JP2006193152A - Lane deviation preventing device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To quicken the start timing of deviation evading processing in lane deviation evading control processing or to restrict deviation evading control when an inter-vehicle distance control means is brought into an operation state, in a vehicle including the inter-vehicle distance control means. <P>SOLUTION: When the inter-vehicle distance control is brought into the operation state, a lateral displacement limit value X<SB>C</SB>to be the deviation determination threshold of a deviation estimation value XS is set to be a value which is smaller than an initial value X<SB>C0</SB>by a reduction quantity corresponding to a target inter-vehicle distance selection value L<SB>Xj</SB><SP>*</SP>(step S35). Then, a deviation determination flag F<SB>LD</SB>is set to "1" or "-1" in an early stage (steps S56, S58) so as to calculate target yaw moment Ms. Thus, target braking liquid pressures Ps<SB>FL</SB>-Ps<SB>RR</SB>corresponding to the moment Ms are calculated so that the liquid pressures supplied to wheel cylinders are controlled based on the target braking liquid pressures. Consequently, the yaw moment in the opposite direction of a deviation direction is generated so as to evade deviation. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a lane departure prevention device for preventing a departure when the host vehicle is about to depart from a traveling lane during traveling, and more particularly to a vehicle having inter-vehicle distance control means for controlling the inter-vehicle distance from a preceding vehicle. It is suitable for application.

Conventionally, as such a lane departure prevention device, for example, when the tracking start switch is turned on and the following traveling control is started, if the steering control for preventing the road departure is performed, the steering control is stopped. When the following traveling control is canceled because the preceding vehicle is lost, the steering control is resumed if the steering control is stopped, and if the preceding vehicle is found again if the steering control is not stopped. A vehicle control device is described in which traveling control is resumed (see, for example, Patent Document 1).
Japanese Patent Application Laid-Open No. 8-263791

  In the above conventional example, it has both a departure prevention control function for preventing deviation from the lane by controlling the steering torque or the vehicle speed, and a follow-up control function for the preceding vehicle. If there is a preceding vehicle and the follow-up control is being performed, the departure control is stopped and the departure control is started when there is no more preceding vehicle. There is an unsolved problem that the departure control is not always activated during this period, and the scenes that exhibit the departure control effect are greatly reduced.

  Therefore, the present invention has been made paying attention to the above-mentioned unsolved problems of the conventional example, and it is not always necessary to stop the deviation control during the follow-up control, and problems such as a sense of incongruity occur when the deviation control is activated. It is only necessary to stop the operation, rather, when the driver is operating the follow-up control, the driver wants to reduce the driving load and assists the driver in delaying the driving operation. To provide a lane departure prevention device that allows both follow-up driving control and lane departure prevention control to be compatible in consideration of the fact that departure control is more active and increases the driver's sense of security. It is an object.

  In order to achieve the above object, a lane departure prevention apparatus according to claim 1 of the present invention includes an inter-vehicle distance detection unit that detects an inter-vehicle distance from an inter-vehicle control object, and an inter-vehicle distance detected by the inter-vehicle distance detection unit. The vehicle distance control means for controlling the vehicle to match the target vehicle distance, the running condition detection means for detecting the running condition of the own vehicle, and the own vehicle deviates from the running lane from the running condition detected by the running condition detection means A departure determination means for determining that there is a possibility, and when the departure determination means detects that the host vehicle is likely to deviate from the travel lane, the travel state detected by the travel state detection means In response, in the lane departure prevention apparatus including the departure avoidance control means for controlling the vehicle in a direction to avoid the departure from the traveling lane of the host vehicle, the inter-vehicle distance control means detects that the inter-vehicle distance control means is under control. A deviation based on the deviation judgment result of the deviation judgment means by the deviation avoidance control means when the distance control state detection means and the distance control state detection means detect that the distance control means is under control. Control start timing changing means for changing the start timing of avoidance control earlier than the start timing when the inter-vehicle distance control means is in the non-control state is provided.

  According to a second aspect of the present invention, in the lane departure prevention apparatus according to the first aspect, the inter-vehicle distance control means includes target inter-vehicle distance selection means for manually selecting setting of the target inter-vehicle distance, and the control start The timing changing means is configured to set the start timing of the departure avoidance control according to the target inter-vehicle distance selected by the target inter-vehicle distance selecting means.

  Further, the lane departure prevention apparatus according to claim 3 controls the inter-vehicle distance detection means for detecting the inter-vehicle distance from the inter-vehicle distance control object and the inter-vehicle distance detected by the inter-vehicle distance detection means so as to match the target inter-vehicle distance. Inter-vehicle distance control means, travel state detection means for detecting the travel state of the host vehicle, and deviation determination for detecting that the host vehicle may deviate from the travel lane from the travel state detected by the travel state detection means And the departure determination means detect that there is a possibility that the own vehicle departs from the travel lane, and the vehicle state from the travel lane of the own vehicle according to the travel state detected by the travel state detection means. A lane departure prevention apparatus comprising a departure avoidance control means for controlling a vehicle in a direction to avoid departure, wherein the departure avoidance by the departure avoidance control means according to the inter-vehicle distance detected by the inter-vehicle distance detection means. It is characterized in that it comprises a deviation avoidance control limiting means for limiting a control.

  Furthermore, the lane departure prevention apparatus according to claim 4 is the invention according to claim 3, wherein the inter-vehicle distance control means includes target inter-vehicle distance selection means for manually selecting a setting of the target inter-vehicle distance, The avoidance control limiting means is configured to change the inter-vehicle distance that limits deviation avoidance according to the target inter-vehicle distance selected by the target inter-vehicle distance selecting means.

  Still further, in the lane departure prevention apparatus according to claim 5, in the invention according to any one of claims 1 to 4, the departure avoidance control unit may cause the own vehicle to depart from the traveling lane by the departure determination unit. Braking / driving force control for calculating the braking / driving force control amount for the left and right wheels so as to generate a yaw moment in a direction to avoid lane departure according to the traveling state detected by the traveling state detecting means. A braking / driving force control means comprising: an amount calculating means; and each wheel distribution adjusting means for adjusting the distribution of the braking / driving force to each wheel according to the braking / driving force control amount calculated by the braking / driving force control amount calculating means. It is characterized by being composed.

  Further, the lane departure prevention apparatus according to claim 6 is the lane departure prevention apparatus according to any one of claims 1 to 5, wherein the departure avoidance control means has a departure avoidance control start switch for manually starting the departure avoidance control, The inter-vehicle distance control means has an inter-vehicle distance control start switch for manually starting the inter-vehicle distance control, and the departure avoidance control start switch is automatically operated when the inter-vehicle distance control start switch is in an operating state. It is characterized by being configured to be in a state.

  Further, the lane departure prevention apparatus according to claim 7 is the invention according to any one of claims 1 to 6, wherein the departure determination means is at least for the vehicle speed and the travel lane detected by the travel state detection means. Based on the vehicle yaw angle, lateral displacement, and curvature of the forward traveling lane, the lateral displacement of the vehicle in the future from the center of the lane is estimated, and the deviation direction and the possibility of departure are estimated from the estimated lateral displacement estimation value. When the estimated displacement value is equal to or greater than the lateral displacement limit value, the vehicle is judged to be a lane departure.

Furthermore, the lane departure prevention apparatus according to claim 8 is the invention according to any one of claims 1 to 6, wherein the braking / driving force control amount calculation means detects at least the own vehicle detected by the running state detection means. Estimate the future lateral displacement of the vehicle from the center of the lane based on the vehicle speed, the vehicle yaw angle with respect to the traveling lane, the lateral displacement, and the curvature of the forward traveling lane, and calculate the deviation between the estimated lateral displacement estimated value and the lateral displacement limit value. Accordingly, a target yaw moment generated in the vehicle is calculated, and a braking / driving force generated in the left and right wheels is controlled according to the target yaw moment.

Still further, the lane departure prevention apparatus according to claim 9 is the invention according to any one of claims 5 to 8, wherein the braking / driving force control means determines the braking force of each wheel regardless of a braking operation of a driver. It is characterized in that it is configured to be able to be controlled.
Further, in the lane departure prevention apparatus according to claim 10, in the invention according to any one of claims 1 to 4, the departure avoidance control means may cause the own vehicle to depart from the traveling lane by the departure determination means. If it is determined that the steering torque command is generated, a steering torque command for generating a steering torque in a direction to avoid the deviation is output to the steering device.

According to the lane departure prevention apparatus according to claim 1, when the inter-vehicle distance control is performed, the operation timing of the lane departure control is made earlier than the operation timing when the follow-up control is not performed regardless of the presence or absence of the preceding vehicle. As a result, it is possible to increase the sense of security of a driver who wants to perform a comfortable driving operation with a reduced driving load.
Further, according to the lane departure prevention apparatus according to claim 2, when the inter-vehicle distance control means has the inter-vehicle distance selection means capable of manually selecting the setting of the inter-vehicle distance, the lane departure avoidance control by the departure avoidance control means is advanced. Since the control start timing changing means to change changes the operation timing in accordance with the selection of the inter-vehicle distance selecting means, it is possible to set the lane departure control according to the driver's desire, for example, the driver When the long distance is selected by the distance selection means, the driver wants to increase the distance from the preceding vehicle and drive on the safer side, so the lane departure control operation timing is also changed early. The effect that it can set to a safer side is acquired.

