Control device

Abstract

To provide a control device capable of controlling steering in consideration of the steering by a driver and steering by drive assistance.SOLUTION: A control device 30 controls a vehicle 1, allowing steering of a steering device 46 by a driver and steering of the steering device 46 by the control device 30. The control device includes an acquisition unit 31 that acquires the steering torque of the steering device 46, a steering angle speed, and a steering angle deviation that is the difference between the steering angle instructed by the control device 30 and the actual steering angle of the steering device 46, and a determination unit 32 that, when the steering device 46 is being steered by the control device 30, determines whether the steering state is as intended by the driver or as intended by the control device 30, based on the steering torque, steering angle speed, and steering angle deviation.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a control device. [Background technology]

[0002] In recent years, efforts to provide access to sustainable transport systems that take into consideration vulnerable transport participants have been gaining momentum. As part of these efforts, research and development is being conducted on driver assistance technologies and active safety technologies for automobiles and other vehicles in order to further improve road safety and convenience.

[0003] For example, an electric power steering device is known that assists steering torque so that the steering is performed as intended by the driver (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2019-006393 Summary of the Invention [Problem to be solved by the invention]

[0005] However, in recent years, there have been cases where control devices or systems that provide driving assistance perform steering (for example, steering by driving assistance to maintain the vehicle in its lane), and in such cases, it may be insufficient to control the vehicle by considering only the driver's steering. Therefore, it is desirable to perform steering control that takes into account steering by driving assistance (steering by control devices or systems that provide driving assistance) in addition to steering by the driver.

[0006] The present invention provides a control device that is capable of controlling steering in consideration of steering by a driver and steering by a driving assistance. [Means for solving the problem]

[0007] One aspect of the present invention is A control device that controls a vehicle in which a driver can steer a steering device and a control device can steer the steering device, an acquisition unit that acquires a steering torque of the steering device, a steering angle velocity, and a steering angle deviation that is a difference between a command steering angle by the control device and an actual steering angle of the steering device; When the steering device is being steered by the control device, Based on the steering angular velocity and the steering torque, Whether the steering is in the state intended by the driver, Based on the steering angle speed and the steering angle deviation, and a determination unit that determines whether the control device is in an intended steering state. 、 The determination unit When it is determined that the vehicle is in a first counter-steering state that is not the steering state intended by the driver, and when it is determined that the vehicle is in a second counter-steering state that is not the steering state intended by the control device for a predetermined period of time or more, it is determined that the vehicle is not in an intended steering state. . Another aspect of the present invention is A control device that controls a vehicle in which a driver can steer a steering device and a control device can steer the steering device, an acquisition unit that acquires a steering torque of the steering device, a steering angle velocity, and a steering angle deviation that is a difference between a command steering angle by the control device and an actual steering angle of the steering device; a determination unit that, when the steering device is being steered by the control device, determines whether the steering state is as intended by the driver or as intended by the control device, based on the steering torque, the steering angular velocity, and the steering angle deviation, The determination unit When the steering torque in a steering direction that is one of a clockwise direction and a counterclockwise direction is less than a first threshold value, and the steering angular velocity in the steering direction is equal to or greater than a second threshold value, Alternatively, when the steering torque in the steering direction is equal to or greater than a third threshold value that is smaller than the first threshold value, and the steering angular velocity in the steering direction is less than a fourth threshold value that is smaller than the second threshold value, the vehicle is determined to be in a first counter-steering state that is not a steering state intended by the driver, When the steering angle deviation in the steering direction is less than a fifth threshold value and the steering angular velocity in the steering direction is equal to or greater than a sixth threshold value, Alternatively, when the steering angle deviation in the steering direction is equal to or greater than a seventh threshold value that is greater than the fifth threshold value, and the steering angular velocity in the steering direction is less than an eighth threshold value that is less than the sixth threshold value, the control device determines that the vehicle is in a second counter-steering state that is not an intended steering state, When it is determined that the vehicle is in the first counter-steering state or the second counter-steering state, it is determined that the vehicle is not in an intended steering state. [Effects of the Invention]

[0008] The present invention enables steering control based on both driver steering and driver-assisted steering, which in turn improves traffic safety and contributes to the development of sustainable transportation systems. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a block diagram showing a schematic configuration of a vehicle 1 equipped with a control device 30 according to an embodiment. [Figure 2] FIG. 2 is a diagram for explaining the steering state of a driver. [Figure 3] 3 is a diagram for explaining the steering state of the control device 30. FIG. [Figure 4] 10 is a diagram for explaining an example of a situation in which the vehicle 1 is not in the intended steering state. [Figure 5] 1 is a flowchart (part 1) illustrating an example of processing executed by a control device 30 according to an embodiment. [Figure 6] 10 is a flowchart (part 2) illustrating an example of processing executed by the control device 30 according to an embodiment. [Figure 7] 10 is a flowchart (part 3) illustrating an example of processing executed by the control device 30 according to an embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0010] An embodiment of a vehicle control device of the present invention will be described below with reference to the drawings. The following embodiment does not limit the present invention, and not all of the elements described in the following embodiment are necessarily essential to the present invention. Furthermore, two or more elements described in the following embodiment may be arbitrarily combined without departing from the spirit of the present invention. Note that, below, identical or similar elements are denoted by identical or similar reference numerals, and their description may be omitted or simplified.

[0011] [Vehicles equipped with control devices] First, the vehicle of this embodiment will be described. Fig. 1 is a block diagram showing the configuration of a vehicle 1 equipped with a control device 30 of this embodiment. The vehicle 1 is an automobile equipped with a drive source (not shown) and wheels (not shown) including drive wheels driven by the power of the drive source and steerable wheels. As an example, the vehicle 1 can be a four-wheeled automobile having a pair of front wheels and a pair of rear wheels on the left and right.

[0012] The drive source of vehicle 1 may be an electric motor, an internal combustion engine such as a gasoline engine or a diesel engine, or a combination of an electric motor and an internal combustion engine. The drive source of vehicle 1 may drive a pair of left and right front wheels, a pair of left and right rear wheels, or a pair of left and right front and rear wheels, i.e., four wheels. Either one of the front wheels or the rear wheels of vehicle 1 may be steerable wheels, or both may be steerable wheels.

[0013] The vehicle 1 is capable of automatic driving and driving assistance, which automatically controls driving operations to drive the vehicle. Automatic driving, as defined here, refers to a system of the vehicle that recognizes or monitors the driving environment and surrounding conditions, as well as all driving operations such as starting, accelerating / decelerating, steering, and stopping. Driving assistance refers to a system of the vehicle that performs some of the driving operations such as starting, accelerating / decelerating, steering, and stopping, such as an LKAS (Lane Keep Assist System). In the embodiment described below, for example, driving assistance such as steering to keep the vehicle in the driving lane is performed.

[0014] The vehicle 1 includes a sensor group 10, a navigation device 20, a control device 30, an electric power steering (EPS) system 40, a driving force control system 50, a braking force control system 60, a communication unit 70, and an operation input unit 80.

