JP4341534B2

JP4341534B2 - Lane departure prevention device

Info

Publication number: JP4341534B2
Application number: JP2004342800A
Authority: JP
Inventors: 誠秀中村; 真次松本; 智田家; 正康島影
Original assignee: Nissan Motor Co Ltd
Current assignee: Nissan Motor Co Ltd
Priority date: 2003-11-26
Filing date: 2004-11-26
Publication date: 2009-10-07
Anticipated expiration: 2024-11-26
Also published as: JP2005178743A

Description

本発明は、走行中に自車両が走行車線から逸脱しそうになったときに、その逸脱を防止する車線逸脱防止装置に関するものである。 The present invention relates to a lane departure prevention apparatus for preventing a departure when a host vehicle is about to depart from a traveling lane during traveling.

従来の車線逸脱防止装置としては、自車両の走行位置の横ずれ量を検出し、この横ずれ量に応じて操舵アクチュエータを制御して制御トルクを発揮することにより、自車走行車線からの逸脱を防止するものが知られている（例えば、特許文献１参照）。
また、自車両の走行位置の横ずれ量を検出し、この横ずれ量に応じて制動力アクチュエータを制御して、左右輪のうち逸脱方向と反対側の車輪に制動力を付加することにより、自車走行車線からの逸脱を防止するものが知られている（例えば、特許文献２参照）。
特開平１１−９６４９７号公報（第７頁、図６）特開２０００−３３８６０号公報（第６頁、図６） As a conventional lane departure prevention device, the amount of lateral deviation of the traveling position of the host vehicle is detected, and the steering actuator is controlled according to the amount of lateral deviation to exert a control torque, thereby preventing deviation from the traveling lane of the host vehicle. Is known (see, for example, Patent Document 1).
Further, the lateral displacement amount of the traveling position of the own vehicle is detected, the braking force actuator is controlled according to the lateral displacement amount, and the braking force is applied to the wheel on the opposite side to the departure direction of the left and right wheels, thereby What prevents the deviation from the driving lane is known (for example, refer to Patent Document 2).
Japanese Patent Laid-Open No. 11-96497 (page 7, FIG. 6) JP 2000-33860 A (page 6, FIG. 6)

しかしながら、上記特許文献１に記載の従来例にあっては、操舵アクチュエータを制御しているので、旋回中でのコーナー外側への逸脱時に、逸脱回避制御によって車両の発生横Ｇが増加し、ドライバに違和感を与えるという未解決の課題がある。
また、上記特許文献２に記載の従来例にあっては、制動力アクチュエータを制御しているので、直線路での逸脱時に、逸脱回避制御に伴う減速がドライバに違和感を与えるため、現実的には制御範囲に制約を設けざるを得ず、逸脱回避性能に限界があるという未解決の課題がある。
そこで、本発明は、上記従来例の未解決の課題に着目してなされたものであり、自車両の逸脱状態に関わらず、運転者に違和感を与えることなく逸脱防止制御を行うことができる車線逸脱防止装置を提供することを目的としている。 However, in the conventional example described in Patent Document 1, since the steering actuator is controlled, when the vehicle deviates to the outside of the corner during a turn, the generated lateral G of the vehicle increases due to the departure avoidance control. There is an unresolved issue of giving a sense of discomfort to
Further, in the conventional example described in Patent Document 2, since the braking force actuator is controlled, the deceleration accompanying the departure avoidance control gives the driver a sense of incongruity at the time of departure on a straight road. However, there is an unresolved problem that there is a limit to the deviation avoidance performance due to the restriction on the control range.
Therefore, the present invention has been made paying attention to the unsolved problems of the above-described conventional example, and can perform departure prevention control without causing the driver to feel uncomfortable regardless of the departure state of the own vehicle. The object is to provide a deviation prevention device.

上記目的を達成するために、本発明に係る車線逸脱防止装置は、走行状態検出手段で自車両の走行状態を検出し、前記走行状態検出手段で検出された走行状態に基づいて、逸脱判断手段で自車両が走行車線から逸脱傾向にあることを判断し、前記逸脱判断手段により自車両が走行車線から逸脱傾向にあることが判断されたときに、逸脱回避分担比算出手段で、前記走行状態検出手段で検出された走行状態に応じて逸脱回避制御における操舵制御分担比と制動力制御分担比とを算出し、前記逸脱回避分担比算出手段で算出された操舵制御分担比に応じて、操舵トルク算出手段で、自車両の走行車線からの逸脱を回避する方向に操舵トルクが発生するように操舵トルク制御量を算出し、操舵トルク制御手段で、前記操舵トルク算出手段で算出した操舵トルク制御量に応じて操舵トルクを制御し、前記逸脱回避分担比算出手段で算出された制動力制御分担比に応じて、ヨーモーメント算出手段で、自車両の走行車線からの逸脱を回避する方向にヨーモーメントが発生するようにヨーモーメント制御量を算出し、制動力制御量算出手段で、前記ヨーモーメント算出手段で算出されたヨーモーメント制御量に応じて各輪の制動力制御量を算出し、制動力制御手段で、前記制動力制御量算出手段で算出された制動力制御量に応じて各輪の制動力を制御する。
このとき、前記走行状態検出手段は、前記走行状態として前方走行車線の曲率を検出し、前記逸脱回避分担比算出手段は、前記走行状態検出手段で検出した前方走行車線の曲率が小さいほど操舵制御分担比を大きく算出すると共に制動力制御分担比を小さく算出し、前記前方走行車線の曲率が大きいほど制動力制御分担比を大きく算出すると共に操舵制御分担比を小さく算出する。 In order to achieve the above object, a lane departure prevention apparatus according to the present invention detects a traveling state of a host vehicle by a traveling state detection unit, and based on the traveling state detected by the traveling state detection unit, a departure determination unit in the case the host vehicle is judged to be in the deviation tendency from the traffic lane, the vehicle is in a deviation tendency from the traffic lane is determined by the deviation determining means, in departure avoidance sharing ratio calculating means, the traveling state calculates a steering control distribution ratio in the deviation avoidance control and the braking force control distribution ratio according to the running state detected by the detection means, according to the steering control distribution ratio calculated by the deviation preventing sharing ratio calculating means, the steering The torque calculation means calculates the steering torque control amount so that the steering torque is generated in a direction to avoid the departure from the driving lane of the host vehicle, and the steering torque control means calculates the steering torque calculation means. It controls a steering torque according to the steering torque control amount, according to the calculated braking force control distribution ratio at the departure avoidance sharing ratio calculation means with the yaw moment calculation means, to avoid the departure from the driving lane of the vehicle The yaw moment control amount is calculated so that the yaw moment is generated in the direction, and the braking force control amount calculation unit calculates the braking force control amount of each wheel according to the yaw moment control amount calculated by the yaw moment calculation unit. The braking force control means controls the braking force of each wheel in accordance with the braking force control amount calculated by the braking force control amount calculation means.
At this time, the traveling state detecting means detects the curvature of the forward traveling lane as the traveling state, and the deviation avoidance sharing ratio calculating means performs steering control as the curvature of the forward traveling lane detected by the traveling state detecting means is smaller. The sharing ratio is calculated to be large and the braking force control sharing ratio is calculated to be small, and the braking force control sharing ratio is calculated to be large and the steering control sharing ratio is calculated to be small as the curvature of the forward traveling lane is large .

本発明によれば、自車両が走行車線から逸脱しそうになることを判断し、逸脱の可能性があるときには、前方走行車線の曲率に応じて操舵制御と制動力制御を行い、前方走行車線の曲率が小さいほど操舵制御による逸脱回避制御量を大きくすると共に制動力制御による逸脱回避制御量を小さくし、前方走行車線の曲率が大きいほど制動力制御による逸脱回避制御量を大きくすると共に操舵制御による逸脱回避制御量を小さくするので、直線路では制動力制御が抑制されて減速感等の違和感を軽減し、カーブ路では制動力制御が大きく作動されて、コーナー外側への逸脱時での車両発生横Ｇの増加などの違和感を軽減することができると共に、逸脱回避性能を向上させることができる。 According to the present invention, it is determined that the host vehicle is likely to deviate from the traveling lane, and when there is a possibility of deviation, the steering control and the braking force control are performed according to the curvature of the forward traveling lane, The smaller the curvature , the greater the deviation avoidance control amount by steering control and the smaller the departure avoidance control amount by braking force control. The larger the curvature of the front lane, the larger the departure avoidance control amount by braking force control and the steering control. Since the deviation avoidance control amount is reduced, braking force control is suppressed on straight roads to reduce the feeling of strangeness such as deceleration, and braking force control is greatly activated on curved roads, and vehicles are generated when departing to the outside of the corner. A sense of incongruity such as an increase in lateral G can be reduced, and departure avoidance performance can be improved.

以下、本発明の実施の形態を図面に基づいて説明する。
図１は、本発明における第１の実施形態の概略構成図である。この車両は、自動変速機及びコンベンショナルディファレンシャルギヤを搭載した後輪駆動車両であり、制動装置は、前後輪とも左右輪の制動力（制動液圧）を独立に制御可能としている。
図中の符号１はブレーキペダル、２はブースタ、３はマスタシリンダ、４はリザーバであり、通常は、運転者によるブレーキペダル１の踏込み量に応じ、マスタシリンダ３で昇圧された制動流体圧が、前輪５ＦＬ、５ＦＲ及び後輪５ＲＬ、５ＲＲの各ホイールシリンダ６ＦＬ〜６ＲＲに供給されるようになっている。また、このマスタシリンダ３と各ホイールシリンダ６ＦＬ〜６ＲＲとの間には制動流体圧制御回路７が介装されており、この制動流体圧制御回路７内で、各ホイールシリンダ６ＦＬ〜６ＲＲの制動流体圧を個別に制御することも可能となっている。 Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram of a first embodiment of 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 (braking fluid pressure) of the left and right wheels independently of the front and rear wheels.
In the figure, reference numeral 1 is a brake pedal, 2 is a booster, 3 is a master cylinder, and 4 is a reservoir. Normally, the brake fluid pressure boosted by the master cylinder 3 depends on the amount of depression of the brake pedal 1 by the driver. The wheel cylinders 6FL to 6RR of the front wheels 5FL, 5FR and the rear wheels 5RL, 5RR are supplied. Further, a braking fluid pressure control circuit 7 is interposed between the master cylinder 3 and each wheel cylinder 6FL-6RR. The braking fluid pressure control circuit 7 includes a braking fluid for each wheel cylinder 6FL-6RR. It is also possible to control the pressure individually.

前記制動流体圧制御回路７は、例えばアンチスキッド制御やトラクション制御に用いられる制動流体圧制御回路を利用したものであり、この実施形態では、各ホイールシリンダ６ＦＬ〜６ＲＲの制動流体圧を、単独で増減圧することができるように構成されている。この制動流体圧制御回路７は、後述するコントロールユニット８からの制動流体圧指令値に応じて各ホイールシリンダ６ＦＬ〜６ＲＲの制動流体圧を制御する。 The brake fluid pressure control circuit 7 uses a brake fluid pressure control circuit used for antiskid control or traction control, for example. In this embodiment, the brake fluid pressure of each wheel cylinder 6FL-6RR is 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 control unit 8 described later.

また、この車両は、エンジン９の運転状態、自動変速機１０の選択変速比、及びスロットルバルブ１１のスロットル開度を制御することにより、駆動輪である後輪５ＲＬ、５ＲＲへの駆動トルクを制御する駆動トルクコントローラ１２が設けられている。エンジン９の運転状態制御は、例えば燃料噴射量や点火時期を制御することによって制御することができるし、同時にスロットル開度を制御することによっても制御することができる。なお、この駆動トルクコントローラ１２は、単独で、駆動輪である後輪５ＲＬ、５ＲＲの駆動トルクを制御することも可能であるが、コントロールユニット８から駆動トルクの指令値が入力されたときには、その駆動トルク指令値を参照しながら駆動輪トルクを制御する。 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 controller 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 controller 12 can independently control the drive torque of the rear wheels 5RL and 5RR, which are drive wheels, but when the drive torque command value is input from the control unit 8, Drive wheel torque is controlled with reference to the drive torque command value.

さらに、ハンドルには操舵アクチュエータ１８が設けられており、コントロールユニット８から操舵トルクの指令値が入力されたときには、その操舵トルク指令値を参照しながら操舵トルクを制御する。
また、この車両には、自車両の走行車線逸脱防止判断用に走行車線内の自車両の位置を検出するための車線検出手段としての外界認識センサとして、ＣＣＤカメラ１３及びカメラコントローラ１４を備えている。このカメラコントローラ１４では、ＣＣＤカメラ１３で捉えた自車両前方の撮像画像から、道路区画線等のレーンマーカを検出して走行車線を検出し、さらに、その走行車線に対する自車両のヨー角Φ、走行車線中央からの横変位Ｘ、走行車線の曲率β、車線幅Ｌ等を算出することができるように構成されており、これらの算出信号はコントロールユニット８に出力される。 Further, a steering actuator 18 is provided on the steering wheel. When a steering torque command value is input from the control unit 8, the steering torque is controlled with reference to the steering torque command value.
In addition, this vehicle includes a CCD camera 13 and a camera controller 14 as an external environment recognition sensor as lane detection means for detecting the position of the host vehicle in the traveling lane for determination of prevention of departure from the traveling lane of the host vehicle. Yes. The camera controller 14 detects a lane marker by detecting a lane marker such as a road marking line from a captured image in front of the host vehicle captured by the CCD camera 13, and further detects the yaw angle Φ of the host vehicle with respect to the lane of travel, The lateral displacement X from the center of the lane, the curvature β of the traveling lane, the lane width L, and the like can be calculated, and these calculation signals are output to the control unit 8.

