Steering Damping Control for Collision Avoidance Lane Keeping
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Solution Overview
Problem
Existing collision avoidance control systems in vehicles face challenges in effectively suppressing steering angle overshoots during second steering control while ensuring sufficient steering angle in first steering control, leading to inadequate obstacle avoidance and lane maintenance.
Innovation Solution
A driving assistance device and method that execute first incremental steering to avoid collisions and second decremental and incremental steering to maintain lane position, with a damping control unit applying a steering resistive force based on steering angle speed during second steering control, but not during first steering control.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Stability of the object's composition
If damping torque is applied to both first steering control and second steering control, then overshoot in second steering control is suppressed, but steering angle becomes insufficient in first steering control
Solution Approach 1:
The damping torque application is segmented into two distinct phases: not applied during first steering control (incremental steering to avoid obstacle) and applied during second steering control (decremental steering to return to neutral position). This temporal segmentation resolves the contradiction by allowing full steering angle in the first phase while suppressing overshoot in the second phase.
Solution Approach 2:
The damping control is dynamically activated based on the steering control phase. The control unit determines whether to apply damping torque based on real-time detection of which steering control is being executed, making the damping application adaptive rather than static. This dynamic approach allows the system to optimize steering angle for obstacle avoidance when needed while preventing overshoot when returning to neutral.
2Speed
If damping torque is applied to only decremental steering, then responsiveness is improved, but overshoot cannot be suppressed in incremental steering of second steering control
Solution Approach 1:
The damping control is dynamically activated based on the steering control phase. The control unit determines whether to apply damping torque based on real-time detection of which steering control is being executed, making the damping application adaptive rather than static. This dynamic approach allows the system to optimize steering angle for obstacle avoidance when needed while preventing overshoot when returning to neutral.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This approach reliably suppresses steering angle deficiencies in first steering control and overshoots in second steering control, ensuring effective collision avoidance and lane maintenance without compromising responsiveness.
Implementation Method 1
a damping control unit (10, 60) configured to execute damping control of calculating a steering resistive force based on a steering angle speed (dθs/dt) during the execution of the collision avoidance control, and applying the calculated steering resistive force to the steered wheel
Data Source
AI summary
A driving assistance device (1) executes collision avoidance control of controlling a steering angle (θs) so that an own vehicle (100) travels along a target trajectory (Rt) which enables the own vehicle (100) to avoid collision with an obstacle (OB) without deviating from a traveling lane (LA1). The driving assistance device (1) includes: a steering control unit (10, 60) which executes, in order to avoid the collision, first steering control of increasing the steering angle (θs), and executes second steering control of reducing the steering angle (θs) in order to prevent the deviation from the traveling lane (LA1); and a damping control unit (10, 60) which executes damping control of applying a steering resistive force calculated based on a steering angle speed (dθs/dt) to a steered wheel. The damping control unit (10, 60) executes the damping control during the execution of the second steering control.