[0015] The sensor group 10 includes an external sensor 11 that acquires information about the surroundings of the vehicle 1, and a vehicle sensor 12 that acquires information about the vehicle 1. Information acquired by each sensor included in the sensor group 10 (in other words, detected values) is output to the control device 30.

[0016] The external sensor 11 includes, for example, a camera 111, a sonar 112, and a radar 113. The camera 111 is a digital camera that captures an image of the surroundings of the vehicle 1, including the vehicle 1, and outputs image data of the obtained surrounding image to the control device 30. In this embodiment, the vehicle 1 is capable of automatic driving and automatic parking, and therefore has a front camera 111a, a rear camera 111b, a left side camera 111c, and a right side camera 111d in order to acquire surrounding images in all directions of the vehicle 1. Note that the camera 111 does not need to have all of these cameras 111a to 111d, and it is sufficient to have at least enough cameras to enable driving assistance and the like.

[0017] The front camera 111a is mounted, for example, on the upper part of the windshield or the front bumper inside the vehicle cabin and captures an area in front of the vehicle 1. The rear camera 111b is mounted, for example, on the rear bumper and captures an area behind the vehicle 1. The left side camera 111c is mounted, for example, on the left side mirror and captures an area to the left of the vehicle 1. The right side camera 111d is mounted, for example, on the right side mirror and captures an area to the right of the vehicle 1. Each of the cameras 111a to 111d may be a digital camera using an imaging element such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). In the following description, the front camera 111a, rear camera 111b, left side camera 111c, and right side camera 111d will be simply referred to as "camera 111" unless they are particularly distinguished from one another.

[0018] The sonar 112 emits sound waves around the vehicle 1 (for example, in front of, behind, and to the sides of the vehicle 1) and receives reflected sound from objects around the vehicle 1, thereby detecting the distance to the objects, direction, etc. The detected information is transmitted to the control device 30 at predetermined intervals. The radar 113 emits radio waves around the vehicle 1, including in front of the vehicle 1, and receives reflected waves from objects around the vehicle 1, thereby detecting the distance to the objects, direction, etc. The detected information is transmitted to the control device 30 at predetermined intervals. For example, a millimeter wave radar can be used as the radar 113.

[0019] The external sensor 11 may be configured to include a LiDAR (Light Detection and Ranging) instead of or in addition to the sonar 112 or the radar 113. In this case, the LiDAR emits laser light to the periphery of the vehicle 1 including the area ahead of the vehicle 1, and receives reflected light from an object present around the vehicle 1 to detect the distance and direction to the object.

[0020] The vehicle sensor 12 includes, for example, a wheel sensor 121, a vehicle speed sensor 122, an inertial measurement unit (IMU) 123, an occupant camera 124, an operation detection unit 125, and a steering touch sensor 126.

[0021] The wheel sensor 121 detects the rotation angle of one or more wheels of the vehicle 1. As an example, the wheel sensor 121 detects the rotation angle of each of the left rear wheel and the right rear wheel. As the wheel sensor 121, for example, an angle sensor or a displacement sensor can be adopted.

[0022] The vehicle speed sensor 122 detects the vehicle speed, which is the running speed (in other words, the moving speed of the vehicle body) of the vehicle 1. For example, the vehicle speed sensor 122 detects the vehicle speed based on the number of rotations of a countershaft (not shown) provided in the vehicle 1.

[0023] The inertial measurement unit 123 detects angular velocities in the pitch, roll, and yaw directions of the vehicle 1, and accelerations in the front-to-rear, left-to-right, and up-to-down directions of the vehicle 1. Note that instead of the inertial measurement unit 123, the vehicle sensor 12 may be configured to include an acceleration sensor that detects acceleration in a predetermined direction of the vehicle 1 and a gyro sensor that detects angular velocity in a predetermined direction of the vehicle 1.

[0024] The occupant camera 124 is a digital camera that captures an image of the interior of the vehicle 1 and outputs image data of the obtained interior image to the control device 30. For example, the occupant camera 124 can be a so-called "driver monitor camera" that is provided so as to be able to capture an image of the head of the driver sitting in the driver's seat of the vehicle 1 from the front (in other words, to be able to capture an image of the face). As with the camera 111, a digital camera using an imaging element such as a CCD or CMOS can be used as the occupant camera 124. Note that in this embodiment, the image data of the interior image obtained by the occupant camera 124 capturing an image of the interior of the vehicle serves as information that can identify the direction of the driver's line of sight.

[0025] The operation detection unit 125 detects operations performed using the operation input unit 80 that is operable by occupants including the driver. In this embodiment, the operation input unit 80 includes, for example, an operation switch (not shown) that accepts an operation to switch on (in other words, activated) and off (in other words, not activated) a driving assistance function such as the above-mentioned LKAS. In this case, the operation detection unit 125 can detect an operation to turn on / off these driving assistance functions.

[0026] The steering touch sensor 126 detects whether the steering wheel 46 of the vehicle 1 is being held properly. For example, the steering touch sensor 126 is realized by a capacitance sensor or the like. In this case, the capacitance sensor is provided at a portion where the driver touches the steering wheel 46 when the steering wheel 46 is being held properly. The steering wheel 46 is an example of the "steering device" of the present invention.

[0027] The navigation device 20 includes, for example, a GNSS (Global Navigation Satellite System) receiver 21, a touch panel 22, and a speaker 23. The navigation device 20 also has a storage unit (not shown) configured with a flash memory or the like. The storage unit of the navigation device 20 stores a map information database (DB) 24 and the like.

[0028] The GNSS receiver 21 identifies the current position of the vehicle 1 (for example, the latitude and longitude of the location where the vehicle 1 is located) based on the signals received from the GNSS satellites. Note that the navigation device 20 may acquire, for example, detection results from the vehicle sensors 12 (for example, the wheel sensors 121 and the vehicle speed sensor 122) via the control device 30, and identify or complement the current position of the vehicle 1 by an INS (Inertial Navigation System) that uses the detection values ​​of the vehicle sensors 12.

[0029] The touch panel 22 functions as an input device that accepts input of various information to the control device 30, and as a display device controlled by the control device 30. The touch panel 22 is configured by combining a display device such as a liquid crystal display or an OLED (Organic Light Emitting Diode) with a pointing device (e.g., a touchpad). The speaker 23 is configured to be able to output audio to an occupant of the vehicle 1 (e.g., the driver).

[0030] For example, the navigation device 20 searches for a route from the current position of the vehicle 1 to a destination set by the driver using the touch panel 22 by referring to the map information database 24. Then, the navigation device 20 provides route guidance using the touch panel 22 and the speaker 23 based on the searched route. The navigation device 20 may also cause the touch panel 22 to display a predetermined display in accordance with an instruction from the control device 30. Specific displays will be described later. Furthermore, the navigation device 20 may output predetermined information to the control device 30, such as information indicating the identified current position of the vehicle 1 or information indicating an operation received via the touch panel 22.