また、この車両には、自車両に発生する前後加速度Ｘｇ及び横加速度Ｙｇを検出する加速度センサ１５、ヨーレートφを検出するヨーレートセンサ１６、前記マスタシリンダ３の出力圧、所謂マスタシリンダ圧Ｐmを検出するマスタシリンダ圧センサ１７、ステアリングホイール１９の操舵角δを検出する操舵角センサ２０、各車輪５ＦＬ〜５ＲＲの回転速度即ち所謂車輪速度Ｖｗ_j（ｊ＝ＦＬ〜ＲＲ）を検出する車輪速度センサ２１ＦＬ〜２１ＲＲが備えられ、それらの検出信号はコントロールユニット８に出力される。
なお、検出された車両の走行状態データに左右の方向性がある場合には、何れも左方向を正方向とする。すなわち、ヨーレートφや横加速度Ｘｇ、ヨー角Φは、左旋回時に正値となり、横変位Ｘは、走行車線中央から左方にずれているときに正値となる。 Further, this vehicle detects an acceleration sensor 15 for detecting longitudinal acceleration Xg and lateral acceleration Yg generated in the host vehicle, a yaw rate sensor 16 for detecting yaw rate φ, an output pressure of the master cylinder 3, so-called master cylinder pressure Pm. Master cylinder pressure sensor 17 for steering, steering angle sensor 20 for detecting the steering angle δ of the steering wheel 19, and wheel speed sensor 21FL for detecting the rotational speed of each wheel 5FL to 5RR, that is, so-called wheel speed Vw _j (j = FL to RR). 21RR are provided, and their detection signals are output to the control unit 8.
If the detected vehicle traveling state data has left and right directions, the left direction is the positive direction. That is, the yaw rate φ, the lateral acceleration Xg, and the yaw angle Φ are positive values when turning left, and the lateral displacement X is a positive value when deviating from the center of the traveling lane to the left.

次に、前記コントロールユニット８で行われる車線逸脱防止制御処理について、図２及び図３のフローチャートに従って説明する。この車線逸脱防止制御処理は、例えば１０ｍｓｅｃ毎のタイマ割込処理によって実行される。
この車線逸脱防止制御処理では、先ず、図２のステップＳ１で、前記各センサやコントローラからの各種データを読み込む。具体的には、前記各センサで検出された各車輪速度Ｖｗ_j、マスタシリンダ圧Ｐｍ、横加速度Ｙｇ、操舵角δ、カメラコントローラ１４からの走行車線に対する車両ヨー角Φ、走行車線中央からの横変位Ｘ、走行車線の曲率βを読み込む。 Next, the lane departure prevention control process performed by the control unit 8 will be described with reference to the flowcharts of FIGS. This lane departure prevention control process is executed by, for example, a timer interrupt process every 10 msec.
In this lane departure prevention control process, first, in step S1 of FIG. 2, various data from the sensors and controllers are read. Specifically, each wheel speed Vw _j detected by each sensor, master cylinder pressure Pm, lateral acceleration Yg, steering angle δ, vehicle yaw angle Φ with respect to the travel lane from the camera controller 14, lateral from the center of the travel lane The displacement X and the curvature β of the traveling lane are read.

次いで、ステップＳ２に移行して、前記ステップＳ１で読み込んだ各車輪速度Ｖｗ_FL〜Ｖｗ_RRのうち、非駆動輪である前左右輪速度Ｖｗ_FL、Ｖｗ_FRの平均値から自車両の車速Ｖを算出する。
Ｖ＝（Ｖｗ_FL＋Ｖｗ_FR）／２ ………（１）
次にステップＳ３で、将来の推定横変位即ち逸脱推定値Ｘｓを算出する。具体的には、前記ステップＳ１で読み込んだ自車両の走行車線に対する車両ヨー角Φ、走行車線中央からの横変位Ｘ、走行車線の曲率β及び前記ステップＳ２で算出した自車両の車速Ｖに基づいて、下記（２）式に従って逸脱推定値Ｘｓを算出する。
Ｘｓ＝Ｔｔ×Ｖ×（Φ＋Ｔｔ×Ｖ×β）＋Ｘ ………（２） Next, the process proceeds to step S2, and the vehicle speed V of the host vehicle is calculated from the average value of the front left and right wheel speeds Vw _FL and Vw _FR which are non-driven wheels among the wheel speeds Vw _{FL to} Vw _RR read in step S1. calculate.
V = (Vw _FL + Vw _FR ) / 2 (1)
Next, in step S3, a future estimated lateral displacement, that is, an estimated deviation value Xs is calculated. Specifically, based on the vehicle yaw angle Φ with respect to the travel lane of the host vehicle read in step S1, the lateral displacement X from the center of the travel lane, the curvature β of the travel lane, and the vehicle speed V of the host vehicle calculated in step S2. The deviation estimated value Xs is calculated according to the following equation (2).
Xs = Tt × V × (Φ + Tt × V × β) + X (2)

ここで、Ｔｔは前方注視距離算出用の車頭時間であり、車頭時間Ｔｔに自車両の車速Ｖを乗じると前方注視距離となる。つまり、車頭時間Ｔｔ後の走行車線中央からの横変位推定値が逸脱推定値Ｘｓとなる。後述するように、本実施形態では、この逸脱推定値Ｘｓの絶対値が所定の横変位限界値Ｘｃ以上となるときに自車両は車線逸脱傾向にあると判断する。なお、左方向逸脱時に、逸脱推定値Ｘｓは正値となる。 Here, Tt is the vehicle head time for calculating the forward gaze distance, and becomes the front gaze distance when the vehicle speed V of the host vehicle is multiplied by the vehicle head time Tt. That is, the estimated lateral displacement value from the center of the traveling lane after the vehicle head time Tt becomes the deviation estimated value Xs. As will be described later, in the present embodiment, when the absolute value of the departure estimated value Xs is equal to or greater than a predetermined lateral displacement limit value Xc, it is determined that the host vehicle is in a lane departure tendency. It should be noted that the deviation estimated value Xs becomes a positive value when deviating leftward.

次にステップＳ４で、逸脱推定値Ｘｓが予め設定した横変位限界値Ｘ_C（日本国内では高速道路の車線幅が３．３５ｍであることから、例えば０．８ｍ程度に設定する）以上であるか否かを判定し、Ｘｓ≧Ｘｃであるときには左に車線逸脱すると判断してステップＳ５に移行し、逸脱判断フラグＦ_LDを“１”にセットしてから後述するステップＳ９に移行する。 Next, in step S4, the estimated deviation value Xs is equal to or greater than a preset lateral displacement limit value X _C (in Japan, the lane width of the expressway is 3.35 m, so, for example, set to about 0.8 m). If Xs ≧ Xc, it is determined that the vehicle will deviate to the left, and the process proceeds to step S5. After the departure determination flag _FLD is set to “1”, the process proceeds to step S9 described later.

一方、Ｘｓ＜ＸｃであるときにはステップＳ６に移行して、逸脱推定値Ｘｓが横変位限界値Ｘｃの負値−Ｘｃ以下であるか否かを判定し、Ｘｓ≦−Ｘｃであるときには右に車線逸脱すると判断してステップＳ７に移行して逸脱判断フラグＦ_LDを“−１”にセットしてから後述するステップＳ９に移行する。また、Ｘｓ＞−Ｘｃであるときには車線逸脱が予測されないものと判断してステップＳ８に移行し、逸脱判断フラグＦ_LDを“０”にリセットしてからステップＳ９に移行する。 On the other hand, when Xs <Xc, the routine proceeds to step S6, where it is determined whether or not the estimated deviation value Xs is equal to or less than the negative value −Xc of the lateral displacement limit value Xc. It is determined that the vehicle departs, and the process proceeds to step S7, and the departure determination flag _FLD is set to “−1”, and then the process proceeds to step S9 described later. If Xs> −Xc, it is determined that no lane departure is predicted, and the process proceeds to step S8. After the departure determination flag _FLD is reset to “0”, the process proceeds to step S9.

ステップＳ９では、逸脱判断フラグＦ_LDが“０”にリセットされているか否かを判定し、Ｆ_LD≠０であるときにはステップＳ１０に移行し、逸脱回避のための操舵制御と制動力制御とで分担する逸脱推定値である操舵制御分担量Ｘ_STRと制動力制御分担量Ｘ_BRKとを算出する。操舵制御分担量Ｘ_STR及び制動力制御分担量Ｘ_BRKは、Ｆ_LD＝１であるときには下記（３）式をもとに、Ｆ_LD＝−１であるときには下記（４）式をもとに算出する。
Ｘ_STR＝Ｈ_STR×（Ｘｓ−Ｘｃ），
Ｘ_BRK＝Ｈ_BRK×（Ｘｓ−Ｘｃ） ………（３）
Ｘ_STR＝Ｈ_STR×（Ｘｓ＋Ｘｃ），
Ｘ_BRK＝Ｈ_BRK×（Ｘｓ＋Ｘｃ） ………（４） In step S9, it is determined whether the deviation determination flag F _LD is reset to "0", the process proceeds to step S10 when it is F _LD ≠ 0, the braking force control and steering control for departure avoidance in A steering control sharing amount X _STR and a braking force control sharing amount X _BRK which are estimated deviation values to be shared are calculated. Steering control sharing amount X _STR and the braking force control sharing amount X _BRK is, F following expression (3) based on when _LD = 1, on the basis of the following equation (4) when in the F _LD = -1 calculate.
X _STR = H _STR × (Xs−Xc),
X _BRK = H _BRK × (Xs−Xc) (3)
X _STR = H _STR × (Xs + Xc),
X _BRK = H _BRK × (Xs + Xc) (4)

ここで、Ｈ_STRは操舵制御分担比、Ｈ_BRKは制動力制御分担比であり、夫々０〜１の範囲の値であり、Ｈ_STR＋Ｈ_BRK＝１である。操舵制御分担比Ｈ_STR及び制動力制御分担比Ｈ_BRKは自車両の旋回状態に応じて設定され、図４に示す制御分担比算出マップを参照して、カメラコントローラ１４から読込んだ走行車線の曲率βに基づいて算出する。この制御分担比算出マップは、旋回が緩いほど操舵制御分担比Ｈ_STRが大きく算出され、旋回がきついほど制動力制御分担比Ｈ_BRKが大きく算出されるように設定されている。 Here, H _STR is a steering control sharing ratio, and H _BRK is a braking force control sharing ratio, each having a value in the range of 0 to 1, and H _STR + H _BRK = 1. The steering control share ratio _HSTR and the braking force control share ratio H _BRK are set in accordance with the turning state of the _host vehicle, and with reference to the control share ratio calculation map shown in FIG. Calculated based on the curvature β. This control sharing ratio calculation map is set so that the steering control sharing ratio _HSTR is calculated to be larger as the turn is slower, and the braking force control sharing ratio H _BRK is calculated to be larger as the turn is harder.

次にステップＳ１１で、逸脱を回避させるために操舵制御により操舵アクチュエータ１８に発生させる目標操舵トルクτｓを算出してから後述するステップＳ１４に移行する。目標操舵トルクτｓは、前記ステップＳ１０で算出された操舵制御分担量Ｘ_STRに基づいて、下記（５）式をもとに算出する。
τｓ＝−Ｋ_V1×Ｋ_S1×Ｘ_STR ………（５）
ここで、Ｋ_V1は車両諸元によって決まる定数であり、Ｋ_S1は車速に応じて変動するゲインである。 Next, in step S11, a target steering torque τs to be generated in the steering actuator 18 by steering control in order to avoid deviation is calculated, and then the process proceeds to step S14 described later. The target steering torque τs is calculated based on the following equation (5) based on the steering control share amount _XSTR calculated in step S10.
τs = −K _V1 × K _S1 × X _STR (5)
Here, K _V1 is a constant determined by vehicle specifications, and K _S1 is a gain that varies according to the vehicle speed.

また、前記ステップＳ９の判定結果がＦ_LD＝０であるときには、ステップＳ１２に移行して、下記（６）式をもとに操舵制御分担量Ｘ_STRと制動力制御分担量Ｘ_BRKとを０（零）に設定してからステップＳ１３に移行し、下記（７）式をもとに目標操舵トルクτｓを０（零）に設定してからステップＳ１４に移行する。
Ｘ_STR＝０，
Ｘ_BRK＝０ ………（６）
τｓ＝０ ………（７）
ステップＳ１４では、前記ステップＳ１１又はステップＳ１３で算出された目標操舵トルクτｓを操舵アクチュエータ１８に出力し、操舵トルクを発生させる。 When the determination result in step S9 is _FLD = 0, the process proceeds to step S12, where the steering control share amount _XSTR and the braking force control share amount _XBRK are set to 0 based on the following equation (6). After setting to (zero), the process proceeds to step S13, and based on the following equation (7), the target steering torque τs is set to 0 (zero), and then the process proceeds to step S14.
X _STR = 0,
X _BRK = 0 (6)
τs = 0 (7)
In step S14, the target steering torque τs calculated in step S11 or step S13 is output to the steering actuator 18 to generate a steering torque.

次に図３のステップＳ１５で、逸脱判断フラグＦ_LDが“０”にリセットされているか否かを判定し、Ｆ_LD≠０であるときにはステップＳ１６に移行して、逸脱を回避させるために制動力制御により車両に発生させる目標ヨーモーメントＭｓを算出する。目標ヨーモーメントＭｓは、前記ステップＳ１０で算出された制動力制御分担量Ｘ_BRKに基づいて、下記（８）式をもとに算出する。
Ｍｓ＝−Ｋ_V2×Ｋ_S2×Ｘ_BRK ………（８）
ここで、Ｋ_V2は車両諸元によって決まる定数であり、Ｋ_S2は車速に応じて変動するゲインである。 Next, in step S15 in FIG. 3, it is determined whether or not the departure determination flag _FLD is reset to “0”. If _FLD ≠ 0, the process proceeds to step S16 to control the departure. A target yaw moment Ms generated in the vehicle by power control is calculated. The target yaw moment Ms is calculated based on the following formula (8) based on the braking force control share amount X _BRK calculated in step S10.
Ms = −K _V2 × K _S2 × X _BRK (8)
Here, K _V2 is a constant determined by vehicle specifications, and K _S2 is a gain that varies according to the vehicle speed.

次に、逸脱を回避させるための各輪の目標制動力Ｐｓを算出する。本実施形態では、前記ステップＳ１６で算出された目標ヨーモーメントＭｓに基づいて目標制動力Ｐｓを算出する。目標ヨーモーメントＭｓが設定値Ｍｓ０より小さい場合には、後輪左右輪の制動力に差を発生させ、設定値Ｍｓ０以上である場合には、前後左右輪の制動力に差を発生させる。 Next, a target braking force Ps for each wheel for avoiding the deviation is calculated. In the present embodiment, the target braking force Ps is calculated based on the target yaw moment Ms calculated in step S16. When the target yaw moment Ms is smaller than the set value Ms0, a difference is generated between the braking forces of the left and right rear wheels, and when the target yaw moment Ms is greater than or equal to the set value Ms0, a difference is generated between the braking forces of the front and rear left and right wheels.

