Correction system, steering retention determination system, and correction method

Abstract

To upgrade the precision in a torque sensor value.SOLUTION: A correction system includes: a travel condition determination unit 160 that, when LTA is in operation, determines whether or not a vehicle VH stays in a specific travel condition where a sideways position of the vehicle VH is retained near a target sideways position and the vehicle VH is traveling along a road; an operating condition determination unit 160 that, when LTA is in operation, determines whether or not the vehicle stays in a specific operation condition where a driver hands off a steering wheel or merely touches the steering wheel with his / her hands; an estimation unit 170 that, when it is determined that the vehicle stays in the specific travel condition and the specific operation condition, estimates a deviation quantity ΔT of a zero point position of a sensor value on the basis of a center value of an amplitude of the sensor value of a steering torque sensor 35; and correction units 180 and 185 that correct a sensor value and / or a determination threshold for use in determination processing, which employs the sensor value, on the basis of the deviation quantity ΔT estimated by the estimation unit 170.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present disclosure relates to a correction device, a rudder holding determination device, and a correction method, and particularly to a technique suitable for correcting a steering torque sensor.

Background Art

[0002] For example, in Patent Document 1, in a vehicle capable of executing Lane Trace Assist (LTA), torque generated by steering assistance is removed from a detection value of a steering torque sensor to obtain a corrected torque, and based on the corrected torque, a technique for determining whether a driver is in a released state is disclosed.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] The zero point position of the steering torque sensor assumes that the value at the center of the amplitude of the torque sensor value is 0 Nm. However, due to the influence of individual differences of the sensor, assembly errors, etc., the zero point position often offsets and deviates from the center point (0 Nm) to the plus side or the minus side. In the technique described in Patent Document 1, since the influence of individual differences of the sensor and assembly errors is not considered, there is a possibility that it is not possible to accurately determine whether a driver is in a released state.

[0005] The technique of the present disclosure aims to improve the accuracy of the torque sensor value by effectively estimating the deviation amount of the zero point position of the torque sensor value.

[0006] The correction device of the present disclosure is During the operation of the lane keeping control for maintaining the vehicle within the lane while the vehicle is traveling, a running state determination unit determines whether or not the vehicle is in a specific running state in which the lateral position of the vehicle is maintained near a predetermined target lateral position set within the lane by the lane keeping control and the vehicle is traveling straight within the lane; During the operation of the lane keeping control, an operation state determination unit determines whether or not the driver of the vehicle has released their hand from the steering wheel or is in a specific operation state where the hand is touching the steering wheel to a certain extent; When the running state determination unit determines that the vehicle is in the specific running state and the operation state determination unit determines that the vehicle is in the specific operation state, an estimation unit estimates the deviation amount of the zero point position of the sensor value based on the central value of the amplitude of the sensor value of the steering torque sensor provided in the vehicle; A correction unit corrects the sensor value and / or the determination threshold value used in a predetermined determination process using the sensor value based on the deviation amount estimated by the estimation unit. It is characterized by the above.

Brief Description of the Drawings

[0007]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Embodiments for Carrying Out the Invention

[0008] Hereinafter, a correction device, a steering assist determination device, and a correction method according to the present embodiment will be described with reference to the drawings.

[0009] [Hardware Configuration] FIG. 1 is a schematic diagram showing the hardware configuration of a correction device according to the present embodiment and a vehicle VH to which a rudder retention determination device is applied. Hereinafter, the vehicle VH may be referred to as the host vehicle when it is necessary to distinguish it from other vehicles or the like.

[0010] The vehicle VH has an ECU (Electronic Control Unit) 10. The ECU 10 includes a CPU (Central Processing Unit) 11, a ROM (Read Only Memory) 12, a RAM (Random Access Memory) 13, an interface device 14, and the like. The CPU 11 is a processor that executes various programs stored in the ROM 12. The ROM 12 is a non-volatile memory that stores data and the like necessary for the CPU 11 to execute various programs. The RAM 13 is a volatile memory that provides a work area in which various programs are expanded when executed by the CPU 11. The interface device 14 is a communication device for communicating with an external device.