[0031] The control device 30 is a computer that has, for example, a processor that performs various calculations, a storage unit having a non-transitory storage medium that stores various information, an input / output unit that controls input and output of data between the inside and outside of the control device 30, and the like (all not shown), and that performs overall control of the vehicle 1. For example, the control device 30 is realized by one ECU (Electronic Control Unit) or by multiple ECUs working together. Note that the control device 30 performs driving assistance such as controlling the vehicle on behalf of the driver, and therefore can also be called a control device in a so-called advanced driver assistance system (ADAS ECU). Specific configurations and specific examples of control of the control device 30 will be described later, so explanations thereof will be omitted here.

[0032] The EPS system 40 includes, for example, a steering angle sensor 41, a torque sensor 42, an EPS motor 43, a resolver 44, and an EPS ECU 45.

[0033] The steering angle sensor 41 detects the steering angle (actual steering angle) θst of the steering wheel 46, and outputs information indicating the detected steering angle θst to the EPS ECU 45. The torque sensor 42 detects the steering torque TQ, which is the torque applied to the steering wheel 46 of the vehicle 1, and outputs information indicating the detected steering torque TQ to the EPS ECU 45.

[0034] The EPS motor 43 applies a driving force or a reaction force to a steering column 47 connected to the steering wheel 46 in accordance with instructions from the EPS ECU 45, thereby assisting the driver in operating the steering wheel 46. The resolver 44 detects a rotation angle θm of the EPS motor 43 and outputs information indicating the detected rotation angle θm to the EPS ECU 45. The EPS motor 43 is an example of an "actuator" in the present invention.

[0035] The EPS ECU 45 is a computer that controls the EPS system 40 (e.g., the EPS motor 43), and is implemented by one or more ECUs. The EPS ECU 45 includes, for example, a processor that performs various calculations, a storage unit with a non-transitory storage medium that stores various information, and an input / output unit that controls input and output of data between the inside and outside of the EPS ECU 45 (all of which are not shown). The EPS ECU 45 controls the EPS system 40 (e.g., the EPS motor 43) based on the steering angle θst detected by the steering angle sensor 41, the steering torque TQ detected by the torque sensor 42, the rotation angle θm detected by the resolver 44, and the like. For example, when automatically controlling the steering of the steering wheel 46, the EPS ECU 45 performs feedback control (e.g., PID control) to make the actual steering angle follow the target steering angle (i.e., command steering angle) of the steering wheel 46. Furthermore, for example, when the driver operates the steering wheel 46, the EPS ECU 45 performs steering assist control to increase the driver's steering torque. The EPS ECU 45 may control the EPS system 40 in accordance with instructions from the control device 30.

[0036] Furthermore, the EPS system 40 (for example, the EPS ECU 45) outputs information indicating the steering angle θst detected by the steering angle sensor 41, the steering torque TQ detected by the torque sensor 42, the rotation angle θm detected by the resolver 44, etc. to the control device 30. Furthermore, the EPS system 40 (for example, the EPS ECU 45) outputs information indicating the steering angular velocity ω of the steering 46 to the control device 30. The steering angular velocity ω can be obtained, for example, by differentiating the steering angle θst with respect to time.

[0037] The driving force control system 50 includes a driving ECU 51 and is configured to control the driving force of the vehicle 1. The driving ECU 51 is a computer that controls the driving force control system 50 and includes, for example, a processor that performs various calculations, a storage unit having a non-transitory storage medium that stores various information, and an input / output unit that controls input and output of data between the inside and outside of the driving ECU 51 (all of which are not shown). The driving ECU 51 is implemented by one or more ECUs. For example, the driving ECU 51 controls the driving force output from a driving source of the vehicle 1 based on the operation amount of an accelerator pedal 52 provided in the vehicle 1 and the detection value of a shift position sensor 53 that detects the shift position Ps of a shift device (e.g., a shift lever or a shift switch) (not shown). Note that the driving source is an internal combustion engine or a motor, as described above, and the driving ECU 51 controls the output of the internal combustion engine or the motor based on the operation amount of the accelerator pedal 52 and the shift position Ps. The driving ECU 51 can also control the driving force control system 50 (e.g., the driving source) in accordance with instructions from the control device 30.

[0038] The braking force control system 60 includes a braking ECU 61 and is configured to be able to control the braking force of the vehicle 1. The braking ECU 61 is a computer that controls the braking force control system 60 and includes, for example, a processor that performs various calculations, a storage unit having a non-transitory storage medium that stores various information, and an input / output unit that controls input and output of data between the inside and outside of the braking ECU 61 (all of which are not shown). The braking ECU 61 is realized by one or more ECUs. For example, the braking ECU 61 controls the braking force of the vehicle 1 by controlling a brake device (not shown) provided in the vehicle 1 based on operation of a brake pedal 62 provided in the vehicle 1. Here, the brake device includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, and an electric motor that generates hydraulic pressure in the cylinder. The braking ECU 61 controls the electric motor of the brake device so as to generate a braking force corresponding to operation of the brake pedal 62. The braking ECU 61 can also control the braking force control system 60 according to instructions from the control device 30.

[0039] The communication unit 70 is a communication interface that communicates with the external device 2 in accordance with control instructions from the control device 30. That is, the control device 30 can communicate with the external device 2 via the communication unit 70. Examples of the external device 2 include a driver's terminal device (e.g., a smartphone) and a server device managed by the manufacturer of the vehicle 1. Note that communication between the vehicle 1 and the external device 2 can be achieved using, for example, a mobile communication network such as a cellular line, Wi-Fi (registered trademark), or Bluetooth (registered trademark).

[0040] [Control device configuration] Next, the control device 30 will be described in detail. The control device 30 executes, for example, various programs stored in a storage unit of the control device 30. In this embodiment, the control device 30 can automatically perform steering control of the steering wheel 46 when performing the above-mentioned driving assistance. For example, when the above-mentioned LKAS driving assistance function is turned on, the control device 30 automatically performs steering control of the steering wheel 46 in accordance with the behavior of the vehicle 1. In addition to steering control of the steering wheel 46, the control device 30 can also perform steering assist control that increases the steering torque (i.e., torque assist) when the driver operates the steering wheel 46.

[0041] On the other hand, if an abnormality occurs in the control device 30 or the EPS system 40 due to some cause (for example, a malfunction), both the driver and the control device 30 may enter an unintended steering state. That is, the driver may not be able to steer as intended because the EPS system 40 does not provide steering assistance, or the driver may perform a steering operation contrary to his or her intention. Furthermore, the control device 30 may not be able to perform the intended operation even though it is attempting to perform driving assistance in accordance with the behavior of the vehicle 1. Therefore, in this embodiment, the steering state of the vehicle 1 is determined by separately determining whether the steering state is as intended by the driver and whether the steering state is as intended by the control device 30.