先ず、ステップＳ１７で、目標ヨーモーメントＭｓの絶対値｜Ｍｓ｜が設定値Ｍｓ０より小さいか否かを判定し、｜Ｍｓ｜＜ＭＳ０であるときにはステップＳ１８に移行して、下記（９）及び（１０）式をもとに目標制動液圧差ΔＰｓ_FとΔＰｓ_Rとを目標ヨーモーメントＭｓに基づいて算出する。
ΔＰｓ_F＝０ ………（９）
ΔＰｓ_R＝２×Ｋ_BR×｜Ｍｓ｜／Ｔ ………（１０） First, in step S17, it is determined whether or not the absolute value | Ms | of the target yaw moment Ms is smaller than the set value Ms0. If | Ms | <MS0, the process proceeds to step S18, and the following (9) and (9) Based on the equation (10), the target braking hydraulic pressure difference ΔPs _F and ΔPs _R are calculated based on the target yaw moment Ms.
ΔPs _F = 0 (9)
ΔPs _R = 2 × K _BR × | Ms | / T (10)

一方、｜Ｍｓ｜≧ＭＳ０であるときにはステップＳ１９に移行して、下記（１１）及び（１２）式をもとに目標制動液圧差ΔＰｓ_FとΔＰｓ_Rとを目標ヨーモーメントＭｓに基づいて算出する。
ΔＰｓ_F＝２×Ｋ_BF×（｜Ｍｓ｜−Ｍｓ０）／Ｔ ………（１１）
ΔＰｓ_R＝２×Ｋ_BR×Ｍｓ０／Ｔ ………（１２）
ここで、Ｔは前後輪同一のトレッドである。また、Ｋ_BRは制動力を制動液圧に換算する場合の換算係数であり、ブレーキ諸元により定まる。 On the other hand, when | Ms | ≧ MS0, the routine proceeds to step S19, where the target braking hydraulic pressure difference ΔPs _F and ΔPs _R are calculated based on the target yaw moment Ms based on the following equations (11) and (12). .
ΔPs _F = 2 × K _BF × (| Ms | −Ms0) / T (11)
ΔPs _R = 2 × K _BR × Ms0 / T (12)
Here, T is the same tread for the front and rear wheels. K _BR is a conversion coefficient for converting braking force into braking hydraulic pressure, and is determined by brake specifications.

次にステップＳ２０で、目標ヨーモーメントＭｓを負即ち左方向に発生させようとしているか否かを判定し、Ｍｓ＜０であるときにはステップＳ２１に移行して、前左輪の目標制動圧Ｐｓ_FLを下記（１３）式に示すようにマスタシリンダ圧Ｐｍに設定し、前右輪の目標制動圧Ｐｓ_FRを下記（１４）式に示すようにマスタシリンダ圧Ｐｍに目標制動液圧差ΔＰｓ_Fを加算した値に設定し、後左輪の目標制動圧Ｐｓ_RLを下記（１５）式に示すようにマスタシリンダ圧Ｐｍから算出される前後配分を考慮した後輪側マスタシリンダ圧Ｐｍｒに設定し、後右輪の目標制動圧Ｐｓ_RRを下記（１６）式に示すように後輪マスタシリンダ圧Ｐｍｒに後輪側目標制動液圧差ΔＰｓ_Rを加算した値に設定してから後述するステップＳ２５に移行する。
Ｐｓ_FL＝Ｐｍ ………（１３）
Ｐｓ_FR＝Ｐｍ＋ΔＰｓ_F ………（１４）
Ｐｓ_RL＝Ｐｍｒ ………（１５）
Ｐｓ_RR＝Ｐｍｒ＋ΔＰｓ_R ………（１６） In step S20, the following is determined whether an attempt to generate the target yaw moment Ms in the negative i.e. leftward, when a Ms <0 the process proceeds to step S21, the target braking pressure Ps _FL of the front left wheel As shown in the equation (13), the master cylinder pressure Pm is set, and the target braking pressure Ps _FR of the front right wheel is obtained by adding the target braking fluid pressure difference ΔPs _F to the master cylinder pressure Pm as shown in the following equation (14). The rear left wheel target braking pressure Ps _RL is set to the rear wheel side master cylinder pressure Pmr in consideration of the front / rear distribution calculated from the master cylinder pressure Pm as shown in the following equation (15). The target braking pressure Ps _RR is set to a value obtained by adding the rear wheel-side target braking hydraulic pressure difference ΔPs _R to the rear wheel master cylinder pressure Pmr as shown in the following equation (16), and then the process proceeds to step S25 described later.
Ps _FL = Pm (13)
Ps _FR = Pm + ΔPs _F (14)
Ps _RL = Pmr ......... (15)
Ps _RR = Pmr + ΔPs _R (16)

一方、前記ステップＳ２０の判定結果がＭｓ≧０であるときにはステップＳ２２に移行して、前左輪の目標制動圧Ｐｓ_FLを下記（１７）式に示すようにマスタシリンダ圧Ｐｍに前輪側目標制動液圧差ΔＰｓ_Fを加算した値に設定し、前右輪の目標制動圧Ｐｓ_FRを下記（１８）式に示すようにマスタシリンダ圧Ｐｍに設定し、後左輪の目標制動圧Ｐｓ_RLを下記（１９）式に示すように後輪側マスタシリンダ圧Ｐｍｒに後輪側目標制動液圧差ΔＰｓ_Rを加算した値に設定し、後右輪の目標制動圧Ｐｓ_RRを下記（２０）式に示すように後輪マスタシリンダ圧Ｐｍｒに設定してから後述するステップＳ２５に移行する。
Ｐｓ_FL＝Ｐｍ＋ΔＰｓ_F ………（１７）
Ｐｓ_FR＝Ｐｍ ………（１８）
Ｐｓ_RL＝Ｐｍｒ＋ΔＰｓ_R ………（１９）
Ｐｓ_RR＝Ｐｍｒ ………（２０） On the other hand, the judgment result of the step S20 is the process moves to step S22 when it is Ms ≧ 0, the front wheel target brake fluid target braking pressures Ps _FL to the master cylinder pressure Pm as shown in the following equation (17) of the front left wheel The pressure difference ΔPs _F is set to the added value, the target braking pressure Ps _FR for the front right wheel is set to the master cylinder pressure Pm as shown in the following equation (18), and the target braking pressure Ps _RL for the rear left wheel is set to the following (19 ), The rear wheel-side master cylinder pressure Pmr is set to a value obtained by adding the rear wheel-side target braking hydraulic pressure difference ΔPs _R , and the rear right wheel target braking pressure Ps _RR is expressed by the following equation (20). After the rear wheel master cylinder pressure Pmr is set, the process proceeds to step S25 described later.
Ps _FL = Pm + ΔPs _F (17)
Ps _FR = Pm ......... (18)
Ps _RL = Pmr + ΔPs _R (19)
Ps _RR = Pmr ......... (20)

また、前記ステップＳ１５の判定結果がＦ_LD＝０であるときには、ステップＳ２３に移行して下記（２１）式をもとに目標ヨーモーメントＭｓを０（零）に設定し、ステップＳ２４に移行する。
Ｍｓ＝０ ………（２１）
ステップＳ２４では、下記（２２）式に示すように、前左輪の目標制動圧Ｐｓ_FL及び前右輪の目標制動圧Ｐｓ_FRをマスタシリンダ液圧Ｐｍに設定すると共に、下記（２３）式に示すように、後左輪の目標制動圧Ｐｓ_RL及び後右輪の目標制動圧Ｐｓ_RRをマスタシリンダ圧Ｐｍから算出される前後配分を考慮した後輪マスタシリンダ圧Ｐｍｒに設定してからステップＳ２５に移行する。
Ｐｓ_FL＝Ｐｓ_FR＝Ｐｍ ………（２２）
Ｐｓ_RL＝Ｐｓ_RR＝Ｐｍｒ ………（２３）
そして、ステップＳ２５で前記ステップＳ２１、ステップＳ２２又はステップＳ２４で算出された目標制動圧Ｐｓ_FL〜Ｐｓ_RRを制動流体制御回路７に出力し、目標制動圧を発生させる。 If the determination result in step S15 is _FLD = 0, the process proceeds to step S23, the target yaw moment Ms is set to 0 (zero) based on the following equation (21), and the process proceeds to step S24. .
Ms = 0 ……… (21)
In step S24, as shown in the following equation (22) with pre-sets the target braking pressure Ps _FR of target braking pressure Ps _FL and front right wheel left wheel to the master cylinder pressure Pm, shown in the following (23) As described above, the rear left wheel target braking pressure Ps _RL and the rear right wheel target braking pressure Ps _RR are set to the rear wheel master cylinder pressure Pmr in consideration of the front-rear distribution calculated from the master cylinder pressure Pm, and then the process proceeds to step S25. To do.
Ps _FL = Ps _FR = Pm (22)
Ps _RL = Ps _RR = Pmr (23)
In step S25, the target braking pressures Ps _{FL to} Ps _RR calculated in step S21, step S22 or step S24 are output to the braking fluid control circuit 7 to generate the target braking pressure.

図２及び図３の車線逸脱防止制御処理で、ステップＳ３〜Ｓ８の処理が逸脱判断手段に対応し、ステップＳ１０及びＳ１２の処理が逸脱回避分担比算出手段に対応し、ステップＳ１１及びＳ１３の処理が操舵トルク算出手段に対応し、ステップＳ１４の処理が操舵トルク制御手段に対応し、ステップＳ１６及びＳ２３の処理がヨーモーメント算出手段に対応し、ステップＳ１７〜Ｓ２２及びＳ２４の処理が制動力制御量算出手段に対応し、ステップＳ２５の処理が制動力制御手段に対応している。 In the lane departure prevention control processing of FIGS. 2 and 3, the processing of steps S3 to S8 corresponds to the departure determination means, the processing of steps S10 and S12 corresponds to the departure avoidance sharing ratio calculation means, and the processing of steps S11 and S13. Corresponds to the steering torque calculating means, the processing in step S14 corresponds to the steering torque control means, the processing in steps S16 and S23 corresponds to the yaw moment calculating means, and the processing in steps S17 to S22 and S24 is the braking force control amount. Corresponding to the calculation means, the processing of step S25 corresponds to the braking force control means.

したがって、今、自車両が走行車線に沿って直進走行しているものとする。その場合には、図２の車線逸脱防止制御処理において、ステップＳ３で−Ｘｃ＜Ｘｓ＜Ｘｃとなる逸脱推定値Ｘｓが算出されるため、ステップＳ４からステップＳ６を経てステップＳ８で逸脱判断フラグＦ_LD＝０となって逸脱傾向にないことを示す状態となり、ステップＳ９の判定によりステップＳ１２に移行して操舵制御分担量Ｘ_STRと制動力制御分担量Ｘ_BRKとが夫々“０”に設定され、ステップＳ１３で目標操舵トルクτｓも“０”に設定される。また、ステップＳ１５の判定によりステップＳ２３に移行して目標ヨーモーメントＭｓが“０”に設定され、ステップＳ２４で各車輪５ＦＬ〜５ＲＲの目標制動圧Ｐｓ_FL〜Ｐｓ_RRには、運転者の制動操作に応じたマスタシリンダ圧Ｐｍ及びＰｍｒが夫々設定される。これにより、逸脱回避制御が作動することなく、運転者のステアリング操作に応じた走行状態が継続される。 Therefore, it is assumed that the host vehicle is traveling straight along the traveling lane. In this case, in the lane departure prevention control process of FIG. 2, the departure estimated value Xs satisfying −Xc <Xs <Xc is calculated in step S3, so that the departure determination flag F in step S8 from step S4 to step S6. a state that indicates that there is no the departure tendency becomes _LD = 0, it is set to the steering control sharing amount X _STR and the braking force control sharing amount X _BRK Togaotto s "0" and proceeds to step S12 by determining the step S9 In step S13, the target steering torque τs is also set to “0”. Further, the determination at step S15 proceeds to step S23 where the target yaw moment Ms is set to “0”. At step S24, the target braking pressures Ps _{FL to} Ps _RR of the wheels 5FL to 5RR are set to the driver's braking operation. The master cylinder pressures Pm and Pmr corresponding to are respectively set. Thereby, the driving state according to the driver's steering operation is continued without the departure avoidance control being activated.

この状態から、自車両が直線路に近い緩いカーブ路を走行し、さらに運転者の脇見によって車両が走行車線の中央位置から徐々に左方向に逸脱を始めたとする。この場合には、逸脱推定値Ｘｓが横変位限界値Ｘｃ以上となって逸脱判断フラグＦ_LD＝１、つまり自車両に走行車線から左方への逸脱傾向があることを示す状態となり、ステップＳ９の判定によりステップＳ１０に移行する。曲率βはほぼ０であるので、図４に示す制御分担比算出マップをもとに操舵制御分担量Ｘ_STRと制動力制御分担量Ｘ_BRKとがＸ_STR＝１、Ｘ_BRK＝０に設定され、ステップＳ１１で前記（５）式をもとに目標操舵トルクτｓが算出される。また、Ｘ_BRK＝０であるので、ステップＳ１６で目標ヨーモーメントＭｓが“０”に設定されて、目標制動液圧差ΔＰｓも“０”に設定されるので、ステップＳ２２で各車輪５ＦＬ〜５ＲＲの目標制動圧Ｐｓ_FL〜Ｐｓ_RRには、運転者の制動操作に応じたマスタシリンダ圧Ｐｍ及びＰｍｒが夫々設定される。これにより、制動力制御が作動することなく、ステップＳ１４で発生された操舵トルクに応じた操舵制御のみにより、逸脱回避する方向へ進路修正を行う。 From this state, it is assumed that the host vehicle travels on a gentle curve road that is close to a straight road, and that the vehicle gradually begins to deviate leftward from the center position of the travel lane due to the driver's side look. In this case, the estimated departure value Xs is equal to or greater than the lateral displacement limit value Xc, indicating a departure determination flag F _LD = 1, that is, indicating that the host vehicle has a tendency to deviate leftward from the traveling lane, step S9. With this determination, the process proceeds to step S10. Since the curvature β is almost 0, the steering control share amount X _STR and the braking force control share amount X _BRK are set to X _STR = 1 and X _BRK = 0 based on the control share ratio calculation map shown in FIG. In step S11, the target steering torque τs is calculated based on the equation (5). Further, since X _BRK = 0, the target yaw moment Ms is set to “0” in step S16, and the target brake hydraulic pressure difference ΔPs is also set to “0”. Therefore, in step S22, the wheels 5FL to 5RR are set. Master cylinder pressures Pm and Pmr corresponding to the driver's braking operation are respectively set in the target braking pressures Ps _{FL to} Ps _RR . Thus, the course correction is performed in the direction of avoiding the departure only by the steering control according to the steering torque generated in step S14 without the braking force control being activated.

