102, the upper control means 10 estimates the position of the vehicle after Δt from the current vehicle speed, the yaw angle of the vehicle, the yaw rate, the condition of the traveling lane, and the like. By estimating the vehicle position after Δt (> 0), it is possible to cause the control to intervene before the deviation amount from the lane becomes large, so it is possible to realize control with higher stability.

  In step s103, the upper control means 10 determines the possibility of departure from the traveling lane of the vehicle based on the positional relationship between the position of the vehicle after Δt estimated in step s102 and the currently traveling lane. For example, when the distance between the lane edge and the vehicle position after Δt is smaller than the preset distance D, it is determined that the vehicle is likely to depart from the lane.

  Next, in step s104, the upper control means 10 calculates a yaw moment necessary for avoiding a departure from the lane based on the result of step s103. Here, it is assumed that the yaw moment increases when the possibility of departure is high depending on the distance between the lane edge and the vehicle position after Δt. Further, the magnitude of the required yaw moment may be changed according to the state of the vehicle, the position of the obstacle, and the like.

  Next, in s105, the host control means 10 calculates a drive command value for the torque difference generation mechanism 9 necessary for generating the necessary yaw moment calculated in step s104.

  In step s106, the upper control means 10 calculates a drive command value for the torque generation source 12 based on the command value calculated in step s105.

  Next, in s107, the torque difference generation mechanism control means 11 drives and controls the torque generation source 12 according to the command value calculated in step s106 by the host control means 10, and generates a reaction torque between the rear wheels 5RL and 5FL. generate. In step s108, the yaw moment is generated in the vehicle by the generated reaction torque, and the vehicle can be moved in the departure avoidance direction.

  As described above, according to the present embodiment, by using the torque difference generation mechanism 9, it is possible to realize lane departure prevention control in a wide vehicle speed range. In addition, since the torque difference generation mechanism 9 is used, there is little unpleasant feeling given to the driver, and the apparatus is less consumed, so that vehicle movement intervention is facilitated from the state before the vehicle movement becomes unstable. Therefore, since it can correct | amend by control before big force is needed for the change of the advancing direction of a vehicle, since the departure from a lane can be prevented with a small control amount, the stability of a vehicle improves.

  By attaching the torque difference generating mechanism 9 to the left and right rear wheels as a configuration for giving a torque difference, the torque transmitted to the handle 13 when the torque difference generating mechanism 9 is operated is less than that in the case of being attached to the front wheels. Can reduce the sense of incongruity. However, a method of generating a torque difference between the left and right front wheels or a method of generating a torque difference between the left and right front and rear wheels may be used.

  Further, since the torque difference generation mechanism control means 11 is provided separately from the upper control means 10, the necessary yaw moment is calculated by the upper control means 10, and the actual torque difference generation mechanism 9 is controlled by the torque difference. Since the generation mechanism control unit 11 performs the calculation, it is possible to reduce the calculation load of the higher-level control unit 10, and it is possible to improve safety by checking each other's faults with each other's control devices.

  Furthermore, it can be controlled by transmitting a command value from the upper control means 10 to the torque difference generation mechanism control means 11. Therefore, it becomes easy to additionally provide a vehicle equipped with a vehicle motion control device such as a braking force control device as a basic configuration, so that it is possible to flexibly respond to user requests.

  Furthermore, by adopting a configuration in which the torque difference generation mechanism control means 11 is built in the torque difference generation mechanism 9, it becomes easier to mount and the vehicle control device can be provided at low cost.

  Next, the contents of lane change control, which is lane control, will be described with reference to FIG.

  In step s100 of FIG. 4, the upper control means 10 detects the external information and the vehicle state by the external information detection means 18 and the vehicle state detection means 19. Here, the information to be acquired is the same as in the example of FIG.