[0042] Specifically, the control device 30 executes, as an example of a program recorded in the storage unit, a steering state determination process program that determines whether the steering state of the vehicle 1 is intended when the start of execution of driving assistance is detected via, for example, the operation of an operation switch in the operation input unit 80. The control device 30 includes, as functional units realized by the execution of the program, an acquisition unit 31, a determination unit 32, a control unit 33, and a display control unit 34. Note that, hereinafter, the processes described as being performed by the acquisition unit 31, the determination unit 32, the control unit 33, and the display control unit 34 are processes realized by the control device 30.

[0043] The acquisition unit 31 acquires the steering torque TQ of the steering wheel 46, the steering angle velocity ω of the steering wheel 46, and the steering angle deviation Qd, which is the difference between the command steering angle Qref of the steering wheel 46 by the control device 30 and the actual steering angle θst. Specifically, the acquisition unit 31 acquires the steering torque TQ based on the detection value of the torque sensor 42. The acquisition unit 31 also acquires the steering angle velocity ω by time-differentiating the steering angle θst based on the detection value of the steering angle sensor 41. The acquisition unit 31 also acquires the steering angle deviation Qd, which is the deviation between the command steering angle Qref, which is the target steering angle of the steering wheel 46, and the actual steering angle θst, which is the actual steering angle of the steering wheel 46.

[0044] The command steering angle Qref can be determined, for example, based on the running state of the vehicle 1 and the target trajectory of the vehicle 1. The running state of the vehicle 1 is the current running state of the vehicle 1 based on data detected, for example, from external sensors 11 such as the camera 111, the vehicle speed sensor 122, the inertial measurement unit 123, etc. The target trajectory is a target trace line of the vehicle 1, i.e., a target trajectory, determined based on the running state of the vehicle 1. The actual steering angle θst is acquired based on the detection value of the steering angle sensor 41. The acquisition unit 31 calculates the steering angle deviation Qd based on the difference between the command steering angle Qref and the actual steering angle θst thus acquired.

[0045] When the steering wheel 46 is being steered by the control device 30 (i.e., when driving assistance such as LKAS is being executed), the judgment unit 32 judges whether the steering state is as intended by the driver or as intended by the control device 30 based on the steering torque TQ, steering angle velocity ω, and steering angle deviation Qd acquired by the functions of the acquisition unit 31.

[0046] The steering state intended by the driver refers to a state in which, in a state in which steering by the control device 30 is possible, the driver can steer to a degree that does not cause discomfort or discomfort when applying a steering force to the steering wheel 46. In other words, it can be said to be a state in which the response of the steering wheel 46 to the driver's steering (i.e., input) is appropriate. Possible parameters that cause the driver to feel discomfort or discomfort include the steering angular velocity ω and the steering torque TQ. FIG. 2 is a diagram for explaining the driver's steering state, with the steering angular velocity ω on the vertical axis and the steering torque TQ on the horizontal axis, and a threshold value is set for each parameter. The determination unit 32 then determines the driver's steering state depending on whether each parameter is equal to or greater than the threshold value. In the example shown in FIG. 2, on both the vertical axis and the horizontal axis, a positive direction indicates a steering direction "right," and a negative direction indicates a steering direction "left."

[0047] More specifically, when the driver steers to the right, for example, as one steering direction, the determination unit 32 determines that: (a) When the steering torque TQ in the right direction is less than a first threshold value and the steering angular velocity ω in the right direction is equal to or greater than a second threshold value, or (b) When the steering torque TQ in the right direction is equal to or greater than a third threshold value that is smaller than the first threshold value, and the steering angular velocity ω in the right direction is less than a fourth threshold value that is smaller than the second threshold value, The determination unit 32 determines that the steering state is a first counter-steering state (hereinafter also referred to as the "first counter-steering state"), which is not the steering state intended by the driver. In the example shown in FIG. 2, the two shaded areas (a) and (b) are the first counter-steering state areas, and the determination unit 32 determines that the steering state of the driver is the first counter-steering state when the steering state of the driver is a steering state in either area (a) or (b). Note that areas other than those shaded can be said to be the steering state intended by the driver. Also, the right direction described here is an example of "one of clockwise and counterclockwise directions" in the present invention.

[0048] Next, a situation in which the first counter-steering states (a) and (b) described above may occur will be described. Specifically, for example, when the LKAS function is on and the driver is lightly placing his or her hands on the steering wheel 46 without generating any steering torque TQ, a malfunction of the control device 30 or the EPS system 40 may cause the driver to unintentionally steer the vehicle from the vehicle's own lane toward an oncoming lane (an oncoming lane on the right). In such a case, the driver is gripping the steering wheel 46 but is not steering, and the steering wheel 46 is rotating to the right. This generates a steering angular velocity ω to the right, and an unintended steering state (a) may occur in which the driver does not generate any steering torque TQ.

[0049] Another example of the first counter-steering state may be a state in which the driver determines that the driving assistance function of the control device 30 is not necessary, but the driving assistance function intervenes. For example, a situation may occur in which, while the LKAS function is on, the driver is traveling in the left-hand lane and temporarily moves into the oncoming lane to avoid a preceding vehicle (or an obstacle, etc.) parked on the shoulder, and then returns to the own lane. In such a case, the driver steers the steering wheel 46 to the right when temporarily moving into the oncoming lane. At this time, the LKAS function is activated to keep the vehicle 1 in the lane it is traveling in as it moves into the oncoming lane. That is, the control device 30 steers the steering wheel 46 to the left. At this time, an unintended steering state may occur in which the driver's steering torque is equal to or greater than a threshold value but the steering angular velocity ω is less than a threshold value. That is, a situation may occur in which the steering by the control device 30 prevails over the driver's steering.

[0050] In this way, the "steering state intended by the driver" can be defined based on the steering torque and the steering angular velocity.

[0051] The steering state intended by the control device 30 refers to a state in which, when the driver is able to steer the steering wheel 46 so that the control device 30 steers the steering wheel 46 to the target trajectory, there is almost no difference between the commanded steering angle Qref and the actual steering angle θst (i.e., steering angle deviation Qd). In other words, this can be said to be a state in which the actual steering angle θst of the steering wheel 46 is rotating in a direction that matches the commanded steering angle Qref of the control device 30. FIG. 3 is a diagram for explaining the steering state of the control device 30, with the vertical axis representing the steering angular velocity ω and the horizontal axis representing the steering angle deviation Qd, and a threshold value being set for each parameter. The determination unit 32 then determines the steering state of the control device 30 depending on whether each parameter is equal to or greater than the threshold value. In the example shown in FIG. 3, on both the vertical and horizontal axes, a positive direction indicates a steering direction of "right," and a negative direction indicates a steering direction of "left."