自車両が急なカーブ路を走行中であり、運転者の脇見によって車両が走行車線の中央位置から徐々に左方向に逸脱を始めたとする。この場合には、逸脱推定値Ｘｓが横変位限界値Ｘｃ以上となって逸脱判断フラグＦ_LD＝１、つまり自車両に走行車線から左方への逸脱傾向があることを示す状態となり、ステップＳ９の判定によりステップＳ１０に移行する。曲率βは大きい値となっているので、図４に示す制御分担比算出マップをもとに操舵制御分担量Ｘ_STRと制動力制御分担量Ｘ_BRKとが、例えばＸ_STR＝０．４、Ｘ_BRK＝０．６に設定される。これにより、ステップＳ１１で直線路を走行している場合と比較して小さい目標操舵トルクτｓが算出される。 It is assumed that the host vehicle is traveling on a sharp curve road and the vehicle gradually begins to deviate from the center position of the traveling lane to the left by a driver's side look. In this case, the estimated departure value Xs is equal to or greater than the lateral displacement limit value Xc, indicating a departure determination flag F _LD = 1, that is, indicating that the host vehicle has a tendency to deviate leftward from the traveling lane, step S9. With this determination, the process proceeds to step S10. Since the curvature β has a large value, the steering control share amount X _STR and the braking force control share amount X _BRK are, for example, X _STR = 0.4, X based on the control share ratio calculation map shown in FIG. _BRK is set to 0.6. As a result, a smaller target steering torque τs is calculated as compared with the case where the vehicle is traveling on a straight road in step S11.

また、ステップＳ１５の判定によりステップＳ１６に移行し、目標ヨーモーメントＭｓが算出され、この目標ヨーモーメントＭｓを発生するようにステップＳ２１で右側の目標制動流体圧Ｐｓ_FR及びＰｓ_RRが大きく設定される。これにより、ステップＳ１４で発生された操舵トルクに応じた操舵制御と、ステップＳ２５で発生された制動液圧に応じた制動力制御とが作動されて、逸脱回避方向である右方向への進路修正を的確に行う。 Further, the process proceeds to step S16 it is determined in step S15, target yaw moment Ms is calculated, the right side of the target brake fluid pressure Ps _FR and Ps _RR is set larger in step S21 to generate the target yaw moment Ms . As a result, the steering control according to the steering torque generated at step S14 and the braking force control according to the brake hydraulic pressure generated at step S25 are activated, and the course is corrected in the right direction which is the departure avoidance direction. Do exactly.

このように、自車両が旋回中に走行車線から逸脱傾向にあるときには、旋回状態に応じて操舵制御による制御量と制動力制御による制御量とを調整するので、走行路が直線に近いほど操舵制御による制御量を大きくし、走行路が急カーブであるほど制動力制御による制御量を大きくして、直線路では制動力制御が抑制されて減速感等の違和感を軽減し、カーブ路では制動力制御が大きく作動されて、コーナー外側への逸脱時での車両発生横Ｇの増加などの違和感を軽減することができると共に、逸脱回避性能を向上させることができる。 In this way, when the host vehicle tends to deviate from the driving lane during a turn, the control amount by the steering control and the control amount by the braking force control are adjusted according to the turning state. The control amount by control is increased, and the control amount by braking force control is increased as the traveling road is steeper. The braking force control is suppressed on straight roads to reduce the feeling of strangeness such as deceleration, and the control is reduced on curved roads. The power control is greatly activated, so that it is possible to reduce a sense of incongruity such as an increase in the vehicle-generated lateral G when the vehicle deviates to the outside of the corner, and to improve the departure avoidance performance.

なお、上記第１の実施形態においては、道路曲率を車線検出手段としてのＣＣＤカメラ１３で捉えた画像から検出する場合について説明したが、これに限定されるものではなく、車両に搭載されたナビゲーションシステムにより検出された道路曲率を適用したり、路側インフラから路車間通信等により道路曲率を取得したりしてもよい。 In the first embodiment, the case where the road curvature is detected from the image captured by the CCD camera 13 as the lane detecting means has been described. However, the present invention is not limited to this, and the navigation mounted on the vehicle. The road curvature detected by the system may be applied, or the road curvature may be acquired from roadside infrastructure by road-to-vehicle communication or the like.

また、上記第１の実施形態においては、図４に示す制御分担比算出マップをもとに、道路曲率に応じて制御分担比を算出する場合について説明したが、これに限定されるものではなく、自車速Ｖ及び操舵角δに基づいて算出された車両旋回曲率βｖに応じて制御分担比を算出してもよい。この場合、車両旋回曲率βｖは下記（２４）式をもとに算出し、図５に示す制御分担比算出マップを参照して制御分担比Ｈを算出する。
βｖ＝Ｋ_V3×δ／Ｖ ………（２４）
ここで、Ｋ_V3は車両諸元によって決まる定数である。また、自車両の旋回状態がわかればよいので、操舵角δの代わりにヨーレートφや横加速度Ｙｇを用いてもよい。 Moreover, in the said 1st Embodiment, although the case where a control sharing ratio was calculated according to a road curvature based on the control sharing ratio calculation map shown in FIG. 4 was demonstrated, it is not limited to this. The control sharing ratio may be calculated according to the vehicle turning curvature βv calculated based on the host vehicle speed V and the steering angle δ. In this case, the vehicle turning curvature βv is calculated based on the following equation (24), and the control sharing ratio H is calculated with reference to the control sharing ratio calculation map shown in FIG.
βv = K _V3 × δ / V (24)
Here, K _V3 is a constant determined by vehicle specifications. Further, since it is only necessary to know the turning state of the host vehicle, the yaw rate φ or the lateral acceleration Yg may be used instead of the steering angle δ.

さらに、上記第１の実施形態においては、図４に示す制御分担比算出マップをもとに、道路曲率に応じて制御分担比を算出する場合について説明したが、これに限定されるものではなく、自車両の横加速度Ｙｇに直接応じて制御分担比を算出してもよい。この場合、図６に示す制御分担比算出マップを参照して制御分担比Ｈを算出する。また、横加速度Ｙｇの代わりに操舵角δやヨーレートφを用いてもよい。 Furthermore, in the first embodiment, the case where the control sharing ratio is calculated according to the road curvature based on the control sharing ratio calculation map shown in FIG. 4 is described, but the present invention is not limited to this. The control sharing ratio may be calculated directly according to the lateral acceleration Yg of the host vehicle. In this case, the control sharing ratio H is calculated with reference to the control sharing ratio calculation map shown in FIG. Further, the steering angle δ or the yaw rate φ may be used instead of the lateral acceleration Yg.

次に、本発明の第２の実施形態について説明する。
この第２の実施形態は、操舵制御分担量Ｘ_STRと制動力制御分担量Ｘ_BRKとを、旋回中の逸脱方向（旋回内側／外側）に応じて設定するようにしたものである。
コントロールユニット８で実行する車線逸脱防止制御処理の前半部を、図７に示すように、前述した第１の実施形態における図３のステップＳ９の前に、逸脱方向を判断するステップＳ３１〜Ｓ３８を追加し、ステップＳ１０の処理を図８に示す制御分担比算出マップを参照して制御分担比を算出するステップＳ３９に置換したことを除いては、前述した図３の処理と同様の処理を実行するため、図３との対応部分には同一符号を付し、その詳細な説明は省略する。 Next, a second embodiment of the present invention will be described.
In the second embodiment, the steering control share amount _XSTR and the braking force control share amount X _BRK are set according to the departure direction during turning (inside / outside of turning).
As shown in FIG. 7, the first half of the lane departure prevention control process executed by the control unit 8 includes steps S31 to S38 for determining the departure direction before step S9 in FIG. 3 in the first embodiment described above. The process similar to the process of FIG. 3 described above is executed except that the process of step S10 is replaced with step S39 of calculating the control share ratio with reference to the control share ratio calculation map shown in FIG. Therefore, the same reference numerals are given to the corresponding parts to those in FIG.

先ず、ステップＳ３１で逸脱判断フラグＦ_LDが左方への逸脱傾向があることを示す“１”にセットされているか否かを判定し、Ｆ_LD＝１であるときにはステップＳ３２に移行して曲率βが負であるか否かを判定する。β≧０であるときには右旋回であるので、旋回外側への逸脱であると判断してステップＳ３３に移行して、旋回方向判断フラグＦ_CRVを“−１”にセットし、β＜０であるときには左旋回であるので、旋回内側への逸脱であると判断してステップＳ３４に移行して、旋回方向判断フラグＦ_CRVを“１”にセットして前記ステップＳ９に移行する。 First, in step S31, it is determined whether or not the deviation determination flag _FLD is set to "1" indicating that there is a tendency to deviate to the left. If _FLD = 1, the process proceeds to step S32 and curvature is determined. It is determined whether or not β is negative. When β ≧ 0, since the vehicle is turning right, it is determined that the vehicle has deviated to the outside of the turn, the process proceeds to step S33, the turning direction determination flag F _CRV is set to “−1”, and β <0. Since there is a left turn at a certain time, it is determined that it is a deviation to the inside of the turn, the process proceeds to step S34, the turn direction determination flag F _CRV is set to “1”, and the process _proceeds to step S9.

また、前記ステップＳ３１の判定結果がＦ_LD≠１であるときには、ステップＳ３５に移行し、逸脱判断フラグＦ_LDが右方への逸脱傾向があることを示す“−１”にセットされているか否かを判定する。Ｆ_LD＝−１であるときにはステップＳ３６に移行して、曲率βが負であるか否かを判定し、β≧０であるときには右旋回であるので、旋回内側への逸脱であると判断してステップＳ３７に移行して、旋回方向判断フラグＦ_CRVを“１”にセットし、前記ステップＳ９に移行する。一方、β＜０であるときには左旋回であるので、旋回外側への逸脱であると判断してステップＳ３８に移行して、旋回方向判断フラグＦ_CRVを“−１”にセットして前記ステップＳ９に移行する。 If the determination result in step S31 is _FLD ≠ 1, the process proceeds to step S35, and whether or not the departure determination flag _FLD is set to "-1" indicating that there is a tendency of departure to the right. Determine whether. When F _LD = −1, the routine proceeds to step S36, where it is determined whether or not the curvature β is negative, and when β ≧ 0, since it is a right turn, it is determined that the deviation is inside the turn. Then, the process proceeds to step S37, the turning direction determination flag F _CRV is set to “1”, and the process _proceeds to step S9. On the other hand, when β <0, since the vehicle is turning left, it is determined that the vehicle has deviated to the outside of the turn, the process proceeds to step S38, the turn direction determination flag F _CRV is set to “−1”, and step S9 is performed. Migrate to

前記ステップＳ９の判定によりＦ_LD≠０であると判断されたときには、ステップＳ３９に移行して、図８に示す制御分担比算出マップを参照して、カメラコントローラ１４から読込んだ走行車線の曲率βに基づいて操舵制御分担比Ｈ_STR及び制動力制御分担比Ｈ_BRKを算出する。ここで、旋回方向判断フラグＦ_CRVが旋回外側への逸脱であることを示す“−１”にセットされているときには図８（ａ）に示す旋回外側用制御分担比算出マップを参照し、旋回方向判断フラグＦ_CRVが旋回内側への逸脱であることを示す“１”にセットされているときには図８（ｂ）に示す旋回内側用制御分担比算出マップを参照する。 If it is determined in step S9 that F _LD ≠ 0, the process proceeds to step S39, and the curvature of the travel lane read from the camera controller 14 is referred to by referring to the control share ratio calculation map shown in FIG. Based on β, a steering control sharing ratio _HSTR and a braking force control sharing ratio H _BRK are calculated. Here, when the turning direction determination flag F _CRV is set to “−1” indicating that it is a deviation to the outside of the turn, the turning-side control sharing ratio calculation map shown in FIG. When the direction determination flag F _CRV is set to “1” indicating that the vehicle is deviating to the inside of the turn, the control sharing ratio calculation map for turning inside shown in FIG. 8B is referred to.

この旋回外側用制御分担比算出マップは、旋回が緩いほど操舵制御分担比Ｈ_STRが大きく算出され、旋回がきついほど制動力制御分担比Ｈ_BRKが大きく算出されるように設定されており、旋回内側用制御分担比算出マップは、旋回状態に関わらずＨ_STR＝１、Ｈ_BRK＝０として算出されるように設定されている。
図７のステップＳ３１〜Ｓ３８の処理が逸脱方向検出手段に対応している。 The control sharing ratio calculation map for the outside of the turn is set so that the steering control share ratio _HSTR is calculated to be larger as the turn is slower, and the braking force control share ratio H _BRK is calculated to be larger as the turn is harder. The inside control sharing ratio calculation map is set so that H _STR = 1 and H _BRK = 0 are calculated regardless of the turning state.
The processing of steps S31 to S38 in FIG. 7 corresponds to the departure direction detecting means.

したがって、今、自車両が左カーブ路を走行中であり、運転者の脇見によって車両が走行車線の中央位置から徐々に右方向に逸脱を始めたとする。この場合には、ステップＳ６の判定によりステップＳ７で逸脱判断フラグＦ_LDが“−１”にセットされ、曲率βは負であるので、ステップＳ３５からステップＳ３６に移行して、ステップＳ３６の判定によりステップＳ３８で旋回方向判断フラグＦ_CRVが旋回外側への逸脱であることを示す“−１”にセットされる。これにより、ステップＳ３９で図８（ａ）に示す旋回外側用制御分担比算出マップをもとに、曲率βの大きさに応じた操舵制御分担比Ｈ_STR及び制動力制御分担比Ｈ_BRKが算出され、これらの制御分担比に応じた操舵制御と制動力制御とが作動されて、逸脱回避方向である左方向への進路修正を的確に行う。 Therefore, it is assumed that the host vehicle is currently traveling on the left curve road and that the vehicle gradually starts to deviate from the center position of the traveling lane to the right by the driver's side look. In this case, the departure determination flag _FLD is set to “−1” in step S7 by the determination in step S6, and the curvature β is negative. Therefore, the process proceeds from step S35 to step S36, and the determination in step S36. In step S38, the turning direction determination flag F _CRV is set to "-1" indicating that the turning is outside the turning. Thus, in step S39, the steering control sharing ratio _HSTR and the braking force control sharing ratio H _BRK corresponding to the magnitude of the curvature β are calculated based on the control sharing ratio calculation map for the outside of the turn shown in FIG. Then, the steering control and the braking force control according to these control sharing ratios are operated, and the course correction in the left direction which is the departure avoidance direction is accurately performed.

