JP4446935B2 - Vehicle operation support device - Google Patents

Description

  The present invention relates to a vehicle operation support device that supports a collision avoidance operation performed by a driver to avoid a collision with an obstacle when the vehicle is traveling.

When it is detected that the driver suddenly operates the steering wheel to avoid a collision with an obstacle, the brake hydraulic pressure generated by the electronically controlled negative pressure booster is supplied to the brake caliper of the turning inner wheel via the hydraulic control means. Thus, it is known from Patent Document 1 below to generate a yaw moment that assists the driver's steering operation by increasing the braking force of the inner turning wheel to be higher than the braking force of the outer turning wheel.
JP-A-9-142272

  By the way, the above conventional system does not consider the avoidance momentum (necessary lateral movement distance) necessary for avoiding the collision with the obstacle, so that the yaw moment generated by the difference in braking force between the left and right wheels is excessive. This could disturb the vehicle behavior. Therefore, it is possible to calculate the avoidance momentum necessary for avoiding the collision with the obstacle from the relative positional relationship between the host vehicle and the obstacle, and to calculate the yaw moment for the collision avoidance based on the avoidance momentum. Conceivable.

  However, if this is done, there will be a time lag from when the driver starts the steering operation for avoiding the collision until the calculation of the avoidance momentum is completed, so the yaw moment based on the braking force difference between the left and right wheels is generated quickly. Control responsiveness may be reduced.

  The present invention has been made in view of the above-described circumstances. When a yaw moment that assists a steering operation of a driver for avoiding a collision is generated by a difference in braking force between left and right wheels, a target yaw moment is calculated. It is an object to compensate for the time lag so that collision avoidance can be performed with good responsiveness.

  In order to achieve the above object, according to the first aspect of the present invention, in a vehicle operation support device that supports a collision avoidance operation performed by a driver to avoid a collision with an obstacle when the vehicle is running, When the collision avoidance operation determination means for determining the collision avoidance operation, the obstacle detection means for detecting an obstacle with which the host vehicle may collide, and the collision avoidance operation determination means determine the collision avoidance operation by the driver, The avoidance momentum calculating means for calculating the avoidance momentum necessary for avoiding the obstacle detected by the obstacle detection means, and the target momentum for correcting the target momentum based on the steering operation of the driver by the avoidance momentum calculated by the avoidance momentum calculating means. Correction means, vehicle lateral motion control means for calculating a target yaw moment for turning the vehicle based on the corrected target momentum, and vehicle Target yaw moment correcting means for correcting the target yaw moment calculated by the direction motion control means, and when the collision avoidance operation determining means determines the collision avoidance operation by the driver, the target yaw moment correcting means The corrected yaw moment or obstacle according to the steering operation amount until the target yaw moment output by the control means becomes larger than the correction yaw moment according to the steering operation amount and the correction yaw moment according to the avoidance momentum necessary for obstacle avoidance. A vehicle operation support device is proposed that generates a braking force difference between left and right wheels based on a corrected yaw moment corresponding to an avoidance momentum necessary for avoiding an object.

According to the second aspect of the present invention, in the vehicle operation support device that supports the collision avoidance operation performed by the driver to avoid the collision with the obstacle when the vehicle is traveling, the steering angle of the collision avoidance operation by the driver is increased. Collision avoidance operation determination means for judging based on time-differentiated steering angular velocity, obstacle detection means for detecting an obstacle with which the host vehicle may collide, and collision avoidance operation determination means determine the collision avoidance operation by the driver The avoidance exercise amount calculating means for calculating the target lateral movement amount as the avoidance exercise amount necessary for avoiding the obstacle detected by the obstacle detection means, and the steering operation for calculating the steering operation amount from the steering angle and the steering angular velocity. Calculated by the steering operation amount calculation means when the amount calculation means and the collision avoidance operation determination means determine the collision avoidance operation by the driver. And a instruction yaw moment calculating means for calculating an indication yaw moment based on whichever larger of the values obtained from the target lateral movement distance calculated in value and avoid movement amount calculating means obtained from tearing operation amount, the instruction yaw moment When the value calculated from the steering operation amount calculated by the steering operation amount calculation means is calculated only when the value calculated from the target lateral movement distance is not calculated by the avoidance exercise amount calculation means, A vehicle operation support device is proposed that calculates an instruction yaw moment based on a value obtained from the steering operation amount, and generates a braking force difference between the left and right wheels based on the instruction yaw moment .

