CN101172482B - Lane departure prevention apparatus - Google Patents

Lane departure prevention apparatus Download PDF

Info

Publication number
CN101172482B
CN101172482B CN 200710180833 CN200710180833A CN101172482B CN 101172482 B CN101172482 B CN 101172482B CN 200710180833 CN200710180833 CN 200710180833 CN 200710180833 A CN200710180833 A CN 200710180833A CN 101172482 B CN101172482 B CN 101172482B
Authority
CN
China
Prior art keywords
lane
direction
lane departure
departure
ut
Prior art date
Application number
CN 200710180833
Other languages
Chinese (zh)
Other versions
CN101172482A (en
Inventor
上村吉孝
定野温
尾崎真弘
Original Assignee
日产自动车株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to JP2003-385611 priority Critical
Priority to JP2003385611A priority patent/JP4380301B2/en
Priority to JP2003-385612 priority
Priority to JP2003385612A priority patent/JP4380302B2/en
Priority to JP2003-388208 priority
Priority to JP2003388208A priority patent/JP4396236B2/en
Application filed by 日产自动车株式会社 filed Critical 日产自动车株式会社
Priority to CN200410092991.72004.11.12 priority
Priority to CN200410092991.7 priority
Publication of CN101172482A publication Critical patent/CN101172482A/en
Application granted granted Critical
Publication of CN101172482B publication Critical patent/CN101172482B/en

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/08Lane monitoring; Lane Keeping Systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/08Lane monitoring; Lane Keeping Systems
    • B60T2201/083Lane monitoring; Lane Keeping Systems using active brake actuation

Abstract

The present invention relates to a lane departure prevention apparatus, which is configured to conduct a course correction in a lane departure avoidance direction when the controller determines that there is a potential for a vehicle to depart from a driving lane. The lane departure prevention apparatus has a driving road detecting section and a lane departure avoidance control section. The driving road detecting section is configured to determine at least one of a road slope direction and a road curvature direction of a driving road upon which a host vehicle is traveling. The lane departure avoidance control section is configured to start lane departure avoidance control based on a driving direction of the host vehicle and at least one of a road slope direction and a road curvature direction detected by the driving road detecting section.

Description

车道偏离防止设备 Lane departure prevention device

[0001] 本申请为同一申请人于2004年11月12日提交的申请号为“200410092991. 7”、发 [0001] This application is a application by the same applicant No. 2004, November 12, entitled "200,410,092,991.7" hair

明名称为“车道偏离防止设备”的中国发明专利申请的分案申请。 Next divisional application entitled "lane departure prevention apparatus" of the Chinese invention patent application.

技术领域 FIELD

[0002] 本发明涉及一种车道偏离防止设备。 [0002] The present invention relates to a lane departure prevention apparatus. 更具体来说,本发明涉及一种车道偏离防止装置,用于当这种偏离似乎迫近时防止主车辆偏离驾驶车道。 More particularly, the present invention relates to a lane departure prevention apparatus for preventing a host vehicle departing from the driving lane when such a deviation appears imminent.

背景技术 Background technique

[0003] 传统的车道偏离防止设备包括用于向主车辆通知偏航力矩的设备,这通过控制对车轮的制动力并防止主车辆偏离驾驶车道进行。 [0003] The conventional lane departure prevention apparatus comprising apparatus for notifying a yaw moment to the host vehicle by controlling the braking force to this wheel and preventing the host vehicle departing from the driving lane performed. 这些传统的车道偏离防止设备,在主车辆有可能偏离驾驶车道的情形下,还通过提供这一偏航力矩通知驾驶者主车辆可能偏离驾驶车道。 These conventional lane departure prevention device, in the case of the host vehicle may deviate from the driving lane by providing this yaw moment inform the driver of the host vehicle may deviate from the driving lane. 例如,一种这样的车道偏离防止设备在日本专利公开出版物No. 2000-33860中公开, 其控制制动以便向主车辆提供偏航力矩,并防止车道偏离,并还通过这一偏航力矩警告驾驶者(参见页3和图6)。 For example, one such lane departure prevention apparatus is disclosed in Japanese Patent Publication No. 2000-33860 discloses, for controlling the brake so as to provide a yaw moment to the host vehicle and prevents lane departure, the yaw moment and through warn the driver (see page 3 and 6). 这一传统的车道偏离防止设备,通过任何离开主车辆驾驶位置的驾驶车道中心的距离(横向移动量),及估计的驾驶路线相对于驾驶车道形成的角度(偏航角移动量)是否已超过各自预定值,来确定车道偏离。 This conventional lane departure prevention apparatus, the distance (lateral moving amount) of the driving lane center of a host vehicle driving away from any position, and with respect to the estimated driving route if the angle (yaw angle shift amount) has been formed over the driving lane a respective predetermined value, determining lane departure.

[0004] 在日本专利公开出版物No. 2003-112540中公开了另一种车道偏离防止设备(页7 与图幻,其估计主车辆对驾驶车道的车道偏离,并通过组合偏航控制与减速控制避免车道偏离。具体来说,偏航控制施加制动以向主车辆提供偏航力矩,其中制动力差施加到左和右车轮以避免车道偏离,同时减速控制施加制动以减速主车辆。偏航控制和减速控制的总制动力,根据估计未来车辆从其车道偏离的量而施加,这一偏离量是基于主车辆的驾驶状态计算的。 [0004] In Japanese Patent Laid-Open Publication No. 2003-112540 discloses another lane departure prevention apparatus (p. 7 and phantom, which estimates the host vehicle driving lane of the lane departure by combining yaw control and deceleration control to avoid lane departure. specifically, the brake yaw control is applied to provide a yaw moment to the host vehicle, wherein the braking force difference is applied to the left and right wheels to avoid lane departure, while the deceleration control brake is applied to decelerate the host vehicle. yaw control and deceleration control of the total braking force applied to the vehicle based on the estimated future lane departure therefrom amount, the deviation amount based on a driving state of the host vehicle is calculated.

[0005] 就以上来看,从这一公开对于业内专业人员明显的是,需要一种改进的车道偏离防止设备。 [0005] For the above point of view, from this disclosure for industry professionals apparent that a need for an improved lane departure prevention apparatus. 本发明即针对业内这一需要以及其他需要,这些需要从这一公开对于业内专业人员将是明显的。 The present invention addresses this need and other needs in the industry, the need for the industry from this disclosure will be apparent to professionals.

发明内容 SUMMARY

[0006] 已经发现,在日本专利公开出版物No. 2000-33860中,一种横向移动检测器检测车辆驾驶位置对驾驶车道基准位置的横向移动,并基于检测的其横向移动施以制动力。 [0006] It has been found, in the publication No. 2000-33860 A lateral movement of the vehicle driving position detector detects the lateral movement of the driving lane reference position, and to impose lateral movement detecting braking force in Japanese Patent. 这向车辆提供偏航力矩,从而防止车辆偏离驾驶车道。 This provides a yaw moment to the vehicle to prevent the vehicle deviates from the driving lane. 即提出的日本专利公开出版物No. 2000-33860的车道偏离避免只不过考虑了驾驶车道与车辆之间的位置关系,并防止车辆从其偏离。 Japanese patent publication No. That proposed 2000-33860 lane departure avoidance only consider the positional relationship between the driving lane and the vehicle, and to prevent the vehicle from its deviation. 然而虽然根据驾驶车道与车辆之间的位置关系实现了车道偏离防止控制,但有可能驾驶者感觉有什么错误。 However, although the realization of the lane departure prevention control based on the positional relationship between the driving lane and the vehicle, but the driver may feel there is something wrong.

[0007] 就以上来看,本发明是在考虑到上述问题而设计的。 [0007] For the above, the present invention is in view of the above problems and design. 本发明的一个目的是要提供一种车道偏离防止设备,能够响应驾驶车道的结构实现优化的车道偏离防止控制。 An object of the present invention is to provide a lane departure prevention apparatus, in response to the lane structure can be implemented to optimize the driving lane departure prevention control.

[0008] 为了解决某些上述问题,本发明的车道偏离防止设备装有驾驶道路检测部分,及车道偏离避免控制部分。 [0008] In order to solve some of the above problems, the lane departure prevention apparatus of the present invention is provided with driving road detecting section and a lane departure avoidance control section. 驾驶道路检测部分配置为,确定主车辆在其上行驶的驾驶道路的道路倾斜方向和道路弯曲方向至少之一。 Driving road detecting section configured to determine the direction of the road inclination and the bending direction of the main road on which the vehicle is traveling at least one of the driving road. 车道偏离避免控制部分配置为,基于主车辆的驾驶方向以及由驾驶道路检测部分检测的道路倾斜方向与道路弯曲方向至少之一,启动车道偏离避免控制。 Lane departure avoidance control section is configured to, based on a driving direction of the host vehicle and at least one, started by the road inclination direction of the road bending direction of the driving road detecting section detects the lane departure avoidance control.

附图说明 BRIEF DESCRIPTION

[0009] 从以下结合附图公开了本发明优选实施例的详细说明,对于业内专业人员本发明的这些和其他目的,方式和优点将显而易见。 [0009] The following in conjunction with the annexed drawings, discloses a preferred embodiment of the present invention is described in detail in the embodiment, these and other objects, aspects and advantages will be apparent in the industry practitioner of the invention.

[0010] 现在参见形成这一原始公开的附图: [0010] Referring now to the drawings which form this original disclosure:

[0011] 图1是配备根据本发明第一实施例的车道偏离防止设备的车辆的示意结构图; [0011] FIG. 1 is a schematic structural diagram equipped vehicle deviation preventing apparatus according to a first embodiment of a lane of the present invention;

[0012] 图2是一流程图,表示由作为根据本发明第一实施例图1的车道偏离防止设备的一个组件的驱动/制动力控制单元执行的处理内容; [0012] FIG. 2 is a flow chart showing a processing content as executed by the control unit according to the driving / braking force of FIG. 1 lane departure prevention apparatus of the components of a first embodiment of the present invention;

[0013] 图3是一流程图,表示根据本发明的第一实施例,由在图2的车道偏离防止控制设备中的驱动/制动力控制单元执行的驱动环境确定处理; [0013] FIG. 3 is a flowchart showing a first embodiment of the present invention, a departure prevention control apparatus driving / braking force control in lane 2 of FIG driving environment determination processing unit performs;

[0014] 图4的图示表示行驶在单向道路的三车道上的车辆; [0014] FIG 4 illustrates a representation of a three-lane unidirectional traveling on a road vehicle;

[0015] 图5的图示表示当主车辆在单向道路的三车道上行驶时,由主车辆在每个车道位置拍摄的成象画面; Icon [0015] FIG. 5 shows when the host vehicle is traveling on a three-lane one way road taken by the host vehicle in each lane position of the imaging frames;

[0016] 图6是一流程图,表示用于通过由驱动/制动力控制单元确定车道偏离倾向的处理内容; [0016] FIG. 6 is a flow chart showing by controlling the driving / braking force unit determines the processing content of the lane departure tendency;

[0017] 图7的图示用来描绘偏离预测或估计的时间T。 Icon [0017] FIG. 7 depicts a time deviation to predict or estimate of T. ut ; ut;

[0018] 图8是表示用于计算偏航力矩Ms的增益Kl和K2的特征的特征图或映象; [0018] FIG. 8 is a map for calculating a feature or features of Fig yaw moment Ms gain Kl and K2;

[0019] 图9是表示用于计算目标制动液压Pgf的转换因子Kgv和Kgx的特征的特征图或映象; [0019] FIG. 9 is a characteristic diagram or map for calculating the target brake hydraulic pressure Pgf characteristics of the conversion factors Kgv and Kgx;

[0020] 图10是用于描绘第二情形或情景下制动控制方法的图示; [0020] FIG. 10 is a drawing illustrating a brake control method of the second case or scenario;

[0021] 图11是用于描绘第三情形或情景下制动控制方法的图示; [0021] FIG. 11 is a drawing illustrating a brake control method of the third case or scenario;

[0022] 图12是一对图示,用于比较第一实施例中的车道偏离防止设备与传统的偏离防止设备; [0022] FIG. 12 is a pair of illustrating, for Comparative Examples lane departure prevention apparatus of the first embodiment and a conventional departure prevention apparatus;

[0023] 图13是装有根据本发明第二实施例的车道偏离防止设备的车辆结构示意图; [0023] FIG. 13 is a schematic diagram in accordance with a second embodiment of the present invention, a lane departure prevention apparatus of the vehicle structure;

[0024] 图14是一流程图,表示根据本发明的第二实施例当有尾随车辆时对于驱动/制动力控制的处理内容; [0024] FIG. 14 is a flow chart showing the processing contents when there is the driving / braking force control when a trailing vehicle according to a second embodiment of the present invention;

[0025] 图15是一流程图,表示第二实施例的驱动/制动力控制单元弯道内控制的处理内容; [0025] FIG. 15 is a flowchart showing a second driving / braking force control process of the embodiment of the content of the control unit a curve;

[0026] 图16是一特性图,表示用于计算第二实施例的目标制动液压Pgf的转换因子Kgvc 的特性; [0026] FIG. 16 is a characteristic diagram showing characteristics of the second embodiment target brake hydraulic pressure Pgf conversion factor for calculating Kgvc;

[0027] 图17是一特性图,表示用于计算第二实施例的目标制动液压I^gf的转换因子Kgv β的特性; [0027] FIG. 17 is a characteristic diagram showing characteristics of the target brake fluid pressure to the second embodiment of the I ^ gf conversion factor for calculating Kgv β;

[0028] 图18的图示用于描绘第二实施例中的车道偏离防止设备; Icon [0028] FIG. 18 depicts a second embodiment of the lane departure prevention apparatus;

[0029] 图19是一流程图,表示根据本发明的第三实施例当有尾随车辆时对于驱动/制动力控制单元的处理内容;[0030] 图20是一流程图,表示用于改变驱动/制动力控制单元的减速的处理内容; [0029] FIG. 19 is a flow chart showing the processing contents when the trailing vehicle to the driving / braking force control unit according to the third embodiment of the present invention; [0030] FIG. 20 is a flowchart showing a drive for changing / braking force control unit of the deceleration processing contents;

[0031] 图21是用来改变减速的处理的一增益图; [0031] FIG. 21 is used to change a gain of FIG deceleration process;

[0032] 图22是一对图示,用来对以下情形描绘设置减速的车道偏离避免控制方法(A)当主车辆上坡驾驶时小于平面的值,或(B)当车辆下坡时大于平面的值; [0032] FIG. 22 is a pair of illustration used to describe the set deceleration lane departure-avoidance control method of the following situations (A) is less than the value when the main plane of the vehicle driving uphill or (B) is greater than when the vehicle is descending plane value;

[0033] 图23示出为在上坡避免偏离使用减速控制的车辆; [0033] FIG. 23 shows a vehicle using deceleration control for departing avoid uphill;

[0034] 图M是一流程图,表示根据本发明第四实施例当有尾随车辆时对于驱动/制动力控制单元的处理内容; [0034] FIG M is a flow chart showing the processing contents when the trailing vehicle to the driving / braking force control unit according to a fourth embodiment of the present invention;

[0035] 图25是一对图示,用来描绘当主车辆下坡减速时预定的时间或预定的距离与防止偏离的驾驶道路的目标之间减速的主车辆下坡; [0035] FIG. 25 is a pair of illustration, when used to describe the host vehicle decelerating downhill predetermined time or a predetermined distance between the target deceleration of the host vehicle prevented from departing from the driving road is downhill;

[0036] 图沈是一流程图,表示根据本发明第五实施例当有尾随车辆时对于驱动/制动力控制单元的处理内容;以及 [0036] FIG sink is a flow chart showing the processing contents when the trailing vehicle to the driving / braking force control unit according to a fifth embodiment of the invention; and

[0037] 图27是一对图示,表示车辆坐标系统XYZ与路面倾斜角度θ ζ之间的关系。 [0037] FIG. 27 is a pair of illustration, showing the vehicle and the road surface coordinate system XYZ relationship between the inclination angle θ ζ. 具体实施方式 Detailed ways

[0038] 现在将参照附图说明选择的本发明实施例。 [0038] The embodiments will now be described with reference to the accompanying drawings embodiments of the present invention is selected. 从这一公开对于业内专业人员明显的是,本发明实施例的以下描述只是为示例而提供,并不是要限制由所附权利要求及其等价物定义的本发明。 For industry professionals disclosed apparent from this, the following description of embodiments of the present invention is merely provided as an example, not intended to limit the present invention is defined by the appended claims and their equivalents defined.