一方、自車両が左カーブ路を走行中であり、運転者の脇見によって車両が走行車線の中央位置から徐々に左方向に逸脱を始めたとする。この場合には、ステップＳ４の判定によりステップＳ５で逸脱判断フラグＦ_LDが“１”にセットされ、曲率βは負であるので、ステップＳ３１からステップＳ３２に移行して、ステップＳ３２の判定によりステップＳ３４で旋回方向判断フラグＦ_CRVが旋回内側への逸脱であることを示す“１”にセットされる。これにより、ステップＳ３９で図８（ｂ）に示す旋回内側用制御分担比算出マップをもとに、操舵制御分担比Ｈ_STRが“１”、制動力制御分担比Ｈ_BRKが“０”に設定され、操舵制御のみが作動されて、逸脱回避方向である右方向への進路修正を的確に行う。 On the other hand, it is assumed that the host vehicle is traveling on a left curved road and the vehicle gradually begins to deviate leftward from the center position of the traveling lane due to the driver's side look. In this case, the departure determination flag _FLD is set to “1” in step S5 by the determination in step S4, and the curvature β is negative. Therefore, the process proceeds from step S31 to step S32, and the determination in step S32 In S34, the turning direction determination flag _FCRV is set to "1" indicating that the turning is inward. Thus, in step S39, the steering control sharing ratio _HSTR is set to “1” and the braking force control sharing ratio H _BRK is set to “0” based on the control sharing ratio calculation map for turning inside shown in FIG. 8B. Then, only the steering control is activated, and the course correction in the right direction, which is the departure avoidance direction, is accurately performed.

このように、自車両が旋回中に走行車線から逸脱傾向にあるときには、逸脱方向（旋回内側／外側）に応じて操舵制御による制御量と制動力制御による制御量とを調整するので、旋回外側へ逸脱傾向にあるときには、走行車線の曲率に応じて操舵制御による制御量と制動力制御による制御量とを設定し、旋回内側へ逸脱傾向にあるときには、制動力制御による制御量を零に設定して操舵制御のみによる制御を行うので、旋回外側への逸脱時においては、自車両の車速を低下させて車両の発生横Ｇの増加を抑制することができると共に、逸脱回避性能を向上することができる。
なお、上記第２の実施形態においては、旋回内側へ逸脱傾向があると判断されたときに、図８（ｂ）に示す旋回内側用制御分担比算出マップを参照して制御分担比を算出する場合について説明したが、これに限定されるものではなく、マップを参照せずにＨ_STR＝１、Ｈ_BRK＝０の固定値としてもよい。 Thus, when the host vehicle tends to deviate from the driving lane during a turn, the control amount by the steering control and the control amount by the braking force control are adjusted according to the departure direction (inside / outside of the turn). When there is a tendency to deviate, the control amount by steering control and the control amount by braking force control are set according to the curvature of the traveling lane, and when there is a tendency to deviate inside the turn, the control amount by braking force control is set to zero Since the control is performed only by the steering control, when the vehicle deviates to the outside of the turn, the vehicle speed of the host vehicle can be reduced to suppress the increase in the generated lateral G of the vehicle, and the departure avoidance performance can be improved. Can do.
In the second embodiment, when it is determined that there is a tendency to deviate to the inside of the turn, the control share ratio is calculated with reference to the turn inside control share ratio calculation map shown in FIG. Although the case has been described, the present invention is not limited to this, and a fixed value of H _STR = 1 and H _BRK = 0 may be used without referring to the map.

また、上記第２の実施形態においては、ステップＳ３９で旋回方向判断フラグに応じて図８（ａ）又は（ｂ）の制御分担比算出マップの参照切り替えを行う場合について説明したが、これに限定されるものではなく、逸脱判断フラグに応じて制御分担比算出マップの参照切り替えを行うようにしてもよい。この場合には、逸脱判断フラグＦ_LDが左方向への逸脱を示す“１”にセットされているときには、図９（ａ）に示す左逸脱用制御分担比算出マップを参照し、逸脱判断フラグＦ_LDが右方向への逸脱を示す“−１”にセットされているときには、図９（ｂ）に示す右脱用制御分担比算出マップを参照する。 Moreover, in the said 2nd Embodiment, although the case where reference switching of the control share ratio calculation map of FIG. 8 (a) or (b) was performed according to a turning direction judgment flag in step S39 was demonstrated, it is limited to this. Instead, reference switching of the control sharing ratio calculation map may be performed according to the departure determination flag. In this case, when the departure determination flag _FLD is set to “1” indicating the departure in the left direction, the departure determination flag is referred to by referring to the control distribution ratio calculation map for left departure shown in FIG. When _FLD is set to “−1” indicating a deviation in the right direction, the right-use control sharing ratio calculation map shown in FIG. 9B is referred to.

この左逸脱用制御分担比算出マップは、β＜０であるときには旋回状態に関わらずＨ_STR＝１、Ｈ_BRK＝０に設定され、β≧０であるときには旋回が緩いほど操舵制御分担比Ｈ_STRが大きく算出され、旋回がきついほど制動力制御分担比Ｈ_BRKが大きく算出されるように設定されている。また、右逸脱用制御分担比算出マップは、β＜０であるときには旋回が緩いほど操舵制御分担比Ｈ_STRが大きく算出され、旋回がきついほど制動力制御分担比Ｈ_BRKが大きく算出されるように設定され、β≧０であるときには旋回状態に関わらずＨ_STR＝１、Ｈ_BRK＝０に設定されている。これにより、図８に示す制御分担比算出マップを参照した場合と同様に、旋回外側へ逸脱傾向にあるときには、走行車線の曲率に応じて操舵制御による制御量と制動力制御による制御量とを設定し、旋回内側へ逸脱傾向にあるときには、制動力制御による制御量を零に設定して操舵制御のみによる制御を行うことができる。 This left departure control sharing ratio calculation map is set such that H _STR = 1 and H _BRK = 0 regardless of the turning state when β <0, and when β ≧ 0, the steering control sharing ratio H increases as the turning becomes looser. _{The STR} is calculated to be large, and the braking force control sharing ratio H _BRK is set to be large as the turning becomes harder. Further, in the right departure control share ratio calculation map, when β <0, the steering control share ratio _HSTR is calculated to be larger as the turn is slower, and the braking force control share ratio H _BRK is calculated to be greater as the turn is harder. When β ≧ 0, H _STR = 1 and H _BRK = 0 are set regardless of the turning state. Thus, as in the case of referring to the control share ratio calculation map shown in FIG. 8, when there is a tendency to deviate to the outside of the turn, the control amount by the steering control and the control amount by the braking force control are set according to the curvature of the traveling lane. When set and tend to deviate to the inside of the turn, the control amount by the braking force control can be set to zero and the control only by the steering control can be performed.

次に、本発明の第３の実施形態について説明する。
この第３の実施形態は、操舵制御分担量Ｘ_STRと制動力制御分担量Ｘ_BRKとを、逸脱推定値Ｘｓの大きさに応じて設定するようにしたものである。
コントロールユニット８で実行する車線逸脱防止制御処理の前半部を、図１０に示すように、前述した第１の実施形態における図３のステップＳ９の前に、操舵制御分担量Ｘ_STRと制動力制御分担量Ｘ_BRKとの和としての逸脱推定量Ｘ_LDを算出するするステップＳ４１〜Ｓ４５を追加し、ステップＳ１０の処理を図１１に示す制御分担量算出マップを参照して制御分担量を算出するステップＳ４６に置換したことを除いては、前述した図３の処理と同様の処理を実行するため、図３との対応部分には同一符号を付し、その詳細な説明は省略する。 Next, a third embodiment of the present invention will be described.
In the third embodiment, the steering control share amount _XSTR and the braking force control share amount X _BRK are set according to the magnitude of the deviation estimated value Xs.
As shown in FIG. 10, the first half of the lane departure prevention control process executed by the control unit 8 is performed before the step S9 of FIG. 3 in the first embodiment described above and the steering control share amount _XSTR and the braking force control. Steps S41 to S45 for calculating the deviation estimated amount X _LD as the sum of the shared amount X _BRK are added, and the process of step S10 is calculated with reference to the control shared amount calculation map shown in FIG. Except for the replacement with step S46, the same processing as the processing of FIG. 3 described above is executed, and therefore, the corresponding parts with FIG.

先ず、ステップＳ４１で逸脱判断フラグＦ_LDが左方向への逸脱を示す“１”にセットされているか否かを判定し、Ｆ_LD＝１であるときにはステップＳ４２に移行して、逸脱推定量Ｘ_LD（＝Ｘ_STR＋Ｘ_BRK）を下記（２５）式をもとに算出して前記ステップＳ９に移行する。
Ｘ_LD＝Ｘｓ−Ｘｃ ………（２５）
前記ステップＳ４１の判定結果がＦ_LD≠１であるときにはステップＳ４３に移行して、逸脱判断フラグＦ_LDが右方向への逸脱を示す“−１”にセットされているか否かを判定する。Ｆ_LD＝−１であるときにはステップＳ４４に移行して、逸脱推定量Ｘ_LDを下記（２６）式をもとに算出して前記ステップＳ９に移行する。
Ｘ_LD＝Ｘｓ＋Ｘｃ ………（２６） First, in step S41, it is determined whether or not the departure determination flag _FLD is set to "1" indicating a departure in the left direction. If _FLD = 1, the flow proceeds to step S42, and the departure estimated amount X _LD (= X _STR + X _BRK ) is calculated based on the following equation (25), and the process proceeds to step S9.
X _LD = Xs−Xc (25)
When the determination result in step S41 is _FLD ≠ 1, the process proceeds to step S43, and it is determined whether or not the departure determination flag _FLD is set to "-1" indicating a rightward departure. When F _LD = −1, the routine proceeds to step S44, where the deviation estimated amount X _LD is calculated based on the following equation (26), and the routine proceeds to step S9.
X _LD = Xs + Xc (26)

一方、前記ステップＳ４３の判定結果がＦ_LD≠−１であるときにはステップＳ４５に移行して、逸脱推定量Ｘ_LDを下記（２７）式をもとに０（零）に設定して前記ステップＳ９に移行する。
Ｘ_LD＝０ ………（２７）
そして、ステップＳ９の判定によりＦ_LD≠０であると判断されたときには、ステップＳ４６に移行して、図１１に示す制御分担量算出マップを参照し、逸脱推定量Ｘ_LDに応じて操舵制御分担量Ｘ_STRと制動力制御分担量Ｘ_BRKとを算出する。この制御分担量算出マップは、逸脱推定量Ｘ_LDが小さいほど操舵制御分担量Ｘ_STRが大きく算出され、逸脱推定量Ｘ_LDが大きくなるにつれて、制動力制御分担量Ｘ_BRKが大きく算出されるように設定されている。 On the other hand, when the determination result in step S43 is _FLD ≠ -1, the process proceeds to step S45, where the deviation estimated amount _XLD is set to 0 (zero) based on the following equation (27), and the step S9. Migrate to
X _LD = 0 ......... (27)
If it is determined in step S9 that F _LD ≠ 0, the process proceeds to step S46, and the control share calculation map shown in FIG. 11 is referred to, and the steering control share according to the deviation estimated amount X _LD. An amount X _STR and a braking force control share amount X _BRK are calculated. The control allocation amount calculation map deviation estimated amount X _LD is small enough steering control sharing amount X _STR is calculated larger, as deviation estimated amount X _LD increases, so that the braking-force control sharing amount X _BRK is calculated largely Is set to

図１０のステップＳ４１〜Ｓ４５の処理が逸脱量検出手段に対応している。
したがって、今、自車両が走行車線から僅かに左方向に逸脱して走行中であるものとする。この場合には、ステップＳ４１で逸脱推定量Ｘ_LDが小さく算出され、ステップＳ４６で、この逸脱推定量Ｘ_LDに応じて、図１１に示す制御分担量算出マップをもとに操舵制御による制御量が制動力制御による制御量より大きくなるような操舵制御分担量Ｘ_STR及び制動力制御分担量Ｘ_BRKが算出される。これにより制動力制御の作動を抑制しつつ、操舵制御により逸脱回避方向への進路修正を的確に行う。 The processing of steps S41 to S45 in FIG. 10 corresponds to the deviation amount detection means.
Accordingly, it is assumed that the host vehicle is currently traveling slightly deviating leftward from the travel lane. In this case, deviation estimated amount X _LD is calculated smaller in step S41, in step S46, in response to the deviation estimated amount X _LD, the control amount by based on the steering control control sharing amount calculation map shown in FIG. 11 The steering control share amount _XSTR and the braking force control share amount X _BRK are calculated such that becomes larger than the control amount by the braking force control. Thus, the course correction in the departure avoidance direction is accurately performed by the steering control while suppressing the operation of the braking force control.

一方、自車両が走行車線から大幅に左方向に逸脱して走行中であるものとする。この場合には、ステップＳ４１で逸脱推定量Ｘ_LDが大きく算出され、ステップＳ４６で、この逸脱推定量Ｘ_LDに応じて、図１１に示す制御分担量算出マップをもとに逸脱量が小さい場合と比較して制動力制御による制御量が大きくなるような操舵制御分担量Ｘ_STR及び制動力制御分担量Ｘ_BRKが算出される。これにより制動力制御を大きく作動して逸脱回避方向への進路修正を的確に行う。 On the other hand, it is assumed that the host vehicle is traveling far from the traveling lane in the left direction. In this case, the deviation estimation amount X _LD is calculated to be large in step S41, and the deviation amount is small in step S46 based on the control sharing amount calculation map shown in FIG. 11 according to the deviation estimation amount X _LD . The steering control sharing amount _XSTR and the braking force control sharing amount X _BRK are calculated so that the control amount by the braking force control is larger than the braking force control. As a result, the braking force control is actuated greatly and the course in the departure avoidance direction is accurately corrected.