  According to the invention described in claim 3, in addition to the configuration of claim 2, the steering angle differential value calculating means for calculating the steering angle differential value is provided, and the steering angle calculated by the steering angle differential value calculating means is provided. A vehicle operation support device is proposed in which the indicated yaw moment calculating means stops outputting the indicated yaw moment when the sign of the differential value of is reversed.

  The standard yaw rate correcting means M5 of the embodiment corresponds to the target momentum correcting means of the present invention, and the standard yaw rate γt of the embodiment corresponds to the target momentum of the present invention.

  According to the configuration of the first aspect, when the collision avoidance operation determination unit determines the collision avoidance operation by the driver, the avoidance momentum calculation unit calculates the avoidance momentum necessary for avoiding the obstacle and is based on the steering operation of the driver. The target momentum correction means corrects the target momentum with the avoidance momentum, and the target yaw rate calculation means calculates the target yaw moment for turning the vehicle based on the corrected target momentum, so the yaw moment generated by the braking force difference between the left and right wheels Can be prevented from being excessively calculated, and the vehicle behavior can be prevented from being disturbed.

  Further, the target yaw moment correction means corrects the yaw moment according to the steering operation amount while the target yaw moment output from the vehicle lateral motion control means is small when the collision avoidance operation determination means determines the collision avoidance operation by the driver. Alternatively, a corrected yaw moment corresponding to the avoidance momentum necessary for obstacle avoidance is output, and a braking force difference is generated between the left and right wheels based on the corrected yaw moment. Therefore, even when the target yaw moment output by the vehicle lateral movement control means is small, the left and right wheels are adjusted by the corrected yaw moment according to the steering wheel operation amount or the corrected yaw moment according to the avoidance momentum necessary for obstacle avoidance. A braking force difference can be generated, and a corrected yaw moment can be output with good responsiveness, so that an obstacle can be avoided reliably.

According to the configuration of the second aspect, when the collision avoidance operation determination unit determines the collision avoidance operation by the driver based on the steering angular velocity obtained by differentiating the steering angle with respect to time , the avoidance momentum calculation unit avoids necessary to avoid the obstacle. Calculate momentum. The command yaw moment calculation means is a value obtained from the steering operation amount calculated by the steering operation amount calculation means and the target lateral movement calculated by the avoidance exercise amount calculation means when the collision avoidance operation determination means determines the collision avoidance operation by the driver. An instruction yaw moment is calculated based on the larger one of the values obtained from the distance, and a braking force difference is generated between the left and right wheels based on the instruction yaw moment. The command yaw moment according to the steering operation amount and the command yaw moment according to the avoidance moment required for obstacle avoidance can be calculated in a short time, so the command yaw moment is output with good responsiveness to avoid obstacles reliably. be able to.

In particular, the instruction yaw moment calculation means calculates only the value obtained from the steering operation amount calculated by the steering operation amount calculation means when the value obtained from the target lateral movement distance is not calculated by the avoidance exercise amount calculation means. The command yaw moment is calculated based on the value obtained from the steering operation amount, so that it is possible to calculate the command yaw moment based on the value obtained from the steering operation amount at the same time as determining the collision avoidance operation by the driver. As a result, the output response of the indicated yaw moment can be further enhanced.