[0039] 首先参见图1,示出装有根据本发明第一实施例的车道偏离防止设备的主车辆的结构示意图。 [0039] Referring first to FIG. 1, there is shown a schematic view of a host vehicle equipped with the device according to the lane departure prevention of a first embodiment of the present invention. 该实施例是装有本发明的车道偏离防止设备的一种后轮驱动车辆。 This embodiment is equipped with a lane departure prevention of the present invention, one kind of rear-wheel drive vehicle equipment. 这一后轮驱动车辆装有自动变速器和传统的差动齿轮,并装有制动系统,其允许在前和后轮及左和右轮独立控制制动力。 The rear-wheel drive vehicle equipped with automatic transmission and a conventional differential gear, and with a braking system that allows the front and rear wheels and the left and right wheel braking force is controlled independently.

[0040] 在图1的图示中,主车辆基本上装有一个制动踏板1,一个增压器2,主汽缸3,一个油箱4,一对前轮5FL和5FR,一对后轮5RL和5RR,一对前轮汽缸6FL和6FR,一对后轮汽缸6RL和6RR,一个制动液压控制单元7,一个控制器或驱动/制动力控制单元8,一个内燃机9,一个自动变速器10,一个节流阀11,一个驱动转矩控制单元12,一个成象单元13,一个导航装置15,一个主汽缸压力传感器17,一个加速器踏压或节流孔开度传感器17,一个转矩传感器18,一个转向角度传感器19,一个转弯信号开关20,一个方向盘21,一对前轮速度传感器22FL到22FR,一对后轮速度传感器22RL到22RR。 [0040] In the illustration of Figure 1, the host vehicle is basically equipped with a brake pedal 1, a booster 2, a master cylinder 3, a fuel tank 4, a pair of front wheels 5FL and 5FR, a pair of rear wheels 5RL and 5RR, cylinders 6FL pair of front wheels and 6FR, and the pair of rear wheel cylinders 6RL 6RR, a brake hydraulic pressure control unit 7, a controller or driving / braking force control unit 8, an engine 9, an automatic transmission 10, a throttle valve 11, 12, an imaging unit a drive torque control unit 13, a navigation device 15, a master cylinder pressure sensor 17, an accelerator depressing degree or a throttle opening sensor 17, a torque sensor 18, a steering angle sensor 19, a turn signal switch 20, a steering wheel 21, a pair of front wheel velocity sensors 22FL to 22FR, a pair of rear wheel velocity sensors 22RL to 22RR. 这一车辆还装有一警告装置,其优选地是警告声音输出单元。 The vehicle is also equipped with a warning device, which is preferably an alarm sound output unit. 这一警告装置由来自驱动/制动控制单元8的驱动信号驱动。 The warning signals from the drive means by a / the control unit 8 drives the brake.

[0041] 驱动/制动力控制单元8优选地包括一个有车道偏离防止控制程序的微型计算机,控制车轮汽缸6FL,6FR,6RL及6RR,以便如下所讨论向主车辆施加偏航力矩。 [0041] The driving / braking force control unit 8 preferably includes a lane departure prevention control program of a microcomputer, controls the wheel cylinders 6FL, 6FR, 6RL and 6RR, as discussed below, is applied to a yaw moment to the host vehicle. 驱动/制动力控制单元8还可包括其他传统的组件,诸如输入接口电路,输出接口电路,及存储装置如ROM(只读存储器)装置和RAM(随机存取存储器)装置。 Driving / braking force control unit 8 may also include other conventional components such as an input interface circuit, an output interface circuit, and storage devices such as a ROM (Read Only Memory) device and a RAM (Random Access Memory) device. 存储器电路存储处理结果及控制程序,诸如由处理器电路运行的用于控制制动操作的程序。 The memory circuit stores processing results and control programs, such as is run by the processor circuit of a program for controlling the operation of the brake. 驱动/制动力控制单元8以传统的方式操作连接到上述传感器。 Driving / braking force control unit 8 in a conventional manner connected to the sensor. 驱动/制动力控制单元8的内部RAM存储操作标志的状态及各种控制数据。 RAM stores the operation state of the internal flag of the driving / braking force control unit 8 and various control data. 驱动/制动力控制单元8的内部ROM存储用于各种操作的程序及预定的变量。 Driving / braking force control unit 8 of the internal ROM stores programs for various operations and the predetermined variable. 驱动/制动力控制单元8能够按需要和/或希望有选择地控制任何数目的主车辆的组件。 8 can be assembly driving / braking force control unit as needed and / or desired selectively controlling any number of the host vehicle. 从本公开对于业内专业人员明显的是,用于驱动/制动力控制单元8的精确结构和算法可以是将执行本发明的功能的硬件与软件任意的组合。 For industry professionals from this disclosure apparent that a driving / braking force control unit 8 precise structure and algorithms may be performed in hardware and software functions of the present invention in any combination. 换言之,在本说明书中及权利要求中使用的“装置加功能”语句应当包括能够用来实施“装置加功能”语句的功能的任何结构或硬件和/或算法或软件。 In other words, use and claims in this specification, "means plus function" statement should include any structure or hardware can be used to implement the "means plus function" statement functions and / or algorithm or software.

[0042] 制动液压控制单元7优选地包括一个微型计算机,其优选地配置并安排例如以实施防滑控制和牵引控制。 [0042] The brake hydraulic pressure control unit 7 preferably includes a microcomputer that is preferably configured and arranged, for example, to implement the anti-skid control and traction control. 制动液压控制单元7还配置并安排,以便独立地控制车轮汽缸6FL 到6RR的制动液压。 Brake hydraulic pressure control unit 7 is also configured and arranged to independently control the braking hydraulic pressure of the wheel cylinders 6FL to 6RR of. 这样,制动液压控制单元7还配置为,当从驱动/制动力控制单元8输入制动液压命令值时,根据制动液压命令值控制制动液压(以下描述)。 Thus, the brake hydraulic pressure control unit 7 is further configured to, when the value of the control unit 8 is input to the brake hydraulic pressure command from the driving / braking force, the brake hydraulic pressure according to brake fluid pressure control command value (described below).

[0043] 驱动转矩控制单元12优选地包括一个微型计算机,其配置并安排,以便通过控制发动机9的工作状态,自动变速器10的选定变速比,和或节流阀11的节流阀开度,控制到作为驱动轮的后轮5RL和5RR的驱动转矩。 [0043] The drive torque control unit 12 preferably includes a microcomputer that is configured and arranged so that by controlling the operating state of engine 9, the selected gear ratio of the automatic transmission 10, and the throttle valve 11 or the throttle opening degrees, control driving torque to rear wheels 5RL and 5RR drive wheels. 驱动转矩控制单元12通过同时控制节流孔的大小,控制燃油喷射量与点火定时,并控制发动机9的工作状态。 The drive torque control unit 12 by simultaneously controlling the size of the orifice, the fuel injection amount control and the ignition timing, and controls the operation state of engine 9. 使用这一驱动转矩控制单元12,用于控制的驱动转矩Tw值输出到驱动/制动力控制单元8。 With this drive torque control unit 12 for controlling the driving torque Tw value is output to the driving / braking force control unit 8.

[0044] 驱动转矩控制单元12还配置为独立控制后轮5RL和5RR的驱动转矩。 [0044] The drive torque control unit 12 is also configured to independently control the drive torque of rear wheels 5RL and 5RR. 这样,驱动转矩控制单元12还配置为,当从驱动/制动力控制单元8输入驱动转矩命令值时,根据驱动转矩命令值控制驱动轮转矩。 Thus, the drive torque control unit 12 is further configured to, when the input driving torque command value from the driving / braking force control unit 8, the driving torque command value according to the control driving wheel torque.

[0045] 成象单元13具有一种画面处理功能,并优选地例如包括一个CXD (电荷偶合装置) 相机,以及相机控制器,作为目标识别传感器,用于检测主车辆在驾驶车道内的位置,以便估计主车辆驾驶车道偏离的防止。 [0045] The image forming unit 13 has a picture processing function and preferably includes, for example a CXD (Charge Coupled Device) camera, and a camera controller as object recognition sensors for detecting the position of the host vehicle in the driving lane, in order to estimate the host vehicle driving lane departure prevented. 这样,成象单元13设计为检测主车辆在驾驶车道中的位置,以便检测主车辆的车道偏离趋势。 Thus, the image forming unit 13 is designed to detect the position of the host vehicle in the driving lane in order to detect the lane departure tendency of the host vehicle. 成象单元13配置为例如使用由CCD (电荷偶合装置) 相机构成的单镜头(单透镜)相机摄取图像。 The image forming unit 13 is configured to use a single lens (single lens) formed of a CCD (Charge Coupled Device) camera, for example, a camera captured image. 成象单元13优选地配置在主车辆的前面。 The image forming unit 13 is preferably arranged in front of the host vehicle.

[0046] 成象单元13的相机控制器优选地这样配置并安排,以便例如从主车辆前面区域的成象画面检测白线或其他车道标记。 [0046] The camera controller of the image forming unit 13 is preferably configured and arranged so that, for example, from the imaging picture flag white line detection area in front of the host vehicle lane or the other. 这样,基于检测的车道标记检测驾驶车道。 Thus, based on the detected lane marker detection driving lane. 此外,成象单元13计算由主车辆驾驶车道与主车辆纵向轴形成的角度(偏航角)Φ,离开驾驶车道中心的横向位移X,驾驶车道曲率β,车道宽度L等等。 Further, the imaging unit 13 calculates the angle (yaw angle) [Phi], away from the center of the driving lane lateral displacement X, the driving lane curvature beta], the lane width L and the like formed by the longitudinal axis of the host vehicle driving lane and the host vehicle. 成象单元13向驱动/制动力控制单元8输出计算的偏航角Φ,计算的横向位移X,计算的驾驶车道曲率β,车道宽度L等等。 Image forming means 13 controls the driving / braking force yaw angle Φ 8 output calculation unit calculates lateral displacement X, the calculated driving lane curvature beta], the lane width L and the like. 成象单元13的功能是作为运行状态检测部分,用于检测车辆的运行状态。 The image forming unit 13 functions as a running condition detecting section for detecting the operating state of the vehicle. 成象单元13还可看作驾驶道路检测部分,用于检测驾驶道路的状态。 The image forming unit 13 may also be seen as driving road detecting section for detecting the state of the driving road.

[0047] 导航装置15优选地这样配置并安排,以检测在主车辆中产生的偏航速率Φ '和横向加速度Xg和/或纵向加速度Yg。 Preferably 15 [0047] The navigation device thus configured and arranged to detect the yaw rate generated in the host vehicle Φ 'and the lateral acceleration Xg and / or the longitudinal acceleration Yg. 导航装置15向驱动/制动力控制单元8输出检测的横向加速度Xg,及检测的纵向加速度Yg,及检测的偏航速率Φ,。 Lateral acceleration Xg of the driving / braking force control unit 8 outputs the detected navigation device 15, and the detected longitudinal acceleration Yg, and the detected yaw rate Φ ,. 导航装置15还向驱动/制动力控制单元8输出道路信息。 The navigation device 15 outputs road information unit 8 also controls the driving / braking force. 道路信息(即主车辆驾驶环境)优选地包括关于道路类型的信息,诸如车道数以及道路是普通道路还是快速路。 Road information (ie, the host vehicle driving environment) preferably comprises road type of information, such as number of lanes and the road is an ordinary road or expressway. 导航装置15的功能还作为一个运行状态检测部分,用于检测车辆的运行状态。 The navigation device 15 also functions as a running condition detecting section for detecting the operating state of the vehicle. 导航装置15还可看作驾驶道路检测部分,用于检测驾驶道路的状态。 The navigation device 15 may also be regarded as driving road detecting section for detecting the state of the driving road.

[0048] 主汽缸压力传感器17优选地这样配置并安排,以便检测主汽缸3的输出压力,即主汽缸液压Rrf和Pmr。 [0048] The master cylinder pressure sensor 17 is preferably so configured and arranged to detect the output pressure of master cylinder 3, i.e., the master cylinder hydraulic Rrf and Pmr. 这样,主汽缸压力传感器17的功能是作为制动操作量检测部分,用于检测主汽缸3的输出压力。 Thus, the master cylinder pressure sensor 17 functions as the braking operation amount detecting section for detecting the output pressure of the master cylinder 3. 加速器踏压或节流孔开度传感器18优选地这样配置和安排, 以便检测加速器踏板1上的向下的力或节流孔开度的大小,以便输出指示节流孔开度大小的信号Acc。 Pressing the accelerator pedal or throttle opening sensor 18 is preferably so configured and arranged to detect the downward force or the magnitude of the orifice opening degree of the accelerator pedal 1, so that the output indicative of the size of the orifice opening degree signal Acc . 转向角度传感器19优选地这样配置并安排,以便检测方向盘21的转向角度δ。 A steering angle sensor 19 is preferably so configured and arranged to detect the steering wheel 21 angle δ. 转弯信号开关20优选地这样配置并安排,以便检测转弯信号指示器的转弯信号操作。 Turn signal switch 20 is preferably so configured and arranged to detect turn signal operation of a turn signal indicator. 车轮速度传感器22FL到22RR优选地这样配置并安排,以便检测车轮5FL到5RR的转速,即所谓车轮速度Vwi (i = fl,fr, rr)。 Wheel speed sensors 22FL to 22RR are preferably configured and arranged so that, in order to detect the rotational speed of the wheels 5FL to 5RR, i.e. a so-called wheel speed Vwi (i = fl, fr, rr).

[0049] 当在检测的主车辆的驾驶状态或状态数据中有左或右方向性时,设置两个方向, 使得左方向为正方向。 [0049] When there is left or right directionality in the driving condition or state data of the host vehicle detected in two directions is provided, so that the left direction is the positive direction. 换言之,当左转弯时,偏航速率Φ',纵向加速度Yg,以及偏航角Φ 是正值,当从驾驶车道中心向左移动时,横向位移X是正值。 In other words, when a left turn, the yaw rate Φ ', the longitudinal acceleration Yg, and the yaw angle [Phi] is a positive value, when moving from the center of the driving lane to the left, the lateral displacement X is a positive value. 而且,在加速期间纵向加速度Yg是正值,在减速期间是负值。 Also, the longitudinal acceleration Yg is a positive value during acceleration, a negative value during deceleration.

[0050] 现在以下参照图2说明为避免车道偏离,由驱动/制动力控制单元8执行的计算处理过程。 [0050] FIG. 2 illustrates avoid lane departure, by the driving / braking force calculation process executed by the control unit 8 is now described below with reference. 这一计算处理使用定时器中断在每一特定的预定采样时间间隔ΔΤ,诸如每10 毫秒执行。 The calculation processing using a timer interrupt at each specific predetermined sampling time interval ΔΤ, such as every 10 milliseconds. 通信处理并未包含在图2所示的处理中,但是通过计算处理获得的信息在随机存取存储器中被更新和存储,并当需要时从随机存取存储器读出所需的信息。 The communication processing is not included in the processing shown in FIG. 2, but the information obtained by computational processing is updated and stored in random access memory, and when necessary is read from the random access memory required information.

[0051] 首先在步骤Sl中,通过驱动/制动力控制单元8从上述传感器读取各种数据。 [0051] First, in step Sl by the driving / braking force control unit 8 reads various data from the sensors. 更具体来说,读取以下类型的数据:由导航装置15获得的横向加速度Xg,纵向加速度Yg,偏航速率Φ ',以及道路信息;车轮速度Vwi ;转向角度δ,加速器踏压量或节流孔开度大小Acc ;主汽缸液压Rrf和Pmr ;来自转弯信号开关20的转弯开关信号WS ;危险开关31的信号;来自驱动力矩控制单元12的驱动力矩Tw;以及来自成象单元13的偏航角φ,横向位移X,以及驾驶车道曲率β。 More specifically, the following types of data is read: the lateral acceleration Xg is acquired by the navigation device 15, the longitudinal acceleration Yg, yaw rate Φ ', and road information; wheel speed Vwi; steering angle [delta], the accelerator pedal depression amount or pitch orifice opening size Acc; Rrf and the master cylinder hydraulic pressure Pmr; turn switch signal WS from the turn signal switch 20; danger signal switch 31; 13 and bias from the image forming unit; a drive torque Tw from drive torque control unit 12 Air angle φ, the lateral displacement X, and driving lane curvature β.