  Further, according to the lane departure prevention apparatus according to claim 3, when the inter-vehicle distance control is operated, there is a preceding vehicle, and the operation of the lane departure avoidance control is started according to the inter-vehicle distance from the preceding vehicle. Because it has been restricted, the lane departure avoidance control reliably prevents the lane change avoidance control when the driver changes lanes without operating the direction indicator to avoid approaching the preceding vehicle The effect that it can do is acquired.

  Furthermore, according to the lane departure prevention apparatus according to claim 4, when the inter-vehicle distance control means has an inter-vehicle distance selection means that can manually select the setting of the inter-vehicle distance, the control operation for avoiding the lane departure by the departure avoidance control means. The control operation restricting means for restricting the control restricts the control operation according to the selection of the inter-vehicle distance selecting means, so that the control setting according to the driving style of the driver can be made, for example, the driver can reduce the short inter-vehicle distance. When selected, it is considered that the driver's preference is to desire a driving style that travels by shortening the inter-vehicle distance with the preceding vehicle, but by reducing the inter-vehicle distance that limits the control operation of lane departure control, The effect that the time during which the operation of the lane departure control is restricted can be shortened is obtained.

  Still further, according to the lane departure prevention apparatus according to claim 5, when it is determined that the host vehicle is likely to depart from the traveling lane, and it is determined that there is a possibility of departure, in a direction to avoid the departure. Since lane departure avoidance control is performed to control the braking / driving force of each wheel so as to generate a yaw moment, departure prevention control can be performed with an appropriate control amount, and a braking force control device is used as a departure avoidance means. Thus, there is an effect that the departure avoidance control can be performed regardless of the steering operation with the driver.

According to the lane departure prevention apparatus according to claim 6, when both the departure avoidance control means and the inter-vehicle distance control means have the control start switch for manually starting the operation, the inter-vehicle distance control start switch When the control of the distance control unit is started, the departure avoidance control unit automatically starts the control, so that the lane departure control is always performed when the driver wants to travel with a reduced driving load by the inter-vehicle distance control. Since it operates, it is possible to increase the driver's sense of security and to save the trouble of operating both the inter-vehicle distance control start switch and the departure avoidance control start switch.

  Further, according to the lane departure prevention apparatus of the seventh aspect, the lateral displacement of the future vehicle from the center of the lane based on the vehicle speed, the vehicle yaw angle with respect to the traveling lane, the lateral displacement, and the curvature of the forward traveling lane is determined. Since the estimation is made and the lane departure is determined when the estimated lateral displacement estimated value is equal to or greater than the lateral displacement limit value, an effect that the lane departure state of the vehicle can be accurately determined is obtained.

  Furthermore, according to the lane departure prevention apparatus according to claim 8, the target yaw moment to be generated in the vehicle is calculated according to the deviation between the lateral displacement estimated value and the lateral displacement limit value, and according to the calculated target yaw moment. Since the braking / driving force generated by the left and right wheels is controlled, the target yaw moment is calculated according to the magnitude of the future lane departure tendency of the host vehicle, and the braking / driving force control amount for each wheel is calculated based on this. By calculating, the effect that it becomes possible to avoid the lane departure tendency appropriately can be obtained.

Further, according to the lane departure prevention apparatus according to claim 9, since the braking force of each wheel can be arbitrarily controlled regardless of the braking operation of the driver, the braking force control of each wheel can be accurately performed. The effect that it can be performed is acquired.
Furthermore, according to the lane departure prevention apparatus according to the tenth aspect, as the departure prevention control means, it is configured to output a steering torque command for causing the steering apparatus to generate a steering torque. The effect that the deviation prevention control can be performed without adding the is obtained.

Embodiments of a lane departure prevention apparatus according to the present invention will be described below with reference to the drawings.
FIG. 1 is a schematic diagram of a vehicle showing an embodiment of a lane departure prevention apparatus according to the present invention. This vehicle is a rear wheel drive vehicle equipped with an automatic transmission and a conventional differential gear, and the braking device can control the braking force of the left and right wheels independently of the front and rear wheels.

  In the figure, 1 is a brake pedal, 2 is a booster, 3 is a master cylinder, and 4 is a reservoir. Normally, the brake fluid pressure increased by the master cylinder 3 according to the amount of depression of the brake pedal 1 by the driver, The brake fluid pressure control circuit 7 is interposed between the master cylinder 3 and the wheel cylinders 6FL to 6RR. The brake fluid is supplied to the wheel cylinders 6FL to 6RR of the wheels 5FL to 5RR. Within the pressure control circuit 7, it is possible to individually control the brake fluid pressures of the wheel cylinders 6FL to 6RR.

  The brake fluid pressure control circuit 7 uses a brake fluid pressure control circuit used for, for example, anti-skid control and traction control. In this embodiment, the brake fluid pressures of the wheel cylinders 6FL to 6RR are independently set. It is configured so that the pressure can be increased or decreased. The brake fluid pressure control circuit 7 controls the brake fluid pressures of the wheel cylinders 6FL to 6RR in accordance with a brake fluid pressure command value from a braking / driving force control unit 8 described later.

In addition, the vehicle controls the driving torque to the rear wheels 5RL and 5RR, which are driving wheels, by controlling the operating state of the engine 9, the selected gear ratio of the automatic transmission 10, and the throttle opening of the throttle valve 11. A drive torque control unit 12 is provided. The operating state control of the engine 9 can be controlled, for example, by controlling the fuel injection amount and the ignition timing, and can also be controlled by controlling the throttle opening at the same time. The drive torque control unit 12 can independently control the drive torque of the rear wheels 5RL and 5RR that are drive wheels. However, the drive torque command value from the braking / driving force control unit 8 described above can be controlled. When input, the drive wheel torque is controlled with reference to the drive torque command value.

Further, the vehicle is provided with a CCD camera 13 and a camera controller 14 as an external environment recognition sensor for detecting the position of the host vehicle in the traveling lane for judging the departure of the traveling lane of the host vehicle. The camera controller 14 detects, for example, a lane marker such as a white line from a captured image captured in front of the host vehicle captured by the CCD camera 13 to detect a travel lane, and the yaw angle φ of the host vehicle with respect to the travel lane, the center of the travel lane The lateral displacement X from the travel lane, the curvature β of the travel lane, the travel lane width L _{Y and the} like can be calculated. Here, when the white line in front of the vehicle is disappearing or when it is difficult to see due to snow or the like, if the white line cannot be reliably recognized, the yaw angle φ, lateral displacement X, curvature β, travel lane width L, etc. These detection parameters are output with these values set to "0". However, when the white line cannot be recognized only for a short time due to noise or an obstacle from the state in which the white line is recognized, countermeasures such as holding the previous value of each detection parameter are taken.

Further, the vehicle includes an acceleration sensor 15 that detects longitudinal acceleration Xg and lateral acceleration Yg generated in the host vehicle, a yaw rate sensor 16 that detects yaw rate φ ′ generated in the host vehicle, an output pressure of the master cylinder 3, so-called master cylinder pressure sensor 17, an accelerator opening sensor 18 that detects a depression amount, or the accelerator opening Acc of an accelerator pedal, a steering angle sensor 19 for detecting a steering angle δ of a steering wheel 19a for detecting a master cylinder pressure P _m, direction indicator Direction indication switch 20 for detecting a direction indication operation by a device, warning monitor 21 having a built-in speaker for generating a voice or buzzer sound for warning the driver of lane departure arranged in front of the driver's seat, and each wheel 5FL ~ rotational speed or a so-called wheel speed Vw _i of 5RR (i = FL~RR) for detecting a wheel speed sensor 22FL Deviation avoidance control start switch 23 disposed on 22RR and near the driver's seat is provided, their detection signals are output to braking-driving force control unit 8.

Further, the yaw angle φ of the host vehicle with respect to the travel lane detected by the camera controller 14, the lateral displacement X from the center of the travel lane, the curvature β of the travel lane, the travel lane width L _Y, etc. are controlled by the drive torque control unit 12. The generated driving torque Tw is also output to the braking / driving force control unit 8 together. If the detected vehicle traveling state data has left and right directionality, the left direction is the positive direction and the right direction is the negative direction. That is, the yaw rate φ ′, the lateral acceleration Yg, the steering angle δ, and the yaw angle φ are positive when turning left and negative when turning right, and the lateral displacement X is shifted from the center of the lane to the left. It becomes a positive value when it is shifted to the right.

Further, an inter-vehicle distance sensor 24 for detecting an inter-vehicle distance L _X with a preceding vehicle constituted by a millimeter wave radar or the like is disposed in front of the vehicle, and the inter-vehicle distance L detected by the inter-vehicle distance sensor 25 is used as a braking / driving force control unit. 8 is output. Further, the target inter-vehicle distance for selecting the “short”, “medium” and “long” target inter-vehicle distances L _XS ^* , L _XM ^* and L _XL ^* depending on the driver's preference in the vicinity of the driver's seat. A target inter-vehicle distance selection switch 26 is provided as a selection means, and a target inter-vehicle distance selection value L _Xj ^* (j = S, j) selected by the switch signal SW _{L of the} inter-vehicle distance control start switch 25 and the target inter-vehicle distance selection switch 26. M, L) is output to the braking / driving force control unit 8.