  According to the configuration of claim 3, when the sign of the steering angle differential value calculated by the steering angle differential value calculation means is reversed, the command yaw moment calculation means stops generating the braking force difference, so that the driver can The difference in braking force between the left and right wheels can be eliminated with good timing when the steering wheel returning operation is started.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples of the present invention shown in the accompanying drawings.

  1 to 7 show a first embodiment of the present invention. FIG. 1 is a diagram showing the overall configuration of an automobile equipped with an operation support device, FIG. 2 is a block diagram showing the configuration of a braking device, and FIG. FIG. 4 is a block diagram of the control system of the operation support device, FIG. 5 is an explanatory diagram of the target lateral movement distance, FIG. 6 is a block diagram of the target yaw moment correcting means, and FIG. It is a figure which shows the map which searches deceleration.

  As shown in FIGS. 1 and 2, the four-wheeled vehicle equipped with the operation support device of the present embodiment has left and right front wheels WFL, WFR as drive wheels to which the driving force of the engine E is transmitted via a transmission T. The left and right rear wheels WRL and WRR are driven wheels that rotate as the vehicle travels. A brake pedal 1 operated by a driver is connected to a master cylinder 3 via an electronically controlled negative pressure booster 2 that constitutes a part of the braking device of the present invention. The electronically controlled negative pressure booster 2 mechanically boosts the depressing force of the brake pedal 1 to operate the master cylinder 3, and at the time of automatic braking, the braking command signal from the electronic control unit U is not used regardless of the operation of the brake pedal 1. Thus, the master cylinder 3 is operated. When a pedaling force is input to the brake pedal 1 and a braking command signal is input from the electronic control unit U, the electronically controlled negative pressure booster 2 outputs the brake hydraulic pressure in accordance with whichever is larger. The input rod of the electronically controlled negative pressure booster 2 is connected to the brake pedal 1 through a lost motion mechanism, and the electronically controlled negative pressure booster 2 is actuated by a signal from the electronic control unit U so that the input rod is moved forward. The brake pedal 1 remains in the initial position even when moved to.

  A pair of output ports 3a, 3b of the master cylinder 3 are brake calipers 5FL, 5FR provided on the front wheels WFL, WFR and the rear wheels WRL, WRR, respectively, via a hydraulic control device 4 constituting a part of the braking device of the present invention. , 5RL, 5RR. The hydraulic control device 4 includes four pressure regulators 6 corresponding to the four brake calipers 5FL, 5FR, 5RL, and 5RR, and each pressure regulator 6 is connected to the electronic control unit U. The operation of brake calipers 5FL, 5FR, 5RL, 5RR provided on the front wheels WFL, WFR and the rear wheels WRL, WRR is individually controlled.

  Therefore, if the brake hydraulic pressure transmitted to the brake calipers 5FL, 5FR, 5RL, and 5RR is independently controlled by the pressure regulator 6 when the vehicle turns, a difference is generated in the braking force between the left and right wheels, and the yaw of the vehicle is increased. The moment can be arbitrarily controlled to stabilize the vehicle behavior when turning. Further, when the brake hydraulic pressure transmitted to each of the brake calipers 5FL, 5FR, 5RL, and 5RR is controlled independently during braking, anti-lock brake control that suppresses the locking of the wheels can be performed.

  FIG. 3 shows the structure of the vehicle steering system. The rotation of the steering wheel 11 is transmitted to the rack 15 via the steering shaft 12, the connecting shaft 13 and the pinion 14, and the reciprocating movement of the rack 15 is also performed on the left and right tie rods 16. , 16 to the left and right front wheels WFL, WFR. The power steering device 17 provided in the steering device 10 includes a drive gear 19 provided on the output shaft of the steering actuator 18, a driven gear 20 that meshes with the drive gear 19, a screw shaft 21 that is integral with the driven gear 20, A nut 22 that meshes with the screw shaft 21 and is connected to the rack 15 is provided. Therefore, when the steering actuator 18 is driven, the driving force is transmitted to the left and right front wheels WFL, WFR via the drive gear 19, the driven gear 20, the screw shaft 21, the nut 22, the rack 15, and the left and right tie rods 16,16. be able to.