[0052] 在步骤S2计算主车辆速度V。 [0052] In step S2 calculates the host vehicle speed V. 更具体来说,使用以下所示的方程式(1)基于在上述步骤Sl读取的车轮速度Vwi计算主车辆速度V。 More specifically, equation (1) shown below based on the wheel speed used in the step Sl of reading the subject vehicle speed V. calculated Vwi

[0053] 然后,处理移动到步骤S2,基于非驱动轮的车轮速度的平均值计算主车辆速度V。 [0053] Then, the process moves to step S2, host vehicle speed calculation based on the average non-driving wheel speed V. 在所示的实施例中,主车辆是由后轮驱动的,这样主车辆速度V基于前左和右轮5FL和5FR 的速度和计算。 In the embodiment shown, the host vehicle is rear-wheel drive, so the host vehicle velocity V based on the speed of the front left and right wheels 5FL and 5FR and calculation. 在任何情形下,使用如下所示的方程式(1)之一,基于在上述步骤Sl读取的非驱动轮的车轮速度Vwi计算主车辆速度V。 In any case, one using the equation (1) shown below, the host vehicle velocity is calculated based Vwi non-driving wheel speed read in step Sl V.

[0054] V = (Vwrl+Vwrr)/2 对于前轮驱动,以及 [0054] V = (Vwrl + Vwrr) / 2 for front wheel drive, and

[0055] V= (Vwfl+Vwfr)/2 对于后轮驱动(1) [0055] V = (Vwfl + Vwfr) / 2 for rear wheel drive (1)

[0056] 方程式(1)中,项Vwfl和Vwfr是左和右前轮各车轮速度,而Vwfl和Vwfr是左和右后轮各车轮速度。 [0056] Equation (1), the terms Vwfl and Vwfr are the respective left and right front wheel speed, while Vwfl and Vwfr are the respective left and right rear wheel speed. 换言之,在方程式(1)中,作为驱动轮轮速的平均值计算主车辆速度V。 In other words, in Equation (1), as the average value calculating a main drive wheel wheel speed vehicle speed V. 在本实施例中,主车辆是由后轮驱动的,因而从后一方程式即基于前轮5FL和5FR的车轮速度计算主车辆速度。 In the present embodiment, the host vehicle is rear-wheel drive, and thus the speed of the host vehicle that is calculated from an equation based on the wheel speed of the front wheels 5FL and 5FR of.

[0057] 而且,这样计算的主车辆速度V优选地在正常驾驶中使用。 [0057] Also, the host vehicle velocity V calculated in this way is preferably used during normal driving. 换言之,在ABS (反锁定制动系统)控制等工作时,使用在ABS控制中估计的估计车体速度作为上述车辆速度V。 In other words, the ABS (anti-lock brake system) control, etc., used in the estimated vehicle body speed estimated in the ABS control as the vehicle speed V. 对于在导航装置15中的导航信息使用的值也用作为上述车辆速度V。 Value used for the navigation information in the navigation device 15 is also used as the vehicle speed V.

[0058] 然后在步骤S3确定主车辆驾驶环境。 [0058] The host vehicle driving environment is then determined in step S3. 更具体来说,作为驾驶环境检测主车辆行驶的道路类型以及主车辆驾驶车道。 More specifically, as the driving environment of the host vehicle traveling the main road and the type of vehicle driving lane. 从检测的结果确定基于安全等级的方向。 Determining a direction based on the security level from the result of the detection. 该确定是基于来自成象单元13视频信息,并基于来自导航装置15的道路信息进行的。 This determination is based on the video information from the image forming unit 13, and based on the road information from the navigation device 15. 换言之,确定驾驶环境是基于车道数与指示道路是普通道路还是快速路的道路类型信息进行的。 In other words, the driving environment is determined based on the number of lanes and road type information indicates that the road is an ordinary road or expressway carried out. 图3示出用于确定驾驶环境的特定处理过程。 FIG. 3 shows a specific processing procedure for determining the driving environment.

[0059] 首先在步骤S21,从由导航装置15提供的道路信息,获取当前所行驶的道路类型(普通道路还是快速路)。 [0059] First, at step S21, the road information provided by the navigation device 15 from the acquired road type is currently traveling (ordinary road or expressway). 进而在步骤S22,从由导航装置15提供的道路信息获取当前所行驶的道路的车道数。 Further, in step S22, the acquired number of lanes is currently traveling road from the road information provided from the navigation device 15. [0060] 在接下来的步骤S23,从由成象单元13拍摄的成象画面提取白线部分(车道分割线部分)。 [0060] In the next step S23, the white line extracting section (the lane dividing line portion) from the image frame photographed by the image forming unit 13. 这里描述的例子是对于如图4所示主车辆沿单向道路三条车道行驶的情形。 Examples described herein are for the case where the host vehicle as shown in FIG. 4 along a three lane road is one-way. 从左手侧由第一到第四白线Li,L2,L3和L4划分的道路,配置为单向道路三车道,如图4所示。 From the left hand side of the road from the first to fourth white lines Li, L2, L3 and L4 divided, configured for one-way three-lane road, as shown in FIG. 当主车辆沿这样的道路行驶时,对每一车道获得的成象画面是不同的。 When the host vehicle is traveling along such a road, the imaging picture of obtained each lane is different. 进而,由从画面提取的白线构成的画面还按驾驶车道而不同。 Further, the screen configuration of the white lines extracted from the picture also differs according to the driving lane.

[0061] 换言之,当主车辆100A行驶在行驶方向左手侧车道时,由主车辆100A的成象单元13摄取的成象画面P是主要包括第一,第二和第三白线LI1,LI2和LI3的唯一画面,如图5的画面(A)所示。 [0061] In other words, when the host vehicle 100A traveling in the left-hand side of the lane travel direction, the image forming unit 13 by the host vehicle 100A of the imaging picture P taken mainly comprising first, second, and third white lines LI1, LI2 and LI3 only the screen, the screen (a) shown in FIG. 5. 而且,当主车辆100B行驶在中心车道时,由主车辆100B的成象单元13 摄取的成象画面P是主要包括第一、第二、第三和第四白线LI1,LI2,LI3和LI4的唯一画面,如图5的画面(B)所示。 Further, when the host vehicle 100B traveling in the center lane, the host vehicle by the image forming unit 100B of the image frame 13 P uptake mainly comprising first, second, third, and fourth white lines LI1, LI2, LI3 and LI4 of the only picture screen as shown in FIG. 5 (B). 当主车辆100C行驶在行驶方向右手侧车道时,由主车辆100C 的成象单元13摄取的成象画面P是主要包括第二,第三和第四白线LI2,LI3和LI4的唯一画面,如图5的画面(C)所示。 When the host vehicle 100C in the traveling direction of travel right-hand side lane, the host vehicle by the image forming unit 100C uptake of 13 P is the image frame includes a second, third, and fourth white lines LI2, LI3 and LI4 single screen, such as screen of FIG. 5 (C) of FIG. 这样,画面中白线的配置根据驾驶车道是不同的。 Thus, the screen configuration according to the white line of the driving lane is different.

[0062] 在下一步骤SM确定主车辆驾驶车道。 [0062] The host vehicle driving lane is determined in the next step SM. 更具体来说,基于在步骤S22和S23中获得的信息确定主车辆驾驶车道。 More specifically, the host vehicle driving lane is determined based on the information obtained in steps S22 and S23,. 换言之,基于当前由主车辆行驶的道路中车道数目,以及由成象单元13摄取的成象画面(有提取的白线的画面)确定主车辆驾驶车道。 In other words, the host vehicle driving lane is determined based on the number of lanes in the road currently traveling from the host vehicle, and the image frame by the image forming unit 13 uptake (with the extracted white line screen). 例如,根据车道数目和驾驶车道获得的画面事先作为画面数据被存储,事先准备的画面数据与由主车辆当前行驶的道路中的车道数目以及由成象单元13摄取的当前成象画面(有提取的白线的画面)进行比较,并确定主车辆驾驶车道。 For example, a screen number of lanes and the driving lane is obtained in advance as picture data is stored, the picture data prepared in advance by the number of lanes and the host vehicle is currently traveling road and the current imaging picture taken by the imaging unit 13 (with extraction screen white line) are compared, and the host vehicle driving lane is determined.

[0063] 在后继的步骤S25中确定从主车辆驾驶的车道观察的横向方向上的安全级别。 [0063] determines the security level from the transverse direction of the host vehicle driving lane is viewed in a subsequent step S25. 更具体来说,当主车辆已从车道偏离时,安全级别低的方向作为信息存储。 More specifically, when the host vehicle from the lane departure direction as the low level of security information storage. 因而当从主车辆行驶的车道观察,在左手方向安全级别低时,这一方向作为安全级别低的方向S。 So when observed driving lane from the main vehicle in the direction of the left hand low security level, in this direction as a low level of security direction S. ut(以下称为“包含障碍的方向”)被存储(S。ut =左)。 UT (hereinafter referred to as "direction of the obstacle comprising") is stored (S.ut = left). 当从主车辆行驶的车道观察,在右手方向安全级别低时,这一方向作为包含障碍的方向S。 When the lane from the main vehicle observed traveling in the right direction when a low security level, in this direction as the direction a disorder S. ut被存储(s。ut =右)。 ut is stored (s.ut = right). 例如这是如下确定的。 For example, this is determined as follows.

[0064] 例如在图4中,当主车辆100A行驶在左手车道时,在主车辆从左手车道的左手方向偏离时安全级别低于在主车辆从左手车道的右手方向偏离时的安全级别。 [0064] For example, in FIG. 4, when the host vehicle 100A traveling in the left lane, the vehicle deviates from the main direction of the left-hand left-hand lane security level lower than the security level at the time the host vehicle departing from the lane is the left-hand right-hand direction. 这是因为路肩在从左手车道的左手方向,并有高的可能性路肩是一个墙,护栏,障碍物,或在路肩上将有悬崖等类似的东西。 This is because the road shoulder in the left-hand direction from the left-hand lane, and there is a high possibility that the road shoulder is a wall, guardrail, obstacle, or cliff on the hard shoulder and other similar things. 这就是说,当车道偏离从左车道向左时,就是说向路肩时,有较高的可能性主车辆100A与这些障碍物将发生接触等。 That is, when the left lane to the left lane departure, that is to say when the shoulder, there is a high possibility that the host vehicle 100A in contact with these obstacles and the like will occur. 因而,当主车辆100A行驶在左手车道时,确定左手方向是包含障碍物的方向S。 Thus, when the host vehicle 100A traveling in the left lane, the left-hand direction is the obstacle determining comprises S. ut(S。ut =左)。 ut (S.ut = left).

[0065] 当主车辆100B行驶的中心车道时,在左和右两个方向相对于当前驾驶车道安全级别相同,因为假如在任一方向发生偏离,主车辆100B将仍然在道路上。 [0065] When the host vehicle 100B traveling in the center lane, the left and right directions relative to the current driving lane same level of security because if will remain on the road in either direction deviation occurs, the host vehicle 100B.

[0066] 当主车辆100C行驶在右手车道时,主车辆在右手方向向反向车道偏离时的安全级别,比与主车辆在左手方向向相邻车道偏离的安全级别较低。 [0066] When the host vehicle 100C is traveling right-hand lane, the level of security when the host vehicle departing from the lane in the right-hand direction in the reverse direction, with a lower security level than the host vehicle departing from the lane adjacent to the left-hand direction. 因而这种情形下,当主车辆100C行驶在右手车道时,确定右手方向是有障碍物的方向s。 Thus in this case, when the host vehicle 100C is traveling right-hand lane, it is determined right-hand direction is the obstacle in the direction s. ut(s。ut =右)。 ut (s.ut = right).

[0067] 与快速路比较,普通道路具有较狭窄的路肩宽度,在路肩上有许多障碍物,且还会有行人。 [0067] Compared with the expressway, ordinary roads have a narrower road shoulder width, there are many obstacles on the road shoulder, and there will be a pedestrian. 因此,对于在普通道路上向路肩偏离,比主车辆在快速路上向路肩偏离安全级别较低。 Thus, for a deviation to the road shoulder on an ordinary road, the vehicle deviates from a lower security level than the main road shoulder on the fast road.

[0068] 比较车道数目,当左手方向为路肩且道路的一侧是单车道其中右手方向是反向车道时,安全级别较低。 [0068] comparing the number of lanes, when the left-hand direction is the road shoulder, and one side of the lane in which the right-hand direction is the reverse lane, a lower security level. 这种情形下,确定左和右方向都是有障碍物的方向s。 In this case, to determine the left and right directions are an obstacle in the direction s. ut(s。ut =两者)。 ut (s.ut = both). [0069] 例如,大多数两车道双向道路没有中间带,护栏或其他分割物,对于在道路左侧驾驶的国家当主车辆行驶在两车道双向道路时的成象画面,是诸如图5画面(A)中所示之一画面,并对于在道路右侧驾驶的国家,则是如图5画面(C)中所示的画面。 [0069] For example, most two-way two-lane road with no intermediate, fence or other split was for the case when the host vehicle is traveling on a two-lane two-way road in the image frame left-hand drive country road, such as a screen in FIG. 5 (A one screen shown) and the road for the country's right-hand drive, the screen is a screen as shown in FIG. 5 (C) in. 换言之,对于在道路左侧驾驶的国家,当主车辆行驶在两车道双向道路时的成象画面,是由行驶在三车道(单向)道路左手车道的主车辆100A的成象单元13摄取的相同的成象画面。 In other words, for a left-hand drive country road, when the host vehicle is traveling at the same two-lane road bidirectional imaging screen, the image forming unit by driving the host vehicle 100A is a three-lane (one-way) road uptake left-hand lane 13 imaging screen. 因而,假设既在普通道路又在快速路上行驶,则不能只使用成象画面确定有障碍物的方向S。 Thus, assuming that the fast road driving and also in the ordinary way, you can not just use the image frame to determine the direction of the obstacle S. ut。 ut. 基于这一事实,从导航装置15获得主车辆当前行驶的道路中的车道数目,并通过确定当前行驶的道路是两车道双向道路还是三车道单向道路,能够确定当行驶的是两车道双向道路时,在右手方向的安全级别也低。 Based on this fact, the number of lanes to get the current host vehicle traveling in the road from the navigation device 15, and determines the current traveling through the road is two-lane two-way road or a three-lane one-way road, be able to determine when the traveling road is two-lane two-way when the security level is also low in the right direction.

[0070] 使用上述图3所示的处理过程进行图2步骤S3所示的驾驶环境的估计。 [0070] Using the above-described processing procedure shown in FIG. 3 estimated driving environment shown in FIG. 2 step S3.

[0071] 然后在步骤S4确定车道偏离的趋势。 [0071] Then, in step S4 in the lane departure tendency is determined. 这一确定的处理过程具体示于图6。 This determination process is specifically shown in FIG.

[0072] 首先,在步骤S31计算估计的偏离时间T。 [0072] First, the estimated time of departure is calculated in step S31 of T. ut。 ut. 更具体来说,通过指定dx为横向位移X的变化量(单位时间的变化量),指定L为车道宽度,并使用横向位移X(对于X,dx和L 的值参见图7),使用以下所示方程式(2)计算估计的偏离时间T。 More specifically, by designating dx as the amount of variation (amount of variation per unit time) of the lateral displacement X, designated as the lane width L, and using the lateral displacement X (for X, dx, and L values ​​refer to FIG. 7), the following shown in equation (2) calculates the estimated time of departure T. ut。 ut.

[0073] Tout = (L/2-X)/dx (2) [0073] Tout = (L / 2-X) / dx (2)

[0074] 使用方程式(2)可计算估计的偏离时间T。 Time of departure [0074] using the equation (2) calculate estimated T. ut,直到从车道中心(X = 0)横向位移等于横向位移量X的主车辆100,到达以等于从车道中心距离为L/2的量分开的外部定位区域(例如路肩)。 UT, until the center of the lane (X = 0) is equal to the lateral displacement X amount of lateral displacement of the host vehicle 100 to reach the targeted area equal to the external (e.g., shoulder) from the center of the lane is separated from the amount of L / 2 in. 从由成象单元13处理的成象画面获得车道宽度L。 Lane width obtained from the imaging picture processed by the image forming unit 13 L. 从导航装置15还可获得主车辆的位置,并从存储在导航装置15的映象数据可获得车道宽度L。 The navigation device 15 may also be obtained from the host vehicle position and map data from the navigation device 15 stores the obtained lane width L.