Next, the lane departure prevention control process performed by the braking / driving force control unit 8 will be described with reference to the flowcharts of FIGS. This lane departure prevention control process is executed, for example, by a timer interrupt process every 10 msec.
In this calculation process, first, in step S1, various data from the sensors, the controller, and the control unit are read. Specifically, the longitudinal acceleration Xg, lateral acceleration Yg, yaw rate φ ′, wheel speed Vw _i , accelerator opening Acc, master cylinder pressure P _m , steering angle δ, direction indication switch signal WS detected by the sensors. Further, the driving torque Tw from the driving torque control unit 12, the yaw angle φ of the host vehicle with respect to the travel lane from the camera controller 14, the lateral displacement X from the center of the travel lane, the curvature β of the travel lane, the travel lane width L _Y , The inter-vehicle distance L _X from the inter-vehicle distance sensor 24, the switch signal SW _{D of the} departure avoidance control start switch 23, the switch signal SW _L of the inter-vehicle distance control start switch 25, and the target inter-vehicle distance selection value L _Xj selected by the inter-vehicle distance selection switch 26. Read ^* .

Next, the process proceeds to step S2, where it is determined whether or not the switch signal SW _{L of the} inter-vehicle distance control start switch 25 is in an on state. When the switch signal SW _L is in an on state, the process proceeds to step S3 and After the distance control operation flag F _AC is set to “1”, the process proceeds to step S5. When the switch signal SW _L is OFF, the process proceeds to step S4, and the inter-vehicle distance control operation flag F _{AC is set} to “0”. After resetting, the process proceeds to step S5.

In step S5, it is determined whether or not the switch signal SW _{D of} the departure avoidance control start switch 23 is in an on state. When the switch signal SW _D is in an on state, the process proceeds to step S6 and the inter-vehicle distance control operation flag F is determined. _It is determined whether or not _AC has changed from “1” to “0”, and the inter-vehicle distance control operation flag F _AC continues to be “1” or “0” or has changed from “0” to “1”. Sometimes, the process proceeds to step S7, the departure avoidance control operation standby flag _FSB is set to "1", and then the process proceeds to step S10.

On the other hand, when the determination result of step S5 is that the switch signal SW _{D of the} departure avoidance control start switch 23 is in the OFF state, the process proceeds to step S8, and whether or not the inter-vehicle distance control operation flag F _AC is “1”. When F _AC = “0”, the process proceeds to step S9, the departure avoidance control operation standby flag F _SB is reset to “0”, then the process proceeds to step S10, and F _AC = “1”. If there is, the process proceeds to step S7.

In step S10, the vehicle speed of the host vehicle (= (Vw _FL + Vw) is calculated from the average value of the front left and right wheel speeds Vw _FL and Vw _FR among the wheel speeds Vw _{FL to} Vw _RR read in step S1. _FR ) / 2) is calculated. In this case, the vehicle speed V is not limited to the average value of the wheel speeds of the non-driven wheels. In a vehicle equipped with the antilock brake control device, the estimated vehicle speed estimated by the antilock brake control device may be used. Further, it may be simply calculated from the rotational speed of the output shaft of the transmission.

Next, the process proceeds to step S11, where it is determined whether or not the inter-vehicle distance control operation flag F _AC is set to “1”. When F _AC = “1”, the process proceeds to step S12 and inter-vehicle distance control is performed. After the process is executed, the process proceeds to step S13. When F _AC = “0”, the process proceeds directly to step S13. In step S13, it is determined whether or not the departure avoidance control operation standby flag _FSB is “1”. If _FLD = “1”, the process proceeds to step S14 and the lane departure avoidance control process is executed. The timer interrupt process is terminated. When _FLD = “0”, the timer interrupt process is terminated.

In the inter-vehicle distance control process of step S12, as shown in FIG. 3, first, in step S21, the calculation of the following equation (1) is performed based on the vehicle speed V to calculate the target inter-vehicle distance L _X ^* .
L _X ^* = K _V1・ V + K _V2 ............ (1)
Here, K _V1 and K _V2 are control constants that change according to the target inter-vehicle distance L _Xj ^* selected by the inter-vehicle distance setting switch 26, and the target inter-vehicle distances are as large as L _XS ^* , L _XM ^* , and L _XL ^*. As the value changes, the value is set to be large.

Next, the process proceeds to step S22, in which the driver sets the set vehicle speed Vc, the inter-vehicle distance L _X , the target inter-vehicle distance L _X ^* , the relative speed L _X 'with respect to the preceding vehicle obtained by differentiating the inter-vehicle distance L _X , and the own vehicle speed V. Based on the above, the calculation of the following equation (2) is performed to calculate the target vehicle speed V ^* .
^{V * = min (Vc, V} + K LP · (L X -L X *) + K LD · L X ') ... (2)
Here, K _LP and K _LD are control gains. min (a, b) is a function that takes the minimum value of a and b.

Next, the process proceeds to step S23, the calculation of the following equation (3) is performed based on the host vehicle speed V and the target vehicle speed V ^* to calculate the target acceleration _GL ^* with the acceleration side being positive, and the process is terminated. Then, the process proceeds to step S16 in FIG.
G _L ^* = Kp · ε + Ki · ∫εdt + Kd · dε / dt (3)
ε = V ^* −V
On the other hand, in the lane departure avoidance control process in step S14, as shown in FIGS. 4 and 5, first, in step S31, a future estimated lateral displacement, that is, an estimated departure value XS is calculated. Specifically, the yaw angle φ with respect to the travel lane of the host vehicle, the lateral displacement X from the center of the travel lane, the curvature β of the travel lane, and the vehicle speed V calculated in step S2 are used. Then, a deviation estimated value XS that is a future lateral displacement estimated value is calculated according to the following equation (4).

XS = Tt × V × (φ + Tt × V × β) + X (4)
Here, Tt is the vehicle head time for calculating the forward gaze distance, and when the vehicle head time Tt is multiplied by the traveling speed V of the host vehicle, the front gaze distance is obtained. That is, the estimated lateral displacement from the center of the traveling lane after the vehicle head time Tt becomes the estimated lateral displacement, that is, the estimated deviation XS in the future. As will be described later, in the present embodiment, when the estimated deviation value XS is equal to or greater than a predetermined lateral displacement limit value, it may be determined that the host vehicle may deviate from the traveling lane or tend to deviate. it can. The deviation estimated value XS becomes a positive value when the possibility of departure or the tendency to leave is leftward, and the deviation estimated value XS becomes negative when it is rightward. If the white line in front of the vehicle is about to disappear or if it is difficult to see due to snow or the like, the yaw angle φ, lateral displacement X, curvature β, Since each detection parameter such as the travel lane width L _Y is “0”, the deviation estimated value XS is also “0”.

Next, the process proceeds to step S32, and an initial value X _C0 of the lateral displacement limit value X _{C serving} as a deviation determination threshold is calculated according to the following equation (5).
X _C0 = min (L _Y / 2-L _C / 2, 0.8 m) (5)
Here, L _C is the vehicle width of the vehicle on which the apparatus of this embodiment is mounted. Also, min (a, b) is a function that takes the minimum value of a and b. The constant 0.8 is set to, for example, 0.8 m from the vehicle width 3.35 of the highway in Japan. In the future, when the road infrastructure is improved, if the lane width is given by so-called road-to-vehicle communication from the infrastructure side, the information is used and the distance L to the lane in the departure direction is used. _{If Y} / 2-XS is known from information from an infrastructure (for example, a marker embedded in a road), the information is naturally used.

Next, the process proceeds to step S33, where the inter-vehicle distance control operation flag F _AC is read to determine whether or not it is “0”. When F _AC = “0”, the inter-vehicle distance control is not operating. If it is determined that there is, the process proceeds to step S34, the initial value X _C0 calculated in step S32 is set as the lateral displacement limit value X _C , the process proceeds to step S36, and the distance between the vehicles when F _AC = “1”. It is determined that the control is operating, and the process proceeds to step S35, and the lateral displacement limit value X _C is calculated by performing the following operation (6) based on the initial value X _C0 and the target inter-vehicle distance selection value L _Xj ^*. To do.

X _C = X _C0 −ΔX _C · L _Xj ^* (6)
Here, ΔX _C is a predetermined value that is set in advance, and is a value that determines a change _margin according to the target inter-vehicle distance selection value L _Xj ^* . The predetermined value ΔX _C may be changed according to the target inter-vehicle distance selection values L _XS ^* , L _XM ^*, and L _XL ^* . Next, the process proceeds to step S36, and the target yaw rate φ _REF ′ is determined by referring to the target yaw rate calculation map shown in FIG. 6 based on the steering angle δ detected by the steering angle sensor 19 and the vehicle speed V calculated in step S10. calculate.

Here, as shown in FIG. 6, in the target yaw rate calculation map, the relationship between the steering angle δ and the target yaw rate φ _REF ′ is expressed using the vehicle speed V as a parameter. When the vehicle speed is low, the steering angle δ is “0”. The target yaw rate φ _REF ′ also becomes “0” when “is”, and as the steering angle δ increases, the target yaw rate φ _REF ′ increases steeply in the initial state, but then increases gradually. L ₀ is set, and the characteristic curves L _{1 to} L ₄ are set so that the target yaw rate φ _REF ′ with respect to the steering angle δ decreases as the vehicle speed V increases.

Subsequently, the process proceeds to step S37, where the absolute value | Y _G | of the lateral acceleration Y _G exceeds the preset lateral acceleration set value Y _GS and the absolute value | φ ′ | of the yaw rate φ ′ is calculated in step S36. It is determined whether or not the vehicle is in a sudden turning state exceeding the yaw rate φ _REF ′. When this determination result is | Y _G |> Y _GS and | φ ′ |> φ _REF ′, it is determined that the vehicle is suddenly turning and the vehicle is unstable, and the process proceeds to step S38, where the vehicle instability flag is set. After _FCS is set to “1”, the process proceeds to step S40. If the determination result is | Y _G | ≦ Y _GS and | φ ′ | ≦ φ _REF ′, it is determined that the vehicle is not in a sudden turning state but is stable, and the process proceeds to step S39, where the vehicle is unstable. After the flag _FCS is reset to “0”, the process proceeds to step S40.