  The electronic control unit U emits an electromagnetic wave such as a millimeter wave toward the front of the vehicle body. Based on the reflected wave, the offset distance between the obstacle and the vehicle, the width of the obstacle, and the relative distance between the obstacle and the vehicle. A radar device Sa that detects the speed, the relative position between the obstacle and the vehicle, and the size of the obstacle, a wheel speed sensor Sb that detects the rotational speeds of the front wheels WFL and WFR and the rear wheels WRL and WRR, respectively, and steering A steering angle sensor Sc that detects the steering angle δ of the wheel 11, a yaw rate sensor Se that detects the yaw rate γ of the vehicle, and a brake operation sensor Sf that detects the operation of the brake pedal 1 are connected.

  Note that a laser radar can be employed in place of the radar device Sa composed of a millimeter wave radar.

  The electronic control unit U controls the operation of the electronically controlled negative pressure booster 2, the hydraulic control device 4, and the steering actuator 18 based on signals from the radar device Sa and signals from the sensors Sb.

  As shown in FIG. 4, the electronic control unit U includes a reference yaw rate calculation means M1, a collision avoidance operation determination means M2, an obstacle detection means M3, an avoidance exercise amount calculation means M4, a reference yaw rate correction means M5, a vehicle A lateral motion control means M6, a target yaw moment correction means M7, a target deceleration calculation means M8, a vehicle longitudinal motion control means M9, and a steering operation amount calculation means M10 are provided. The vehicle lateral movement control means M6 is connected to the steering actuator 18. The target yaw moment correcting means M7 and the vehicle longitudinal motion control means M9 are connected to the electronically controlled negative pressure booster 2 and the hydraulic control device 4.

  Next, the normal operation in which the driver does not perform the obstacle avoidance operation will be described.

  The reference yaw rate calculation means M1 calculates a reference yaw rate γt based on the steering angle δ detected by the steering angle sensor Sc and the vehicle speed V calculated from the output of the wheel speed sensor Sb. The vehicle lateral motion control means M6 calculates a corrected steering angle based on the deviation between the actual yaw rate γ detected by the yaw rate sensor Se and the standard yaw rate γt. When the actual yaw rate γ is larger than the reference yaw rate γt, the vehicle is in an oversteer state, and when the actual yaw rate γ is smaller than the reference yaw rate γt, the vehicle is in an understeer state. This corresponds to the steering angle added by the power steering device 17 to the steering angle δ at which the driver actually operates the steering wheel 11 in order to eliminate the state and the understeer state. By driving the steering actuator 18 of the power steering device 17 to generate a corrected steering angle, the steering wheel 11 is lightened in the direction of turning back when the vehicle is in an oversteer tendency, and when the vehicle is in an understeer tendency, the steering wheel 11 is driven. Can be made heavier in the cutting direction to assist the driver's steering operation. Also, when the vehicle is in an oversteer tendency, the turning outer wheel is braked to suppress an excessive yaw rate, and when the vehicle is in an understeer tendency, the turning inner wheel is braked to increase the yaw rate in the turning direction.

  Next, the operation at the time of avoidance in which the driver performs an obstacle avoidance operation will be described.

  The collision avoidance operation determination means M2 determines whether or not the driver has performed an operation for avoiding an obstacle based on the steering angle δ of the steering wheel 11 detected by the steering angle sensor Sc. Specifically, the steering angular velocity dδ / dt obtained by time differentiation of the steering angle δ is equal to or higher than a predetermined value (for example, 0.85 rad / sec), or the steering angle δ output from the steering angle sensor Sc is a predetermined value (for example, 0.3 rad). At this time, it is determined that the driver has performed an operation for avoiding the obstacle.