[0075] 在后继步骤S32设置车道偏离确定标志。 [0075] S32 is provided a lane departure determination flag in the subsequent step. 更具体来说,估计的偏离时间T。 More specifically, the estimated time of departure T. ut与预定的第一偏离确定阈值Ts比较。 ut predetermined first departure-determining threshold Ts comparison. 这里,当主车辆从车道中心离开时,并当估计的偏离时间T。 Here, when the host vehicle away from the center of the lane and when the estimated time of departure T. ut 小于第一偏离确定阈值jTsarat < Ts)时,通过步骤S32的处理车道偏离确定标志F。 When ut less than the first departure determination threshold jTsarat <Ts), departure determination flag by the process of step S32 lane F. ut切换到接通(F。ut = ON)。 ut switched on (F.ut = ON). 换言之,确定了车道偏离将发生(存在车道偏离趋势),并设置车道偏离标志F。 In other words, determining the lane departure will occur (lane departure tendency exists), and sets the lane departure flag F. ut为接通(F。ut = ON)。 ut is ON (F.ut = ON). 当主车辆处于F。 When the host vehicle is F. ut = ON的状态并返回车道的中心侧时,这时估计的偏离时间T。 When ut = ON and returns to the state of the lane center side, when the estimated time of departure T. ut等于或大于第一偏离确定阈值Ts (T。ut > Ts),且车道偏离确定标志Fout切换为断开(F。ut = OFF)。 ut equal or greater than the first departure determination threshold value Ts (T.ut> Ts), and the lane departure determination flag Fout is switched OFF (F.ut = OFF). 换言之,当估计的偏离时间T。 In other words, when the estimated time of departure T. ut等于或大于第一偏离确定阈值Ts(T。ut>Ts)时,确定偏离将不会发生(偏离趋势不存在)。 ut is equal to or greater than the first departure determination threshold Ts (T.ut> Ts), determining departing will not occur (departure tendency does not exist). 当存在车道偏离趋势,并例如如果为避免车道偏离进行制动控制(以下描述)时,或如果驾驶者本身采取规避行动时, 则车道偏离确定标志F。 When there is a lane departure tendency, and for example in order to avoid lane departure if brake control (described below), or if the driver itself to take evasive action, the lane departure determination flag F. ut从接通切换为断开。 ut switched from ON to OFF.

[0076] 第一偏离确定阈值Ts是可变的。 [0076] The first departure-determining threshold Ts is variable. 换言之,例如还能够基于在步骤S3获得的安全级别设置第一偏离确定阈值Ts。 In other words, for example, also be the first departure determination threshold Ts set based on the security level acquired in step S3.

[0077] 然后在步骤S33基于横向位移X确定车道偏离方向D。 [0077] Then in step S33, the lateral displacement X is determined based on the lane departure direction D. ut。 ut. 更具体来说,当主车辆在左手方向从车道中心横向位移时,则该方向设置为车道偏离方向D。 More specifically, when the host vehicle is laterally displaced from the lane center in the left-hand direction, then that direction is set as the lane departure direction D. ut(D。ut =左)。 ut (D.ut = left). 当主车辆在右手方向从车道的中心横向位移时,则该方向设置为车道偏离方向D。 When the host vehicle is laterally displaced from the lane center in the right-hand direction, then that direction is set as the lane departure direction D. ut(D。ut =右)。 ut (D.ut = right).

[0078] 在步骤S4如以上讨论确定车道偏离趋势。 [0078] As discussed above in step S4 lane departure tendency is determined.

[0079] 在后继步骤S5确定驾驶者改变车道的意图。 [0079] In the subsequent step S5 to determine the driver's intention to change lanes. 更具体来说,如以下基于在步骤Sl 获得的转向角度δ和/或转弯开关信号确定驾驶者改变车道的意图。 More specifically, as the steering angle δ based on obtained in step Sl and / or the turn switch signal and determining the driver's intention to change lanes.

[0080] 当由转弯开关信号指示的方向(点亮的闪光灯侧)与由步骤S4获得的偏离方向Dout指示的方向相同时,确定驾驶者有意改变车道,且车道偏离确定标志F。 [0080] When the direction indicated by the direction indicated by the turn switch signal (lighted blinker side) and the departure direction Dout obtained in step S4 indicative of the same, determined that the driver intends to change lanes, and the lane departure determination flag F. ut变为断开(F。ut=断开)。 ut turned off (F.ut = OFF). 就是说,确定结果变为指示没有偏离发生。 That is, the determination result changes to indicate that no deviation occurs.

[0081] 当由转弯开关信号指示的方向(点亮的闪光灯侧)与由步骤S4获得的车道偏离方向D。 [0081] When the direction indicated by the turn switch signal (lighted blinker side) in step S4 and the lane departure direction obtained D. ut指示的方向相同时,确定驾驶者正有意改变车道,且车道偏离确定标志F。 Ut indicating a direction are the same, determining the driver is intentionally changing lanes, and the lane departure determination flag F. ut变为断开(F。ut=断开)。 ut turned off (F.ut = OFF). 换言之,确定结果改变,指示偏离将不发生或没有偏离发生。 In other words, determination result is changed, indicating departing will not occur or no deviation occurs.

[0082] 当由转弯开关信号指示的方向(点亮的闪光灯侧)与由在步骤S4获得的车道偏离方向D。 [0082] When the direction indicated by the turn switch signal (lighted blinker side) in step S4, the lane departure direction obtained D. ut指示的方向不同时,车道偏离确定标志F。 Ut indicating a direction are different, the lane departure determination flag F. ut保持不变,且车道偏离确定标志F。 ut remains unchanged and the lane departure determination flag F. ut 保留为接通(F。ut =接通)。 ut left ON (F.ut = ON). 换言之,确定结果保持不变,指示偏离将发生或来临。 In other words, the determination result remains unchanged, indicating the occurrence or departing from coming.

[0083] 当转弯信号开关20没有被操作时,基于转向角度δ确定驾驶者改变车道的意图。 [0083] When the turn signal switch 20 is not operated, based on steering angle δ determined that the driver intention to change lanes. 换言之,驾驶者在车道偏离方向转向的情形下,当转向角度δ与转向角度的变化量Δ δ (每单位时间变化量)等于或大于设置值时,确定驾驶者故意改变车道,且车道偏离确定标志F。 In other words, the driver in the case where the lane departure direction of the steering when the steering angle [delta] and the amount of change in the steering angle Δ δ (per unit time variation amount) is equal to or greater than the set value, determined that the driver is intentionally changing lanes, and the lane departure determination flag F. ut变为断开(F。ut =断开)。 ut turned off (F.ut = OFF).

[0084] 在后继的步骤S6确定用于避免偏离的控制方法。 [0084] In the subsequent step S6 determines a control method for avoiding the deviation. 换言之,当控制车道偏离避免的制动时确定制动控制方法,是否有偏离警告,或实现用于避免偏离的制动控制。 In other words, when the lane departure-avoiding braking control the braking control method is determined, whether a departure warning or braking control for avoiding implemented deviation. 更具体来说,对是否发出车道偏离警告和/或进行偏离避免制动控制进行确定。 More specifically, the issue of whether the lane departure warning and / or braking control for departure avoidance is determined. 当进行车道偏离避免制动控制时,选择制动控制方法。 When the lane departure-avoiding braking control, the braking control method selected.

[0085] 这里基于在步骤S3获得的有障碍物方向S。 Obstructions direction [0085] Here, based on obtained in step S3 S. ut,在步骤S4获得的车道偏离方向D。 ut, obtained in step S4, the lane departure direction D. ut, 以及在步骤S5获得的车道偏离确定标志F。 ut, obtained in step S5 and the lane departure determination flag F. ut,确定偏离避免的控制内容。 ut, control content for departure avoidance is determined. 例如,当车道偏离确定标志F。 For example, when the lane departure determination flag F. ut保留为接通(T。ut<Ts)时,发出偏离警告。 ut reserved when turned (T.ut <Ts), departure warning issued. 例如,警告可以是一个声或显示。 For example, a sound or a warning may be displayed. 此外,当车道偏离确定标志F。 Further, when the lane departure determination flag F. ut保留为接通(T。ut<Ts)时,基于有障碍物的方向S。 ut reserved when turned (T.ut <Ts), the obstacle based on the direction S. ut和车道偏离方向D。 ut and the lane departure direction D. ut,确定用于偏离避免的制动控制方法。 ut, the braking control method for departure avoidance. 这将在稍后说明。 This will be explained later.

[0086] 例如,当能够确定可通过驾驶者进行转向操作等防止车道偏离时,如果车道偏离确定标志F。 [0086] For example, when the steering operation can be performed can be determined by the driver and so prevents lane departure, if the lane departure determination flag F. ut为接通(T。ut<Ts),则激活车道偏离警报或警告。 ut is ON (T.ut <Ts), the lane departure alarm or warning activated. 换言之,例如根据在步骤S5 获得的车道偏离确定标志F。 In other words, for example, in accordance with the lane departure determination flag obtained in step S5 is F. ut的接通或断开状态,从警报装置31发出警告声。 ut ON or OFF state, a warning sound from the alarm device 31. 警报或警告通过声音,显示等进行。 Alarm or warning by sound, display and so on. 如果车道偏离确定标志F。 If the lane departure determination flag F. ut为接通(T。ut < Ts),则基于纵向加速度Yg,第一有障碍物方向S。 ut is ON (T.ut <Ts), based on the longitudinal acceleration Yg, the first obstacle direction S. ut,及车道偏离方向D。 ut, and the lane departure direction D. ut,决定用于避免偏离的控制方法。 ut, determines a control method for avoiding the deviation. 这在以下详细讨论。 This is discussed in detail below.

[0087] 如这里所述,存在这样的情形,其中车道偏离确定标志F。 [0087] As described herein, there is a case in which the lane departure determination flag F. ut为接通(T。ut < Ts),但并不能确定车道偏离可通过驾驶者进行转向操作等防止。 ut is ON (T.ut <Ts), but it does not determine the lane departure can be prevented by the steering operation of the driver and the like. 例如,那些情形包括其中驾驶者本身意识到主车辆车道偏离的趋势,并然后采取规避行动,但车道偏离确定标志F。 For example, including those cases in which the driver of the trend itself is aware of the host vehicle lane departure, and then take evasive action, but the lane departure determination flag F. ut本身仍为接通(T。ut < Ts)。 ut itself is still ON (T.ut <Ts).

[0088] 在车道偏离确定标志F。 [0088] In the lane departure determination flag F. ut为接通(T。ut < Ts)的情形下,还基于在步骤S3获得的有障碍物方向S。 ut in the ON (T.ut <Ts) of the case, step S3 is also obtained based on the obstacle direction S. ut,以及步骤S4中获得的车道偏离方向D。 ut, and the lane departure direction obtained in step S4 D. ut,选择制动控制方法。 ut, braking control method selected. 以下详细描述该过程。 This process is described in detail below. 步骤S2到S6的处理对应于车道偏离避免控制部分。 The processing steps S2 to S6 corresponds to a lane departure avoidance control section.

[0089] 在后继步骤S7计算主车辆中产生的目标偏航力矩。 [0089] The target yaw moment generated in the subsequent step S7 calculates the host vehicle. 这一目标偏航力矩是施加到主车辆用于偏离避免的偏航力矩。 This target yaw moment is applied to the host vehicle for departure-avoidance yaw moment. 更具体来说,基于在步骤Sl获得的变化量dx与横向位移X使用方程式C3)计算目标偏航力矩Ms。 More specifically, based on the amount of change dx at step Sl and the lateral displacement X obtained using Equation C3) calculates the target yaw moment Ms.

[0090] Ms = Kl · X+K2 · dx (3) [0090] Ms = Kl · X + K2 · dx (3)

[0091] 在方程式(3)中,项Kl和K2是根据主车辆速度V变化或波动的增益。 [0091] In equation (3), the term V Kl and K2 are variations or fluctuations in the vehicle speed gain according to the master. 例如,图8 中增益Kl和K2在低速具有较低的值,当主车辆速度V达到一定的值时,按照与主车辆速度V对应的关系增加,并当达到一定的车辆速度V之后保持不变。 Remains constant thereafter e.g., FIG. 8 gain Kl and K2 have lower values ​​at low speeds, when the host vehicle velocity V reaches a certain value, increased by a relationship with the host vehicle velocity V corresponding to, and when it reaches a certain vehicle speed V .

[0092] 在后继步骤S8计算车道偏离避免减速度。 [0092] In the subsequent step S8 lane departure-avoiding deceleration is calculated. 换言之,以使主车辆减速为目标计算施加到左和右车轮两者的制动力。 In other words, so that the main vehicle deceleration target computing braking force applied to both the left and right wheels. 这里,这种制动力是作为施加到左和右车轮的目标制动液压Pgf和Pgr计算的。 Here, such a braking force as the target left and right wheel brake hydraulic pressure applied to the Pgf and Pgr calculated. 使用以下方程式(4)计算用于前轮的目标制动液压I^gf。 Using the following equation (4) for calculating the target front wheel brake hydraulic pressure I ^ gf.

[0093] Pgf = Kgv · V+Kgx · dx (4) [0093] Pgf = Kgv · V + Kgx · dx (4)

[0094] 在方程式中,项Kgv和Kgx是用于把制动力转换为制动液压的转换因子。 [0094] In the equation, the terms Kgv and Kgx is a braking force is converted to brake hydraulic pressure conversion factor. 基于主车辆速度V与变化量dx分别设置转换因子Kgv和Kgx。 Based on the host vehicle speed V and the variation amount dx are provided conversion factors Kgv and Kgx. 例如,图9中转换因子Kgv和Kgx在低速具有较高的值,当主车辆速度V达到一定值时按与主车辆速度V对应的关系降低,并在达到一定的车辆速度V之后保持不变。 For example, in Figure 9 the conversion factors Kgv and Kgx have higher values ​​at low speeds, when the host vehicle velocity V reaches a certain value decreases in the relationship with the host vehicle velocity V corresponding to, and remains constant after reaching a certain vehicle speed V.

[0095] 在考虑前和后制动分布的同时,基于用于前轮的目标制动液压Pgf计算用于后车轮的目标制动液压Pgr。 [0095] While the front and rear braking distribution consideration based on the target brake hydraulic pressure Pgf for the front wheels is calculated for the rear wheel target brake hydraulic pressure Pgr.

[0096] 在步骤S8以这种方式获得用于偏离避免的减速度(更具体来说,是目标制动液压Pgf 和Pgr)。 [0096] obtaining the deceleration for departure-avoidance (more specifically, target brake hydraulic pressure Pgf and Pgr) in this manner in step S8.

[0097] 在考虑前和后制动分布的同时,基于用于前轮的目标制动液压Pgf计算用于后车轮的目标制动液压Pgr。 [0097] While the front and rear braking distribution consideration based on the target brake hydraulic pressure Pgf for the front wheels is calculated for the rear wheel target brake hydraulic pressure Pgr.

[0098] 在步骤S8以这种方式获得用于偏离避免的减速度(更具体来说,是目标制动液压Pgf 和Pgr)。 [0098] obtaining the deceleration for departure-avoidance (more specifically, target brake hydraulic pressure Pgf and Pgr) in this manner in step S8.

[0099] 在后继步骤S9确定是否有车道偏离趋势。 [0099] In a subsequent step S9 is determined whether there is a lane departure tendency. 换言之,车道偏离确定标志F。 In other words, the lane departure determination flag F. ut确定是否有车道偏离趋势。 ut determine whether there is a lane departure tendency. 当车道偏离确定标志F。 When the lane departure determination flag F. ut保留为接通时,处理进到步骤S10,作为主车辆从车道偏离的趋势,并当车道偏离确定标志F。 ut retention is ON, the process proceeds to step S10, the host vehicle from a lane departure tendency, and when the lane departure determination flag F. ut保留为断开时,处理进到步骤S12,作为主车辆没有从车道偏离的趋势。 Reserved ut is off, the process proceeds to step S12, the vehicle is not from a main lane departure tendency.

[0100] 在后继步骤SlO确定主车辆行驶的车道是直车道还是弯曲车道。 [0100] In the subsequent step SlO to determine the host vehicle driving lane is a straight lane or a curved lane. 更具体来说, 在步骤Sl读取的驾驶车道曲率β与弯曲车道确定阈值β cur比较,以确定主车辆当前行驶的车道是直车道还是弯曲车道。 More specifically, the driving lane curvature beta] and the curved lane is determined in step Sl read comparison threshold β cur, to determine the current host vehicle driving lane is a straight lane or a curved lane. 当驾驶车道曲率β大于这里的弯曲车道确定阈值 When the driving lane curvature β is greater than the curved lane determination threshold where the value

> ^cur)时,当前的驾驶车道确定为弯曲车道,且处理进到步骤S11。 > ^ Cur), the current driving lane is a curved lane is determined, and the process proceeds to step S11. 对于这种情形,弯曲车道内部确定标志Fcurin为接通(Fcurin=接通)。 For this case, the curved lane inside determination flag is ON Fcurin (Fcurin = ON). 还获得关于弯曲车道弯曲方向的信息。 Also received information about the bending direction of the curved lane. 反之,当驾驶车道曲率β等于或小于弯曲车道确定阈值i3cur(i3 <= β cur) 时,当前驾驶车道确定为直车道且处理进到步骤S13。 Conversely, when the driving lane curvature beta] equal to or less than the curved lane determination threshold value i3cur (i3 <= β cur), the current driving lane is determined to be a straight lane and the processing proceeds to step S13.