In step S40, it is determined whether or not the direction indicating switch 20 is in an on state. When the direction indicating switch 20 is in an on state, the process proceeds to step S41, where the sign of the direction indicating switch signal WS and the sign of the deviation estimated value XS match. If the two signs match, it is determined that the lane change has occurred, and the process proceeds to step S42. The lane change flag _FLC is set to "1", and then the process proceeds to step S50 described later. If the two codes do not match, it is determined that the lane change has not occurred, and the process proceeds to step S43, and the lane change flag _FLC is reset to “0”, and then the process proceeds to step S50 described later.

On the other hand, if the result of determination in step S40 is that the direction indicating switch 20 is in the off state, the process proceeds to step S44, where it is determined whether or not the direction indicating switch 20 has been switched from the on state to the off state. When the vehicle is switched from the off state to the off state, it is determined that it is immediately after the lane change and the process proceeds to step S45. In this step S45, it is determined whether or not a predetermined time (for example, about 4 seconds) has elapsed. If the predetermined time has not elapsed, the process waits until it elapses, and if the predetermined time has elapsed, the process proceeds to step S46. After the lane change flag _FLC is reset to “0”, the process proceeds to step S50 described later.

If the determination result in step S44 is not that the direction indicating switch 20 is switched from the on state to the off state, the process proceeds to step S47, where the steering angle δ is equal to or larger than the preset steering angle setting value δ _S. In addition, it is determined whether or not the steering angle change amount Δδ is equal to or larger than a preset change amount set value Δδ _{S. When} δ ≧ δ _S and Δδ ≧ Δδ _S , the driver is willing to change the lane determines proceeds to step S48 and, then proceeds to step S18 to be described later after setting the lane change determination flag _{F LC "1", δ <} δ lane change by the driver when a _S or .DELTA..delta <.DELTA..delta _S The process proceeds to step S48, and the lane change flag _FLC is reset to "0" before proceeding to step S50.

In step S50, the absolute value | XS | of the estimated deviation value XS is calculated by subtracting a margin (constant) X _M from when the alarm is activated until when the deviation prevention control is activated from the lateral displacement limit value X _C. It is determined whether or not the alarm determination threshold value X _W (= X _C −X _M ) or more. If | XS | ≧ X _W , it is determined that the vehicle is in a lane departure state, and the process proceeds to step S51 to output an alarm signal AL. Is output to the alarm device 21, and then the process proceeds to step S55.

On the other hand, the judgment result of the step S50 is, | XS | <when a X _W proceeds to step S52 it is determined not to be the lane departure condition, the alarm device 21 determines whether or not it is in operation, This shifts the step S53 when it is in operation, the absolute value of the deviation estimate XS | XS | is obtained by adding the hysteresis value X _H for avoiding the hunting of the warning to the warning determination threshold value X _W value (X _W + X _H ), and if | XS |> X _W + X _H , the process proceeds to step S54, the output of the alarm signal AL to the alarm device 21 is stopped, and then the process proceeds to step S55. When XS | ≦ X _W + X _H, it is determined that the alarm is continued, and the process proceeds to step S51.

In step S55, it is determined whether or not the estimated departure value XS is equal to or greater than the lateral displacement limit value X _C set in step S34 or S35. If XS ≧ X _C, it is determined that the vehicle is deviating to the left and the process proceeds to step S56. migrated, the process proceeds to step S60 shown in FIG. 5 to be described later after setting to "1" and the departure flag F _LD, when a XS <X _C proceeds to step S57, the deviation estimate XS is lateral displacement It is determined whether or not the negative value of the limit value X _C is −X _C or less. If XS ≦ −X _C, it is determined that the vehicle will deviate to the right, and the process proceeds to step S58 to set the departure determination flag _FLD to “− 1 "transition from set to the step S60 to be described later shown in FIG. 5, XS> -X _C a line when it is judged that the lane departure is not expected proceeds to step S59, the departure determination flag F _LD" Fig. 5 after setting to 0 " The process proceeds to step S60 shown.

In step S60, the vehicle unstable flag F _CS is determined whether or not it is set to "1", which proceeds to step S61 to when set to "1", deviation determination flag F to _LD "0 After resetting to "S", the process proceeds to step S63. When the vehicle instability flag _FCS is reset to "0", the process proceeds to step S62, and whether or not the lane change flag _FLC is set to "1". If this is set to "1", the process proceeds to step S61, and if the lane change flag _FLC is reset to "0", the process proceeds to step S63.

At step S63, the departure determination flag F _LD is equal to or other than "0", when an F _LD ≠ 0, the process proceeds to step 64, the target yaw performs the following operation (7) After calculating the moment Ms, the process proceeds to step S66.
Ms = −K1 × K2 × (XS−X _C ) (7)
Here, K1 is a constant determined by vehicle specifications. K2 is a gain that varies according to the vehicle speed, and is calculated based on the vehicle speed V with reference to the gain calculation map shown in FIG. This gain calculation map, the vehicle speed is "0" during the period from to the predetermined value V _S1 of the low-speed side gain K2 is fixed to a relatively large value K _H, predetermined high side speed V exceeds the predetermined value V _S1 until it reaches a value V _S2 gain K2 decreases in accordance with increase in the vehicle speed V, the characteristic line L2 is set so that the vehicle speed V is fixed to a relatively small value K _L exceeds a predetermined value V _S2 ing.

When the determination result in step S66 is _FLD = 0, the process proceeds to step S65, the target yaw moment Ms is set to “0”, and then the process proceeds to step S66. In step S66, it is determined whether or not the target acceleration G _L ^* calculated in the inter-vehicle distance control process is a negative value. If G _L ^* <0, the process proceeds to step S67, and the following equation (8) is calculated. To calculate the basic braking fluid pressure Psi ₀ (i = FL, FR, RL, RR), and then proceeds to step S69.

Psi ₀ = max (Kxi * _GL ^* , Kb * Pm) (8)
Here, Kxi and Kb are coefficients obtained from brake specifications (pad friction coefficient μ of each wheel, wheel cylinder area, rotor effective diameter, tire effective diameter). max (a, b) is a function that takes the maximum value of a and b.
When the determination result in step S66 is G _L ^* ≧ ₀ , the process proceeds to step S68, the calculation of the following equation (9) is performed to calculate the basic braking fluid pressure Psi ₀ , and then the process proceeds to step S69. .

Psi ₀ = max (0, Kb * Pm) (9)
In step S69, it is determined whether or not the departure determination flag _FLD is "0". If _FLD = 0, the process proceeds to step S70, and the target of the front left wheel is obtained as shown in the following equation (10). sets a target hydraulic pressure Ps _FR hydraulic Ps _FL and the front right wheel to the basic brake hydraulic pressure Psi _0, as shown in the following equation (11), the target of the target pressure Ps _RL and rear right wheel of the rear left wheel After the hydraulic pressure Ps _RR is set to the rear-wheel basic braking hydraulic pressure Psir ₀ in consideration of the front-rear distribution calculated from the basic braking hydraulic pressure Psi _{0, the} process proceeds to step S77 described later.

Ps _FL = Ps _FR = Psi ₀ (10)
Ps _RL = Ps _RR = Psir ₀ (11)
The determination result in step S69 is, the process proceeds to step S71 when it is F _LD ≠ 0, the absolute value of the target yaw moment Ms | Ms |, it is determined whether or not the set value Ms1 smaller than or, | Ms | < When it is Ms1, the routine proceeds to step S72, where the target braking hydraulic pressure difference ΔPs _F on the front wheel side is set to “0” as shown in the following equation (12), and the target braking hydraulic pressure difference ΔPs _R on the rear wheel side is set as follows. After setting to 2 · K _BR · | Ms | / T as shown in equation (13), the process proceeds to step S74.

ΔPs _F = 0 (12)
ΔPs _R = 2 · K _BR · | Ms | / T (13)
On the other hand, when the determination result in step S71 is | Ms | ≧ Ms1, the process proceeds to step S73, where the target brake hydraulic pressure difference ΔPs _F on the front wheel side is expressed by 2 · K _BF · (| Ms as shown in the following equation (14). | −Ms1) / T and the target braking hydraulic pressure difference ΔPs _R on the rear wheel side is set to 2 · K _BR · Ms1 / T as shown in the following equation (15), and then the process proceeds to step S74.

ΔPs _F = 2 · K _BF · (| Ms | −Ms1) / T (14)
ΔPs _R = 2 · K _BR · Ms1 / T (15)
Here, T indicates a tread, and for the sake of simplicity, the front and rear treads are the same. K _BF and K _BR are conversion coefficients for converting braking force into braking hydraulic pressure, and are determined by brake specifications. In this step S73, ΔPs _F = 2 · K _BF · | Ms | / T may be set so that a braking force difference is generated only on the front wheel side.

At step S74, the determination whether the target yaw moment Ms is about to lane departure to the negative i.e. leftward, the process proceeds to step S75 when it is Ms <0, before following the target braking pressure Ps _FL of the left wheel (16 ) Is set to the basic braking fluid pressure Psi ₀ and the target braking pressure Ps _FR of the front right wheel is added to the basic braking fluid Psi ₀ and the target braking fluid pressure difference ΔPs _F is added to the basic braking fluid Psi ₀ as shown in the following equation (17). The rear left wheel target braking pressure Ps _RL is set to the rear wheel side basic braking fluid pressure Psir ₀ as shown in the following equation (17), and the rear right wheel target braking pressure Ps _RR is set to the following (18). As shown in the equation, the rear wheel side basic braking fluid pressure Psir ₀ is set to a value obtained by adding the rear wheel side target braking fluid pressure difference ΔPs _R, and then the process proceeds to step S46.