  As shown in FIG. 5, in addition to the relative speed and relative distance between the obstacle O and the own vehicle, the radar device Sa has a lateral width w of the obstacle O and a shift of the center of the obstacle O with respect to the center line of the own vehicle. That is, the offset distance Do is detected.

The obstacle detection means M3 determines an obstacle O on the predicted course of the host vehicle based on the detection result by the radar device Sa. When the collision avoidance operation determination means M2 determines the avoidance operation by the driver, the avoidance exercise amount calculation means M4 determines whether the avoidance exercise amount calculation means M4 uses the width W of the obstacle O, the known width W of the host vehicle, and the predetermined margin α. The avoidance momentum (target lateral movement distance) Dt necessary for the vehicle to avoid the obstacle O is
Dt = (w / 2) + (W / 2) + α-Do
Calculated by

  It is most difficult to avoid a collision between the own vehicle and the obstacle O when the center of the obstacle O is on the center line of the own vehicle, that is, when the obstacle O is directly in front of the own vehicle. Even in this case, if the vehicle moves in the lateral direction by the target lateral movement distance Dt, it can pass through the obstacle O with a margin corresponding to the margin α.

  The normative yaw rate correcting means M5 corrects the normative yaw rate γt calculated by the normative yaw rate calculating means M1 by the avoiding exercise amount Dt calculated by the avoiding exercise amount calculating means M4. As a result, the standard yaw rate γt calculated from the steering angle δ and the vehicle speed V is corrected so as to increase as it becomes difficult for the vehicle to avoid the obstacle O. Thus, when the driver performs a steering operation for avoiding a collision with the obstacle O, the steering operation can be assisted by the power steering device 17 to effectively avoid the collision.

  When the obstacle O is avoided, the driver's avoidance operation is assisted by the power steering device 17, and at the same time, the electronically controlled negative pressure booster 2 and the hydraulic control device 4 are controlled to generate a braking force difference between the left and right wheels. Control is performed to generate a yaw moment for turning, or to generate a braking force on all wheels to shorten the braking distance.

  First, control for generating a yaw moment that avoids the obstacle O by a difference in braking force between the left and right wheels will be described.

  As shown in FIG. 6, the target yaw moment correcting means M7 includes first high select means m1, second high select means m2, and wheel brake pressure conversion means m3. The first high-select means m1 has a predetermined value for the steering operation amount calculated by the steering operation amount calculation means M10, that is, the linear sum aδ + bδ ′ (a and b are constants) of the steering angle δ and the steering angular velocity δ ′ that is the time differential value thereof. And a value obtained by multiplying the target lateral movement distance Dt calculated by the avoidance exercise amount calculation means M4 by a predetermined gain K2, and the first high selection means m1 receives K1 × (aδ + bδ ′) and The larger of K2 × Dt is output. When the collision avoidance operation determination means M2 does not determine the driver's collision avoidance operation, the output of the first high select means m1 becomes zero.

  The second high select means m2 outputs the larger one of the output of the first high select means m1 and the target yaw moment output by the vehicle lateral movement control means M6. When the target yaw moment output by the vehicle lateral movement control means M6 exceeds the output of the first high select means m1, and the second high select means m2 outputs the larger target yaw moment, then the target yaw moment and the first yaw moment Regardless of the output of the 1 high select means m1, the second high select means m2 outputs only the target yaw moment.

  The wheel brake pressure conversion means m3 converts the output of the second high select means m2 into the brake pressure of each wheel to control the electronically controlled negative pressure booster 2 and the hydraulic control device 4, and to control the braking force difference between the left and right wheels. Is generated. For example, when the braking force of the right wheel exceeds the braking force of the left wheel, a yaw moment that turns the vehicle to the right is generated, and when the braking force of the left wheel exceeds the braking force of the right wheel, the yaw moment that turns the vehicle to the left The yaw moment assists in avoiding the obstacle O.