  Next, in step s201, the host control means 10 estimates the driver's operation intention by the driver operation intention estimation means based on the obtained information. Here, it is assumed that the driver intends the lane change. For this determination, for example, the condition of the driving lane, the surrounding environment, and steering angle information are used. For example, when there is no obstacle in the adjacent lane and the steering angular velocity exceeds the threshold, the driver determines that the lane change is intended. Further, it may be determined that the turn signal is being operated. As the steering angular velocity threshold, as the first threshold and the second threshold (> first threshold), when the steering angular velocity is between the first threshold and the second threshold, it is determined as a lane change, When the steering angular velocity is greater than the second threshold, it may be determined that the vehicle is turning left or right.

  Next, in step s202, the upper control means 10 generates a target trajectory. This target trajectory is determined based on vehicle speed, steering angle, external world information, etc., and is used as a trajectory for lane change at a speed that can avoid collision with other vehicles without losing stability of the vehicle after lane change. .

  Next, in step s203, the host control means 10 calculates the yaw moment necessary to achieve the target trajectory.

  Next, in step s204, the upper control means 10 calculates a drive command value for the torque difference generation mechanism 9 for generating the yaw moment calculated in step s203. In step s205, the upper control means 10 calculates a drive command value for the torque generating source 12. Based on this, the torque generating source 12 is driven, and the torque difference generating mechanism 9 is driven in step s206. In step s207, a torque difference is generated between the left and right rear wheels 5RL and 5RR, thereby giving a yaw moment to the vehicle. This assists the driver in changing the lane by controlling the vehicle and achieving the target track.

  By providing lane change assistance according to this embodiment, the driver does not feel uncomfortable. Further, the consumption of the apparatus can be reduced. As a result, control intervention can be performed during normal operation, and the safety of the vehicle can be improved.

Next, another configuration of the torque difference generation mechanism that is the vehicle control device according to the present embodiment will be described with reference to FIG.
FIG. 5 is a skeleton diagram showing another configuration of the torque difference generating mechanism that is the vehicle control apparatus according to the embodiment of the present invention. In FIG. 5, the same reference numerals as those in FIG. 2 denote the same parts.

  In the torque difference generation mechanism 9A of this example, a clutch mechanism 500 is provided between the output shaft of the torque generation source 12 and the input shaft 208 of the reaction torque mechanism 200A. The clutch mechanism 500 is controlled to be engaged and disengaged by turning on and off the switch 21 (FIG. 1) on which necessity of vehicle control is set. That is, when the switch 21 is turned on and lane control is required, the clutch mechanism 500 is engaged.

  The clutch mechanism 500 includes a clutch plate 502 that transmits torque between the speed reduction mechanism 216 and the input shaft 208, and a coil 503 that controls the connection state of the clutch plate 502. The torque difference generation mechanism control means 11 and the coil 503 are electrically connected. When the clutch plate 502 is connected, the driving torque of the torque generating source 12 is transmitted to the rear wheels 5RL and 5RR as a reaction torque.

  Using this configuration, the switch 21 and the clutch mechanism 500 are interlocked, and when the switch 21 is ON, the coil 503 is energized, the clutch plate 502 is connected, and the reaction torque mechanism from the torque generating source 12 is connected. Torque is transmitted to 200 and the same control as described with reference to FIGS. 3 and 4 is performed. Further, when the switch 21 is OFF, the coil 503 is not energized and the clutch plate 502 is not connected, so that torque is not transmitted from the torque generating source 12 to the reaction torque mechanism 200.

  By using this method, when the vehicle control is not required and the torque generation source 12 is a motor, unnecessary regeneration and loss due to the rotation of the motor can be eliminated. Further, the switch 21 may be used only when steering in conjunction with a blinker or the like.

  Further, when the switch 21 is turned from the OFF state to the ON state when the torque difference generation mechanism 9 needs to prevent the departure from the lane, the clutch plate 502 is not immediately connected and the reaction with the torque generation source 12 is performed. The torque mechanism 200 and the rotational speed are matched and connected. Here, when it takes time until the rotational speed matches, another yaw moment generation means such as the braking force generation means 16 is used to perform departure prevention control from the lane so as to complement the time.