Ps _FL = Psi ₀ (16)
Ps _FR = Psi ₀ + ΔPs _F (17)
Ps _RL = Psir ₀ (18)
Ps _RR = Psir ₀ + ΔPs _R (19)
On the other hand, the determination result in step S74 is shifted to step S76 when it is Ms ≧ 0, the front wheel target braking before the target braking pressure Ps _FL of the left wheel to the basic brake hydraulic pressure Psi ₀ as shown in the following equation (20) The hydraulic pressure difference ΔPs _F is set to the added value, the front right wheel target braking pressure Ps _FR is set to the basic braking hydraulic pressure Psi ₀ as shown in the following equation (21), and the rear left wheel target braking pressure Ps _RL is set. As shown in the following equation (22), the rear wheel side basic braking fluid pressure Psir ₀ is set to a value obtained by adding the rear wheel side target braking fluid pressure difference ΔPs _R , and the rear right wheel target braking pressure Ps _RR is set to the following (23). As shown in the equation, the rear wheel side basic braking fluid pressure Psir ₀ is set, and then the process proceeds to step S77.

Ps _FL = Psi ₀ + ΔPs _F (20)
Ps _FR = Psi ₀ (21)
Ps _RL = Psir ₀ + ΔPs _R (22)
Ps _RR = Psir ₀ (23)
In step S77, it is determined whether or not the target acceleration G _L ^* calculated in the inter-vehicle distance control process is a negative value. If G _L ^* <0, the process proceeds to step S78, and the following equation (24) is calculated. the performing shifts after calculating the reference driving torque Trq ₀ to step S80.

Trq ₀ = max (0, Ka * Acc) (24)
When the determination result in step S77 is G _L ^* ≧ 0, the process proceeds to step S79, the calculation of the following equation (25) is performed to calculate the reference drive torque Trq _0, and then the process proceeds to step S80.
Trq ₀ = max (Kt * _GL ^* , Ka * Acc) (25)
In step S80, it determines whether the deviation determination flag F _LD is a value other than "0", when an F _LD ≠ 0 the process proceeds to step S81, the target driving torque Trq according to the following equation (26) ^* After calculating, the process proceeds to step S83.

Trq = Trq ₀ −g (Ps) (26)
Here, Ps is the sum of the target braking hydraulic pressure differences ΔPs _F and ΔPs _R generated by the departure prevention control (Ps = ΔPs _F + ΔPs _R ). G (Ps) is a function for calculating a braking torque expected to be generated by the braking fluid pressure.
Further, when the determination result in step S80 is F _LD = 0 the process proceeds to step S82, the process proceeds to the basic drive torque Trq ₀ according to the following equation (27) from the calculated as the target driving torque Trq ^* to step S83.

Trq = Trq ₀ (27)
In step S83, the target braking pressures Ps _{FL to} Ps _RR calculated in step S70, S75 or S76 are output to the braking fluid control circuit 7, and the target driving torque Trq ^* calculated in step S81 or S82 is output to the driving torque control unit 12. The timer interrupt process is terminated and the program returns to a predetermined main program.

  2 to 5, the processes of steps S1 and S10, the CCD camera 13, the camera controller 14, the acceleration sensor 15 and the yaw rate sensor 16 correspond to the running state detecting means, and the processes of steps S15 and 3 are performed. Corresponding to the inter-vehicle distance control means, the processes of steps S2 to S9, S13 and S14 and the processes of FIGS. 4 and 5 correspond to the departure avoidance control means, and the processes of steps S33 to S35 correspond to the control start timing changing means. 4 and 5, the processes in steps S55 to S61 correspond to the departure determination means, the processes in steps S63 to S65 correspond to the target yaw moment calculation means, and the processes in steps S66 to S82 are controlled. Corresponding to the driving force control amount calculating means, and the processing of step S83, the braking fluid control circuit 7, and the driving torque controller Corresponding to each wheel distribution adjusting means in the unit 12, the target yaw moment calculation means, constitute a longitudinal force control means in braking-driving force control amount calculating means and the wheel allocation adjustment means.

Therefore, when the vehicle is traveling in the non-braking state, the inter-vehicle distance control start switch 25 is in the off state, and the switch signal SW _L is in the off state, step S2 in the process of FIG. From step S4 to step S4, the inter-vehicle distance control operation flag F _AC is reset to "0". Therefore, the processing proceeds to step S13 without shifting from step S11 to step S12, and the inter-vehicle distance control processing is executed. Absent.

In this state, when the driver turns on the departure avoidance control start switch 23, the switch signal SW _D is turned on, so that the process proceeds from step S5 to step S6, and the inter-vehicle distance control operation flag F _AC is “ Since it has been reset to 0, the process proceeds to step S7, and the departure avoidance control operation standby flag _FSB is set to "1". Therefore, the process proceeds from step S13 to step S14, and the departure avoidance control process shown in FIGS. 4 and 5 is started.

At this time, assuming that the vehicle is traveling straight in the approximate center of the travel lane on the straight path, the yaw angle φ output from the camera controller 14, the lateral displacement X from the center of the travel lane, and the curvature β of the travel lane are also obtained. Since the lateral acceleration Y _G detected by the acceleration sensor 15 and the yaw rate φ ′ detected by the yaw rate sensor 16 are also substantially “0”, the deviation estimated value XS calculated in step S31 is also substantially omitted. It becomes “0” (step S31).

Further, in a vehicle having a lane width L _Y of 3.35 m and a vehicle width L _C of less than 1.75 m, the value of L _Y / 2-L _C / 2 is greater than 0.8 m. The initial value X _C0 is set to 0.8 m. However, in a vehicle having a vehicle width L _C of 1.75 m or more, the value of L _Y / 2−L _C / 2 is smaller than 0.8 m. , L _Y / 2−L _C / 2 is set as the initial value X _C0 of the lateral displacement limit value (step S32).

Further, since both the lateral acceleration Y _G and the yaw rate φ ′ are substantially “0”, the process proceeds from step S37 to step S39, the vehicle instability flag _FCS is reset to “0”, and the driver changes the lane. Unintentionally, if the direction indicating switch 20 is in an off state, the steering angle δ is substantially “0” indicating the neutral position, and the steering angular velocity Δδ is also substantially “0”, steps S40 to S44 and S47 are performed. The process proceeds to S49, the lane change flag _FLC is also reset to “0”, and the estimated departure value XS is substantially “0”. Therefore, the process proceeds from step S50 to S59 through S52, S54, S55, S57. Thus, the departure determination flag _FLD is set to “0”.

For this reason, the process proceeds to S63 via steps S60 and S62 in FIG. 5, and when the deviation determination flag _FLD is “0”, the process proceeds to step S65 and the target yaw moment Ms is set to “0”. .
Since the inter-vehicle distance control process is not executed, the target acceleration G _L ^* is “0”, the process proceeds from step S66 to S68, and the non-braking state is set, so the master cylinder pressure Pm is also “0”. Therefore, the brake fluid pressure initial value Psi ₀ is set to “0”.

Then, the processing proceeds to step S69, since the departure determination flag F _LD is "0", the process proceeds to step S70, "0" target braking fluid pressure Ps of the braking圧初life values Psi ₀ and PSIR ₀ each wheel _{FL to} Ps _RR are set, and then, the process proceeds to step S77, and the target acceleration G _L ^* is “0”. Therefore, the process proceeds to step S79, and Ka * Acc is selected as the basic drive torque.

Then, the processing proceeds to step S80, because it is set to "0" departure determination flag F _LD, the process proceeds to step S82, the the basic drive torque Trq ₀ is set as the target driving torque Trq ^*, step S83 The target braking pressures Ps _{FL to} Ps _RR calculated in step 1 are output to the braking fluid control circuit 7 and the target driving torque Trq is output to the driving torque control unit 12.

Therefore, in the brake fluid control circuit 7, the brake fluid pressures for the wheel cylinders 6FL to 6RR are both “0”, the non-brake state is continued, and the engine control corresponding to the accelerator opening Acc is performed by the drive torque control unit 12. Done.
When a lane change is made at the driver's will from the driving state in which no lane departure has occurred, the left (or right) is turned on by the direction indicating switch 20, and in this state, the steering wheel 19a is moved to the left ( Or, when the lane change is started by steering, the yaw angle φ output from the camera controller 14 increases from “0” in the positive (or negative) direction and the lateral displacement X is positive (or negative). ), The estimated deviation value XS calculated in step S31 is first set to the initial value X _C0 of the lateral displacement limit value set in step S32 before the left wheel 5FL of the vehicle exceeds the left lane. When the alarm determination threshold value X _W (= X _C −X _M ) or more calculated based on the above is reached, an alarm is issued by the alarm device 21, and then the estimated deviation value XS is the lateral displacement limit value X _C (= X _C0 )more than It comes to, departure determination flag F _LD is set to "1" (step S56).

However, if the lane change is due to the driver's will, the lane change flag _FLC is set to "1", so that the routine proceeds from step S62 to step S61, and the departure determination flag _FLD is " By resetting to “0”, the target braking fluid pressures Ps _{FL to} Ps _RR are set to the braking fluid pressure initial values Psi ₀ and Psir ₀ of “0”, thereby generating a yaw moment for avoiding deviation. The lane can be changed smoothly.