[0011] The ECU 10 is a central device that performs driving support such as adaptive cruise control (ACC) and lane trace assist (LTA). Driving support is a concept that includes autonomous driving. The following devices are communicably connected to the ECU 10: a drive device 20, a steering device 21, a braking device 22, an in-vehicle sensor device 30, an external sensor device 40, an HMI (Human Machine Interface) 60, and the like.

[0012] The drive device 20 generates a driving force to be transmitted to the drive wheels of the vehicle VH. Examples of the drive device 20 include an electric motor and an engine. In the present embodiment, the vehicle VH may be any of a hybrid vehicle (HEV), a plug-in hybrid vehicle (PHEV), a fuel cell vehicle (FCEV), a battery electric vehicle (BEV), and an engine vehicle. The steering device 21 applies a steering force to the wheels of the vehicle VH. The braking device 22 applies a braking force to the wheels of the vehicle VH.

[0013] The in-vehicle sensor device 30 is sensors for detecting the state of the vehicle VH. Specifically, the in-vehicle sensor device 30 includes a vehicle speed sensor 31, an accelerator sensor 32, a brake sensor 33, a steering angle sensor 34, a steering torque sensor 35, a yaw rate sensor 36, a longitudinal acceleration sensor 37, a lateral acceleration sensor 38, and the like.

[0014] The vehicle speed sensor 31 detects the traveling speed of the vehicle VH (hereinafter referred to as the vehicle speed). The accelerator sensor 32 detects the operation amount of an accelerator pedal (not shown) by the driver. The brake sensor 33 detects the operation amount of a brake pedal (not shown) by the driver. The steering angle sensor 34 detects the rotation angle of a steering wheel or a steering shaft (not shown) of the vehicle VH, that is, the steering angle. The steering torque sensor 35 detects the rotational torque of the steering wheel or the steering shaft, that is, the steering torque. The yaw rate sensor 36 detects the yaw rate of the vehicle VH. The longitudinal acceleration sensor 37 detects the acceleration in the front-rear direction (longitudinal acceleration) of the vehicle VH. The lateral acceleration sensor 38 detects the acceleration in the vehicle width direction (lateral acceleration) of the vehicle VH. The in-vehicle sensor device 30 transmits the state of the vehicle VH detected by each of the sensors 31 to 38 to the ECU 10 at a predetermined cycle.

[0015] The external sensor device 40 is sensors for recognizing target information regarding targets around the vehicle VH. Specifically, the external sensor device 40 includes a radar sensor 41, a camera sensor 42, and the like. Here, examples of the target information include surrounding vehicles, pedestrians, white lines on the road, falling objects, stationary structures, and the like.

[0016] The radar sensor 41 detects targets existing around the vehicle VH. The radar sensor 41 includes a millimeter-wave radar and / or a lidar. The millimeter-wave radar emits radio waves (millimeter waves) in the millimeter-wave band and receives the millimeter waves (reflected waves) reflected by the targets existing within the radiation range. The millimeter-wave radar obtains the relative distance between the vehicle VH and the target, the relative speed between the vehicle VH and the target, etc. based on the phase difference between the transmitted millimeter waves and the received reflected waves, the attenuation level of the reflected waves, and the time from transmitting the millimeter waves to receiving the reflected waves. The lidar sequentially scans pulsed laser light with a shorter wavelength than millimeter waves in a plurality of directions, and by receiving the reflected light reflected by the target, obtains the shape of the target detected in front of the vehicle VH, the relative distance between the vehicle VH and the target, the relative speed between the vehicle VH and the target, etc.

[0017] The camera sensor 42 images the surroundings of the vehicle VH and obtains target information around the vehicle VH by processing the captured image data. As the camera sensor 42, for example, a digital camera having an image sensor such as a CMOS or a CCD can be used. The target information is information representing the type of the target detected around the vehicle VH, the relative distance between the vehicle VH and the target, the relative speed between the vehicle VH and the target, etc. The type of the target may be recognized by machine learning such as pattern matching.