[0101] 在步骤Sll确定车道偏离方向是否趋向弯曲车道内部方向。 [0101] In the lane departure direction is determined in step Sll whether the tendency of the curved lane inside direction. 更具体来说,在步骤Sll基于在步骤S4获得的车道偏离方向D。 More specifically, in step Sll based on the lane departure direction is obtained in step S4 D. ut以及弯曲车道弯曲的方向,确定车道偏离方向是否趋向弯曲车道的内部方向。 ut and the bending direction of the curved lane, the lane departure direction is determined whether the tendency inside direction of the curved lane. 在这一点,如果步骤Sll确定,当车道偏离方向D。 At this point, if the determination in step Sll, when the lane departure direction D. ut与弯曲车道弯曲的方向为相同方向时,车道偏离方向为弯曲车道的内部方向,则处理进到步骤S14。 Ut when the bending direction of the curved lane in the same direction, the lane departure direction is the inside direction of the curved lane, the process proceeds to step S14. 如果步骤Sll确定,当车道偏离方向D。 If the determination in step Sll, when the lane departure direction D. ut与弯曲车道弯曲的方向相反时,车道偏离方向趋向弯曲车道的外部方向,则处理进到步骤S13。 ut the bending direction of the curved lane and the opposite lane departure direction is towards the outside direction of the curved lane, the process proceeds to step S13.

[0102] 在步骤S12和S13计算每一车轮的目标制动液压。 [0102] target brake hydraulic pressure for each wheel is calculated in steps S12 and S13. 换言之,基于偏离避免制动控制的存在计算最终制动液压。 In other words, calculated based on the presence of departure-avoiding braking control the final brake hydraulic pressure. 更具体来说,按以下方式进行计算。 More specifically, it is calculated in the following manner.

[0103] 首先在步骤S12,如果车道偏离确定标志F。 [0103] First, at step S12, if the lane departure determination flag F. ut为断开(F。ut = OFF),即当确定偏离将不会发生时,则对于每一车轮的目标制动液压Psi (I = fl,fr, rl, rr)设置为主汽缸液压Pmf或Pmr,如以下方程式(5)和(6)所示。 ut OFF (F.ut = OFF), i.e., when it is determined departing will not occur, the target brake hydraulic pressure for each wheel Psi (I = fl, fr, rl, rr) set as the master cylinder hydraulic pressure Pmf or Pmr, as the following equation (5) and (6). [0104] Psfl = Psfr = Pmf (5) [0104] Psfl = Psfr = Pmf (5)

[0105] Psrl = Psrr = Pmr (6) [0105] Psrl = Psrr = Pmr (6)

[0106] 在方程式(5)和(6)中,项Riif是对于前轮的主汽缸液压,而项Pmr是对于后轮的主汽缸液压。 [0106] (5), and in Equation (6), for the term Riif hydraulic front wheel master cylinder, while the term Pmr is the master cylinder hydraulic pressure for the rear wheels. 后轮的主汽缸液Pmr是在考虑前和后制动分布时基于对于前轮的主汽缸液压Rrf计算的。 A rear wheel master cylinder fluid Pmr is the master cylinder hydraulic pressure based Rrf for the front wheels calculated at the front and rear braking distribution into consideration.

[0107] 在步骤S13,当车道偏离确定标志F。 [0107] In step S13, when the lane departure determination flag F. ut为接通(F。ut = ON),即当确定车道偏离将会发生时,首先基于目标偏航力矩Ms计算前轮目标制动液压差△ Psf及后轮目标制动液压差APsr0更具体来说,使用以下方程式(7)到(10)计算目标制动液压差APsf与ΔΙ^Γ。 ut is ON (F.ut = ON), i.e., when it is determined that lane departure will occur, the brake hydraulic pressure difference is first calculated front wheel target brake hydraulic pressure difference △ Psf and rear wheel target based on the target yaw moment Ms APsr0 More specifically , using the following equation (7) to (10) calculates the target brake hydraulic pressure difference APsf ΔΙ ^ Γ.

[0108] 当Ms < Msl 时,贝Ij [0108] When Ms <Msl, shellfish Ij

[0109] APsf = 0 (7) [0109] APsf = 0 (7)

[0110] Δ Psr = 2 · Kbr · Ms/T (8) [0110] Δ Psr = 2 · Kbr · Ms / T (8)

[0111] 当Ms彡Msl时,则 [0111] When Ms San Msl, the

[0112] APsf = 2 · Kbf · (Ms-Msl)/T (9) [0112] APsf = 2 · Kbf · (Ms-Msl) / T (9)

[0113] APsr = 2 · Kbr ' Msl/T (10) [0113] APsr = 2 · Kbr 'Msl / T (10)

[0114] 在方程式(7)到(10)中,项Msl是用于设置之用的阈值,而项T是轮距。 [0114] In the equation (7) to (10), the item is a threshold for use Msl of the setting, and the term T is the tread. 为了简单起见,轮距T是相同的值。 For simplicity, the tread T is the same value. 项Kbf和Kbr是当制动力转换为制动液压时对于前和后轮的转换因子,并根据制动参数或规范设置。 Kbf and Kbr item when the braking force is converted to brake hydraulic pressure for the front and rear wheels of the conversion factor, and set the brake parameters or specifications.

[0115] 这样施加到车轮的制动力根据目标偏航力矩Ms的量值分布。 [0115] Thus the braking force applied to the wheel profile according to the magnitude of target yaw moment Ms. 就是说,当目标偏航力矩Ms小于用于设置之用的阈值Msl时,前轮目标制动液压差AI^sf设置为0,向后轮目标制动液压差Δ Psr指定一个预定的值,并在左和右后轮产生制动力差。 That is, when target yaw moment Ms is less than the threshold for a set Msl, the front wheel target brake hydraulic pressure difference AI ^ sf is set to 0, the brake hydraulic pressure difference Δ Psr specified value to a predetermined rear wheel target, and generating a braking force difference in the left and right rear wheels. 当目标偏航力矩Ms 大于或等于用于设置之用的阈值Msl时,向目标制动液压差APsf和APsr指定一个预定的值,并在前和后左和右轮产生制动力差。 When the target yaw moment Ms is greater than or equal to a threshold value set by Msl, the predetermined value to a specified target brake hydraulic pressure difference APsf and APSR, and the front and rear left and right wheels to generate a braking force difference.

[0116] 当车道偏离确定标志F。 [0116] When the lane departure determination flag F. ut为接通(F。ut = ON),使用如以上计算的目标制动液压差Δ Psf和Δ Psr及目标制动液压Pgf和Pgr,计算对每一车轮的最终目标制动液压Psi (i = fl, fr, rl, rr)。 ut is ON (F.ut = ON), as described above using the calculated target brake hydraulic pressure difference Δ Psf and Δ Psr and the target brake hydraulic pressure Pgf and Pgr, calculate the final target brake hydraulic pressure for each wheel Psi (i = fl, fr, rl, rr). 更具体来说,对每一车轮的最终目标制动液压I^si (i = fl,fr, rl, rr)是基于步骤S6中选择的制动控制方法计算的。 More specifically, the final target brake hydraulic pressure for each wheel is I ^ si (i = fl, fr, rl, rr) is a braking control method selected in step S6 based on the calculated.

[0117] 在步骤S6中,当车道偏离确定标志F。 [0117] In step S6, when the lane departure determination flag F. ut为接通时,基于有障碍物的方向S。 ut is ON, based on the obstacle-containing direction S. ut与车道偏离方向D。 ut lane departure direction D. ut选择制动控制方法。 ut braking control method selected. 首先,以下对于有障碍物的方向S。 First of all, the direction of an obstacle for S. ut与车道偏离方向D。 ut lane departure direction D. ut 之间各种关系,将描述当车道偏离确定标志F。 Various relationships between ut, will be described when the lane departure determination flag F. ut为接通时,基于有障碍物的方向S。 ut is ON, based on the obstacle-containing direction S. ut与车道偏离方向D。 ut lane departure direction D. ut选择的制动控制方法(第一到第三情形或情景)。 Ut selected brake control method (first to third case or scenario).

[0118] 第一情景 [01] The first scenario

[0119] 在第一情景或情形中,当有障碍物的方向S。 [0119] In the first scenario or case, when there is an obstacle in the direction S. ut与车道偏离方向D。 ut lane departure direction D. ut不匹配时,进行制动控制(以下称为“偏离避免偏航控制”),使得偏航力矩加到主车辆以避免偏离,直到车道偏离确定标志F-为断开。 When ut mismatch, brake control (hereinafter, referred to as "departure-avoiding yaw control"), so that a yaw moment imparted to the host vehicle to avoid departing until the F- lane departure determination flag is OFF.

[0120] 这里,加到主车辆以避免偏离的偏航力矩的量值是目标偏航力矩Ms。 [0120] Here, the added yaw moment to avoid the host vehicle deviates from the magnitude of the target yaw moment Ms. 该偏航力矩通过在施加到左和右车轮的制动力中生成一差而施加到主车辆。 The yaw moment applied to the host vehicle by generating a braking force difference in the left and right wheels are applied to. 更具体来说,当目标偏航力矩Ms小于设置之用的阈值Msl时,在左和右后轮中产生一个制动力差,以便把目标偏航力矩Ms加到主车辆。 More specifically, when the target yaw moment Ms is less than the threshold value set by Msl, a braking force difference is generated in the left and right rear wheels, the target yaw moment Ms to the host vehicle was added. 当目标偏航力矩Ms等于或大于设置之用的阈值Msl时,如上所述,在前和后左和右轮中产生一个制动力差,以便把目标偏航力矩Ms加到主车辆。 When the target yaw moment Ms is equal to or greater than the threshold set by the Msl, as described above, to generate a braking force and the rear left and right wheels in the front differential, the target yaw moment Ms to the host vehicle was added. [0121] 在已经进行偏离避免制动控制,或当有车道偏离趋势时驾驶者本身已采取规避行动的情形下,车道偏离确定标志F。 [0121] In the case of departure avoidance braking control has been carried out, or when there is a lane departure tendency driver itself has to take evasive action, lane departure determination flag F. ut从接通切换到断开。 ut switched from ON to OFF.

[0122] 第二情景 [0122] The second scenario

[0123] 在第二情景或情形下,当有障碍物的方向S。 [0123] In the second scenario or case, when there is an obstacle in the direction S. ut与车道偏离方向D。 ut lane departure direction D. ut之间匹配,并且在步骤S3获得的道路类型R是普通道路时,进行车道偏离避免的偏航控制,直到车道偏离确定标志F。 Match between the UT, and obtained in step S3 of the road type R is an ordinary road, the lane departure-avoiding yaw control is carried out until the lane departure determination flag F. ut为断开。 ut is disconnected.

[0124] 此外,定义第二偏离确定阈值Tr,该值小于第一偏离确定阈值Ts (Ts > Tr > 0)。 [0124] In addition, the definition of the second departure determination threshold value Tr, which is less than the first departure determination threshold value Ts (Ts> Tr> 0). 当估计的偏离时间T。 When the estimated time of departure T. ut变为小于第二偏离确定阈值Tr (T。ut < Tr)时,施加车道偏离避免偏航控制,并进行用于减速主车辆的制动控制(以下称为“偏离避免减速控制”)。 ut becomes smaller than when the second departure determination threshold value Tr (T.ut <Tr), the lane departure-avoiding yaw control is applied, and the braking control for decelerating the host vehicle (hereinafter referred to as "departure-avoiding deceleration control"). 车道偏离避免减速控制是这样进行的,以便向左和右车轮两者提供基本上相等的制动力。 Lane departure-avoiding deceleration control is carried out so that both the left and right wheel braking force substantially equal.

[0125] 这里,估计的偏离时间T。 [0125] Here, the estimated time of departure T. ut是车道偏离趋势的量值的一种指示器,于是小于第二偏离确定阈值Tr的估计的偏离时间对应于大于第二阈值的车道偏离趋势。 ut is a lane departure tendency indicator values, then less than the second departure-determining threshold estimated time of departure is greater than the value Tr corresponds to the lane departure tendency of the second threshold value.

[0126] 第三情景 [0126] The third scenario

[0127] 在第三情景或情形下,当有障碍物的方向S。 [0127] In the third scenario or case, when there is an obstacle in the direction S. ut与车道偏离方向D。 ut lane departure direction D. ut之间匹配时,且在步骤S3中获得的道路类型R为快速路时,进行车道偏离避免的偏航控制,直到车道偏离确定标志F。 When a match between ut, and obtained in step S3 the road type R is an expressway, the lane departure-avoiding yaw control is carried out until the lane departure determination flag F. ut为断开。 ut is disconnected.

[0128] 此外,在这第三情形下,当估计的偏离时间T。 [0128] Further, in this third case, when the estimated time of departure T. ut已经达到0时,施加车道偏离避免的偏航控制,并进行车道偏离避免的减速控制。 ut has been reached 0, the lane departure-avoiding yaw control is applied, and the lane departure-avoiding deceleration control is.

[0129] 在第三情形下,如同在第二情形那样,当估计的偏离时间T。 [0129] In the third case, as in the second case above, when the estimated time of departure T. ut已变为小于第二偏离确定阈值Tr时,也能够进行车道偏离避免的减速控制。 ut has become lane departure-avoiding deceleration control is smaller than the second departure determination threshold value when Tr, can be performed. 这种情形下,例如当估计的偏离时间T。 In this case, for example, when the estimated time of departure T. ut变为0时,主车辆的减速通过偏离避免的减速控制增加。 When ut becomes 0, the deceleration of the host vehicle departing from the deceleration control by increased avoided. 因而,车道偏离避免的减速控制这样配置,使得当估计的偏离时间T。 Thus, lane departure-avoiding deceleration control is configured such that when the estimated time of departure T. ut已变为小于第二偏离确定阈值Tr,且当估计的偏离时间T。 ut time of departure has become less than the second departure-determining threshold Tr, and when the estimated T. ut变为0时,可被激活。 When ut becomes 0, it may be activated. 当这种情形下估计的偏离时间T。 When the estimated time of departure in this case T. ut变为0时,主车辆的减速进一步增加。 When ut becomes 0, the deceleration of the host vehicle is further increased.

[0130] 在步骤S6根据有障碍物的方向S。 [0130] The direction of an obstacle at step S6 S. ut和车道偏离方向D。 ut and the lane departure direction D. ut这样选择制动控制方法。 ut this braking control method selected. 换言之,根据有障碍物的方向S。 In other words, there is an obstacle in the direction according to S. ut和车道偏离方向D。 ut and the lane departure direction D. ut,和/或根据主车辆速度V与估计的偏离时间T。 ut, and / or deviation according to the master time and the estimated vehicle speed V T. ut,仅通过偏离避免偏航控制,或通过车道偏离避免的偏航控制与车道偏离避免减速控制的组合,选择用于偏离避免的制动控制方法。 UT, avoiding yaw control only by deviating or by the lane departure-avoidance yaw control and the lane departure-avoiding deceleration control in combination, the braking control method for departure avoidance is selected for.

[0131] 在步骤S13根据每一类型的制动控制方法,计算对于每一车轮的目标制动液压Psi (i = fl,fr,rl,rr)。 [0131] In step S13 according to each type of braking control method is calculated for each wheel target brake hydraulic pressure Psi (i = fl, fr, rl, rr).

[0132] 例如对于第一到第三情形的车道偏离避免的偏航控制中,使用以下方程式(11) 计算对于每一车轮的目标制动液压Psi (i = fl,fr, rl, rr)。 [0132] For example, the first to third yaw control lane departure avoidance case, the following equation (11) is calculated for each wheel target brake hydraulic pressure Psi (i = fl, fr, rl, rr).