[0052] More specifically, when the driver steers to the right as one steering direction, the determination unit 32 determines that: (c) The steering angle deviation Qd in the right direction is less than the fifth threshold value, and the steering angle velocity ω in the right direction is equal to or greater than the sixth threshold value, or (d) When the steering angle deviation Qd in the rightward direction is equal to or greater than a seventh threshold value that is greater than the fifth threshold value, and the steering angular velocity ω in the rightward direction is less than an eighth threshold value that is less than the sixth threshold value, the determination unit 32 determines that the steering state is a second counter-steering state (hereinafter also referred to as the "second counter-steering state") that is not the steering state intended by the control device 30. In the example shown in FIG. 3, the two shaded areas (c) and (d) are areas of the second counter-steering state, and the determination unit 32 determines that the steering state of the control device 30 is the second counter-steering state when the steering state of the control device 30 is a steering state in either area (c) or (d). Note that areas other than those shaded can be said to be the steering state intended by the control device 30.

[0053] Next, a situation in which the second counter-steering states (c) and (d) described above may occur will be described. Specifically, for example, when the LKAS function is on, a case can be assumed in which the control device 30 unintentionally steers the vehicle from its own lane toward an oncoming lane (an oncoming lane on the right) due to a malfunction of the control device 30 or the EPS system 40. In such a case, since the steering wheel 46 is rotating rightward, a steering angular velocity ω occurs rightward, and the actual steering angle θst increases to the right relative to the command steering angle Qref intended to maintain the vehicle traveling in its own lane. This may result in an unintended steering state (c) in which the steering angle deviation Qd exceeds a threshold value.

[0054] Another example of the second counter-steering state is when, for example, the LKAS function is on and the driver is traveling in the vehicle's own lane on the left, temporarily moves into the oncoming lane to avoid a preceding vehicle (or an obstacle, etc.) parked on the shoulder, and then returns to the vehicle's own lane. In such a case, the driver steers the steering wheel 46 to the right when temporarily moving into the oncoming lane. At this time, the control device 30 activates the LKAS function to keep the vehicle 1 in the lane it is traveling in as it moves into the oncoming lane. That is, the control device 30 steers the steering wheel 46 to the left. At this time, if the driver's steering torque is greater than a predetermined value, an unintended steering state may occur in which the actual steering angle θst becomes larger than the commanded steering angle Qref, causing the steering angle deviation Qd to exceed a threshold value. In other words, from the control device 30's perspective, the driver's steering force is large and the vehicle 1 is unable to maintain its lane.

[0055] In this way, the "steering state intended by the control device 30" can be defined based on the steering angle deviation Qd and the steering angle velocity ω.

[0056] The threshold values ​​for determining the steering state of the driver and the steering state of the control device 30 are not limited to the values ​​shown in FIGS. 2 and 3, and may be determined in advance by the manufacturer of the vehicle 1, for example.

[0057] When the determination unit 32 determines that the vehicle is in the first counter-steering state or the second counter-steering state, the determination unit 32 determines that the vehicle is not in the steering state intended by the vehicle 1. In other words, when the above-mentioned steering state of the driver satisfies state (a) or (b) and the steering state of the control device 30 satisfies state (c) or (d), the determination unit 32 determines that the vehicle is not in the steering state intended by the vehicle 1. This makes it possible to determine that the vehicle is not in the steering state intended by the vehicle 1 based on the operation states of both the steering state of the driver and the steering state of the control device 30.

[0058] Here, an example of a state where the vehicle 1 is not in the intended steering state will be described using an example where the above-mentioned states (a) and (c) are established. FIG. 4 shows an example of driving assistance in which the LKAS function is on and the vehicle 1 is traveling while maintaining its lane in the current lane L1. For example, a malfunction of the EPS system 40 causes the vehicle 1 to unintentionally steer from the current lane L1 toward the center line CL and the oncoming lane L2. In this situation, the driver grips the steering wheel 46 but does not steer. Because the steering wheel 46 is rotating rightward, a steering angular velocity ω is generated to the right, but no steering torque TQ is generated by the driver (state (a)). Meanwhile, the steering state controlled by the control device 30 is such that the steering angular velocity ω is generated to the right because the steering wheel 46 is rotating rightward. This causes the actual steering angle θst to increase to the right relative to the commanded steering angle Qref, which aims to maintain the vehicle in the current lane L1. This results in a steering angle deviation Qd exceeding a threshold (state (c)). In such a case, a first counter-steering state and a second counter-steering state are established in which the steering state is not intended by either the driver or the control device 30, and an event occurs in which the vehicle 1 is not in the steering state intended.

[0059] When determining that the vehicle 1 is in the first counter-steering state or the second counter-steering state, it is preferable that the determination unit 32 determines that the vehicle 1 is not in the intended steering state if the determination unit 32 determines that the vehicle 1 is in the first counter-steering state or the second counter-steering state for a predetermined period of time or longer. This is because, for example, the first counter-steering state or the second counter-steering state may occur instantaneously due to an external disturbance (for example, road surface reaction force). In other words, this is to eliminate noise that may occur instantaneously. The predetermined period of time is set to, for example, 20 to 200 ms.

[0060] When the above-described function of the determination unit 32 determines that the vehicle 1 is not in the intended steering state, the control unit 33 terminates steering control, which automatically performs operation of the steering wheel 46. The control unit 33 performs steering control when the driving assistance (or automatic driving) function is turned on. That is, when the driving assistance function is turned on, the control unit 33 performs steering control via the EPS ECU 45 according to the behavior of the vehicle 1. In addition to steering control, the control unit 33 can also perform drive control and braking control of the vehicle 1 via the drive ECU 51 and the brake ECU 61. That is, by performing these drive control, braking control, and steering control, the vehicle 1 travels along a target trajectory and stabilizes its behavior. On the other hand, when the above-described function of the determination unit 32 determines that the vehicle 1 is not in the intended steering state, the control unit 33 terminates steering control. That is, the driving assistance that was being executed is terminated. This is because the vehicle 1 is not in the intended steering state, and the driving assistance is terminated to allow the driver to take the lead in steering.

[0061] Furthermore, the control unit 33 can perform steering assist control to increase (i.e., assist) the steering torque applied to the steering wheel 46 by the driver. On the other hand, if the above-mentioned determination unit 32 determines that the vehicle 1 is not in the intended steering state, the amount of steering assist applied to the driver's steering is reduced. This is because reducing the amount of steering assist can result in a steering state that better reflects the driver's intention. Note that the amount of steering assist to be reduced may be predetermined, for example, by the manufacturer of the vehicle 1.

[0062] The display control unit 34 displays the control state of the vehicle 1 by the control unit 33 on a display unit such as the touch panel 22. For example, if the control unit 33 determines that the vehicle 1 is not in the intended steering state and ends the driving assistance or reduces the amount of steering assist, the display control unit 34 displays the information on a display unit such as the touch panel 22. By viewing the display, the driver can easily understand the control state of the vehicle 1 and can easily steer in accordance with the control state. In other words, the steerability of the steering wheel 46 can be improved compared to when the information is not available.

[0063] [Processing performed by the control device] Next, a flowchart will be used to explain an example of the steering state determination process executed by the control device 30. Fig. 5 is a flowchart showing an example of the process, and the process is repeatedly executed at predetermined short intervals, for example, when the driving assistance function described above is on.