[0018] The external sensor device 40 repeatedly transmits the acquired target information to the ECU 10 every time a predetermined time elapses. The ECU 10 determines the relative relationship between the vehicle VH and the target by synthesizing the relative relationship between the vehicle VH and the target obtained by the radar sensor 41 and the relative relationship between the vehicle VH and the target obtained by the camera sensor 42. Note that the external sensor device 40 does not necessarily have to include both the radar sensor 41 and the camera sensor 42, and may include only the camera sensor 42, for example.

[0019] The HMI 60 is an interface for inputting and outputting information between the ECU 10 and the driver, and includes an input device and an output device. Examples of the input device include a touch panel, a switch, a voice pickup microphone, etc. Examples of the output device include a display device 61, a speaker 62, etc. The display device 61 is, for example, a center display installed on an instrument panel or the like, a multi-information display, a head-up display, a display of a navigation system, etc. The speaker 62 is, for example, a speaker of an audio system or a navigation system.

[0020] [Software Configuration] FIG. 2 is a schematic diagram showing the software configuration of the ECU 10 according to the present embodiment. As shown in FIG. 2, the ECU 10 includes, as functional elements, a lane recognition unit 100, a lateral position recognition unit 110, a left and right gradient recognition unit 120, a steering angle midpoint recognition unit 130, an ACC control unit 140, an LTA control unit 150, a specific state determination unit 160, a zero point position deviation amount estimation unit 170, a steering torque value correction unit 180, a release determination threshold correction unit 185, a release determination unit 190, etc. These functional elements 100 to 190 are realized by the CPU 11 of the ECU 10 reading out the program stored in the ROM 12 and executing it in the RAM 13. Note that all or part of the functional elements 100 to 190 can also be provided in another ECU separate from the ECU 10, or an information processing device of a facility (such as a management center) capable of communicating with the vehicle VH.

[0021] The lane recognition unit 100 recognizes the lane (hereinafter referred to as the driving lane) in which the vehicle VH is traveling. The lane recognition unit 100 recognizes the boundary line of the driving lane, for example, based on an image around the vehicle VH acquired by the external sensor device 40. Here, the boundary line includes not only white lines and yellow lines drawn on the road surface, but also curbstones, guardrails, etc. The lane recognition unit 100 recognizes the driving lane based on the recognized boundary line.

[0022] The lateral position recognition unit 110 recognizes the lateral position of the vehicle VH based on the detection result of the external sensor device 40. Here, the lateral position of the vehicle VH refers to the position of the host vehicle VH in the lane width direction within the driving lane. The lateral position recognition unit 110 recognizes the lateral position of the vehicle VH within the driving lane based on the position of the vehicle VH with respect to the boundary line of the driving lane recognized by the lane recognition unit 100.

[0023] The left - right gradient recognition unit 120 recognizes the gradient amount in the lane width direction of the driving lane (hereinafter referred to as the left - right gradient amount) recognized by the lane recognition unit 100. The left - right gradient recognition unit 120 calculates, for example, the lateral movement amount of the vehicle VH based on the detection results of the internal sensor device 30 and the external sensor device 40, and recognizes the left - right gradient amount of the driving lane based on the calculated lateral movement amount.

[0024] The steering angle mid - point recognition unit 130 recognizes the mid - point of the steering angle (hereinafter referred to as the steering angle mid - point position) required for the vehicle VH to travel straight. The steering angle mid - point recognition unit 130 calculates, for example, the lateral movement amount of the vehicle VH based on the detection results of the internal sensor device 30 and the external sensor device 40, and recognizes the steering angle mid - point position based on the calculated lateral movement amount.

[0025] The ACC control unit 140 executes ACC based on the target vehicle speed or the target inter - vehicle distance. Since ACC itself is well - known, it will be briefly described below. ACC includes two types of controls: constant - speed driving control and following - driving control. The constant - speed driving control is a control for driving the vehicle VH at a constant speed according to the target vehicle speed. The following - driving control is a control for making the host vehicle VH follow the preceding vehicle so that the actual inter - vehicle distance between the preceding vehicle traveling in the driving lane and the host vehicle VH becomes the target inter - vehicle distance.