  Incidentally, among the linear sum aδ + bδ ′ of the steering angle δ and the steering angular velocity δ ′ input to the target yaw moment correcting means M7, the target lateral movement distance Dt, and the target yaw moment, the linear sum aδ + bδ ′ is a collision avoidance operation determination. When the means M2 determines the collision avoidance operation of the driver, it is output substantially simultaneously, whereas the target lateral movement distance Dt is delayed in output by the calculation time of the avoidance momentum calculation means M4, and the target yaw moment is further corrected by the reference yaw rate correction means. The output is delayed by the calculation time of M5 and the vehicle lateral motion control means M6. That is, when the collision avoidance operation of the driver is determined, first, the linear sum aδ + bδ ′ is output, then the target lateral movement distance Dt is output, and finally the target yaw moment is output, and the linear sum aδ + bδ ′. For example, a time lag of about 100 msec occurs between the output of the target lateral movement distance Dt and the output of the target lateral movement distance Dt and the output of the target yaw moment, for example, a time lag of about 100 msec. Will occur.

  Accordingly, since the target lateral movement distance Dt and the target yaw moment are not output until 100 msec from the moment when the collision avoidance operation of the driver is determined, the corrected yaw moment is calculated based on the linear sum aδ + bδ ′. Will be. In addition, since the target yaw moment is not output until 100 msec elapses after the moment when the target lateral movement distance Dt is output, it is based on the larger of the linear sum aδ + bδ ′ and the target lateral movement distance Dt. The corrected yaw moment is calculated.

  As described above, when the collision avoidance operation determination unit M2 determines the collision avoidance operation by the driver, the target yaw moment correction is performed until the target yaw moment output by the vehicle lateral motion control unit M6 becomes sufficiently large. Since the means M7 outputs a corrected yaw moment according to the steering operation amount or a correction yaw moment according to the avoidance motion amount, the correction yaw moment is output almost simultaneously with the determination of the collision avoidance operation, thereby improving control responsiveness. Can do.

  Next, a control for automatically braking the four wheels to avoid a collision with the obstacle O will be described.

  The target deceleration calculation means M8 calculates a TTC (collision margin time to collision) based on the situation of the obstacle O detected by the obstacle detection means M3. The TTC corresponds to the actual time until the host vehicle collides with the obstacle O. The TTC is assumed to be zero in the longitudinal acceleration of the host vehicle, and is relative to the obstacle O detected by the radar device Sa. Calculated by dividing distance by relative speed.

  When the TTC is less than the threshold value and the host vehicle may collide with the obstacle O, the target deceleration calculation means M8 calculates the target deceleration based on a map (see FIG. 7) using the vehicle speed V as a parameter. To do. The vehicle longitudinal motion control means M9 controls the operation of the electronically controlled negative pressure booster 2 and the hydraulic control device 4 to automatically brake the four wheels to avoid a collision with the obstacle O. Thus, by performing deceleration by automatic braking when the host vehicle approaches the obstacle O, the steering operation for avoiding contact with the obstacle O can be facilitated.

  When the vehicle speed decreases due to automatic braking, the braking force of automatic braking decreases as the vehicle speed decreases.If the driver subsequently performs collision avoidance by steering operation, the generation of a sudden yaw rate is suppressed and the vehicle behavior Disturbance can be prevented.

  8 to 10 show a second embodiment of the present invention. FIG. 8 is a block diagram of the control system of the operation support apparatus, FIG. 9 is a block diagram of the instruction yaw moment calculation means, and FIG. 10 is the instruction yaw moment calculation. It is a time chart explaining the effect | action of a means.

  As shown in FIG. 8, the second embodiment includes an instruction yaw moment calculating means M7 ′ instead of the target yaw moment correcting means M7 of the first embodiment. The target yaw moment correcting means M7 of the first embodiment receives the target yaw moment from the vehicle lateral motion control means M6, while the command yaw moment calculating means M7 'of the second embodiment receives the vehicle lateral motion control means. The target yaw moment is not input from M6, but the steering angle differential value calculated by the steering angle differential value calculation means M11 is input instead.