Further, when the vehicle is traveling on a winding road or the like in which the left corner and the right corner are continuous, the lateral acceleration Y _G and the yaw rate φ ′ both have large values, so that the vehicle instability flag F _CS is “1”. Therefore, the process proceeds from step S60 in FIG. 5 to step S61, and the deviation determination flag _FLD is reset to “0”, so that the vehicle can also travel on a winding road or the like. The yaw moment for avoiding deviation is not generated unnecessarily, and smooth steering can be performed.

On the other hand, the vehicle is steered, for example, in the left lane departure direction, with the lane change flag _FLC and the vehicle instability flag _FCS being reset to "0", not the lane change or the winding road traveling by the driver's will. If the road approaches the right corner and the steering is delayed, the vehicle deviates in the left lane departure direction, and the departure estimated value XS increases in the positive direction. If this state continues, the departure estimated value XS There alarm from the alarm device 21 is issued at the time point when the alarm activation threshold X _W above, a further deviation estimate XS lateral displacement limit value X _C (= X _C0) above, proceeds from step S55 to step S56 Thus, the departure determination flag F is set to “1”.

Therefore, the process proceeds from step S63 to step S64, the negative target yaw moment Ms is calculated, and the process proceeds from step S69 to step S71. The braking hydraulic pressure difference only on the rear wheel side is determined depending on the magnitude of the target yaw moment Ms. Since ΔPs _R or the front-rear wheel brake fluid pressure differences ΔPs _F and ΔPs _R are calculated and the target yaw moment Ms is a negative value, the process proceeds to step S75 and the front and rear target brake fluid pressures Ps _FR and Ps _RR are shifted to the right. There a large value as compared to the target brake hydraulic pressures Ps _FL and Ps _RL before and after the left is set to "0", the yaw moment is generated to stem turning clockwise the vehicle in the right lane departure direction of the vehicle It is possible to return to the lane by avoiding.

When the lane departure avoidance control is in operation, the driver turns on the inter-vehicle distance control start switch inter-vehicle distance control start switch 25, and when the switch signal SW _L is turned on, the processing of FIG. 2 performs steps S2 to S3. The inter-vehicle distance control operation flag F _AC is set to “1”. Therefore, the process proceeds from step S11 to step S12, and the execution of the inter-vehicle distance control process of FIG. 3 is started, and the target inter-vehicle distance L _X based on the target inter-vehicle distance selection value L _Xj ^* selected by the target inter-vehicle distance selection switch 26 is started. ^* Is calculated, and the target acceleration G _L ^* is calculated so as to maintain the target inter-vehicle distance L _X ^* with the preceding vehicle. That is, when the inter-vehicle distance L _X detected by the inter-vehicle distance sensor 24 is larger than the target inter-vehicle distance L _X ^* , a positive target acceleration G _L ^* is calculated and the vehicle is accelerated, and conversely, the inter-vehicle distance L _X is When the target inter-vehicle distance L _X ^* is smaller than the negative target acceleration G _L ^*, the vehicle is decelerated and controlled.

As described above, when the inter-vehicle distance control operation flag F _AC is set to “1”, the process proceeds from step S33 to step S35 in the lane departure avoidance control process of FIG. 4, and the lateral displacement limit value X _C is calculated in step S32. From the initial value X _C0 of the lateral displacement limit value, the target vehicle distance selection value L _Xj ^* selected by the target vehicle distance selection switch 26 is reduced by a reduction amount ΔX _C · L _Xj ^* obtained by multiplying the predetermined value ΔX _C.

For this reason, as described above, by turning the steering wheel 19a to the left lane side from the straight traveling state on the straight path, or traveling toward the left lane side, or approaching the right corner to maintain the straight traveling, etc. When the departure tendency tends to be in the left lane direction, the estimated departure value XS calculated in step S31 is increased in the positive direction accordingly.
At this time, the lateral displacement limit value X _C is smaller by a decrease amount ΔX _C · L _Xj ^* than when the above-mentioned inter-vehicle distance control in which the lateral displacement limit value is set to the initial value X _C0 is not executed. Therefore, the alarm device 21 issues a warning with a smaller deviation estimated value XS than when the inter-vehicle distance control is not executed, and is earlier than when the inter-vehicle distance control is not executed. The departure determination flag _FLD is set to “1” at the timing.

Therefore, the target yaw moment Ms is calculated as soon as possible at step S64, target brake hydraulic pressures Ps _FL ~Ps _RR is calculated in step S71~S75 Based on this, the right side of the wheel cylinders 6FR and 6RR based on this Thus, a braking force is generated and a yaw moment in the clockwise direction is generated in the vehicle, so that the vehicle can be avoided early from the tendency to depart from the lane.
When the inter-vehicle distance control start switch 25 is turned off in this state, the switch signal SW _L is turned off, so that the inter-vehicle distance control operation flag F _AC is reset to “0” in step S4 and the inter-vehicle distance control is performed. Since the departure avoidance control switch 23 continues to be on, the process proceeds from step S5 to step S6, and the inter-vehicle distance control operation flag F _AC changes from “1” to “0”. Then, the process proceeds to step S9 through step S8, the departure avoidance control operation standby flag _FSB is reset to "0", and the lane departure avoidance control is also terminated.

On the other hand, when the departure avoidance control start switch 23 is in the off state and the intervehicular distance control start switch 25 is in the off state and the lane departure avoidance control and the intervehicular distance control are not executed, the intervehicular distance control start switch by the driver. When only 25 is operated to the on state, the switch signal SW _L is turned on, so that the process proceeds to step S3 and the inter-vehicle distance operation flag F _AC is set to “1”. At this time, the departure avoidance control start switch 23 continues to be in the OFF state, the process proceeds from step S5 to step S8, and the inter-vehicle distance operation flag _FAC is “1”. Therefore, the process proceeds to step S7, and departure avoidance control is performed. The operation standby flag _FSB is set to “1”.

Accordingly, the process proceeds to step S15 and the inter-vehicle distance control is started, and the process proceeds to step S17 and the lane departure avoidance control is started. When the driver starts the inter-vehicle distance control for the purpose of reducing the load on the driver. Since the lane departure avoidance control is started in conjunction with this, it is possible to further reduce the load on the driver and ensure stable traveling.
In this state, when the inter-vehicle distance control start switch 25 is turned off, the inter-vehicle distance control operation flag F _AC is reset to “0” accordingly, and the process proceeds from step S8 to step S9 to avoid deviation. The control standby flag _FSB is reset to “0”, and both the inter-vehicle distance control and the lane departure avoidance control are ended.

Also, when the vehicle tends to deviate to the right lane side, the brake fluid pressure of the left wheel cylinders 5FL and 5RL is increased contrary to the above, and a yaw moment that turns the vehicle to the left is generated, Avoid lane departures.
Next, a second embodiment of the present invention will be described with reference to FIGS.
In the second embodiment, when the inter-vehicle distance control is executed, there is a preceding vehicle, and the operation of the lane departure avoidance control is limited according to the inter-vehicle distance from the preceding vehicle. .

That is, in the second embodiment, as shown in FIG. 8, the lane departure avoidance control process in step S14 in FIG. 2 described above is performed as shown in FIG. 4 in the first embodiment described above as shown in FIGS. In the process of FIG. 5, the process of step S32 is changed so as to calculate the lateral displacement limit value X _C by performing the calculation of the equation (5), and the processes of steps S33 to S35 are omitted. Instead, the avoidance operation possibility determination process for determining whether or not the driver may perform an avoidance operation by steering the steering wheel 19a between steps S42, S43, S46, S48, S49 and step S50. Is inserted, and step S100 for determining whether or not an avoidance possibility determination flag F _{AV, which} will be described later, is set to “1” after step S62 in FIG. 9 is inserted. The determination result is that the process proceeds to step S61 when F _AV = “1”, and the process proceeds to step S63 when F _AV = “0”. Processes similar to those in FIGS. 4 and 5 are performed, and processes corresponding to those in FIGS. 4 and 5 are given the same step numbers, and detailed descriptions thereof are omitted.

Here, in the avoidance action possibility determination process, after steps S42, S43, S46, S48, and S49, the process proceeds to step S90, and the avoidance possibility determination threshold value calculation map shown in FIG. and transition from calculates an avoidance possibility determining threshold [Delta] V _LM in the step S91. As shown in FIG. 10, this avoidability determination threshold calculation map maintains a relatively small negative value ΔV _LM 1 while the vehicle speed V is between “0” and a relatively low set value V1, but the vehicle speed V Between the set value V1 and the relatively high set value V2, the avoidance possibility determination threshold ΔV _LM increases in the negative direction as the vehicle speed V increases, and when the vehicle speed V exceeds the set value V2, a relatively large negative The characteristic line is set so as to maintain the value ΔV _LM 2.

At step S91, the avoidance behavior by steering of the driver's steering wheel 19a when the determination whether or not it is set to avoid the possibility determination flag F _AV is "1", which will be described later, it is reset to "0" It is determined that the process has not been performed, and the process proceeds to step S92.
In this step S92, it is determined whether or not the following equation (28) is satisfied based on the inter-vehicle distance L _X , the target inter-vehicle distance L _X ^* and the relative speed L _X ′ calculated by the inter-vehicle distance control process.