  As described above, according to the present embodiment, by using a torque difference generation mechanism capable of generating a torque difference in a wide vehicle speed range, lanes such as lane departure prevention and lane change according to the driver's intention are achieved. Control can be performed.

  Further, since the torque difference generating mechanism is used, the driver is not given an uncomfortable feeling such as an increase in steering torque or a feeling of deceleration.

  Furthermore, since the brake is not used, the apparatus consumption can be reduced. For this reason, it is possible to control the vehicle motion not only in an emergency but also in a normal driving state, and the safety of the vehicle can be improved.

  Furthermore, by adopting a configuration that facilitates attachment to the vehicle, it is possible to provide a vehicle control device that can flexibly meet user demands at low cost.

Next, the control operation of the vehicle control apparatus according to another embodiment of the present invention will be described with reference to FIGS. In addition, the structure of the vehicle carrying the vehicle control apparatus by this embodiment is the same as that of FIG. Further, the configuration of the torque difference generation mechanism 9 which is the vehicle control device according to the present embodiment is the same as that shown in FIG.
FIG. 6 is a flowchart showing the contents of lane departure prevention control that is lane control using a vehicle control apparatus according to another embodiment of the present invention. FIG. 7 is an explanatory diagram of lane departure prevention control that is lane control using a vehicle control device according to another embodiment of the present invention.

  In this embodiment, unlike the above-described embodiment, in addition to the torque difference generating mechanism 9, the driving force control means 6, the braking force control means 17, and the steering control means 15 are linked to perform lane control such as lane departure prevention.

  Here, lane departure prevention control will be described as an example.

  The control flow from steps s300 to s304 is the same as the control flow steps s100 to s104 in the embodiment of FIG.

  In step s304, the host control device 10 determines an appropriate control means in the current vehicle state in step s305 based on the calculated yaw moment. For example, as shown in FIG. 7B, when the incident angle (φ2) to the lane edge is large and the yaw moment necessary for avoiding the departure from the lane is large, the torque difference generating means 9 generates the difference. It is assumed that the upper limit of the yaw moment may be exceeded. In this case, for example, the braking force generating means 17 having high responsiveness and capable of generating a large yaw moment is used. At this time, a yaw moment is applied to the vehicle, for example, by making a difference in the braking force between the pair of left and right wheels in the braking force generating means 16. The steering angle control means 15 may be used. When the vehicle speed is high, the vehicle speed is reduced by the driving force control means 6 and the braking force control means 17. In step s305, the optimal control means is selected from these control means. Here, the number of control means to be selected may be one, or two or more.

  Subsequently, in step s306, the host control device 10 transmits a control command value to the control means selected in step s305. Here, when two or more control means are selected, at the same time, distribution of yaw moment generated by each control means is performed so that deviation from the lane can be appropriately realized, The command value according to it is transmitted.

  In step s307, each control device receives a command value from the host control device 10, and controls and drives each actuator. As a result, a yaw moment is applied to the vehicle (s308), and lane departure prevention control is realized.

  The example given here is to prevent deviation from the lane, but it can also be used in various situations by controlling the control amount of each control means according to the yaw moment required for lane change assistance as well. Vehicle control can be realized. Further, since the torque difference generating mechanism 9 is used during normal control, the driver is not usually discomforted. Since the present embodiment shows a state that occurs in an emergency, the wear of the apparatus can be minimized.

  Also according to the present embodiment, by using a torque difference generation mechanism capable of generating a torque difference in a wide vehicle speed range, lane control such as lane departure prevention and lane change can be performed in accordance with the driver's intention.

  Further, since the torque difference generating mechanism is used, the driver is not given an uncomfortable feeling such as an increase in steering torque or a feeling of deceleration.