  As shown in FIG. 9, the instruction yaw moment calculation means M7 ′ includes a high selection means m4, an instruction yaw moment calculation circuit m5, and a wheel brake pressure conversion means m3. The function of the high select means m4 is the same as the function of the first high select means m1 of the first embodiment. In other words, the high select means m4 is multiplied by a predetermined gain K1 to the steering operation amount calculated by the steering operation amount calculation means M10, that is, the linear sum aδ + bδ ′ (a and b are constants) of the steering angle δ and the steering angular velocity δ ′. And a value obtained by multiplying the target lateral movement distance Dt calculated by the avoidance exercise amount calculation means M4 by a predetermined gain K2 is output, and the larger one of K1 × (aδ + bδ ′) and K2 × Dt is output. When the collision avoidance operation determination means M2 does not determine the driver's collision avoidance operation, the output of the high select means m4 becomes zero.

  The command yaw moment calculation circuit m5 converts the output of the high select means m4 into a command yaw moment. The command yaw moment calculation circuit m5 is inputted with the steering angle differential value δ ′ calculated by the steering angle differential value calculating means M11, and when the sign of the steering angle differential value δ ′ is replaced with 0 therebetween, that is, the steering. When the rotation direction of the wheel 11 is switched from right to left or from left to right, the output of the instruction yaw moment is stopped.

  The wheel brake pressure conversion means m3 converts the output of the high select means m4 into the brake pressure of each wheel and controls the electronically controlled negative pressure booster 2 and the hydraulic control device 4 to generate a braking force difference between the left and right wheels. Let For example, when the braking force of the right wheel exceeds the braking force of the left wheel, a yaw moment that turns the vehicle to the right is generated, and when the braking force of the left wheel exceeds the braking force of the right wheel, the yaw moment that turns the vehicle to the left The yaw moment assists in avoiding the obstacle O.

Accordingly , as shown in FIG. 10, in the period (1) immediately after the collision avoidance operation determination means M2 determines the collision avoidance operation by the driver, K1 × ( aδ + bδ ′ ) (hereinafter referred to as A) is K2 × Dt (hereinafter referred to as A). Since B is larger than B), the larger A is adopted as the indicated yaw moment D output from the indicated yaw moment calculation circuit m5. In the subsequent period (2), B becomes larger than A, so the larger B is adopted as the command yaw moment D output from the command yaw moment calculation circuit m5.

  When the steering angle differential value C is switched from negative to positive, that is, when the rotation direction of the steering wheel 11 is switched, the period (2) ends and the period (3) starts. In the period (3), the command yaw moment D is maintained at 0 regardless of the magnitude relationship between A and B, and therefore no braking force difference is generated between the left and right wheels. That is, when the turning of the steering wheel 11 for avoiding the obstacle O is finished, it is determined that it is not necessary to further improve the turning performance of the vehicle, and the generation of the yaw moment due to the braking force difference between the left and right wheels is stopped. In addition, excessive yaw moment can be prevented.

  According to the second embodiment, since the instruction yaw moment can be output with a very small time lag from the start of the operation of the steering wheel 11, the yaw moment due to the braking force difference between the left and right wheels can be quickly generated to turn the vehicle. The obstacle O can be reliably avoided.

  Although the embodiments of the present invention have been described above, various design changes can be made without departing from the scope of the present invention.

  For example, the power steering device 17 of the embodiment can be replaced with a steer-by-wire device.