[0064] First, the control device 30 acquires the steering torque TQ, the steering angular velocity ω, and the steering angle deviation Qd (step S1). That is, the control device 30 acquires each parameter value for determining the steering state of the vehicle 1 based on each detection value of the sensor group 10, etc., by the function of the acquisition unit 31.

[0065] Next, the control device 30 performs a first counter-steering state determination process to determine whether the vehicle is in a first counter-steering state using the function of the determination unit 32 (step S2). Fig. 6 is a flowchart (subroutine) showing an example of the first counter-steering state determination process. The first counter-steering state determination process is a process for determining the steering state of the driver.

[0066] The control device 30 first determines whether the steering torque is less than a first threshold value and the steering angular velocity is equal to or greater than a second threshold value (step S20). If it determines in step S20 that at least one of the conditions of the steering torque and the steering angular velocity is not satisfied (No in step S20), the control device 30 proceeds to step S21.

[0067] In step S21, the control device 30 determines whether the steering torque is equal to or greater than the third threshold and the steering angular velocity is less than the fourth threshold. If it is determined in step S21 that at least one of the conditions of the steering torque and the steering angular velocity is not satisfied (No in step S21), the control device 30 determines that the vehicle is not in the first counter-steering state (step S22).

[0068] On the other hand, if it is determined in the above-mentioned step S20 that the steering torque is less than the first threshold value and the steering angular velocity is equal to or greater than the second threshold value (Yes in step S20), or if it is determined in step S21 that the steering torque is equal to or greater than the third threshold value and the steering angular velocity is less than the fourth threshold value (Yes in step S21), the control device 30 determines that the vehicle is in the first counter-steering state (step S23), and ends the first counter-steering state determination process shown in Fig. 6. Note that the order of the processes in step S20 and step S21 may be reversed.

[0069] 5, the control device 30 determines whether or not the vehicle is in the first counter-steering state (step S3). That is, the control device 30 determines whether or not the vehicle is in the first counter-steering state based on the result of the first counter-steering state determination process in the above-mentioned step S2 (the process in FIG. 6 in detail) by the function of the determination unit 32.

[0070] If it is determined in step S3 that the vehicle is not in the first counter-steering state (No in step S3), the control device 30 temporarily ends the processing of the flowchart shown in Fig. 5. On the other hand, if it is determined in step S3 that the vehicle is in the first counter-steering state (Yes in step S3), the control device 30 advances the processing to step S4.

[0071] In step S4, the control device 30 performs a second counter-steering state determination process to determine whether the vehicle is in the second counter-steering state using the function of the determination unit 32. Fig. 7 is a flowchart (subroutine) showing an example of the second counter-steering state determination process. The second counter-steering state determination process is a process for determining the steering state of the control device 30.

[0072] The control device 30 first determines whether the steering angle deviation is less than the fifth threshold value and the steering angular velocity is equal to or greater than the sixth threshold value (step S40). If it is determined in step S40 that at least one of the conditions of the steering angle deviation and the steering angular velocity is not met (No in step S40), the control device 30 proceeds to step S41.

[0073] In step S41, the control device 30 determines whether the steering angle deviation is equal to or greater than a seventh threshold and the steering angular velocity is less than an eighth threshold. If it is determined in step S41 that at least one of the conditions of the steering angle deviation and the steering angular velocity is not satisfied (No in step S41), the control device 30 determines that the vehicle is not in the second counter-steering state (step S42).

[0074] On the other hand, if it is determined in the above-mentioned step S40 that the steering angle deviation is less than the fifth threshold and the steering angular velocity is equal to or greater than the sixth threshold (Yes in step S40), or if it is determined in step S41 that the steering angle deviation is equal to or greater than the seventh threshold and the steering angular velocity is less than the eighth threshold (Yes in step S41), the control device 30 determines that the vehicle is in the second counter-steering state (step S43). The second counter-steering state determination process shown in Fig. 7 is terminated. Note that the order of the processes in step S40 and step S41 may be reversed.

[0075] 5, the control device 30 determines whether or not the vehicle is in the second counter-steering state (step S5). That is, the control device 30 determines whether or not the vehicle is in the second counter-steering state based on the result of the second counter-steering state determination process in step S4 (the process in FIG. 7 in detail) through the function of the determination unit 32.

[0076] If it is determined in step S5 that the vehicle is not in the second counter-steering state (No in step S5), the control device 30 temporarily ends the processing of the flowchart shown in Fig. 5. On the other hand, if it is determined in step S5 that the vehicle is in the second counter-steering state (Yes in step S5), the control device 30 advances the processing to step S6.

[0077] It should be noted that the processes for determining the first counter-steering state and the second counter-steering state can be executed independently, and therefore the order of steps S2 and S3 and steps S4 and S5 may be reversed.

[0078] In step S6, the control device 30 determines whether or not a predetermined time or more has elapsed since the first counter-steering state and the second counter-steering state, using the function of the determination unit 32. This process is a process for eliminating noise such as external disturbances, as described above. In step S6, if it is determined that the predetermined time has not elapsed since the first counter-steering state and the second counter-steering state were determined to be in (No in step S6), the control device 30 temporarily ends the process of the flowchart shown in FIG.

[0079] On the other hand, if it is determined in step S6 that a predetermined time has elapsed since it was determined that the vehicle 1 is in the first counter-steering state or the second counter-steering state (Yes in step S6), the control device 30 determines that the vehicle 1 is not in the steering state intended by the vehicle 1 through the function of the determination unit 32 (step S7). In other words, it is determined that the vehicle 1 is not in the steering state intended by the driver or the control device 30.

[0080] Next, the control device 30 ends the driving assistance (step S8). That is, the control device 30 ends the driving assistance that was being executed by the function of the control unit 33. This is because it has been determined that the vehicle 1 is not in the intended steering state, and therefore the driver's operation is given priority.

[0081] Furthermore, the control device 30 reduces the amount of steering assist (step S9). That is, the control device 30 reduces the amount of steering assist that increases the steering torque of the driver through the function of the control unit 33. Because it has been determined that the vehicle 1 is not in the intended steering state, reducing the amount of steering assist allows the driver's operation to be more accurately reflected.

[0082] The order of steps S8 and S9 may be reversed, or only one of the steps may be executed.

[0083] As described above, in this embodiment, when driving assistance is being performed by the control device 30, the control device 30 determines whether the steering state is the one intended by the driver or the one intended by the control device 30 based on the steering torque, steering angular velocity, and steering angle deviation. That is, as described above, the control device 30 determines whether the vehicle is in the first counter-steering state based on the steering torque TQ and the steering angular velocity ω, and determines whether the vehicle is in the second counter-steering state based on the steering angle deviation and the steering angular velocity. Then, when the control device 30 determines that the vehicle is in the first counter-steering state or the second counter-steering state, it determines that the vehicle 1 is not in the steering state intended by the vehicle 1. This makes it possible to more accurately determine the steering state of the vehicle 1 compared to, for example, determining the steering state of the vehicle 1 based only on the steering state of the driver. By performing such processing, the control device 30 can ultimately improve traffic safety and contribute to the development of sustainable transportation systems.