ΔV _LM ≧ Kv 1 (L _X −L _X ^* ) + Kv 2 · L _X ′ (28)
When the determination result in step S92 satisfies the expression (28), the host vehicle may approach the preceding vehicle, or the driver may steer the steering wheel 19a to perform an avoidance operation with a large relative speed approaching the preceding vehicle. Is judged to be high, the process proceeds to step S93, and an avoidance possibility determination flag F _AV indicating whether or not avoidance by the driver's operation of the steering wheel 19a is high indicates that the possibility of avoidance operation is high. After setting to “1”, the process proceeds to step S50, and if the determination result does not satisfy the expression (28), it is determined that the possibility of avoidance by the driver's operation of the steering wheel 19a is low. The process proceeds to S94, the avoidance possibility determination flag F _AV is reset to “0”, and then the process proceeds to Step S50.

If the avoidance possibility determination flag F _AV is set to “1” as a result of the determination in step S91, the process proceeds to step S95, and the inter-vehicle distance calculated by the inter-vehicle distance control process as in step S92. It is determined whether or not the following expression (29) is satisfied based on the distance L _X , the target inter-vehicle distance L _X ^*, and the relative speed L _X ′.
ΔV _LM −ΔV _OF ≧ Kv 1 (L _X −L _X ^* ) + Kv 2 · L _X ′ (29)
Here, ΔV _OF is an offset value for preventing hunting.

If the determination result in step S95 satisfies the expression (29), it is determined that the possibility of the avoidance operation is high, and the process proceeds to the step S50 as it is. If the expression (29) is not satisfied, the inter-vehicle distance from the preceding vehicle it is judged that there is a low possibility avoidance by operating the steering wheel 19a of the same velocity and the driver approaching or preceding vehicle can afford proceeds to step S96, the avoidance possibility determination flag F _AV "0" The process proceeds to step S50 after resetting.

  8 and 9, the processes in steps S31 to S61 correspond to departure determination means, the processes in steps S90 to S96 correspond to departure avoidance restriction means, and the processes in steps S63 to S82 correspond to departure avoidance control means. Among these, the processing of steps S63 to S65 corresponds to the target yaw moment calculation means, the processing of steps S66 to S82 corresponds to the braking / driving force control amount calculation means, and further, the processing of step S83 and the braking fluid control The circuit 7 and the drive torque control unit 12 correspond to each wheel distribution adjusting means, and the target yaw moment calculating means, the braking / driving force control amount calculating means, and each wheel distribution adjusting means constitute braking / driving force control means.

According to the second embodiment, the driver at least turns on the inter-vehicle distance control start switch 25 to activate the inter-vehicle distance control, activates the departure avoidance control process, and further avoids the avoidance possibility determination flag F _AV. Is reset to “0”, the inter-vehicle distance L _X with the preceding vehicle is approximately equal to the target inter-vehicle distance L _X ^* , the relative vehicle speed L _X ′ is approximately “0”, and the host vehicle is the preceding vehicle , The start possibility determination threshold value ΔV _LM calculated in step S90 is a negative value regardless of the vehicle speed V, as shown in FIG. Therefore, there is little possibility of performing the avoidance operation by steering the steering wheel 19a. Since the value on the right side in (28) is substantially “0”, ΔV _LM <0, which does not satisfy the expression (28). Then, the process proceeds to step S94. Avoid potential determination flag F _AV maintains a state of being reset to "0".

Therefore, since the process does not proceed to step S61 in step S100 of FIG. 9, the departure avoidance control according to the state of the departure determination flag _FLD is executed, and the departure estimated value XS is equal to or greater than the lateral displacement limit value X _C. When the host vehicle is likely to deviate from the lane, a yaw moment is generated in a direction to avoid the detour, as in the first embodiment described above, thereby avoiding the departure of the host vehicle from the lane. Is done.

However, when the preceding vehicle suddenly brakes with a large deceleration greater than the deceleration generated in the inter-vehicle distance control process, or when an interrupting vehicle interrupts from the adjacent lane between the preceding vehicle and the own vehicle, the inter-vehicle distance L _{When X} suddenly decreases or the relative speed L _X ′ (negative value) approaching the preceding vehicle or the interrupting vehicle is large, the right side of the equation (28) becomes a negative value, which is the avoidability determination threshold ΔV _LM. When the following condition is satisfied, the process proceeds to step S93, and the avoidance possibility determination flag F _AV is set to “1”.

Therefore, the vehicle instability flag F _CS, even when the lane change flag F _LC is reset to both "0", the process proceeds from step S100 of FIG. 9 in step S61, the deviation determination flag F _LD It is reset to “0”. Therefore, when the lane departure avoidance control is canceled and the driver steers the steering wheel 19a left or right without operating the direction indicator in order to avoid a sudden approach with the preceding vehicle. Thus, it is possible to surely prevent the departure avoidance control from affecting the avoidance by steering and perform a smooth steering avoidance operation.

Then, when the avoidance possibility determination flag F _AV is set to “1”, from the next time, in the process of FIG. 8, the process proceeds from step S91 to step S95, and the avoidance possibility determination shown in the equation (29) is performed. The avoidability determination flag F _AV is maintained at “1” until Kv1 (L _X −L ^* ) + Kv2 · L _X ′ becomes larger than the value obtained by subtracting the offset value ΔV _OF from the threshold value ΔV _LM. Since the avoidability determination flag F _AV is reset to “0” when the expression (29) is not satisfied, Kv1 (L _X − after the avoidability determination flag F _AV is set to “1”. Even if L ^* ) + Kv 2 · L _X ′ becomes a slightly large value, the avoidability determination flag F _AV is maintained at “1”, and hunting can be reliably prevented.

Thereafter, when the expression (29) is not satisfied, the avoidance possibility determination flag F _AV is reset to “0”, and the departure determination flag _FLD is not forcibly reset to “0”. Control resumes.
In addition, when the vehicle speed V increases, the target inter-vehicle distance L _X ^{* in the} inter-vehicle distance control also increases, so that the possibility of performing an avoidance operation by the driver's steering is reduced, and the avoidance possibility determination threshold value ΔV _LM is reduced accordingly. Since the negative value becomes larger as V becomes faster, the possibility of satisfying the equation (28) decreases as the vehicle speed V becomes higher, and the rate at which departure avoidance control is limited decreases.

In the second embodiment, it is determined whether the possibility of avoidance by the driver's steering is high based on the inter-vehicle distance L _X , the target inter-vehicle distance L _X ^*, and the relative speed L _X ′. Although the case has been described, the present invention is not limited to this, and the possibility of avoiding steering may be determined based only on the relative speed L _X ′.
Next, a third embodiment of the present invention will be described with reference to FIGS.

In the third embodiment, lane departure prevention control is performed by steering control of a steering device instead of braking pressure control.
That is, in the third embodiment, as shown in FIG. 11, the steering wheel 101 is connected to the front left wheel 5FL and the front right wheel 5FR via the steering gear 103, and the steering assist force is applied to the steering shaft 102. And a steering device 106 to which a steering angle sensor 105 for detecting a steering angle is attached, and the steering actuator 104 of the steering device 106 images the steering angle sensor 105 and the front road surface. Control is performed by a steering control control unit 116 to which detection signals of the device 110, the lateral acceleration sensor 111, the yaw rate sensor 112, the vehicle speed sensor 113, the navigation device 114, and the direction indicating switch 115 are input. Reference numeral 117 denotes an alarm device.

The steering control control unit 116 executes the lane departure prevention control process shown in FIGS. 4 and 12 and controls the steering device 106 to perform the lane departure prevention control when the vehicle is in the lane departure state.
In the lane departure prevention control process of FIG. 12, the processes of steps S64 to S83 are omitted in the process of FIG. 5 in the first embodiment described above, and the following process is added instead.

That is, when the departure determination flag _FLD is set to a value other than “0” as a result of the determination in step S63, the process proceeds to step S101, the following equation (30) is calculated, and the target additional steering torque T _ST is calculated. After the calculation, the process proceeds to step S103.
T _ST = mid (−T _STMAX , −K _LS (XS−X _C ), T _STMAX ) (30)
Here, T _STMAX is a limit value of the additional steering torque, K _LS is a constant determined by the vehicle specifications, and mid (a, b, c) is a function for selecting an intermediate value of a, b, c. .

When the determination result in step S63 is that the departure determination flag _FLD is “0”, the process proceeds to step S102, the target additional steering torque _TST is set to “0”, and then the process proceeds to step S103.
In step S103, it is determined whether or not the target acceleration G _L ^* calculated in the inter-vehicle distance control process is a negative value. If G _L ^* <0, the process proceeds to step S104, and the following equation (31) is calculated. To calculate the target drive torque Trq ^*, and then the process proceeds to step S106. When G _L ^* ≧ 0, the process proceeds to step S105, and the calculation of the following equation (32) is performed to obtain the target drive torque Trq ^* . After the calculation, the process proceeds to step S106.

Trq ^* = max (0, Ka * Acc) (31)
Trq ^* = max (Kt * _GL ^* , Ka * Acc) (32)
At step S106, and outputs a driving signal for controlling the steering actuator 104 of the steering device 106 in accordance with the target additional steering torque T _ST calculated at step S101 or step S102, the target driving torque Trq calculated in step S78 or step S79 ^After outputting ^* to the drive torque controller 12, the timer interruption process is terminated and the process returns to the predetermined main program.

In the processing of FIG. 12, the processing of steps S63, S101, and S102 corresponds to the departure avoidance control means.
According to the third embodiment, when the inter-vehicle distance operation flag F _AC is set to “1” and the inter-vehicle distance control process is activated as in the first embodiment described above, the above-described processing of FIG. In step S35, the lateral displacement limit value X _C is set to a value obtained by subtracting a value obtained by multiplying the initial value X _C0 of the lateral displacement limit value by the predetermined value ΔX _C , so that the start timing of the departure control is set. Set early.