このように、自車両が走行車線から逸脱傾向にあるときには、逸脱量に応じて操舵制御による制御量と制動力制御による制御量とを調整するので、逸脱量が小さいほど各制御による制御量の和を小さく設定すると共に、制動力制御による制御量を小さく設定し、逸脱量が大きいほど各制御による制御量の和を大きく設定すると共に、制動力制御による制御量を大きく設定して、逸脱量が小さい場合において制動力制御が大きく作動することによる減速感等の違和感や、逸脱量が大きい場合において制動力制御が大きく作動しない等の不安感を軽減することができると共に、逸脱回避性能を向上して安定走行を確保することができる。 As described above, when the host vehicle tends to depart from the driving lane, the control amount by the steering control and the control amount by the braking force control are adjusted according to the departure amount. Set the sum to a small value, set the control amount by the braking force control to a small value, set the control amount by the control force to a large value as the deviation amount increases, and set the control amount by the braking force control to a large value. When the brake force control is small, it is possible to reduce the uncomfortable feeling such as a feeling of deceleration due to the large braking force control, and the anxiety that the braking force control does not operate greatly when the deviation amount is large, and improve the departure avoidance performance. Thus, stable running can be ensured.

次に、本発明の第４の実施形態について説明する。
この第４の実施形態は、逸脱推定量Ｘ_LDが所定値以下の場合に、逸脱回避制御を操舵制御のみで行い、逸脱推定量Ｘ_LDが所定値より大きい場合に、所定値分を操舵制御分担量Ｘ_STRとし、所定値との差分を制動力制御分担量Ｘ_BRKとして設定するようにしたものである。 Next, a fourth embodiment of the present invention will be described.
In the fourth embodiment, when the estimated departure amount X _LD is less than or equal to a predetermined value, the departure avoidance control is performed only by the steering control, and when the estimated departure amount X _LD is larger than the predetermined value, the predetermined amount is steered. A shared amount X _STR is set, and a difference from a predetermined value is set as a braking force control shared amount X _BRK .

コントロールユニット８で実行する車線逸脱防止制御処理の前半部を、図１２に示すように、前述した第３の実施形態における図１０のステップＳ９の後に、逸脱量分担閾値Ｘ_THを算出するするステップＳ５１を追加し、ステップＳ４６の処理を図１３に示す制御分担量算出マップを参照して制御分担量を算出するステップＳ５２に置換したことを除いては、前述した図１０の処理と同様の処理を実行するため、図１０との対応部分には同一符号を付し、その詳細な説明は省略する。 As shown in FIG. 12, the first half of the lane departure prevention control process executed by the control unit 8 is a step of calculating a departure amount sharing threshold value X _TH after step S9 of FIG. 10 in the third embodiment described above. A process similar to the process of FIG. 10 described above except that S51 is added and the process of step S46 is replaced with step S52 of calculating the control share amount with reference to the control share amount calculation map shown in FIG. Therefore, the same reference numerals are assigned to the parts corresponding to those in FIG. 10, and the detailed description thereof is omitted.

先ず、前記ステップＳ９の判定によりＦ_LD≠０であると判断されたときには、ステップＳ５１に移行して、下記（２８）式をもとに、予め設定された操舵トルク設定値τｓ_limに基づいて逸脱量分担閾値Ｘ_THを算出してからステップＳ５２に移行する。
Ｘ_TH＝−τｓ_lim／（Ｋ_V1×Ｋ_S1） ………（２８）
このように、逸脱量分担閾値Ｘ_THは前記（５）式を逆算した値として算出される。 First, when the it is determined that the F _LD ≠ 0 is determined in step S9, the process proceeds to step S51, on the basis of the following equation (28), on the basis of the preset steering torque set value .tau.s _lim After calculating the deviation amount sharing threshold value X _TH , the process proceeds to step S52.
X _TH = −τs _lim / (K _V1 × K _S1 ) ………… (28)
As described above, the deviation amount sharing threshold value _XTH is calculated as a value obtained by reversely calculating the equation (5).

そして、ステップＳ５２では、図１３に示す制御分担量算出マップを参照し、逸脱推定量Ｘ_LDと逸脱量分担閾値Ｘ_THとに応じて操舵制御分担量Ｘ_STR及び制動力制御分担量Ｘ_BRKを算出する。
この制御分担量算出マップは、逸脱推定量｜Ｘ_LD｜が逸脱量分担閾値Ｘ_TH以下であるときには、制動力制御分担量Ｘ_BRKを零として算出し、逸脱推定量｜Ｘ_LD｜が逸脱量分担閾値Ｘ_THより大きいときには、逸脱量分担閾値Ｘ_TH分を操舵制御分担量Ｘ_STR、逸脱推定量Ｘ_LDと逸脱量分担閾値Ｘ_THとの差分を制動力制御分担量Ｘ_BRKとして算出するように設定されている。 Then, in step S52, with reference to control sharing amount calculation map shown in FIG. 13, the steering control sharing amount X _STR and the braking force control sharing amount X _BRK depending on the deviation estimated amount X _LD and Deviations sharing threshold X _TH calculate.
When the deviation estimated amount | X _LD | is equal to or less than the deviation amount sharing threshold value X _TH , this control sharing amount calculation map calculates the braking force control sharing amount X _BRK as zero, and the deviation estimated amount | X _LD | when larger share threshold X _TH is, to calculate a deviation amount share threshold X _TH min steering control sharing amount X _STR, the difference between the deviation estimated amount X _LD as a departure amount share threshold X _TH as a braking force control sharing amount X _BRK Is set to

すなわち、操舵制御分担量Ｘ_STRは図１３（ａ）をもとに算出し、制動力制御分担量Ｘ_BRKは図１３（ｂ）をもとに算出することになる。
したがって、今、自車両が走行車線から左側に逸脱し、Ｘ_LD≦Ｘ_THとなるような比較的小さな逸脱量で走行中であるとする。この場合には、ステップＳ５２で図１３（ａ）をもとにＸ_STR＝Ｘ_LDとなるような操舵制御分担量Ｘ_STRが算出され、図１３（ｂ）をもとにＸ_BRK＝０となるような制動力制御分担量Ｘ_BRKが算出される。これにより、制動力制御が作動することなく、操舵制御の操舵トルクのみにより逸脱回避方向への進路修正を的確に行う。 That is, the steering control share amount _XSTR is calculated based on FIG. 13A, and the braking force control share amount X _BRK is calculated based on FIG. 13B.
Therefore, it is assumed that the host vehicle deviates leftward from the traveling lane and is traveling with a relatively small deviation amount such that X _LD ≦ X _TH . In this case, the steering control share amount X _STR such that X _STR = X _LD is calculated based on FIG. 13A in step S52, and X _BRK = 0 based on FIG. 13B. The braking force control share amount X _BRK is calculated as _follows . Thereby, the course correction in the departure avoidance direction is accurately performed only by the steering torque of the steering control without operating the braking force control.

一方、自車両が走行車線から左側に逸脱し、Ｘ_LD＞Ｘ_THとなるような比較的大きな逸脱量で走行中であるとする。この場合には、ステップＳ５２で図１３（ａ）をもとにＸ_STR＝Ｘ_THとなるような操舵制御分担量Ｘ_STRが算出され、図１３（ｂ）をもとにＸ_BRK＝Ｘ_LD−Ｘ_THとなるような制動力制御分担量Ｘ_BRKが算出される。これにより、操舵制御と制動力制御が共に作動されて逸脱回避方向への進路修正を的確に行う。 On the other hand, it is assumed that the host vehicle deviates from the traveling lane to the left side and is traveling with a relatively large deviation amount such that X _LD > X _TH . In this case, the steering control share amount X _STR such that X _STR = X _TH is calculated based on FIG. 13A in step S52, and X _BRK = X _LD based on FIG. 13B. The braking force control share amount X _BRK is calculated so as to be −X _TH . Thereby, both the steering control and the braking force control are operated, and the course in the departure avoidance direction is accurately corrected.

また、自車両が走行車線から右側に逸脱し、Ｘ_LD＜−Ｘ_THとなるような比較的大きな逸脱量で走行中であるとする。この場合には、ステップＳ５２で図１３（ａ）をもとにＸ_STR＝−Ｘ_THとなるような操舵制御分担量Ｘ_STRが算出され、図１３（ｂ）をもとにＸ_BRK＝Ｘ_LD＋Ｘ_THとなるような制動力制御分担量Ｘ_BRKが算出される。これにより、操舵制御と制動力制御が共に作動されて逸脱回避方向への進路修正を的確に行う。 Further, it is assumed that the host vehicle deviates from the traveling lane to the right side and is traveling with a relatively large deviation amount such that X _LD <−X _TH . In this case, in step S52, the steering control share amount X _STR such that X _STR = −X _TH is calculated based on FIG. 13A, and X _BRK = X is calculated based on FIG. 13B. A braking force control share amount X _BRK that _satisfies _LD + X _TH is calculated. Thereby, both the steering control and the braking force control are operated, and the course in the departure avoidance direction is accurately corrected.

このように、自車両が走行車線から逸脱傾向にあるときには、逸脱量に応じて操舵制御による制御量と制動力制御による制御量とを調整するので、逸脱量が小さいほど各制御による制御量の和を小さく設定すると共に、制動力制御による制御量を零に設定し、逸脱量が大きいほど各制御による制御量の和を大きく設定すると共に、制動力制御による制御量を大きく設定して、逸脱量が小さい場合において制動力制御が作動することによる減速感等の違和感や、逸脱量が大きい場合において制動力制御が大きく作動しない等の不安感を軽減することができると共に、逸脱回避性能を向上して安定走行を確保することができる。 As described above, when the host vehicle tends to depart from the driving lane, the control amount by the steering control and the control amount by the braking force control are adjusted according to the departure amount. Set the control amount by braking force control to zero, set the control amount by braking force control to zero, set the sum of the control amounts by each control to be larger, and set the control amount by braking force control to be larger It is possible to reduce the sense of incongruity such as the feeling of deceleration caused by the braking force control being activated when the amount is small, and the anxiety that the braking force control is not largely activated when the amount of deviation is large, as well as improving departure avoidance performance. Thus, stable running can be ensured.

なお、上記第４の実施形態においては、ステップＳ５１で前記（２８）式をもとに逸脱量分担閾値Ｘ_THを算出する場合について説明したが、これに限定されるものではなく、図１４に示すような逸脱量分担閾値算出マップを参照し、タイヤのスリップ率等から算出される路面摩擦係数μに応じて逸脱量分担閾値Ｘ_THを算出するようにしてもよい。この逸脱量分担閾値算出マップは、路面摩擦係数μが大きくなるほど逸脱量分担閾値Ｘ_THが大きく算出されるように設定されている。
これにより、路面摩擦係数μが小さいときには逸脱量分担閾値Ｘ_THが小さく設定されるので、同じ逸脱量でも路面摩擦係数μが大きい場合と比較して、制動力制御分担量Ｘ_BRKが大きく算出されるため、制動力を大きく発生して確実に走行車線からの逸脱を回避することができる。 In the fourth embodiment, the case where the deviation amount sharing threshold value _XTH is calculated based on the equation (28) in step S51 has been described. However, the present invention is not limited to this. The deviation amount sharing threshold value X _TH may be calculated according to the road surface friction coefficient μ calculated from the slip ratio of the tire or the like with reference to a deviation amount sharing threshold value calculation map as shown in FIG. The deviation amount sharing threshold value calculation map is set so that the deviation amount sharing threshold value _XTH is calculated to be larger as the road surface friction coefficient μ increases.
Thus, when the road surface friction coefficient μ is small, the deviation amount sharing threshold value X _TH is set to be small, so that the braking force control sharing amount X _BRK is greatly calculated as compared with the case where the road surface friction coefficient μ is large even with the same deviation amount. Therefore, a large braking force can be generated to reliably avoid a deviation from the traveling lane.

次に、本発明の第５の実施形態について説明する。
この第５の実施形態は、操舵制御分担量Ｘ_STRと制動力制御分担量Ｘ_BRKとを、路面勾配の大きさに応じて設定するようにしたものである。
コントロールユニット８で実行する車線逸脱防止制御処理の前半部を、図１５に示すように、前述した第１の実施形態における図３のステップＳ９の前に、自車走行車線の勾配推定量Ｓｌｏｐｅを推定するステップＳ６１を追加し、ステップＳ１０の処理を図１６に示す制御分担量算出マップを参照して制御分担量を算出するステップＳ６２に置換したことを除いては、前述した図３の処理と同様の処理を実行するため、図３との対応部分には同一符号を付し、その詳細な説明は省略する。 Next, a fifth embodiment of the present invention will be described.
In the fifth embodiment, the steering control share amount _XSTR and the braking force control share amount X _BRK are set according to the magnitude of the road surface gradient.
As shown in FIG. 15, the first half of the lane departure prevention control process executed by the control unit 8 is performed by setting the estimated amount of slope Slope of the host vehicle lane before step S9 in FIG. 3 in the first embodiment described above. The process of FIG. 3 described above is the same as the process of FIG. 3 described above except that step S61 for estimation is added and the process of step S10 is replaced with step S62 of calculating the control share with reference to the control share calculation map shown in FIG. In order to execute the same processing, the same reference numerals are given to the corresponding parts to those in FIG. 3, and the detailed description thereof is omitted.

ステップＳ６１では、先ず、駆動軸トルクＴ_wとエンジントルク推定値Ｔｅとの関係を算出する。トルクコンバータのトルク増幅率をＲ_t、自動変速機ギヤ比をＲ_at、ディファレンシャルギヤ比をＲ_def、エンジンイナーシャをＪｅ、エンジン回転数をＮｅとすると、駆動軸トルクＴ_wとエンジントルク推定値Ｔｅとの関係は次式で表される。
Ｔ_w＝Ｒ_tＲ_atＲ_def｛Ｔｅ−Ｊｅ（ｄＮｅ／ｄｔ）｝ ………（２９） In step S61, first calculates the relationship between the drive shaft torque T _w and the engine torque estimated value Te. Assuming that the torque gain of the torque converter is R _t , the automatic transmission gear ratio is R _at , the differential gear ratio is R _def , the engine inertia is Je, and the engine speed is Ne, the drive shaft torque T _w and the estimated engine torque Te Is expressed by the following equation.
T _w = R _t R _at R _def {Te−Je (dNe / dt)} (29)

次に、ブレーキトルク指令値Ｔ_brを算出する。ブレーキシリンダ面積をＡ_b、ロータ有効半径をＲ_b、パッド摩擦係数をμ_bとすると、ブレーキ操作量である液圧指令値Ｐ_brに対して、ブレーキトルク指令値Ｔ_brは次式となる。
Ｔ_br＝８Ａ_bＲ_bμ_bＰ_br ………（３０）
そして、前記（２９）式により算出された駆動軸トルクＴ_wと前記（３０）式により算出されたブレーキトルク指令値Ｔ_brとの差をとり、ブレーキ及びエンジントルクによる加減速度Ｘｇ_erを推定する。
Ｘｇ_er＝Ｋｇ（Ｔ_w−Ｔ_br） ………（３１）
ここで、Ｋｇはトルクから加速度に変換する定数である。 Next, a brake torque command value _Tbr is calculated. When the brake cylinder area is A _b , the rotor effective radius is R _b , and the pad friction coefficient is μ _b , the brake torque command value T _br is expressed by the following equation with respect to the hydraulic pressure command value P _br that is the brake operation amount.
T _br = 8A _b R _b μ _b P _br (30)
Then, the difference between the drive shaft torque T _w calculated by the equation (29) and the brake torque command value T _br calculated by the equation (30) is taken to estimate the acceleration / deceleration Xg _er due to the brake and engine torque. .
_{_{Xg er = Kg (T w -T}} br) ......... (31)
Here, Kg is a constant for converting torque to acceleration.