[0084] Furthermore, in this embodiment, when the control device 30 determines that the vehicle 1 is in the first counter-steering state or the second counter-steering state for a predetermined period of time or longer, the control device 30 determines that the vehicle 1 is not in the intended steering state. This makes it possible to eliminate the case where the vehicle 1 momentarily enters the first counter-steering state or the second counter-steering state due to a disturbance such as a road surface reaction force, for example, and to more accurately determine the steering state.

[0085] Furthermore, in this embodiment, when it is determined that the vehicle 1 is not in the intended steering state, the control device 30 terminates the steering of the driving assistance by the control device 30. As a result, even if an event occurs in which the vehicle 1 is not in the intended steering state, the termination of the driving assistance results in a steering state led by the driver, making it possible to steer in accordance with the driver's intention (in other words, accurate steering).

[0086] Furthermore, in this embodiment, the control device 30 reduces the amount of steering assist for the driver's steering when it is determined that the vehicle 1 is not in the intended steering state. As a result, even when an event occurs in which the vehicle 1 is not in the intended steering state, by reducing the amount of steering assist, the driver's steering is more effectively reflected in the behavior of the vehicle 1, and as a result, steering according to the driver's intention (in other words, accurate steering) becomes possible.

[0087] [Other embodiments] Next, another embodiment will be described. In the above-described embodiment, if it is determined in step S6 that the vehicle 1 is in the first counter-steering state or the second counter-steering state for a predetermined time or longer, it is determined that the vehicle 1 is not in the intended steering state. However, as described above, this process only needs to be able to eliminate momentary noise due to road surface reaction force, etc., and therefore may be modified to the following configuration.

[0088] For example, the control device 30 may set a predetermined time for each of the first counter-steering state and the second counter-steering state in order to eliminate momentary noise due to the road surface reaction force or the like. In this case, the control device 30 may relax the condition for the predetermined time determined in step S6. Specifically, when the control device 30 determines that the vehicle 1 is in the first counter-steering state for a first predetermined time or longer and determines that the vehicle 1 is in the second counter-steering state for a second predetermined time or longer, the control device 30 determines that the vehicle 1 is not in the intended steering state by using the function of the determination unit 32. In this case, the predetermined time for determining that the vehicle 1 is not in the intended steering state in step S6 may be shortened, or the condition for the predetermined time may be omitted (i.e., step S6 may be skipped).

[0089] In this way, by performing processing to eliminate momentary noise caused by the above-mentioned road reaction force, etc., in each of the judgments of the first counter-steering state and the second counter-steering state (in other words, the judgment of the driver's steering state and the judgment of the steering state of the control device 30), it is possible to more accurately judge the steering state of the vehicle 1.

[0090] [others] Although one embodiment of the present invention has been described above with reference to the drawings, it goes without saying that the present invention is not limited to the above-described embodiment. It is clear that a person skilled in the art can conceive of various modifications or alterations within the scope of the claims, and it is understood that these also naturally fall within the technical scope of the present invention.

[0091] For example, in the above-described embodiment, two parameters were provided for determining the first counter-steering state and the second counter-steering state, but the number of parameters may be two or more as long as it is possible to determine the steering state of the driver and the steering state of the control device 30.

[0092] In addition, in the above-described embodiment, the steering angle deviation and steering angle speed of the steering wheel 46 are used as parameters, but the parameters may include parameters related to the steering angle of the wheels in addition to or instead of the parameters related to the steering angle of the steering wheel 46.

[0093] Furthermore, the predetermined time set in step S6 described above may be set to different values ​​for the predetermined time for terminating the driving assistance in step 8 and the predetermined time for reducing the amount of steering assist in step 9. In this case, the predetermined time for reducing the amount of steering assist is set shorter than the predetermined time for determining the end of driving assistance. As a result, the amount of steering assist is reduced when the vehicle 1 is not in the intended steering state, thereby suppressing the behavior of the vehicle 1, and if the vehicle 1 is still not in the intended steering state even after the amount of steering assist is reduced, the driving assistance is terminated. By setting the time in this manner, it is possible to gradually execute (transition to) control even when it is determined that the vehicle is not in an unintended steering state due to noise caused by road surface input while driving, for example.

[0094] In the above embodiment, the driving assistance is terminated in step S8, but the driving assistance may be continued with a reduced control amount without being terminated. Also, the steering assist amount is reduced in step S9, but the steering assist may be terminated.

[0095] The control method described in the above-described embodiment can be realized by executing a prepared control program on a computer. The control program is recorded on a computer-readable storage medium and executed by being read from the storage medium. The control program may be provided in a form stored on a non-transitory storage medium such as a flash memory, or may be provided via a network such as the Internet. The computer that executes the control program may be included in a control device, or may be included in an electronic device such as a smartphone, tablet, or personal computer that can communicate with the control device, or may be included in a server device that can communicate with these control devices and electronic devices.

[0096] This specification describes at least the following: Note that the components in parentheses correspond to those in the above-described embodiments, but are not limited to these.

[0097] (1) A control device for controlling a vehicle (vehicle 1) in which a driver can steer a steering device (steering 46) and a control device (control device 30) can steer the steering device, an acquisition unit (acquisition unit 31) that acquires a steering torque in the steering device, a steering angle speed, and a steering angle deviation that is a difference between a command steering angle by the control device and an actual steering angle of the steering device; a determination unit (determination unit 32) that determines whether the steering state is as intended by the driver or as intended by the control device based on the steering torque, the steering angle velocity, and the steering angle deviation when the steering device is being steered by the control device, Control device.

[0098] According to (1), it is possible to determine whether the steering state is the one intended by the driver or the one intended by the control device, so that the steering state of the vehicle can be determined more accurately than, for example, when it is determined based only on the steering state of the driver.

[0099] (2) The control device according to (1), The determination unit When the steering torque in a steering direction that is one of a clockwise direction and a counterclockwise direction is less than a first threshold value, and the steering angular velocity in the steering direction is equal to or greater than a second threshold value, Alternatively, when the steering torque in the steering direction is equal to or greater than a third threshold value that is smaller than the first threshold value, and the steering angular velocity in the steering direction is less than a fourth threshold value that is smaller than the second threshold value, the vehicle is determined to be in a first counter-steering state that is not a steering state intended by the driver, When the steering angle deviation in the steering direction is less than a fifth threshold value and the steering angular velocity in the steering direction is equal to or greater than a sixth threshold value, Alternatively, when the steering angle deviation in the steering direction is equal to or greater than a seventh threshold value that is greater than a fifth threshold value, and the steering angular velocity in the steering direction is less than an eighth threshold value that is less than a sixth threshold value, the control device determines that the vehicle is in a second counter-steering state that is not an intended steering state, When it is determined that the vehicle is in the first counter-steering state or the second counter-steering state, it is determined that the vehicle is not in an intended steering state. Control device.