  Furthermore, since the brake is not used, the apparatus consumption can be reduced. For this reason, it is possible to control the vehicle motion not only in an emergency but also in a normal driving state, and the safety of the vehicle can be improved.

Furthermore, by adopting a configuration that facilitates attachment to the vehicle, it is possible to provide a vehicle control device that can flexibly meet user demands at low cost.

1 is a system block diagram showing a configuration of a vehicle equipped with a vehicle control device according to an embodiment of the present invention. It is a skeleton figure which shows the structure of the torque difference production | generation mechanism which is a vehicle control apparatus by one Embodiment of this invention. It is a flowchart which shows the content of the lane departure prevention control which is lane control using the vehicle control apparatus by one Embodiment of this invention. It is a flowchart which shows the content of the lane change control which is lane control using the vehicle control apparatus by one Embodiment of this invention. It is a skeleton figure which shows the other structure of the torque difference production | generation mechanism which is a vehicle control apparatus by one Embodiment of this invention. It is a flowchart which shows the content of the lane departure prevention control which is lane control using the vehicle control apparatus by other embodiment of this invention. It is explanatory drawing of the lane departure prevention control which is lane control using the vehicle control apparatus by other embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 2 ... Engine 3 ... Transmission 4 ... Axle 5 ... Wheel 6 ... Driving force control means 7 ... Generator 9 ... Torque difference generation mechanism 10 ... Control means 11 ... Torque difference generation mechanism control means 12 ... Torque generation source (motor)
14 ... Steering actuator 15 ... Steering control means 16 ... Braking force generating means (brake)
17 ... Braking force control means 18 ... External world information detection means 19 ... Vehicle state detection means 21 ... Switch 201 ... Differential gear 200 ... Reaction torque mechanism 207 ... Planetary gear mechanism 500 ... Clutch mechanism

Claims (6)

A torque difference generation mechanism having a transmission mechanism for transmitting torque from one torque generation source to the left and right wheels as a torque difference between the left and right wheels;
Vehicle state detection means for detecting the movement state of the vehicle and the operation state of the driver;
Outside world information detection means for detecting outside world information,
A control means for estimating a driver's operation intention, managing and controlling the vehicle motion according to the intention of the estimated driver;
The vehicle control apparatus, wherein the control means performs lane control by the torque difference generation mechanism in accordance with the estimated driver's intention. The vehicle control device according to claim 1,
Switch means for switching necessity of control by the vehicle control device;
A torque cutoff means for switching connection and disconnection between the torque generation source and the torque difference generation mechanism;
The vehicle control apparatus, wherein the torque shut-off means switches connection and disconnection between the torque generation source and the torque difference generation mechanism in conjunction with the switch means. The vehicle control device according to claim 1,
The control means includes a yaw moment required for vehicle control calculated from the vehicle state and the outside world information detected by the vehicle state detecting means and the outside world information detecting means based on a yaw moment that can be generated by the torque difference generating mechanism. If it is determined that the vehicle is large, the lane control is performed by generating the necessary yaw moment by operating the driving force generating means, the braking force generating means, and the steering means provided in the vehicle in cooperation with the torque difference generating mechanism. A vehicle control device. The vehicle control device according to claim 1,
The vehicle control device, wherein the torque difference generating mechanism is connected to the rear left and right wheels and generates a torque difference between the rear left and right wheels. The vehicle control device according to claim 1,
The control means comprises a host control means for managing and controlling vehicle motion, and a torque difference generation mechanism control means for controlling the torque difference generation mechanism,
The torque difference generation mechanism control means receives the drive command value transmitted from the host control means, and drives and controls the torque difference generation mechanism based on the received drive command value and the operation status of the torque difference generation mechanism. The vehicle control apparatus characterized by the above-mentioned. The vehicle control device according to claim 5, wherein
The vehicle control apparatus, wherein the torque difference generation mechanism control means is built in the torque difference generation mechanism.

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