[0133] Psfl = Pmf [0133] Psfl = Pmf

[0134] Psfr = Pmf+ Δ Psf [0134] Psfr = Pmf + Δ Psf

[0135] Psrl = Pmr [0135] Psrl = Pmr

[0136] Psrr = Pmr+ Δ Psr (11) [0136] Psrr = Pmr + Δ Psr (11)

[0137] 在第二和第三情形下进行车道偏离避免的偏航控制与车道偏离避免的减速控制, 但是在这一情形下使用以下方程式(1¾计算对于每一车轮的目标制动液压Psi(i = fl, fr, rl, rr)。[0138] Psfl = Pmf+Pgf/2 [0137] for yaw control and the lane departure-avoiding the lane in the second and third case the deceleration control for departure avoidance, but using the following equation (1¾ calculated target brake hydraulic pressure for each wheel Psi (in this case i = fl, fr, rl, rr). [0138] Psfl = Pmf + Pgf / 2

[0139] Psfr = Pmf+ Δ Psf+Pgf/2 [0139] Psfr = Pmf + Δ Psf + Pgf / 2

[0140] Psrl = Pmr+Pgr/2 [0140] Psrl = Pmr + Pgr / 2

[0141] Psrr = Pmr+ Δ Psr+Pgr/2 (12) [0141] Psrr = Pmr + Δ Psr + Pgr / 2 (12)

[0142] 而且,参照由驾驶者采取的减速行动,计算对于每一车轮的目标制动液压Psi (i =fl, fr,rl,rr)。 [0142] Further, with reference to the deceleration action taken by the driver, is calculated for each wheel target brake hydraulic pressure Psi (i = fl, fr, rl, rr). 换言之,如方程式(11)和(12)所示,施加主汽缸液压Rnf和Pmr。 In other words, as shown in equation (11) and (12), the master cylinder hydraulic pressure is applied Rnf and Pmr.

[0143] 以上描述了对于步骤S13的处理。 [0143] For the above described process of step S13. 这样,在步骤S12或以上步骤S13基于车道偏离确定标志F。 Thus, in a step or more steps S12 S13 based on the lane departure determination flag F. ut的状态,计算对于每一车轮的目标制动液压I3sUi = fl,fr,rl,rr)0当车道偏离确定标志F。 ut state, calculates the target brake hydraulic pressure for each wheel I3sUi = fl, fr, rl, rr) 0 When the lane departure determination flag F. ut为接通时,根据在步骤S6选择的制动控制方法,响应第一有障碍物的方向S。 ut is ON, the braking control method selected in step S6 in response to the first obstacle-containing direction S. ut和车道偏离方向D。 ut and the lane departure direction D. ut的值之间的关系,计算对于每一车轮的目标制动液压I^i (i = fl,fr,rl,rr)。 Ut relationship between the value of the calculated target brake hydraulic pressure for each wheel is I ^ i (i = fl, fr, rl, rr).

[0144] 在以上描述中,计算是由驱动/制动力控制单元8处理的。 [0144] In the above description, calculations are driven by the braking force control unit 8 processes /. 驱动/制动力控制单元8向制动液压控制单元7,输出在步骤S12或S13计算的对于每一车轮的目标制动液压Psi (i = fl, fr, rl, rr)作为制动液压命令值。 Driving / braking force control unit 87, the output calculated at step S12 or S13 to the brake hydraulic pressure control unit for each wheel target brake hydraulic pressure Psi (i = fl, fr, rl, rr) as the brake hydraulic pressure command value .

[0145] 在步骤S14禁止如在步骤S13实现的偏离避免的偏航控制。 [0145] In step S14 prohibited as departure-avoidance yaw control is implemented in step S13. 换言之,响应车道偏离趋势只实现对于偏离避免的减速控制。 In other words, only in response to the lane departure tendency to realize departure-avoidance deceleration control. 这时,警告声音输出以便通知驾驶者禁止车道偏离避免的偏航控制的意图。 At this time, a warning sound outputs to notify the driver's intention to prohibit the lane departure-avoidance yaw control.

[0146] 上述的车道偏离防止设备根据以下的概述操作。 [0146] The lane departure prevention apparatus according to the following overview of the operation.

[0147] 首先,从传感器,控制器及控制单元读取各种种类数据(步骤Si)。 [0147] First, various kinds of data is read (step Si) from the sensor, the controller and the control unit. 然后,计算车速V (步骤幻)。 Then, it calculates a vehicle speed V (step phantom).

[0148] 然后计算驾驶环境,并确定安全级别相对最低的方向(第一有障碍物的方向S。ut) (步骤S3,图3)。 [0148] driving environment is then calculated, and the security level is determined in the direction opposite the lowest (first obstacle-containing direction S.ut) (step S3, the FIG. 3). 例如,如果主车辆100A行驶在图4中左车道,则有障碍物的方向S。 For example, if the host vehicle 100A traveling in the left lane in Figure 4, there is a direction of the obstacle S. ut用作为左手方向。 ut used as the left-hand direction.

[0149] 在步骤S4,车道偏离确定标志F。 [0149] In step S4, the lane departure determination flag F. ut基于估计的偏离时间T。 ut based on the estimated time of departure T. ut设置,并基于横向位移X确定车道偏离方向D。 ut provided, and the lane departure direction is determined based on the lateral displacement X D. ut (参见图7)。 UT (see FIG. 7).

[0150] 进而,基于这样获得的车道偏离方向D。 [0150] Further, based on the lane departure direction D. The thus obtained ut和/或由转弯信号开关20指示的方向(点亮的闪光灯侧)确定驾驶者改变车道的意图(步骤S5)。 ut and / or direction indicated by the turn signal switch 20 (lighted blinker side) to determine the driver's intention to change lanes (step S5).

[0151] 例如,当由转弯开关信号指示的方向(点亮的闪光灯侧)与由车道偏离方向D。 [0151] For example, when the direction indicated by the turn switch signal (lighted blinker side) by the lane departure direction D. ut 指示的方向相同时,确定驾驶者有意改变车道。 Ut indicates the direction of the same, determined that the driver intends to change lanes. 这种情形下,车道偏离确定标志F。 In this case, the lane departure determination flag F. ut变为断开。 ut are turned off.

[0152] 当由转弯开关信号指示的方向(点亮的闪光灯侧)与由车道偏离方向D。 [0152] When the direction indicated by the turn switch signal (lighted blinker side) by the lane departure direction D. ut指示的方向不同时,车道偏离确定标志F。 Ut indicating a direction are different, the lane departure determination flag F. ut保持在其接通的情形不变。 ut kept unchanged in the case of its ON. 原因在于,当由转弯开关信号指示的方向(点亮的闪光灯侧)与由车道偏离方向D。 The reason is that, when the direction indicated by the turn switch signal (lighted blinker side) by the lane departure direction D. ut指示的方向不同时,主车辆的车道偏离行为可能由于不是驾驶者改变车道等的意图的因素所至,于是车道偏离确定标志F。 Ut not the same direction indicated by the lane deviation of the host vehicle behavior may be due to factors not the intention of the driver to change lanes and other actions, then the lane departure determination flag F. ut 的状态保持在该标志为接通时不变。 ut held in the state flag is ON constant.

[0153] 此外,基于横向位移X与变化量dx计算目标偏航力矩Ms (步骤S7),并还计算偏离避免的减速度(步骤S8)。 [0153] In addition, calculated based on lateral displacement X and the variation amount dx target yaw moment Ms (step S7), and departure-avoiding deceleration is also calculated (step S8).

[0154] 基于车道偏离确定标志F。 [0154] Based on the lane departure determination flag F. ut,第一有障碍物方向S。 ut, a first obstacle direction S. ut,及车道偏离方向D。 ut, and the lane departure direction D. ut,计算施加到每一车轮用于执行制动控制方法的目标制动液压I3SUi = fl,fr,rl,rr),并然后向制动液压控制单元7输出作为制动液压命令值的目标制动液压Psi (i = fl,fr, rl, rr)(参见步骤S9到步骤S13)。 ut, calculate target brake hydraulic pressure applied to each wheel brake control method for performing I3SUi = fl, fr, rl, rr), and then brake hydraulic pressure command value as the target braking output to brake hydraulic pressure control unit 7 hydrodynamic Psi (i = fl, fr, rl, rr) (see step S9 to step S13).

[0155] 更具体来说,当车道偏离确定标志F。 [0155] More specifically, when the lane departure determination flag F. ut为断开时,设置施加到每一车轮的目标制动液压Psi (i = fl, fr, rl, rr)为主汽缸液压Riif和Pmr (步骤S12)。 ut is off, setting target brake hydraulic pressure applied to each wheel Psi (i = fl, fr, rl, rr) and the main cylinder hydraulic pressure Pmr Riif (step S12). 此外,当车道偏离确定标志F。 Further, when the lane departure determination flag F. ut为接通,且驾驶车道为直车道时,或当车道偏离确定标志F。 When ut is turned on, and the driving lane is a straight lane or when the lane departure determination flag F. ut为接通,且驾驶车道为弯曲车道时,及还有当车道偏离方向趋向弯曲车道外侧方向时,基于第一有障碍物方向S。 When ut is turned on, and the driving lane is a curved lane and also when the lane departure direction is towards the outside direction of the curved lane, the obstacle based on the first direction S. ut及车道偏离方向D。 ut and the lane departure direction D. ut,计算施加到每一车轮用于执行制动控制方法的目标制动液压Psi (i = fl, fr, rl, rr)(步骤S10,步骤Sll 和步骤S13)。 ut, calculate target brake hydraulic pressure applied to each wheel brake control method for performing Psi (i = fl, fr, rl, rr) (step S10, a step Sll, and step S13).

[0156] 目标制动液压Psi (i = fl, fr, rl,rr)作为制动液压命令值输出到制动液压控制单元7 (步骤S12或Si;?)。 [0156] the target brake hydraulic pressure Psi (i = fl, fr, rl, rr) as the brake hydraulic pressure command value is output to the brake hydraulic pressure control unit 7 (step S12, or Si ;?). 在制动液压控制单元7中,对于车轮汽缸6FL到6RR基于制动液压命令值分别控制制动液压。 In the brake hydraulic pressure control unit 7, the wheel cylinders 6FL to 6RR based on the brake hydraulic pressure control value, respectively, the brake hydraulic pressure command. 因而,配置是这样的,使得当有车道偏离趋势时,根据驾驶环境显示预定的车辆行为。 Thus, the configuration is such that when there is a lane departure tendency, a predetermined vehicle behavior based on driving environment display.

[0157] 这里,参照图10(第二情形)和11 (第一和第三情形)对于第一到第三情景或情形,描述当执行制动控制时主车辆行为的方式。 [0157] Here, (second case) and 11 (first and third case) to the first to third scenario or case, when the host vehicle behavior described braking control mode is executed with reference to FIG.

[0158] 图10和11中黑色的车轮是其中产生液压并提供有制动力的车轮。 [0158] FIGS. 10 and 11 wherein the wheels are in black and provided with a hydraulic pressure is generated in the wheel braking force. 换言之,当左和右车轮任何之一着黑色时,左和右车轮中存在液压或制动力差。 In other words, when any one of the left and right wheels black, present in the left and right wheel or a hydraulic braking force difference. 这一情形表示加到主车辆的偏航力矩。 This situation represents a yaw moment applied to the host vehicle. 而且,当左和右车轮着黑色时,在其液压值中仍然可能有差别,这种情形下主车辆受到控制减速,而偏航力矩同时加到主车辆。 Further, when the left and right wheels black, there may still be a difference in the hydraulic pressure values ​​thereof, the deceleration the host vehicle is controlled in this case, while the yaw moment imparted to the host vehicle.

[0159] 如以上所述的第二情形是在有障碍物方向S。 [0159] As described above in the second case there is an obstacle direction S. ut与车道偏离方向D。 ut lane departure direction D. ut之间存在匹配的情形,并且其中道路类型R是普通道路。 There are cases where a match between ut, and where the road type R is an ordinary road. 换言之,当主车辆100行驶在两车道双向道路, 其中路肩A在左侧且反向车道(中心车道LI5侧)在右侧时,有这样的情形,其中主车辆100(在图10最上面的位置的主车辆100)可能趋向在左手方向偏离,以及其中主车辆(图10中心位置中的主车辆100)可能趋向在右手方向偏离,如图10所示。 In other words, when the host vehicle 100 is traveling on a two-lane two-way road wherein the road shoulder A and opposite the left lane (the lane center side LI5) on the right side, there is the case in which 100 (the uppermost position of the host vehicle 10 of FIG. the host vehicle 100) may tend to deviate in the left-hand direction, and wherein the host vehicle (the host vehicle 10 in the central position of FIG. 100) may tend to deviate in the right-hand direction, as shown in FIG.

[0160] 这种情形下,执行车道偏离避免的偏航控制。 [0160] In this case, the implementation of the lane departure-avoidance yaw control. 此外,当估计的偏离时间T。 Further, when the estimated time of departure T. ut变为小于第二偏离确定阈值1Tr时,施加车道偏离避免的偏航控制,并执行车道偏离避免的减速控制。 ut becomes smaller than the second departure determination threshold value when 1Tr, lane departure-avoiding yaw control is applied, and the lane departure-avoiding deceleration control is performed in. 从而避免主车辆偏离。 Thereby avoiding the host vehicle deviates. 驾驶者可能感觉到作为在横向加速或如同在行驶方向减速的车道偏离避免行动,并知道主车辆有偏离的趋势。 The driver may feel as lateral acceleration or deceleration in the traveling direction as the lane departure avoidance action, and know that the host vehicle has a tendency to depart.

[0161] 如上所述的第三情形,是其中第一有障碍物方向S-与车道偏离方向D。 [0161] The third case described above, the direction in which the first obstacle and the lane departure direction D. S- ut之间存在匹配,并且其中道路类型R是快速路的情形。 There is a match between ut, and the case where the road type R is an expressway. 换言之,这是其中行驶在三车道单向道路的左手车道的主车辆100A(在图11最上方位置的主车辆100A)有在左手方向偏离的趋势的情形,如图11所示。 In other words, this is one way road with three lanes in the left-hand lane of the host vehicle 100A (host vehicle 100A in the uppermost position of the top of FIG. 11) in the case where there is a tendency to depart in the left-hand direction, as shown in FIG. 另一情形是其中行驶在三车道单向道路的右手车道的主车辆100C(图11中心位置的主车辆100C)有在右手方向偏离的趋势的情形,如图11所示。 Another situation in which a three-lane unidirectional traveling in the road the host vehicle 100C in the right-hand lane (center position of the host vehicle 11 of FIG. 100C) has a tendency to depart in the right-hand direction in the case where, as shown in FIG.

[0162] 这种情形下,执行偏离避免的偏航控制。 [0162] In this case, departure-avoiding yaw control is performed. 从而主车辆能够避免偏离。 Thereby departing from the host vehicle can be avoided. 此外,当估计的偏离时间T。 Further, when the estimated time of departure T. ut达到0时,换言之当确定主车辆已从驾驶车道偏离时,施加车道偏离避免的偏航控制,并执行车道偏离避免的减速控制。 When ut reaches 0, in other words when it is determined from the host vehicle departing from the driving lane, the lane departure-avoiding yaw control is applied, and the lane departure-avoiding deceleration control is performed in.

[0163] 如上所述的第一情形,是其中有障碍物方向S-与车道偏离方向D-之间存在匹配的情形。 [0163] The first scenario described above, where there is an obstacle and the lane departure direction S- case where there is a match between the direction of D-. 换言之,有这样的情形,其中行驶在三车道单向道路的左手车道的主车辆100A(在图11中心位置的主车辆100A)有在右手方向偏离的趋势,如图11所示。 In other words, there is the case where there is a tendency to depart in the right-hand direction, as shown in Figure 11 with three-way road lane the host vehicle IOOA of the left-hand lane (center position of the host vehicle 11 of FIG. 100A). 还有这样的情形,其中行驶在三车道单向道路的右手车道的主车辆100C(图11最下面位置的主车辆100C)有在左手方向偏离的趋势,如图11所示。 There is a situation in which the road traveling in the three-lane unidirectional right hand lane the host vehicle 100C (host vehicle 100C in the lowest position in FIG. 11) has a left-hand direction in the deviation tendency, as shown in FIG. 进而还有这样的情形,其中行驶在中心车道的主车辆100B有在左手或右手方向偏离的趋势。 Further there is such a case in which the traveling lane in the center of the host vehicle 100B has a tendency to deviate in the direction of left or right hand. 在这种情形下执行车道偏离避免的偏航控制。 In this case the implementation of the lane departure-avoidance yaw control. 从而主车辆能够避免偏离。 Thereby departing from the host vehicle can be avoided.