[0026] The ACC control unit 140 detects a following target vehicle (preceding vehicle) to be followed within the driving lane recognized by the lane recognition unit 100 based on the detection result of the external sensor device 40. When there is no following target vehicle, the ACC control unit 140 executes a constant-speed driving control. In this case, the ACC control unit 140 controls the operations of the drive device 20 and the brake device 22 based on the target acceleration obtained from the deviation between the actual vehicle speed detected by the vehicle speed sensor 31 and the target vehicle speed. On the other hand, when there is a following target vehicle within the driving lane, the ACC control unit 140 executes a following driving control. In this case, the ACC control unit 140 controls the operations of the drive device 20 and the brake device 22 based on the target acceleration obtained from the deviation between the actual inter-vehicle distance and the target inter-vehicle distance. The actual inter-vehicle distance between the host vehicle VH and the following target vehicle may be recognized based on the detection result of the external sensor device 40.

[0027] The LTA control unit 150 executes LTA control to automatically change the steering angle (the steering angle of the steered wheels) so that the lateral position of the vehicle VH is maintained at the target lateral position within the driving lane during the operation of the ACC. Since LTA itself is well-known, it will be briefly described below. The LTA control unit 150 sets the target lateral position of the vehicle VH based on the boundary line of the driving lane recognized by the lane recognition unit 100 and the like. The target lateral position is set, for example, near the approximate center in the lane width direction of the driving lane. The LTA control unit 150 changes the steering angle of the host vehicle VH by controlling the operation of the steering device 21 so that the lateral position of the vehicle VH recognized by the lateral position recognition unit 110 is maintained near the target lateral position within the driving lane.

[0028] The specific state determination unit 160 determines whether the operation state of the driver and the driving state of the vehicle VH are in a specific state suitable for estimating the deviation amount of the zero point position of the torque sensor value of the steering torque sensor 35 during the operation of the LTA. The specific state determination unit 160 is an example of the driving state determination unit and the operation state determination unit of the present disclosure. The specific state determination unit 160 determines that it is in a specific state, for example, when all of the following first condition to third condition are satisfied. First condition: When the vehicle VH is traveling straight during the operation of the LTA and the lateral position of the vehicle VH can be maintained near the target lateral position of the LTA. Second condition: when the driver has released their hands from the steering wheel or is maintaining steering by lightly touching the steering wheel with their hands. Third condition: when the vehicle VH is traveling along the driving lane in the proper direction.

[0029] The specific state determination unit 160 determines that the first condition is satisfied when the difference between the lateral position of the vehicle VH recognized by the lateral position recognition unit 110 and the target lateral position set by the LTA control unit 150 is within a predetermined threshold range (for example, ±20 cm). Also, the specific state determination unit 160 determines that the second condition is satisfied when the variation in the torque sensor value of the steering torque sensor 35 is within a predetermined threshold range (for example, ±0.5 Nm). Further, the specific state determination unit 160 determines that the third condition is satisfied when the yaw rate, yaw angle, and lateral speed of the vehicle VH are below a predetermined value. The yaw rate, yaw angle, and lateral speed of the vehicle VH may be obtained based on the detection results of the internal sensor device 30 and the external sensor device 40.

[0030] In addition to the first to third conditions, the specific state determination unit 160 may determine that the vehicle is in a specific state when the fourth condition is satisfied, that is, the driver is steering the steering wheel at a steering angle necessary to drive the vehicle VH along the driving lane and is not performing an intentional steering operation. In this case, the specific state determination unit 160 may determine that the fourth condition is satisfied when the steering angle sensor value of the steering angle sensor 34 is near the steering angle value considering the steering angle midpoint deviation associated with the alignment deviation of the vehicle VH, or near the steering angle value considering the steering angle adjustment due to the left - right gradient of the driving lane. The steering angle midpoint may be obtained based on the recognition result of the steering angle midpoint recognition unit 130, and the left - right gradient amount of the driving lane may be obtained based on the recognition result of the left - right gradient recognition unit 120.