At this time, in a state where the departure determination flag _FLD is set to “0”, the process proceeds from step S63 to step S102, and the target additional steering torque _TST is set to “0”. Therefore, a drive signal that does not generate additional steering torque for performing lane departure prevention control is supplied to the steering actuator 104 of the steering device 106, and lane departure avoidance control is stopped.
However, while the inter-vehicle distance control process is in operation, the vehicle tends to deviate toward the left (or right) lane, for example, and the deviated estimated value XS becomes the lateral displacement limit value X _C (= X _C0 −ΔX _C · L _Xj ^* ) Or more (or lateral displacement limit value −Xc or less), the deviation determination flag _FLD is set to “1” (or “−1”) in step S56 of FIG. 4, and the process proceeds from step S63 to step S101. right in accordance with the estimated value XS (or left) direction of the steering additional torque T _ST is calculated, right steering actuator 104 of the steering device 106 (or left) direction of the steering additional torque T _ST is generated in response thereto, By performing the steering control on the side opposite to the departure direction, the vehicle is returned to the lane earlier than when the vehicle is not performing the inter-vehicle distance control.

In the third embodiment, the case where the lane departure prevention control corresponding to the first embodiment is performed has been described. However, the present invention is not limited to this, and the lane departure corresponding to the second embodiment is described. Avoidance control can also be performed.
In the first to third embodiments, when determining the stable state of the vehicle, the absolute value | Y _G | of the lateral acceleration Y _G exceeds the set value Y _GS and the absolute value of the yaw rate | φ ′. The case where it is determined whether or not | exceeds the target yaw rate φ _REF ′ has been described, but is not limited to this, and the absolute value | Y _G | of the lateral acceleration Y _G exceeds the set value Y _GS By determining whether or not the vehicle is unstable, the unstable state and the stable state of the vehicle may be determined.

Further, in the first to third embodiments, the case where the initial value X _C0 of the lateral displacement limit value is calculated according to the above equation (5) has been described, but the present invention is not limited to this, and the initial value X _C0 is not limited thereto. The vehicle travels by setting the lane width to a fixed value, calculating the lane width L by processing the image from the camera 13, or taking in the lane width information from the map data at the position of the vehicle by the information of the navigation system. You may make it change according to a road.

It is a schematic block diagram which shows an example of the vehicle carrying the lane departure prevention apparatus of this invention. It is a flowchart which shows the information calculation process performed within the braking / driving force control unit of FIG. It is a flowchart which shows the specific example of the inter-vehicle distance control processing procedure of FIG. 3 is a flowchart of the first half showing a specific example of a lane departure avoidance control process procedure of FIG. 2. FIG. 3 is a flowchart of the second half showing a specific example of a lane departure avoidance control process procedure of FIG. 2. FIG. It is a control map used for the arithmetic processing of FIG. It is a control map used for the arithmetic processing of FIG. It is a flowchart of the first half which shows the specific example of the lane departure avoidance control processing procedure which shows the 2nd Embodiment of this invention. It is a flowchart of the latter half part which shows the specific example of the lane departure avoidance control processing procedure which shows the 2nd Embodiment of this invention. It is a control map used for the arithmetic processing of FIG. It is a schematic block diagram which shows the 3rd Embodiment of this invention. It is a flowchart which shows the second half part of the lane departure avoidance control processing procedure in 3rd Embodiment.

Explanation of symbols

6FL to 6RR are wheel cylinders 7, braking fluid pressure control circuit 8, braking / driving force control unit 9, engine 12, driving torque control unit 13, CCD camera 14, camera controller 15, acceleration sensor 16, yaw rate sensor 17, master cylinder pressure Sensor 18 Accelerator opening sensor 19 Steering angle sensor 20 Direction indication switch 21 Monitor 22 FL-22 RR Wheel speed sensor 23 Deviation avoidance control start switch 24 Inter-vehicle distance sensor 25 Inter-vehicle distance control start switch 26 The target inter-vehicle distance selection switch 104 is a steering actuator 106, a steering device 110, an imaging device 111, a lateral acceleration sensor 112, a yaw rate sensor 113, a vehicle speed sensor 116, a steering control control unit 117, and an alarm device.

Claims (10)

  An inter-vehicle distance detecting means for detecting an inter-vehicle distance with an object to be controlled between vehicles, an inter-vehicle distance control means for controlling the inter-vehicle distance detected by the inter-vehicle distance detecting means to match the target inter-vehicle distance, and detecting the traveling state of the host vehicle Traveling state detecting means, departure determining means for determining that the host vehicle may deviate from the traveling lane from the traveling state detected by the traveling state detecting means, and the host vehicle in the traveling lane by the departure determining means A departure avoidance control for controlling the vehicle in a direction to avoid a departure from the traveling lane of the own vehicle according to the traveling state detected by the traveling state detecting means when it is detected that there is a possibility of deviating from A lane departure prevention apparatus comprising: a vehicle lane distance control state detection unit that detects that the vehicle distance control unit is under control; and the vehicle distance control by the vehicle distance control state detection unit. The start timing of the departure avoidance control based on the departure determination result of the departure determination means by the departure avoidance control means when the vehicle distance control means is in an uncontrolled state when it is detected that the stage is under control A lane departure prevention apparatus comprising: control start timing changing means for changing earlier than timing.   The inter-vehicle distance control means includes target inter-vehicle distance selection means for manually selecting setting of the target inter-vehicle distance, and the control start timing changing means corresponds to the target inter-vehicle distance selected by the target inter-vehicle distance selection means. 2. The lane departure prevention apparatus according to claim 1, wherein the start timing of departure avoidance control is set.   An inter-vehicle distance detecting means for detecting an inter-vehicle distance with an object to be controlled between vehicles, an inter-vehicle distance control means for controlling the inter-vehicle distance detected by the inter-vehicle distance detecting means to match the target inter-vehicle distance, and detecting the traveling state of the host vehicle A traveling state detecting means for detecting the vehicle, a departure determining means for detecting that the host vehicle may deviate from the traveling lane from the traveling state detected by the traveling state detecting means, and the host vehicle in the traveling lane by the departure determining means. A departure avoidance control for controlling the vehicle in a direction to avoid a departure from the traveling lane of the own vehicle according to the traveling state detected by the traveling state detecting means when it is detected that there is a possibility of deviating from A lane departure prevention apparatus comprising: a departure avoidance control limiting unit configured to limit departure avoidance control by the departure avoidance control unit according to an intervehicular distance detected by the intervehicular distance detection unit. Lane departure prevention apparatus characterized by there.   The inter-vehicle distance control means includes target inter-vehicle distance selection means for manually selecting a target inter-vehicle distance setting, and the deviation avoidance control limiting means deviates according to the target inter-vehicle distance selected by the target inter-vehicle distance selection means. The lane departure prevention apparatus according to claim 3, wherein the lane departure prevention apparatus is configured to change an inter-vehicle distance that limits avoidance.   The departure avoidance control means avoids a lane departure according to the travel state detected by the travel state detection means when the departure determination means determines that the host vehicle may deviate from the travel lane. Braking / driving force control amount calculating means for calculating the braking / driving force control amount of the left and right wheels so as to generate a yaw moment in the direction, and each wheel according to the braking / driving force control amount calculated by the braking / driving force control amount calculating means. The lane departure prevention apparatus according to any one of claims 1 to 4, characterized by comprising a braking / driving force control means having wheel distribution adjusting means for adjusting the distribution of braking / driving force to the vehicle.   The departure avoidance control means has a departure avoidance control start switch for manually starting departure avoidance control, and the intervehicular distance control means has an intervehicular distance control start switch for manually starting operation of intervehicular distance control. 6. The departure avoidance control start switch is configured to be automatically activated when the inter-vehicle distance control start switch is activated. 6. The deviation avoidance control start switch according to claim 1, wherein Lane departure prevention device. The deviation judging means is a lateral displacement from the center of the lane of the future own vehicle based on at least the vehicle speed of the own vehicle, the vehicle yaw angle with respect to the running lane, the lateral displacement, and the curvature of the forward running lane detected by the running state detecting means. And estimating the departure direction and possibility of departure from the estimated lateral displacement estimated value, and determining that the vehicle is departing from the lane when the estimated lateral displacement value exceeds the lateral displacement limit value. A lane departure prevention apparatus according to any one of claims 1 to 6.   The braking / driving force control amount calculating means is based on at least the vehicle speed of the host vehicle, the vehicle yaw angle with respect to the driving lane, the lateral displacement, and the curvature of the forward driving lane detected by the driving state detecting unit. The target yaw moment to be generated in the vehicle is calculated according to the deviation between the estimated lateral displacement estimated value and the lateral displacement limit value, and braking / driving is generated to the left and right wheels according to the target yaw moment. The lane departure prevention apparatus according to any one of claims 1 to 6, wherein the lane departure prevention apparatus is configured to control force.   The lane departure according to any one of claims 5 to 8, wherein the braking / driving force control means is configured to arbitrarily control a braking force of each wheel without depending on a driver's braking operation. Prevention device.   The departure avoidance control means outputs a steering torque command for causing the steering device to generate a steering torque in a direction to avoid the departure when it is determined by the departure determination means that the own vehicle may depart from the driving lane. The lane departure prevention apparatus according to any one of claims 1 to 4, wherein the lane departure prevention apparatus is configured to output.

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