[0164] 连同对这类偏离避免的制动控制一同使用声音或显示发出警告。 [0164] in conjunction with the use of sound such departure avoidance braking control with a display or a warning. 例如,在制动控制开始的相同时间,或在制动控制之前规定的定时,警告开始。 For example, at the same time braking control starts or at a predetermined control timing before braking, the warning starts.

[0165] 即使驾驶车道是弯曲的车道,当车道偏离方向趋向弯曲的车道外侧方向时,由于车道偏离避免的偏航控制所至,车辆行为将如图12图(B)所示。 [0165] Even if the driving lane is a curved lane when the lane departure direction is towards the outside direction of the curved lane, because the lane departure-avoidance yaw control actions, the vehicle behavior will be as shown in FIG. 12 (B) shown in FIG. 因此,可避免主车辆趋向弯曲车道外侧的偏离。 Thus, to prevent host vehicle tends to deviate from the outside of the curved lane.

[0166] 以上使用图10到图12的说明描述了,在驾驶车道为直车道或弯曲车道而车道偏离方向趋向弯曲车道外侧方向时,为避免偏离所实现的制动控制的车辆行为。 [0166] described above with reference to FIG 10 to FIG 12 described, when the driving lane is a straight lane or a curved lane while the lane departure direction is towards the outside direction of the curved lane, the vehicle behavior in order to avoid departing from the braking control achieved. 与此相反,当驾驶车道为弯曲车道且车道偏离方向趋向弯曲车道的内侧方向时,响应车道偏离趋势只实现为避免偏离的减速控制。 In contrast, when the driving lane is a curved lane and the lane departure direction is towards the inside direction of the curved lane, the lane departure tendency is only implemented in response to avoid the deceleration control deviation. 进而,这时发出警告声音以便通知驾驶者,禁止车道偏离避免的偏航控制的意图(步骤S14)。 Furthermore, when the warning sound to notify the driver is prohibited intent lane departure-avoidance yaw control (step S14).

[0167] 例如如上所述,当驾驶车道为直车道或弯曲车道而车道偏离方向趋向弯曲车道外侧方向时,将在预定的定时实现车道偏离避免的偏航控制。 [0167] As described above, for example, when the driving lane is a straight lane or a curved lane while the lane departure direction is towards the outside direction of the curved lane, the departure avoidance lane at a predetermined timing to realize yaw control. 例如,当车道偏离方向趋向弯曲车道外侧方向时,响应车道偏离趋势只实现用于偏离避免的减速控制,虽然使用为避免偏离的减速控制,而不是在用于车道偏离避免的偏航控制的这一类型开始定时所实现的车道偏离避免的偏航控制。 For example, when the lane departure direction is towards the outside direction of the curved lane, the lane departure tendency achieved only in response to the deceleration control for departure-avoidance, the deceleration control while avoiding the use of offset, rather than the yaw control for lane departure-avoiding this a start timing type implemented lane departure-avoidance yaw control. 此外,当车道偏离方向趋向弯曲车道内侧方向时,响应车道偏离趋势只实现用于避免偏离的减速控制,虽然不执行用于偏离避免的减速控制在主单元定时还实现车道偏离避免的偏航控制,而不是在用于车道偏离避免的偏航控制的开始定时实现的车道偏离避免的偏航控制。 Further, when the lane departure direction is towards the inside direction of the curved lane, the lane departure tendency response achieved only the deceleration control for avoiding the deviation, while not performing the deceleration control for departure-avoidance timing of the master unit also implements the lane departure-avoidance yaw control instead of the lane to the lane departure-avoidance yaw control start timing to achieve departure-avoidance yaw control. 进而这时,输出警告声音以便通知驾驶者,禁止车道偏离避免的偏航控制的意图。 Furthermore this time, the output of a warning sound to notify the driver is prohibited intent lane departure-avoidance yaw control. 因此,即使当车道偏离方向趋向弯曲车道内侧方向时有车道偏离趋势,但没有如图12的图(A所示的车道偏离避免的偏航控制的作用。 Thus, even when there is a lane departure tendency when the lane departure direction is towards the inside direction of the curved lane, but there is no drawing (FIG. 12 A lane departure-avoidance yaw control as shown in FIG.

[0168] 以下将描述本发明的效果。 [0168] Hereinafter, effects of the present invention will be described.

[0169] 如上所述,当主车辆有趋向弯曲车道内侧方向偏离的趋势时,不实现车道偏离避免的偏航控制。 [0169] As described above, when the host vehicle has a tendency towards the inside direction of the curved lane deviation, yaw control is not implemented lane departure-avoidance.

[0170] 当主车辆在弯曲车道上驾驶时,驾驶者趋向沿弯曲车道的内侧方向驾驶。 [0170] When the host vehicle is driving on a curved lane, the driver tends to inside direction of the curved lane driving. 对于这种情形,如果有车道偏离趋势并实现了车道偏离避免的偏航控制,驾驶者将感到有什么错误。 For this case, if there is a lane departure tendency and achieve a lane departure-avoidance yaw control, the driver will feel there is something wrong. 进而,当实现这类偏离避免的偏航控制时,有可能这时主车辆会趋向弯曲车道外侧方向行驶。 Further, when implementing this type of departure-avoidance yaw control, the host vehicle is possible at this time will tend to travel outside direction of the curved lane. 这是主车辆趋向弯曲车道外侧方向的偏离。 This is the main trend vehicle outside direction of the curved lane deviation.

[0171] 因此,当主车辆有向弯曲车道内侧方向偏离的趋势时,借助于不实现车道偏离避免的偏航控制,即使实现车道偏离避免的偏航控制,也防止了驾驶者感觉出错,并防止了主车辆向弯曲车道外侧方向的偏离。 [0171] Thus, when the host vehicle tends to deviate from the lane to the inside of the bend, by means of not implementing the lane departure-avoidance yaw control avoids the lane departure even realize yaw control, the driver feels prevented errors, and prevent the host vehicle departing from the lane bent outward direction.

[0172] 与此相反,当主车辆有向弯曲车道外侧偏离的趋势时,借助于不禁止车道偏离避免的偏航控制,并在必要时以正常方式实现车道偏离避免的偏航控制,防止了主车辆向弯曲车道外侧方向偏离。 [0172] In contrast to this, when the host vehicle tends to deviate from the lane curved to the outside by means of not prohibiting the lane departure-avoidance yaw control and the lane departure-avoidance yaw control is implemented in a normal manner, if necessary, to prevent the main the vehicle deviates from the lane curved to the outside direction.

[0173] 此外,如上所述,当在主车辆有向弯曲车道内侧方向偏离的趋势而不实现车道偏离避免的偏航控制时,输出一警告声音以便通知驾驶者禁止车道偏离避免的偏航控制的意图。 [0173] As described above, when the host vehicle has not realize yaw control avoids the lane departure tendency to inside direction of the curved lane deviation, a warning sound outputs to notify the driver prohibit the lane departure-avoidance yaw control intention of. 这使得驾驶者能够知道,不实现为避免偏离的车道偏离避免的偏航控制,从而使得驾驶者能够采取诸如驾驶行动等适当的措施。 This allows the driver to know, do not realize yaw control to avoid deviation of lane departure avoidance, so that the driver can take appropriate measures such as driving action and so on.

[0174] 第二实施例 [0174] Second Embodiment

[0175] 现在参照图13和18,将说明配备了根据本发明第二实施例的车道偏离防止设备的车辆。 [0175] Referring now to FIGS. 13 and 18, will be described a vehicle equipped with a lane departure prevention apparatus according to a second embodiment of the present invention. 这一第二实施例中的车辆的配置(图1¾与第一实施例的车辆的配置(参见图1) 类似,所不同在于,添加了后监视相机23,其装设是为监视配备了根据本发明的车道偏离防止设备的车辆背后的车辆。就第一与第二实施例之间的类似性来看,对与第一实施例的部件或步骤相同的第二实施例的部件或步骤,将赋予与第一实施例相同的标号。此外,为了简洁起见,可省略与第一实施例的部件或步骤相同的第二实施例的部件或步骤的描述。换言之,除非另有说明,第二实施例中车辆的配置的其余部分与第一实施例的配置相同。 This configuration of the second embodiment of the vehicle (1¾ configuration diagram of the vehicle of the first embodiment (see FIG. 1), except that after addition of a monitoring camera 23, which is mounted to monitor in accordance with a the present lane departure prevention apparatus of a vehicle behind the vehicle. on the similarities between the first embodiment and the second point of view, the same parts or steps of the first embodiment of the second embodiment components or steps, the assigned the same reference numerals as the first embodiment. Further, for brevity, the same parts may be omitted or steps described in the first embodiment of the elements or steps of the second embodiment. in other words, unless otherwise specified, the second Examples rest of the configuration is the same as the embodiment of a vehicle configuration of the first embodiment.

[0176] 后监视相机23是由CCD(电荷偶合器件)相机组成的单筒相机,并安装在车辆的后部。 [0176] After the monitoring camera 23 is a monocular camera is a CCD (charge coupled device) camera composed, and mounted on the rear of the vehicle.

[0177] 现在将基于这一第二实施例描述由驱动/制动力控制单元8执行的计算处理过程。 [0177] Now a second embodiment based on the calculation processing procedure performed by the driving unit 8 / braking force control is described. 这一计算处理过程几乎与第一实施例的计算处理过程相同(图幻,并将只说明不同的部分。 This calculation processing procedure is almost the same (FIG phantom and the calculation processing procedure of the first embodiment, and only different portions will be described.

[0178] 就是说,在步骤Sl到S8,读取每一类型数据,计算车速,确定驾驶环境,确定车道偏离趋势,确定驾驶者意图,确定控制方法,计算目标偏航力矩,以及计算用于避免偏离的减速度。 [0178] That is, in step Sl to S8, which reads each type of data, calculating vehicle speed, determining driving environment, determining lane departure tendency, determining driver intent, determining control methods, calculating target yaw moments, and calculating a avoiding deceleration deviation.

[0179] 在步骤S9使用车道偏离确定标志F。 [0179] departure determination flag F. In step S9, the lane using ut确定是否有车道偏离趋势。 ut determine whether there is a lane departure tendency. 当车道偏离确定标志F。 When the lane departure determination flag F. ut为接通时,有车道偏离趋势,且处理进到步骤S10。 ut is turned on, there is a lane departure tendency, and the processing proceeds to step S10. 当车道偏离确定标志F。 When the lane departure determination flag F. ut为断开时,没有车道偏离趋势,且处理进到步骤S12。 ut is off, there is no lane departure tendency, and the processing proceeds to step S12. 在步骤SlO确定主车辆行驶的车道是直车道还是弯曲的车道。 It is determined at step SlO the host vehicle driving lane is a straight lane or a curved lane. 换言之,当驾驶车道的曲率β大于弯曲车道确定阈值β cur(i3 > β cur) 时,处理进到步骤Sll,并当驾驶车道的曲率β等于或小于弯曲车道确定阈值i3cur(i3 = < β cur)时,处理进到步骤S13。 In other words, when the driving lane curvature beta] is larger than the curved lane determination threshold value β cur (i3> β cur), the processing proceeds to step Sll, and when the driving lane curvature beta] is equal to or less than the curved lane determination threshold value i3cur (i3 = <β cur ), the process proceeds to step S13. 在步骤Sll确定车道偏离方向是否趋向弯曲车道的内侧方向。 It is determined in step Sll whether the lane departure direction inside of the bend tends lane. 就是说,当车道偏离方向D。 That is, when the lane departure direction D. ut与弯曲的车道弯曲方向相同时,处理进到新生成的步骤Slla,并当车道偏离方向D。 ut bending direction the curved lane is the same, the processing proceeds to step newly generated Slla, and when the lane departure direction D. ut与弯曲的车道弯曲方向相反时,处理进到步骤S13。 ut the curved bending direction opposite to the lane, the process proceeds to step S13.

[0180] 在步骤Slla确定在后面是否有邻近的车辆。 [0180] In the step of determining whether there Slla near the back of the vehicle. 更具体来说,在这一步骤基于后监视相机23输出结果,确定在车道偏离方向是否有车辆在主车辆后面(后面邻近的车辆)。 More specifically, the monitoring camera 23 outputs the result of this step is determined based on whether there is a lane departure direction of the vehicle behind the host vehicle (adjacent to the rear of the vehicle). 车道偏离方向中主车辆的后面定义为在步骤S5获得的车道偏离方向D。 Defined below the lane departure direction of the host vehicle in the lane departure direction is obtained in step S5 D. ut的驾驶车道(邻近车道),并且是从该驾驶车道侧上主车辆所看到的向后的方向(实际上是斜向后方向)。 ut of the driving lane (the lane adjacent to), and a rearward direction from the side of the host vehicle driving lane seen (actually the rear diagonal direction). 在后面邻近的车辆是,在与主车辆相同方向或几乎相同的方向主车辆偏离的方向上,在主车辆后面驾驶的车辆。 Nearby vehicle behind is in the same direction as the host vehicle direction, or nearly the same direction as the host vehicle deviates, behind the main vehicle drive vehicle. 当在后面有邻近的车辆时,处理进到步骤S40,并当在后面没有邻近的车辆时,处理进到步骤S14。 When the adjacent vehicle behind, the processing proceeds to step S40, the adjacent and when there is no vehicle in the rear, the processing proceeds to step S14.

[0181] 在步骤S40执行弯曲车道内的控制。 [0181] Control executed in step S40 of the curved lane. 图15示出对于在弯曲车道内控制的处理内容。 Figure 15 shows the processing content for control within a curved lane.

[0182] 首先,在步骤S41执行与步骤S13相同的处理。 [0182] First, the same process is performed in step S41 to step S13. 换言之,基于有障碍物方向S。 In other words, there is an obstacle on the direction of S. ut与车道偏离方向D。 ut lane departure direction D. ut确定制动控制方法,并对应于所确定的制动控制方法计算每一车轮的目标制动液压Psi(I = fl,fr,rl,rr)0然后,驱动/制动力控制单元8向制动液压控制单元7输出作为制动液压命令值的每一车轮的计算的目标制动液压hi (I = fl,fr,rl,rr)(步骤S41)。 ut determining brake control method, and calculates for each wheel corresponding to the brake control method of the determined target brake hydraulic pressure Psi (I = fl, fr, rl, rr) 0 Then, the driving / braking force control unit 8 to the system moving hydraulic pressure control unit 7 outputs a brake fluid pressure for each wheel is calculated command value of the target brake fluid pressure hi (I = fl, fr, rl, rr) (step S41). 这实现了车道偏离避免的偏航控制(步骤S42)。 This enables the lane departure-avoidance yaw control (step S42). [0183] 接下来,在步骤S63确定步骤S41的处理是否已完成或车道偏离避免的偏航控制(步骤S^)是否已完成。 If [0183] Next, the process determines in step S63 step S41 has completed or the lane departure-avoidance yaw control (step S ^) has been completed. 当步骤S41的处理已完成或车道偏离避免的偏航控制(步骤S42) 已完成时,实现减速控制。 When the processing of step S41 has completed or the lane departure-avoidance yaw control (step S42) has completed, deceleration control is implemented.

[0184] 这里实现的减速控制设置如以下施加到左和右车轮的目标制动液压Pgf和Pgr。 [0184] The deceleration control implemented here arranged below the target is applied to the left and right wheel brake hydraulic pressures Pgf and Pgr. 使用以下所示的方程式(13)计算对于前轮的目标制动液压I^gf。 Shown below using Equation (13) calculates the target wheel brake hydraulic pressure I ^ gf.

[0185] Pgf = Kgvc*V+Kgc β * β - (13) [0185] Pgf = Kgvc * V + Kgc β * β - (13)

[0186] 在该方程式中,Kgvc和Kgc β是用于转换制动力为制动液压的转换因子,并分别基于车速V和驾驶车道曲率β设置。 [0186] In this equation, Kgvc and Kgc β for converting the braking force to the brake fluid pressure conversion factor, respectively, based on the vehicle speed V and the driving lane curvature beta] setting. 图16和图17示出这样的例子。 16 and FIG. 17 shows such an example. 如图16所示,转换因子Kgvc在低速的值小,并当其变为车速V值时,其随着车速V而增加,并在达到一定的车速V之后保持不变。 16, the conversion factor Kgvc small low value, and when it becomes the vehicle speed V value, it increases as the vehicle speed V and remains constant after reaching a certain vehicle speed V. 此外,如图17所示,在驾驶车道曲率β小范围内转换因子Kgci3随驾驶车道曲率β而增加,并当达到一定的驾驶车道曲率β之后保持不变。 Further, as shown in Figure 17, the driving lane curvature beta] with increasing conversion factor Kgci3 driving lane curvature beta] within a small range, and when it reaches a certain maintained after the driving lane curvature β.