[0031] The zero-point position deviation amount estimation unit 170 is an example of the estimation unit of the present disclosure, and estimates the deviation amount (hereinafter, zero-point position deviation amount ΔT) from the center point (0 Nm) of the zero-point position of the torque sensor value of the steering torque sensor 35. When the specific state determination unit 160 determines that the vehicle is in a specific state, the zero-point position deviation amount estimation unit 170 estimates the value (DC component) that is the center of the amplitude of the torque sensor value of the steering torque sensor 35, thereby estimating the zero-point position deviation amount ΔT. The zero-point position deviation amount estimation unit 170 estimates the value that is the center of the amplitude of the torque sensor value based on, for example, any one of the following first method to third method.

[0032] First method: Identify the center point of the torque sensor value from the torque sensor value of the steering torque sensor 35 and the Lissajous waveform of the steering angle sensor value of the steering angle sensor 34. FIG. 3 is a schematic diagram of a Lissajous waveform with the vertical axis representing the torque sensor value and the horizontal axis representing the steering angle sensor value. In the first method, the zero-point position deviation amount estimation unit 170 estimates the offset amount (see the broken line in FIG. 3) from the center point (0 Nm) of the torque sensor value as the zero-point position deviation amount ΔT. Second method: Obtain the average value of the torque sensor values of the steering torque sensor 35 over a predetermined period, and estimate the average value as the zero-point position deviation amount ΔT of the torque sensor value. Third method: Identify the maximum value and the minimum value of the torque sensor values of the steering torque sensor 35 over a predetermined period, and estimate the center point between the maximum value and the minimum value as the zero-point position deviation amount ΔT of the torque sensor value.

[0033] When the zero-point position deviation amount estimation unit 170 estimates the zero-point position deviation amount ΔT based on any one of the first method to the third method, the estimated zero-point position deviation amount ΔT is stored in a non-volatile memory such as the ROM 12. The zero-point position deviation amount estimation unit 170 does not store the value when the estimated zero-point position deviation amount ΔT (absolute value) exceeds a predetermined upper threshold value T Max That is, a guard is provided to prevent mislearning when an abnormal value is estimated due to the influence of external disturbance or the like. The upper threshold value T MaxAlthough not particularly limited, for example, it may be set based on the upper limit value assumed as the assembly error of the steering torque sensor 35.

[0034] The steering torque value correction unit 180 is an example of the correction unit of the present disclosure, and corrects the torque sensor value of the steering torque sensor 35 based on the zero point position deviation amount ΔT estimated by the zero point position deviation amount estimation unit 170. Specifically, as shown in FIG. 4A, when the zero point position deviation amount ΔT is a positive value, the steering torque value correction unit 180 corrects by subtracting the zero point position deviation amount ΔT (absolute value) from the torque sensor value. Further, when the zero point position deviation amount ΔT is a negative value, the steering torque value correction unit 180 corrects by adding the zero point position deviation amount ΔT (absolute value) to the torque sensor value.

[0035] The release determination threshold correction unit 185 is an example of the correction unit of the present disclosure, and corrects the torque determination threshold (upper limit value, lower limit value) used in the release determination process based on the zero point position deviation amount ΔT estimated by the zero point position deviation amount estimation unit 170. Specifically, as shown in FIG. 4B, when the zero point position deviation amount ΔT is a positive value, the release determination threshold correction unit 185 corrects by adding the zero point position deviation amount ΔT (absolute value) to the torque determination threshold (upper limit value, lower limit value). Further, when the zero point position deviation amount ΔT is a negative value, the release determination threshold correction unit 185 corrects by subtracting the zero point position deviation amount ΔT (absolute value) from the torque determination threshold (upper limit value, lower limit value).

[0036] The release determination unit 190 determines whether the driver is in a released state where the driver has released the steering wheel based on the torque determination threshold (upper limit value, lower limit value). When the torque sensor value of the steering torque sensor 35 is within the range of the torque determination threshold (upper limit value, lower limit value), the release determination unit 190 determines that the driver is in a released state. When the release determination unit 190 determines that it is a released state, it transmits a command to give a warning to the driver to the display device 61 and / or the speaker 62.