そして、前記（３１）式により算出された加減速度Ｘｇ_erと車両の加速度センサ１５により検出される前後加速度Ｘｇとの差を、自車走行車線の勾配推定量Ｓｌｏｐｅとして算出し、前記ステップＳ９に移行する。
Ｓｌｏｐｅ＝Ｘｇ_er−Ｘｇ ………（３２）
このようにして算出された勾配推定量Ｓｌｏｐｅが正値であれば上り勾配、負値であれば下り勾配であると判断する。 Then, the difference between the longitudinal acceleration Xg detected by the (31) acceleration Xg _er and the acceleration sensor 15 of the vehicle calculated by the equation, is calculated as the gradient estimator Slope of the host vehicle traveling lane, in the step S9 Transition.
_{Slope = Xg er -Xg ......... (32} )
If the gradient estimation amount Slope calculated in this way is a positive value, it is determined that the gradient is an upward gradient, and if the gradient estimation amount Slope is a negative value, it is determined that the gradient is a downward gradient.

なお、ここでは前後加速度Ｘｇを加速度センサ１５を用いて検出する場合について説明したが、これに限定されるものではなく、車速Ｖを時間微分することにより算出するようにしてもよい。
前記ステップＳ９の判定によりＦ_LD≠０であると判断されたときには、ステップＳ６２に移行し、図１６に示す制御分担比算出マップを参照して、前記ステップＳ６２で推定された勾配推定量Ｓｌｏｐｅに基づいて操舵制御分担比Ｈ_STR及び制動力制御分担比Ｈ_BRKを算出する。 Although the case where the longitudinal acceleration Xg is detected using the acceleration sensor 15 has been described here, the present invention is not limited to this, and the vehicle speed V may be calculated by time differentiation.
When the it is determined that the F _LD ≠ 0 is determined in step S9, the process proceeds to step S62, with reference to the control distribution ratio calculation map shown in FIG. 16, the estimated gradient estimator Slope at the step S62 Based on this, the steering control sharing ratio _HSTR and the braking force control sharing ratio H _BRK are calculated.

この制御分担比算出マップは、路面が上り勾配であるとき即ちＳｌｏｐｅ＞０であるときには、勾配がきついほど操舵制御分担比Ｈ_STRが大きく算出され、平坦に近いほど制動力制御分担比Ｈ_BRKが大きく算出されるように設定されている。一方、路面が下り勾配であるとき即ちＳｌｏｐｅ＜０であるときには、下り勾配が所定勾配以下であるとき、下り勾配がきついほど操舵制御分担比Ｈ_STRが大きく算出され、前記下り勾配が所定勾配を超えているとき、当該下り勾配がきついほど制動力制御分担比Ｈ_BRKが大きく算出されるように設定されている。 In this control sharing ratio calculation map, when the road surface is an uphill slope, that is, Slope> 0, the steering control sharing ratio _HSTR is calculated to be larger as the slope is stiffer, and the braking force control sharing ratio H _BRK is closer to the flatness. It is set to be greatly calculated. On the other hand, when the road surface has a downward slope, that is, Slope <0, when the downward slope is equal to or lower than a predetermined slope, the steering control sharing ratio _HSTR is calculated to be larger as the downward slope is tighter, and the downward slope has a predetermined slope. When exceeding, the braking force control sharing ratio H _BRK is set to be calculated to be larger as the descending slope becomes tighter.

つまり、下り勾配においては、下り勾配が大きいほど徐々に操舵制御分担比Ｈ_STRが大きく算出され、下り勾配が所定勾配を超える即ち勾配推定量Ｓｌｏｐｅの絶対値｜Ｓｌｏｐｅ｜が正の勾配閾値Ｓｌｏｐｅ_THを超えると、制動力制御分担比Ｈ_BRKが大きく算出されるように設定されている。
この図１５において、ステップＳ６１の処理が勾配推定手段に対応している。 That is, for the down slope, the steering control sharing ratio _HSTR is gradually increased as the down slope increases, and the down slope exceeds the predetermined slope, that is, the absolute value | Slope | of the slope estimation amount Slope is a positive slope threshold value Slope _TH. Is set so that the braking force control sharing ratio H _BRK is calculated to be large.
In FIG. 15, the process of step S61 corresponds to the gradient estimation means.

したがって、今、自車両が上り坂を走行中であり、運転者の脇見によって車両が走行車線の中央位置から徐々に右方向に逸脱を始めたとする。この場合には、ステップＳ６の判定によりステップＳ７で逸脱判断フラグＦ_LDが“−１”にセットされ、ステップＳ６１で勾配推定量Ｓｌｏｐｅは正値として算出される。これにより、ステップＳ６２で図１６に示す制御分担比算出マップをもとに、路面勾配の傾きに応じた操舵制御分担比Ｈ_STR及び制動力制御分担比Ｈ_BRKが算出され、これらの制御分担比に応じた操舵制御と制動力制御とが作動されて、逸脱回避方向である左方向への進路修正を的確に行う。
このように、自車両が上り坂を走行しているとき、上り勾配がきついほど操舵制御分担比Ｈ_STRが大きく即ち制動力制御分担比Ｈ_BRKが小さく算出されるので、きつい上り坂において制動力制御が作動することによる減速感等の違和感を抑制することができる。 Therefore, it is assumed that the host vehicle is currently traveling uphill and the vehicle gradually begins to deviate in the right direction from the center position of the traveling lane due to the driver's side effects. In this case, the departure determination flag _FLD is set to “−1” in step S7 by the determination in step S6, and the gradient estimation amount Slope is calculated as a positive value in step S61. Accordingly, in step S62, the steering control sharing ratio _HSTR and the braking force control sharing ratio H _BRK corresponding to the slope of the road surface gradient are calculated based on the control sharing ratio calculation map shown in FIG. 16, and these control sharing ratios are calculated. The steering control and the braking force control according to the above are activated, and the course correction in the left direction, which is the departure avoidance direction, is accurately performed.
Thus, when the vehicle is traveling uphill, so as upslope tight steering control distribution ratio H _STR is large i.e. the braking force control sharing ratio H _BRK calculated reduced braking force in hard uphill A sense of incongruity such as a feeling of deceleration due to the operation of the control can be suppressed.

また、自車両が下り坂を走行中であり、運転者の脇見によって車両が走行車線の中央位置から徐々に左方向に逸脱を始めたとする。この場合には、ステップＳ４の判定によりステップＳ５で逸脱判断フラグＦ_LDが“１”にセットされ、ステップＳ６１で勾配推定量Ｓｌｏｐｅは負値として算出される。このとき、下り勾配の傾きが緩く｜Ｓｌｏｐｅ｜≦Ｓｌｏｐｅ_THであるときには、ステップＳ６２で図１６に示す制御分担比算出マップをもとに、下り勾配がきついほど操舵制御分担比Ｈ_STRが大きくなるように操舵制御分担比Ｈ_STR及び制動力制御分担比Ｈ_BRKが算出され、これらの制御分担比に応じた操舵制御と制動力制御とが作動されて、逸脱回避方向である右方向への進路修正を的確に行う。 In addition, it is assumed that the host vehicle is traveling downhill and the vehicle gradually begins to deviate from the center position of the traveling lane to the left by the driver's side look. In this case, the departure determination flag _FLD is set to “1” in step S5 based on the determination in step S4, and the gradient estimation amount Slope is calculated as a negative value in step S61. At this time, when the slope of the downward slope is gentle and | Slope | ≦ Slope _TH , the steering control sharing ratio _HSTR increases as the downward slope becomes tight based on the control sharing ratio calculation map shown in FIG. 16 in step S62. Thus, the steering control sharing ratio _HSTR and the braking force control sharing ratio H _BRK are calculated, and the steering control and the braking force control according to these control sharing ratios are operated, and the course in the right direction that is the departure avoidance direction Make corrections properly.

一方、下り勾配の傾きがきつく｜Ｓｌｏｐｅ｜＞Ｓｌｏｐｅ_THであるときには、ステップＳ６２で図１６に示す制御分担比算出マップをもとに、下り勾配がきついほど操舵制御分担比Ｈ_STRが小さくなるように操舵制御分担比Ｈ_STR及び制動力制御分担比Ｈ_BRKが算出され、これらの制御分担比に応じた操舵制御と制動力制御とが作動されて、逸脱回避方向である右方向への進路修正を的確に行う。 On the other hand, when the slope of the down slope is steep | Slope |> Slope _TH , the steering control sharing ratio _HSTR becomes smaller as the down slope becomes tight based on the control sharing ratio calculation map shown in FIG. 16 in step S62. The steering control sharing ratio _HSTR and the braking force control sharing ratio H _BRK are calculated, and the steering control and the braking force control corresponding to these control sharing ratios are operated to correct the course in the right direction which is the departure avoidance direction. Do exactly.

ところで、下り坂において、前述した上り坂の走行時と同様に勾配がきついほど単純に操舵制御分担比Ｈ_STRを大きく算出すると、勾配がきついほど制動力制御分担比Ｈ_BRKが小さく算出されることになって加速感が増し、運転者に不安感を与えることになる。そのため、ある程度傾きのきつい下り坂では下り勾配がきつくなるほど操舵制御分担比Ｈ_STRを小さく即ち制動力制御分担比Ｈ_BRKを大きく算出することにより、制動力制御を大きく作動して運転者の不安感を抑制することができる。 By the way, on the downhill, when the steering control sharing ratio _HSTR is simply calculated to be larger as the gradient is steep as in the above-described uphill traveling, the braking force control sharing ratio _HBRK is calculated to be smaller as the gradient is stiffer. As a result, the feeling of acceleration increases and the driver feels uneasy. Therefore, on a downhill with a certain degree of inclination, the steering control sharing ratio _HSTR is reduced as the downslope becomes _stiffer, that is, the braking force control sharing ratio _HBRK is increased, so that the braking force control is greatly activated and the driver feels uneasy. Can be suppressed.

また、ある程度傾きの緩い下り坂では、下り勾配がきつくなるほど操舵制御分担比Ｈ_STRが大きく算出することにより、車両挙動変化を小さくして的確に逸脱防止を行うことができる。
このように、自車両が旋回中に走行車線から逸脱傾向にあるときには、路面勾配の傾きに応じて操舵制御による制御量と制動力制御による制御量とを調整するので、上り勾配の傾きがきついほど操舵制御による制御量を大きく設定し、一方、下り勾配の傾きがきついほど操舵制御による制御量を大きく設定すると共に、この下り勾配の傾きが所定勾配を超えたとき、制動力制御による制御量を大きく設定して、運転者に対する減速感等の違和感を低減することができると共に、逸脱防止性能を向上して安定走行を確保することができる。 In addition, on a downhill with a gentle slope, the steering control share ratio _HSTR is calculated to be larger as the downgrade becomes tighter, so that the vehicle behavior change can be reduced and the deviation can be prevented accurately.
In this way, when the host vehicle tends to deviate from the driving lane during a turn, the control amount by the steering control and the control amount by the braking force control are adjusted according to the slope of the road surface gradient, so that the slope of the ascending slope is tight. The larger the control amount by steering control is set, the more the control amount by steering control is set to be larger as the slope of the down slope becomes steep, and when the slope of the down slope exceeds a predetermined slope, the control amount by the braking force control is set. Can be set large to reduce a sense of incongruity such as a feeling of deceleration with respect to the driver, and it is possible to improve the deviation prevention performance and to ensure stable running.

なお、上記各実施形態においては、制動力制御で各輪５ＦＬ〜５ＲＲの制動圧Ｐｓ_FL〜Ｐｓ_RRのみを制御して自車両に逸脱回避方向のヨーモーメントＭｓを発生させる構成について説明したが、これに限定されるものではなく、各輪５ＦＬ〜５ＲＲの駆動力を制御可能な駆動力制御装置を搭載している場合には、各輪５ＦＬ〜５ＲＲの制動圧及び駆動力を制御することにより逸脱回避方向のヨーモーメントＭｓを発生させるようにしてもよい。
さらに、上記各実施形態においては、後輪駆動車に本発明を適用した場合について説明したが、前輪駆動車に本発明を適用することもできる。この場合には、ステップＳ２で、各車輪速度Ｖｗ_FL〜Ｖｗ_RRのうち、非駆動輪である後左右輪速度Ｖｗ_RL、Ｖｗ_RRの平均値から自車両の車速Ｖを算出すればよい。 In each of the above embodiments, the configuration in which only the braking pressures Ps _{FL to} Ps _{RR of the} wheels 5FL to 5RR are controlled by the braking force control to generate the yaw moment Ms in the departure avoidance direction in the own vehicle has been described. However, the present invention is not limited to this, and when a driving force control device capable of controlling the driving force of each wheel 5FL to 5RR is mounted, the braking pressure and the driving force of each wheel 5FL to 5RR are controlled. The yaw moment Ms in the departure avoidance direction may be generated.
Further, in each of the above embodiments, the case where the present invention is applied to a rear wheel drive vehicle has been described, but the present invention can also be applied to a front wheel drive vehicle. In this case, in step S2, among the wheel speeds Vw _FL ~Vw _RR, left and right wheel speeds Vw _RL after a non-driven wheels, may be calculated vehicle speed V of the host vehicle from an average value of Vw _RR.