[0100] According to (2), by providing multiple parameters for determining the steering state and further providing threshold values ​​for the multiple parameters, it becomes possible to determine the steering state more accurately than, for example, when determining the steering state using only one parameter.

[0101] (3) The control device according to (2), The determination unit When it is determined that the vehicle is in the first counter-steering state or the second counter-steering state for a predetermined period of time or longer, it is determined that the vehicle is not in an intended steering state. Control device.

[0102] According to (3), when the vehicle momentarily enters the first counter-steering state or the second counter-steering state due to a disturbance such as a road surface reaction force, it is possible to eliminate the judgment that the steering state is not the intended steering state for the vehicle, and more accurate judgment of the steering state can be made.

[0103] (4) The control device according to (3), The determination unit When it is determined that the vehicle is in the first counter-steering state for a first predetermined time or more and when it is determined that the vehicle is in the second counter-steering state for a second predetermined time or more, it is determined that the vehicle is not in an intended steering state, Relaxing the condition for the predetermined time period for determining that the vehicle is not in an intended steering state; Control device.

[0104] According to (4), by performing processing to eliminate noise caused by disturbances such as road surface reaction force when determining the first counter-steering state and the second counter-steering state, it is possible to more accurately determine the steering state of the vehicle.

[0105] (5) The control device according to (1), Further provided is a control unit (control unit 33) that executes steering by the control device, the control unit terminates steering by the control device when the determination unit determines that the vehicle is not in an intended steering state. Control device.

[0106] According to (5), even if an event occurs in which the vehicle is not in the steering state intended, by terminating the driving assistance, the vehicle will be in a driver-led steering state, making it possible to steer according to the driver's intentions.

[0107] (6) The control device according to (1), Further, a control unit that assists the driver in steering is provided. The steering by the driver can be assisted by an actuator (EPS motor 43) that increases the steering torque, The control unit reduces an amount of steering assist for the driver's steering when the determination unit determines that the vehicle is not in an intended steering state. Control device.

[0108] According to (6), even if an event occurs in which the vehicle is not in the steering state intended, by reducing the amount of steering assist, the driver's steering is more effectively reflected in the vehicle's behavior, and as a result, steering according to the driver's intentions becomes possible. [Explanation of symbols]

[0109] 1 vehicle 30 Control device 31 Acquisition Department 32 Judgment section 33 Control Unit 43 EPS motor (actuator) 46 Steering (steering device)

Claims

1. A control device that controls a vehicle in which a driver can steer a steering device and a control device can steer the steering device, an acquisition unit that acquires a steering torque of the steering device, a steering angle velocity, and a steering angle deviation that is a difference between a command steering angle by the control device and an actual steering angle of the steering device; When the steering device is being steered by the control device, a determination unit that determines whether the steering state is as intended by the driver based on the steering angular velocity and the steering torque, or whether the steering state is as intended by the control device based on the steering angular velocity and the steering angle deviation, The determination unit When it is determined that the vehicle is in a first counter-steering state that is not the steering state intended by the driver and when it is determined that the vehicle is in a second counter-steering state that is not the steering state intended by the control device for a predetermined time or more, it is determined that the vehicle is not in an intended steering state. Control device.

2. A control device according to claim 1, The determination unit When the steering angular velocity is greater than zero, the steering direction is determined to be a rightward steering direction, and when the steering angular velocity is less than zero, the steering direction is determined to be a leftward steering direction; When the steering torque is greater than zero, the steering direction is determined to be the rightward steering direction, and when the steering torque is less than zero, the steering direction is determined to be the leftward steering direction; When the steering angle deviation is greater than zero, the steering direction is determined to be the rightward steering direction, and when the steering angle deviation is less than zero, the steering direction is determined to be the leftward steering direction. Control device.

3. The control device according to claim 1, The determination unit When the steering torque in a steering direction that is one of a clockwise direction and a counterclockwise direction is less than a first threshold value and the steering angular velocity in the steering direction is equal to or greater than a second threshold value, Alternatively, when the steering torque in the steering direction is equal to or greater than a third threshold value that is smaller than the first threshold value and the steering angular velocity in the steering direction is less than a fourth threshold value that is smaller than the second threshold value, the vehicle is determined to be in the first counter-steering state, which is not a steering state intended by the driver, When the steering angle deviation in the steering direction is less than a fifth threshold value and the steering angular velocity in the steering direction is equal to or greater than a sixth threshold value, Alternatively, when the steering angle deviation in the steering direction is equal to or greater than a seventh threshold value that is greater than the fifth threshold value and the steering angular velocity in the steering direction is less than an eighth threshold value that is less than the sixth threshold value, the control device determines that the vehicle is in the second counter-steering state, which is not an intended steering state. Control device.

4. The control device according to claim 1, The determination unit When it is determined that the vehicle is in the first counter-steering state for a first predetermined time or longer and when it is determined that the vehicle is in the second counter-steering state for a second predetermined time or longer, it is determined that the vehicle is not in an intended steering state, and the condition for the predetermined time for determining that the vehicle is not in an intended steering state is relaxed. Control device.

5. The control device according to claim 1, Further, a control unit that executes steering by the control device is provided. the control unit terminates steering by the control device when the determination unit determines that the vehicle is not in an intended steering state. Control device.

6. The control device according to claim 1, Further, a control unit that assists the driver in steering is provided. The steering by the driver can be assisted by an actuator to increase the steering torque, The control unit reduces an amount of steering assist for the driver's steering when the determination unit determines that the vehicle is not in an intended steering state. Control device.

7. A control device for controlling a vehicle in which a driver can steer a steering device and a control device can steer the steering device, an acquisition unit that acquires a steering torque of the steering device, a steering angle velocity, and a steering angle deviation that is a difference between a command steering angle by the control device and an actual steering angle of the steering device; a determination unit that, when the steering device is being steered by the control device, determines whether the steering state is as intended by the driver or as intended by the control device, based on the steering torque, the steering angular velocity, and the steering angle deviation, The determination unit When the steering torque in a steering direction that is one of a clockwise direction and a counterclockwise direction is less than a first threshold value and the steering angular velocity in the steering direction is equal to or greater than a second threshold value, Alternatively, when the steering torque in the steering direction is equal to or greater than a third threshold value that is smaller than the first threshold value and the steering angular velocity in the steering direction is less than a fourth threshold value that is smaller than the second threshold value, the vehicle is determined to be in a first counter-steering state that is not a steering state intended by the driver, When the steering angle deviation in the steering direction is less than a fifth threshold value and the steering angular velocity in the steering direction is equal to or greater than a sixth threshold value, Alternatively, when the steering angle deviation in the steering direction is equal to or greater than a seventh threshold value that is greater than the fifth threshold value and the steering angular velocity in the steering direction is less than an eighth threshold value that is less than the sixth threshold value, the control device determines that the vehicle is in a second counter-steering state that is not an intended steering state, When it is determined that the vehicle is in the first counter-steering state or the second counter-steering state, it is determined that the vehicle is not in an intended steering state. Control device.

Images