[0037] In this embodiment, the release determination unit 190 performs a release determination based on the corrected torque determination threshold values (upper limit value, lower limit value) shown in FIG. 4B, which are corrected by the zero point position deviation amount ΔT. Thereby, it is possible to realize a highly accurate determination based on the corrected torque determination threshold values that take into account the individual differences and assembly errors of the steering torque sensor 35. That is, it is possible to reliably improve the accuracy of the release determination. Note that the release determination unit 190 may perform a release determination using the corrected torque sensor value shown in FIG. 4A, which is corrected by the steering torque value correction unit 180. In this case, the release determination may be performed by comparing the uncorrected torque determination threshold values (upper limit value, lower limit value) with the corrected torque sensor value.

[0038] Next, based on FIG. 5, a routine of the estimation process, correction process, and determination process by the CPU 11 of the ECU 10 will be described. This routine is started, for example, by the running of the vehicle VH.

[0039] In step S100, the ECU 10 determines whether the LTA is operating. If the LTA is operating (Yes), the ECU 10 proceeds to the process of step S110. On the other hand, if the LTA is not operating (No), the ECU 10 returns to this routine.

[0040] In step S110, the ECU 10 determines whether the driver has entrusted themselves to the LTA, that is, whether the second condition that the driver has released their hand from the steering wheel or is holding the steering wheel with their hand to maintain steering is satisfied. If the second condition is satisfied (Yes), the ECU 10 proceeds to the process of step S120. On the other hand, if the second condition is not satisfied (No), the ECU 10 returns to the process of step S100.

[0041] In step S120, the ECU 10 determines whether the vehicle VH can travel along the road near the target lateral position by the LTA, that is, whether the first condition that the vehicle VH is traveling straight during the operation of the LTA and the lateral position of the vehicle VH can be maintained near the target lateral position of the LTA, and the third condition that the vehicle VH is traveling along the road within the driving lane are satisfied. When both the first condition and the third condition are satisfied (Yes), the ECU 10 proceeds to the process of step S130. On the other hand, when at least one of the first condition and the third condition is not satisfied (No), the ECU 10 returns to the process of step S100. Note that the processes of step S110 and step S120 may be in any order and may be simultaneous.

[0042] In step S130, the ECU 10 determines that the operation state of the driver and the driving state of the vehicle VH are in a specific state suitable for estimating the zero point displacement amount ΔT of the torque sensor value. Next, in step S140, the ECU 10 estimates the zero point displacement amount ΔT of the torque sensor value by estimating the value that is the center of the amplitude of the torque sensor value based on any one of the aforementioned first method to third method.

[0043] In step S150, the ECU 10 determines whether the absolute value of the zero point displacement amount ΔT estimated in step S140 exceeds the upper limit threshold value T Max . If the absolute value of the zero point displacement amount ΔT does not exceed the upper limit threshold value T Max , the ECU 10 proceeds to the process of step S160. On the other hand, if the absolute value of the zero point displacement amount ΔT exceeds the upper limit threshold value T Max (Yes), the ECU 10 returns this routine.

[0044] In step S160, the ECU 10 stores the zero point displacement amount ΔT estimated in step S140 in a non-volatile memory such as the ROM 12. Next, in step S170, the ECU 10 corrects the torque sensor value of the steering torque sensor 35 and / or the torque determination threshold values (upper limit value, lower limit value) used for the release determination based on the stored zero point displacement amount ΔT.

[0045] In step S180, the ECU 10 determines whether the driver has released the steering wheel. When using the corrected torque determination threshold values (upper limit value, lower limit value), the ECU 10 determines that the driver has released the steering wheel when the torque sensor value of the steering torque sensor 35 is within the range of the corrected torque determination threshold values (upper limit value, lower limit value). When using the corrected torque sensor value, the ECU 10 determines that the driver has released the steering wheel when the corrected torque sensor value is within the range of the torque determination threshold values (upper limit value, lower limit value) without correction. When it is determined that the driver has released the steering wheel (Yes), the ECU 10 proceeds to the process of step S190, executes a warning by the display device 61 and / or the speaker 62, and returns from this routine. On the other hand, when it is determined that the driver has not released the steering wheel (No), the ECU 10 returns from this routine without issuing a warning.