本発明の実施形態を示す概略構成図である。It is a schematic structure figure showing an embodiment of the present invention. 本発明の第１の実施形態における図１のコントロールユニット８で実行される車線逸脱防止制御処理を示すフローチャートである。It is a flowchart which shows the lane departure prevention control process performed with the control unit 8 of FIG. 1 in the 1st Embodiment of this invention. 本発明の実施形態における図１のコントロールユニット８で実行される車線逸脱防止制御処理を示すフローチャートである。It is a flowchart which shows the lane departure prevention control process performed with the control unit 8 of FIG. 1 in embodiment of this invention. 本発明の第１の実施形態における制御分担比算出マップである。It is a control allocation ratio calculation map in the 1st Embodiment of this invention. 本発明の第１の実施形態における制御分担比算出マップである。It is a control allocation ratio calculation map in the 1st Embodiment of this invention. 本発明の第１の実施形態における制御分担比算出マップである。It is a control allocation ratio calculation map in the 1st Embodiment of this invention. 本発明の第２の実施形態における図１のコントロールユニット８で実行される車線逸脱防止制御処理を示すフローチャートである。It is a flowchart which shows the lane departure prevention control process performed with the control unit 8 of FIG. 1 in the 2nd Embodiment of this invention. 本発明の第２の実施形態における制御分担比算出マップである。It is a control share ratio calculation map in the 2nd Embodiment of this invention. 本発明の第２の実施形態における制御分担比算出マップである。It is a control share ratio calculation map in the 2nd Embodiment of this invention. 本発明の第３の実施形態における図１のコントロールユニット８で実行される車線逸脱防止制御処理を示すフローチャートである。It is a flowchart which shows the lane departure prevention control process performed with the control unit 8 of FIG. 1 in the 3rd Embodiment of this invention. 本発明の第３の実施形態における制御分担量算出マップである。It is a control share calculation map in the 3rd Embodiment of this invention. 本発明の第４の実施形態における図１のコントロールユニット８で実行される車線逸脱防止制御処理を示すフローチャートである。It is a flowchart which shows the lane departure prevention control process performed with the control unit 8 of FIG. 1 in the 4th Embodiment of this invention. 本発明の第４の実施形態における制御分担量算出マップである。It is a control share calculation map in the 4th Embodiment of this invention. 本発明の第４の実施形態における逸脱量分担閾値算出マップである。It is a deviation amount sharing threshold value calculation map in the 4th Embodiment of this invention. 本発明の第５の実施形態における図１のコントロールユニット８で実行される車線逸脱防止制御処理を示すフローチャートである。It is a flowchart which shows the lane departure prevention control process performed with the control unit 8 of FIG. 1 in the 5th Embodiment of this invention. 本発明の第５の実施形態における制御分担量算出マップである。It is a control share amount calculation map in the 5th Embodiment of this invention.

Explanation of symbols

６ＦＬ〜６ＲＲホイールシリンダ
７制動流体圧制御回路
８コントロールユニット
９エンジン
１２駆動トルクコントローラ
１３ＣＣＤカメラ
１４カメラコントローラ
１５加速度センサ
１６ヨーレートセンサ
１７マスタシリンダ圧センサ
１８操舵アクチュエータ
２０操舵角センサ
２１ＦＬ〜２１ＲＲ車輪速センサ 6FL to 6RR Wheel cylinder 7 Braking fluid pressure control circuit 8 Control unit 9 Engine 12 Drive torque controller 13 CCD camera 14 Camera controller 15 Acceleration sensor 16 Yaw rate sensor 17 Master cylinder pressure sensor 18 Steering actuator 20 Steering angle sensor 21FL to 21RR Wheel speed sensor

Claims

In a lane departure prevention apparatus that performs departure avoidance control so as to avoid departure from the traveling lane of the host vehicle,
A traveling state detecting unit for detecting a traveling state of the host vehicle, a departure determining unit for determining that the host vehicle tends to depart from the traveling lane based on the traveling state detected by the traveling state detecting unit; A steering control sharing ratio and a braking force control sharing ratio in the departure avoidance control according to the traveling state detected by the traveling state detecting unit when the determining unit determines that the host vehicle tends to deviate from the traveling lane. and departure avoidance sharing ratio calculating means for calculating a, according to the steering control distribution ratio calculated in該逸de avoid sharing ratio calculating means, as the steering torque in a direction to avoid the deviation from the traffic lane of the subject vehicle is generated a steering torque calculation means for calculating a steering torque control amount, and the steering torque control means for controlling a steering torque according to the steering torque control amount calculated in the steering torque calculation means, the departure avoidance sharing In accordance with the calculated braking force control share ratio calculation means, and the yaw moment calculation means for calculating a yaw moment control amount so yaw moment in a direction to avoid the deviation from the traffic lane of the subject vehicle is generated, the yaw A braking force control amount calculating means for calculating a braking force control amount for each wheel according to the yaw moment control amount calculated by the moment calculating means, and a braking force control amount calculated by the braking force control amount calculating means. Braking force control means for controlling the braking force of each wheel, the running condition detecting means detects the curvature of the forward running lane as the running condition, and the deviation avoidance sharing ratio calculating means is the running condition detecting means in small calculates a braking force control distribution ratio to calculate large enough steering control distribution ratio small curvature of the detected forward traveling lane, a braking force control amount as the curvature of the front driving lane is large Lane departure prevention apparatus and calculates reduced steering control sharing ratio with increasing calculates the ratio.

2. The lane departure prevention apparatus according to claim 1 , wherein the travel state detection unit detects a curvature of the front travel lane by a lane detection unit that detects a captured image of the front travel lane .

The lane departure prevention apparatus according to claim 1 , wherein the traveling state detection means detects a curvature of the forward traveling lane by a navigation system.

The lane departure prevention device according to claim 1 , wherein the traveling state detecting means detects a curvature of the forward traveling lane by road-to-vehicle communication with roadside infrastructure.

2. The lane departure prevention device according to claim 1 , wherein the traveling state detection unit calculates a curvature of the forward traveling lane based on a host vehicle speed and a steering angle.

The travel state detection means further includes a departure direction detection means for detecting a departure direction from a traveling lane during turning of the host vehicle as the travel state, and the departure avoidance sharing ratio calculation means is the departure direction detection means. when the detected deviation direction is deviating to the outside of the turn, the calculated reduced braking force control sharing ratio with a higher steering control distribution ratio small curvature of the forward traffic lane increases calculated, large curvature of the front driving lane The lane departure prevention apparatus according to claim 1, wherein the braking force control sharing ratio is calculated to be larger and the steering control sharing ratio is calculated to be smaller.

In a lane departure prevention apparatus that performs departure avoidance control so as to avoid departure from the traveling lane of the host vehicle,
A traveling state detecting unit for detecting a traveling state of the host vehicle, a departure determining unit for determining that the host vehicle tends to depart from the traveling lane based on the traveling state detected by the traveling state detecting unit; A steering control sharing ratio and a braking force control sharing ratio in the departure avoidance control according to the traveling state detected by the traveling state detecting unit when the determining unit determines that the host vehicle tends to deviate from the traveling lane. and departure avoidance sharing ratio calculating means for calculating a, according to the steering control distribution ratio calculated in該逸de avoid sharing ratio calculating means, as the steering torque in a direction to avoid the deviation from the traffic lane of the subject vehicle is generated a steering torque calculation means for calculating a steering torque control amount, and the steering torque control means for controlling a steering torque according to the steering torque control amount calculated in the steering torque calculation means, the departure avoidance sharing In accordance with the calculated braking force control share ratio calculation means, and the yaw moment calculation means for calculating a yaw moment control amount so yaw moment in a direction to avoid the deviation from the traffic lane of the subject vehicle is generated, the yaw A braking force control amount calculating means for calculating a braking force control amount for each wheel according to the yaw moment control amount calculated by the moment calculating means, and a braking force control amount calculated by the braking force control amount calculating means. Braking force control means for controlling the braking force of each wheel, and the running state detecting means includes deviation amount detecting means for detecting a deviation amount from the vehicle lane as the running state, and the deviation avoidance sharing ratio calculating means, the deviation amount with increasing calculated as steering control distribution ratio is less deviation amount detected by the detection means calculates reduce the braking force control sharing ratio, the braking force control as the deviation amount is larger Lane departure prevention apparatus and calculates reduced steering control sharing ratio with increasing calculates responsible ratio.

The deviation avoidance sharing ratio calculation means sets the braking force control sharing ratio to zero when the deviation amount detected by the deviation amount detection means is equal to or less than a predetermined value, and when the deviation amount exceeds the predetermined value, the deviation The smaller the amount, the larger the steering control sharing ratio and the smaller the braking force control sharing ratio, and the larger the deviation amount, the larger the braking force control sharing ratio and the smaller the steering control sharing ratio. The lane departure prevention apparatus according to claim 7 .

Furthermore pre SL running state detecting means detects the road surface friction coefficient of the host vehicle traveling lane as the running condition, the departure avoidance distribution ratio calculating means, said predetermined as road surface friction coefficient detected by the running condition detecting means is larger 9. The lane departure prevention apparatus according to claim 8, wherein the value is increased .

In a lane departure prevention apparatus that performs departure avoidance control so as to avoid departure from the traveling lane of the host vehicle,
A traveling state detecting unit for detecting a traveling state of the host vehicle, a departure determining unit for determining that the host vehicle tends to depart from the traveling lane based on the traveling state detected by the traveling state detecting unit; A steering control sharing ratio and a braking force control sharing ratio in the departure avoidance control according to the traveling state detected by the traveling state detecting unit when the determining unit determines that the host vehicle tends to deviate from the traveling lane. and departure avoidance sharing ratio calculating means for calculating a, according to the steering control distribution ratio calculated in該逸de avoid sharing ratio calculating means, as the steering torque in a direction to avoid the deviation from the traffic lane of the subject vehicle is generated a steering torque calculation means for calculating a steering torque control amount, and the steering torque control means for controlling a steering torque according to the steering torque control amount calculated in the steering torque calculation means, the departure avoidance sharing In accordance with the calculated braking force control share ratio calculation means, and the yaw moment calculation means for calculating a yaw moment control amount so yaw moment in a direction to avoid the deviation from the traffic lane of the subject vehicle is generated, the yaw A braking force control amount calculating means for calculating a braking force control amount for each wheel according to the yaw moment control amount calculated by the moment calculating means, and a braking force control amount calculated by the braking force control amount calculating means. Braking force control means for controlling the braking force of each wheel, and the running state detecting means includes slope estimating means for estimating a road surface slope of the host vehicle traveling lane as the running state, and calculating the deviation avoidance sharing ratio It means the slope when the road surface gradient estimated by the estimation means is upwardly inclined, the smaller calculate child braking force control sharing ratio with upward gradient is large calculates tight enough steering control sharing ratio Lane departure prevention apparatus according to claim.

The deviation avoidance sharing ratio calculating means calculates the steering control sharing ratio to be larger and the braking force control sharing ratio to be smaller when the descending slope estimated by the slope estimating means is less than or equal to a predetermined slope, The lane departure according to claim 10 , wherein when the descending slope exceeds the predetermined slope, the braking force control sharing ratio is calculated to be larger and the steering control sharing ratio is calculated to be smaller as the descending slope is tighter. Prevention device.

In a lane departure prevention apparatus that performs departure avoidance control so as to avoid departure from the traveling lane of the host vehicle,
A traveling state detecting unit for detecting a traveling state of the host vehicle, a departure determining unit for determining that the host vehicle tends to depart from the traveling lane based on the traveling state detected by the traveling state detecting unit; A steering control sharing ratio and a braking force control sharing ratio in the departure avoidance control according to the traveling state detected by the traveling state detecting unit when the determining unit determines that the host vehicle tends to deviate from the traveling lane. and departure avoidance sharing ratio calculating means for calculating a, according to the steering control distribution ratio calculated in該逸de avoid sharing ratio calculating means, as the steering torque in a direction to avoid the deviation from the traffic lane of the subject vehicle is generated a steering torque calculation means for calculating a steering torque control amount, and the steering torque control means for controlling a steering torque according to the steering torque control amount calculated in the steering torque calculation means, the departure avoidance sharing In accordance with the calculated braking force control share ratio calculation means, and the yaw moment calculation means for calculating a yaw moment control amount so yaw moment in a direction to avoid the deviation from the traffic lane of the subject vehicle is generated, the yaw A braking force control amount calculating means for calculating a braking force control amount for each wheel according to the yaw moment control amount calculated by the moment calculating means, and a braking force control amount calculated by the braking force control amount calculating means. Braking force control means for controlling the braking force of each wheel, and the running state detecting means includes slope estimating means for estimating a road surface slope of the host vehicle traveling lane as the running state, and calculating the deviation avoidance sharing ratio means, when downward gradient estimated by the gradient estimation means is equal to or less than a predetermined gradient, calculated reduced braking force control distribution ratio to calculate large steering control sharing ratio higher downward slope is steep, before When the downward slope is greater than the predetermined gradient, lane departure prevention device and calculates reduced steering control sharing ratio with the descending slope is increased calculates tight enough braking force control sharing ratio.

In a lane departure prevention apparatus that performs departure avoidance control so as to avoid departure from the traveling lane of the host vehicle,
Steering control sharing in the departure avoidance control by determining that the own vehicle tends to deviate from the traveling lane based on the traveling state detected by the traveling state detecting means and the traveling state detected by the traveling state detecting means. A deviation avoidance sharing ratio calculating means for calculating a ratio and a braking force control sharing ratio, and a direction for avoiding a deviation from the traveling lane of the own vehicle according to the steering control sharing ratio calculated by the departure avoidance sharing ratio calculating means. Steering torque calculation means for calculating a steering torque control amount so that a steering torque is generated in the vehicle, steering torque control means for controlling the steering torque according to the steering torque control amount calculated by the steering torque calculation means, and the deviation avoidance in accordance with the calculated braking force control distribution ratio in sharing ratio calculating means, calculate the yaw moment control amount so yaw moment in a direction to avoid the deviation from the traffic lane of the subject vehicle is generated A yaw moment calculating means for calculating, a braking force control amount calculating means for calculating a braking force control amount for each wheel according to a yaw moment control amount calculated by the yaw moment calculating means, and a braking force control amount calculating means A braking force control means for controlling the braking force of each wheel in accordance with the braking force control amount, wherein the running state detecting means detects a deviation amount from the vehicle lane as the running state. The deviation avoidance sharing ratio calculating means calculates the steering control sharing ratio to be larger as the deviation amount detected by the deviation amount detecting means is smaller and calculates the braking force control sharing ratio to be smaller. A lane departure prevention apparatus characterized in that the larger the larger the braking force control sharing ratio is, the larger the steering force sharing ratio is calculated and the steering control sharing ratio is calculated smaller.