The figure which shows the whole structure of the motor vehicle carrying the operation support device Block diagram showing the configuration of the braking device Diagram showing the configuration of the steering device Block diagram of the control system of the operation support device Illustration of target lateral movement distance Block diagram of target yaw moment correction means The figure which shows the map which searches the target deceleration from the vehicle speed Block diagram of the control system of the operation support apparatus according to the second embodiment Block diagram of command yaw moment calculation means Time chart explaining the operation of the command yaw moment calculation means

M2 Collision avoidance operation determination means M3 Obstacle detection means M4 Avoidance exercise amount calculation means M5 Standard yaw rate correction means (target exercise amount correction means)
M6 Vehicle lateral movement control means M7 Target yaw moment correction means M7 ′ Instructed yaw moment calculation means M10 Steering operation amount calculation means M11 Steering angle differential value calculation means O Obstacle γt Reference yaw rate (target momentum)
δ Steering angle
δ ′ steering angular velocity

Claims (3)

In a vehicle operation support device that supports a collision avoidance operation performed by a driver to avoid a collision with an obstacle (O) when the vehicle is running,
A collision avoidance operation determination means (M2) for determining a collision avoidance operation by the driver;
An obstacle detection means (M3) for detecting an obstacle (O) with which the host vehicle may collide,
When the collision avoidance operation determination means (M2) determines the collision avoidance operation by the driver, the avoidance exercise amount calculation calculates the avoidance exercise amount necessary to avoid the obstacle (O) detected by the obstacle detection means (M3). Means (M4);
Target momentum correcting means (M5) for correcting the target momentum (γt) based on the driver's steering operation with the avoidance momentum calculating means (M4);
Vehicle lateral motion control means (M6) for calculating a target yaw moment for turning the vehicle based on the corrected target momentum (γt);
Target yaw moment correcting means (M7) for correcting the target yaw moment calculated by the vehicle lateral movement control means (M6),
When the collision avoidance operation determination means (M2) determines the collision avoidance operation by the driver, the target yaw moment correction means (M7) uses the target yaw moment output from the vehicle lateral motion control means (M6) as the steering operation amount. The corrected yaw moment according to the steering operation amount or the avoiding momentum necessary for obstacle avoidance until it becomes larger than the corrected yaw moment according to the corrected yaw moment and the avoiding momentum necessary for obstacle avoidance A vehicle operation support device that generates a braking force difference between the left and right wheels based on the above. In a vehicle operation support device that supports a collision avoidance operation performed by a driver to avoid a collision with an obstacle (O) when the vehicle is running,
A collision avoidance operation determination means (M2) for determining a collision avoidance operation by a driver based on a steering angular velocity (δ ′) obtained by time-differentiating the steering angle (δ) ;
An obstacle detection means (M3) for detecting an obstacle (O) with which the host vehicle may collide,
When the collision avoidance operation determination means (M2) determines the collision avoidance operation by the driver , the target lateral movement amount is used as an avoidance exercise amount necessary to avoid the obstacle (O) detected by the obstacle detection means (M3). Avoidance exercise amount calculation means (M4) to calculate;
A steering operation amount calculation means (M10) for calculating a steering operation amount from the steering angle (δ) and the steering angular velocity (δ ′) ;
When the collision avoidance operation determining section (M2) is determined a collision avoidance operation by the driver, the target calculated by the value obtained from the steering operation amount calculated in the steering operation amount calculating means (M10) and avoid movement amount calculating means (M4) An instruction yaw moment calculating means (M7 ′) for calculating an instruction yaw moment based on the larger one of the values obtained from the lateral movement distance ;
The command yaw moment calculating means (M7 ′) is the steering operation calculated by the steering operation amount calculating means (M10) when the value obtained from the target lateral movement distance is not calculated by the avoidance movement amount calculating means (M4). When only the value obtained from the amount is calculated, the command yaw moment is calculated based on the value obtained from the steering operation amount, and a braking force difference is generated between the left and right wheels based on the command yaw moment. A vehicle operation support device.   Steering angle differential value calculating means (M11) for calculating the differential value of the steering angle (δ) is provided, and the sign of the differential value of the steering angle (δ) calculated by the steering angle differential value calculating means (M11) is reversed. The vehicle operation support apparatus according to claim 2, wherein the command yaw moment calculating means (M7 ') stops outputting the command yaw moment.

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