[0046] As described above, the vehicle control device and the control method program according to the present embodiment have been described. However, the present disclosure is not limited to the above embodiment, and various modifications are possible without departing from the object of the present disclosure.

[0047] For example, in the above embodiment, the ECU 10 has been described as determining that the operation state of the driver and the running state of the vehicle VH are in a specific state suitable for estimating the zero point displacement amount ΔT of the torque sensor value when all of the first to third conditions are satisfied. However, it may be determined that the state is specific when any one or two of the first to third conditions are satisfied. Further, in the above embodiment, the ECU 10 has been described as performing a determination as to whether the driver has released the steering wheel based on the corrected torque sensor value or the corrected torque determination threshold values (upper limit value, lower limit value). However, it is also possible to configure the ECU 10 to perform other determination processes other than the determination as to whether the driver has released the steering wheel based on the torque sensor value.

Claims

1. During the operation of the lane keeping control for maintaining the vehicle within the lane while the vehicle is traveling, the lateral position of the vehicle is maintained near a predetermined target lateral position set within the lane by the lane keeping control, and a running state determination unit that determines whether the vehicle is in a specific running state in which the vehicle is traveling straight within the lane; During the operation of the lane keeping control, an operation state determination unit that determines whether the driver of the vehicle has released their hand from the steering wheel or is in a specific operation state where they are touching it to a certain extent; An estimation unit that estimates the deviation amount of the zero point position of the sensor value based on the central value of the amplitude of the sensor value of the steering torque sensor provided in the vehicle when the running state determination unit determines that the vehicle is in the specific running state and the operation state determination unit determines that the vehicle is in the specific operation state; A correction unit that corrects the sensor value and / or a determination threshold value used for a predetermined determination process using the sensor value based on the deviation amount estimated by the estimation unit. A steering torque sensor correction device characterized by the above.

2. A steering torque sensor correction device according to Claim 1, wherein when the deviation amount estimated by the estimation unit exceeds a predetermined upper limit threshold value, the correction unit does not execute the correction of the sensor value and / or the determination threshold value based on the deviation amount. A steering torque sensor correction device characterized by the above.

3. A steering torque sensor correction device according to Claim 1 or 2, wherein the running state determination unit determines that the vehicle is in the specific running state when the lateral position of the vehicle is maintained near the center position of the lane set as the target lateral position and the vehicle is traveling straight within the lane in a substantially straight line state. A steering torque sensor correction device characterized by the above.

4. A rudder holding determination device including the correction device according to Claim 1, comprising a release determination unit that determines that the driver of the vehicle is in a released state where they have released their hand from the steering wheel when the sensor value is within a range from a predetermined lower limit determination threshold value to an upper limit determination threshold value, and the release determination unit determines that the vehicle is in the released state when the corrected sensor value is within the range from the lower limit determination threshold value to the upper limit determination threshold value when the correction unit corrects the sensor value based on the deviation amount. When the correction unit corrects the lower limit determination threshold value and the upper limit determination threshold value based on the deviation amount, if the sensor value is within the range from the corrected lower limit determination threshold value to the corrected upper limit determination threshold value, it is determined that the vehicle is in the released state. A steering torque sensor correction device characterized by the above.

5. During the operation of the lane keeping control for maintaining the vehicle within the lane during traveling, it is determined whether the vehicle is in a specific traveling state in which the lateral position of the vehicle is maintained near a predetermined target lateral position set within the lane by the lane keeping control, and the vehicle is traveling straight within the lane. During the operation of the lane keeping control, it is determined whether the driver of the vehicle has released their hand from the steering wheel or is in a specific operation state where the driver is only touching the steering wheel. When it is determined that the vehicle is in the specific traveling state and it is determined that the vehicle is in the specific operation state, based on the center value of the amplitude of the sensor value of the steering torque sensor provided in the vehicle, the deviation amount of the zero point position of the sensor value is estimated. Based on the estimated deviation amount, the sensor value and / or the determination threshold value used for a predetermined determination process using the sensor value are corrected. A method for correcting a steering torque sensor, characterized by the above.

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