[0187] 在步骤S40实现如上所述的弯曲车道内的控制。 [0187] In step S40, the control within a curved lane implemented as described above.

[0188] 根据上述的处理,即使驾驶车道是直车道或弯曲车道,当车道偏离方向趋向弯曲车道外侧方向时,按第一实施例相同的方式实现车道偏离避免的偏航控制(步骤S10,S11, SllajP S14)。 [0188] According to the above process, even if the driving lane is a straight lane or a curved lane when the lane departure direction is towards the outside direction of the curved lane, the same manner according to the first embodiment of the lane departure-avoidance yaw control (step S10, S11 , SllajP S14).

[0189] 当驾驶车道是弯曲车道时,车道偏离方向趋向弯曲车道内侧方向,并当在车道偏离方向主车辆后面有车辆时,实现弯曲车道内的控制(步骤S10,Sll,SllajP S40)。 [0189] When the driving lane is a curved lane, the lane departure direction is towards the inside direction of the curved lane and when the lane departure direction of the host vehicle rear of a vehicle, to realize control (step S10, Sll, SllajP S40) within a curved lane.

[0190] 在弯曲车道内的控制期间,实现车道偏离避免的偏航控制(步骤S42),并在偏离避免的偏航控制完成之后,实现减速控制(步骤S43和S44)。 During the [0190] Control within a curved lane, the lane departure-avoidance yaw achieve control (step S42), and after completion of departure-avoidance yaw control, the deceleration control is implemented (steps S43 and S44). 图18示出当实现在弯曲车道内的这一控制时的车辆行为。 Figure 18 shows the vehicle behavior when this control within a curved lane is implemented in. 如图18所示,当在偏离弯曲车道的方向在后面有邻近的车辆101时,实现车道偏离避免的偏航控制,使在弯曲车道内的主车辆随主车辆向弯曲车道外侧方向的改变而减速。 18, in a direction departing the curved lane when the vehicle behind the adjacent 101 to realize yaw control avoids the lane departure of the host vehicle in the lane curved to vary with the host vehicle's curved lane while the outward direction slow down.

[0191] 以下,将描述第二实施例的效果。 [0191] Hereinafter, effects of the second embodiment will be described.

[0192] 如上所述,当有趋向弯曲车道内侧方向的车道偏离趋势,而在偏离弯曲车道的方向在后面有邻近的车辆101时,实现车道偏离避免的偏航控制,在车道偏离避免的偏航控制之后减速主车辆以避免车道偏离。 [0192] As described above, when there is the tendency inside the curved lane direction lane departure tendency, and in a direction departing the curved lane adjacent to the vehicle 101 has achieved lane departure-avoidance yaw control in the back, the lane departure-avoiding bias after the flight control deceleration of the host vehicle to avoid the lane departure.

[0193] 于是,当有向弯曲车道内侧方向的车道偏离趋势,而这时在偏离弯曲车道的方向有后面邻近的车辆101时,实现车道偏离避免的偏航控制使得能够防止主车辆偏离向相邻车道,及騷扰后面邻近车辆101的驾驶者,以及防止主车辆偏离向相邻车道并造成与后面邻近车辆101的接触。 [0193] Thus, when the lane toward the inside direction of the curved lane departure tendency, but this time there is near the rear of the vehicle 101, the lane departure-avoidance yaw control implemented makes it possible to prevent the vehicle from deviating from the main phase in the direction departing the curved lane o lane, harassment and rear 101 adjacent the driver of the vehicle and preventing the host vehicle departing from the lane adjacent to the vehicle 101 and caused the contact with the adjacent back.

[0194] 如果当有向弯曲车道内侧方向的车道偏离趋势时,实现车道偏离避免的偏航控制,有可能主车辆会向弯曲车道外侧方向行驶。 [0194] When the lane if the inside of the bend of the lane departure tendency, the lane departure-avoiding yaw control is implemented, there may be the host vehicle traveling lane bent outward direction. 因此,在车道偏离避免的偏航控制避免了向弯曲车道外侧方向的车道偏离之后实现减速控制,将防止主车辆向弯曲车道外侧方向偏离。 Thus, the lane departure-avoidance yaw control avoids the lane to achieve the deceleration control after the lane curved to the outside direction of deviation, to prevent the host vehicle departing towards the outside direction of the curved lane. 例如,这样实现减速控制,使得驾驶者能够使用直到车辆向外侧方向偏离的处理时间。 For example, the deceleration control is achieved, so that the driver can use the processing time until the vehicle deviates outward direction. 此外,当在减速控制期间没有驾驶者的减速行动时,减速控制可被释放。 In addition, when the driver did not slow down the action during deceleration control, deceleration control can be released.

[0195] 以上已描述了本发明的实施例,但本发明不限于按以上实施例的实现。 [0195] have been described in the foregoing embodiments of the invention, but the present invention is not limited by the above implementation example of the embodiment. 就是说,在以上实施例中详细描述了组合制动控制(偏离避免的偏航控制)使得避免偏离的偏航力矩加到车辆,与用于减速以避免偏离的减速控制(偏离避免的减速控制)的方法,这些方法的操作过程,及其控制量(偏航力矩的量值与减速的量值),但不说自明的是,本发明不限于这些描述。 That is, in the above embodiments described in detail in the combined braking control (departure-avoidance yaw control) so that yaw moment applied to avoid departing from a vehicle, and deceleration control for decelerating to avoid deviation (departure-avoidance deceleration control ) method, these methods of operation, and the control amount (magnitude of the yaw moment and magnitude of the deceleration), but it should go without saying that the present invention is not limited to these description.

[0196] 此外,在以上实施例中描述了,当有向弯曲车道内侧方向车道偏离趋势时,偏航力矩对主车辆没有作用的一个实施例。 [0196] Further, in the above described embodiments, when there is a lane departure tendency towards the inside direction of a curved lane, a yaw moment to the host vehicle according to embodiment no effect. 然而,本发明不限于此。 However, the present invention is not limited thereto. 换言之,当有向弯曲车道内侧方向偏离的趋势时,偏航力矩可作用于主车辆或偏航力矩对主车辆的作用可被控制。 In other words, when there is a tendency to depart in the inward direction of a curved lane, a yaw moment may be applied to the host vehicle or a yaw moment acting on the host vehicle may be controlled.

[0197] 此外,以上实施例中描述的制动结构是其中使用液压的结构。 [0197] Further, the above embodiment described a brake structure in which the hydraulic structure. 然而,本发明不限于此。 However, the present invention is not limited thereto. 例如还能够使用电动摩擦制动,借助于一个电传动器把摩擦材料压向车轮侧部件的转子,或者以电的方式引起制动作用的再生制动或动态制动。 Can also be used, for example, an electric friction brake, the electric actuator by means of a friction material is pressed against the rotor wheel-side member, or to electrically cause braking action or braking regenerative dynamic braking. 其他选择包括发动机制动,这是通过改变发动机的阀定时等提供制动控制,齿轮制动,其作为发动机制动通过改变传动比操作,或空气制动。 Other options include engine brakes that provide braking control by changing the valve timing of the engine or the like, a braking gear, as engine braking operation by changing the gear ratio, or air brakes.

[0198] 而且,在以上实施例中,基于横向位移X和其中的改变量dx计算估计的偏离时间T。 [0198] Further, in the above embodiment, the amount of change dx is calculated based on lateral displacement X and the estimated time of departure where the T. ut (参见以上方程式(2)),但估计的偏离时间T。 UT (see the above equation (2)), but the estimated time of departure T. ut可通过其他一些方法获得。 ut can be obtained by some other method. 例如,基于偏航角Φ,驾驶车道曲率β,偏航速率Φ',或转向角度δ可获得估计的偏离时间T。 For example, based on the yaw angle [Phi], the driving lane curvature beta], yaw rate Φ ', or the steering angle δ offset from the estimated available time T. ut。 ut.

[0199] 而且,在以上实施例中驾驶者故意改变车道的意图是基于转向角度δ及其改变量Δ δ确定的(参见步骤S5),但可通过其他一些方法确定驾驶者改变车道的意图。 [0199] Further, in the above embodiment, the driver's intention to change lanes intentionally steering angle [delta] is based on the change amount Δ δ and determined (see step S5), but can be determined that the driver intention to change lanes by some other method. 例如, 可基于转弯转矩确定驾驶者改变车道的意图。 For example, based on the turning torque determined that the driver intends to change lanes.

[0200] 而且,在以上实施例中基于横向位移X及改变量dx计算目标偏航力矩Ms (参见以上方程式C3)),但还可通过其他方法获得目标偏航力矩Ms。 [0200] Further, in the above embodiment, calculating the target yaw moment Ms (see the above equation a C3)) based on the lateral displacement X and the amount of change dx, but the target yaw moment may also be obtained by other methods Ms. 例如,可基于偏航角Φ,横向位移X,或驾驶车道曲率β获得目标偏航力矩Ms,如以下方程式(14)所示。 For example, target yaw moment Ms can be obtained the yaw angle [Phi], the lateral displacement X, or the driving lane curvature β based, such as the following equation (14) shown in FIG.

[0201] Ms = K3 · Φ+Κ4 · X+K5 · β (14) [0201] Ms = K3 · Φ + Κ4 · X + K5 · β (14)

[0202] 这里,Κ3,Κ4和Κ5是随车速V波动的增益。 [0202] Here, Κ3, Κ4 is included with the vehicle speed V and Κ5 gain fluctuations.

[0203] 而且,在以上实施例中使用特定的方程式描述对于前轮的目标制动液压I^gf (参见方程式4),但本发明不限于此。 [0203] Further, in the embodiment described in the above equation using a specific embodiment of the front wheel target brake hydraulic pressure I ^ gf (see Equation 4), but the present invention is not limited thereto. 例如,还可从以下方程式(1¾计算对于前轮的目标制动液压I^gf。 For example, for the front wheels can also be calculated from the following equation (1¾ target brake fluid pressure I ^ gf.

[0204] Pgf = Kgv ' V+Kg Φ ' Φ+Kg β ' β (15) [0204] Pgf = Kgv 'V + Kg Φ' Φ + Kg β 'β (15)

[0205] 这里,项Kg Φ与Kg β是用于把制动力转换为制动液压的转换因子,并分别基于偏航角Φ与驾驶车道曲率β设置。 [0205] Here, the term Kg Φ Kg β is a braking force is converted to brake hydraulic pressure conversion factor, respectively, based on the yaw angle [Phi] and the driving lane curvature beta] setting.

[0206] 在上述实施例中为了实现偏离避免的偏航控制,计算对于前和后轮的目标液压差APsf和AI^sr(参见方程式(7)和(8))。 [0206] In order to achieve the above-described embodiment, departure-avoidance yaw control, the target hydraulic pressure difference between the calculated front and rear wheels and APsf AI ^ sr (see equation (7) and (8)). 然而,本发明不限于此。 However, the present invention is not limited thereto. 例如,可只使用前轮目标液压差APsf实现车道偏离避免的偏航控制。 For example, a front wheel target hydraulic pressure difference APsf only achieved lane departure-avoidance yaw control. 对于这种情形,使用以下方程式(16)计算前轮目标液压差Δ I^sf。 For this case, using the following equation (16) calculates a front wheel target hydraulic pressure difference Δ I ^ sf.

[0207] Δ Psf = 2 · Kbf · Ms/T (16) [0207] Δ Psf = 2 · Kbf · Ms / T (16)

[0208] 在上述实施例驱动/制动力控制单元8中步骤S9到Sll的处理是通过一种过程或方法实现的,当有向弯曲车道内侧方向偏离的趋势时,该方法使偏航力矩对主车辆没有作用。 [0208] the driving / braking force in the above embodiment, the control unit 8 in step S9 to the processing Sll is achieved by a process or method, when there is a tendency to depart in the inward direction of a curved lane, the yaw moment which the vehicle is not the main role.

[0209] 第三实施例 [0209] Third embodiment

[0210] 现在参见图19到23,说明配备根据第三实施例的车道偏离防止设备的车辆。 [0210] Referring now to FIGS. 19-23, described the vehicle is equipped with a lane according to a third embodiment of the departure prevention apparatus. 这第三实施例中车辆的配置与第一实施例中的车辆相同(参见图1)。 This third embodiment, the same configuration as the first embodiment of the vehicle in the vehicle (see FIG. 1) embodiment. 就第一和第三实施例之间的相似性来看,将对与第一实施例部件或步骤相同的第三实施例的部件或步骤,赋予与第一实施例部件和步骤相同的标号。 View of the similarity between the embodiments, the third embodiment will first embodiment or the same components as the parts or steps of the first step and the third embodiment, in the first embodiment are given the same step numbers and member. 此外,为了简洁起见,可省略与第一实施例部件或步骤相同的第三实施例的部件或步骤的描述。 Further, for brevity, the same components or steps of the first embodiment described elements or steps of the third embodiment may be omitted. 换言之,除非另有说明,第三实施例中车辆的配置的其余部分与第一实施例的配置相同。 In other words, unless otherwise specified, the rest of this embodiment is the same as the configuration of the third embodiment of the vehicle configuration of the first embodiment.

[0211] 图19示出由这一第三实施例的驱动/制动力控制单元8进行的计算处理过程。 [0211] FIG. 19 shows a processing procedure controlled by the calculated driving / braking force of this third embodiment of the unit 8. 该计算处理过程基本上与第一实施例中的计算处理过程相同,并将只描述具体不同的那些部件。 The calculation processing procedure is substantially the same as the calculation processing procedure of the first embodiment in the embodiment, and will be described only those specific different member.

[0212] 具体来说,在步骤Sl到S8,按与第一实施例相同的方式读取各类数据,计算车速, 评估驾驶环境,估计车道偏离趋势,确定驾驶者的意图,选择控制方法,计算目标偏航力矩, 并计算车道偏离避免的减速度。 [0212] Specifically, in step Sl to S8, which reads various types of data in the same manner as the first embodiment, the vehicle speed is calculated, the driving environment evaluation, estimated lane departure tendency, determining driver intent, the selection control method, the target yaw moment is calculated, and calculating a lane departure-avoiding deceleration.

[0213] 在本实施例的步骤S8,以同第一实施例稍微不同的方式计算用于偏离避免的减速度。 [0213] In the present embodiment the step S8, in the first embodiment with a slightly different way for calculating deceleration for departure avoidance. 首先,使用以上所示方程式⑷计算目标制动液压Pg。 First, using the equation shown above ⑷ calculated target brake hydraulic pressure Pg. 然后从这一目标制动液压1¾通过以下方程式(17)中所示的减速度增益Kgg计算用于前轮的目标制动液压I^gf。 Then from this target brake hydraulic pressure 1¾ by the following equation (17) shown in the deceleration gain Kgg for calculating the target front wheel brake hydraulic pressure I ^ gf.

[0214] Pgf = Pg*Kgg (17) [0214] Pgf = Pg * Kgg (17)

[0215] 减速度增益Kgg通常为1,虽然如以下所述当主车辆在坡道驾驶时它是变化的。 [0215] the deceleration gain Kgg is normally 1 although as described below when the host vehicle driving it at the ramp is varied.

[0216] 基于前轮的目标制动液压Pgf计算对于后轮的目标制动液压Pgr,同时考虑前和后制动分布。 [0216] The front-wheel target brake hydraulic pressure Pgf for the calculated target rear wheel brake hydraulic pressure Pgr, considering the front and rear braking distribution. 这样,在步骤S8以这种方式获得用于车道偏离避免的减速度(更具体来说, 是目标制动液压Pgf和Pgr)。 Thus, in step S8 in this way obtaining the deceleration for lane departure-avoidance (more specifically, target brake hydraulic pressure Pgf and Pgr).

[0217] 然后在步骤S15确定主车辆是否在坡道行驶。 [0217] Then, in step S15 determines whether the host vehicle is traveling on a hill. 在这一步骤,如果主车辆或者上坡行驶或者下坡行驶,则将确定主车辆在坡道上行驶。 In this step, if the host vehicle is traveling uphill or downhill or traveling host vehicle is traveling on a hill will be determined. 这一确定是通过从来自导航装置15或来自各种传感器的道路信息,基于车辆信息(例如加速度)确定主车辆是否在平的道路上行驶而进行的。 This determination is made based on vehicle information (e.g., acceleration) determining whether the host vehicle is traveling on a flat road is performed by the information from the road or from the various sensors 15 from the navigation device. 当这一确定的结果是主车辆行驶在坡道上时,处理进到步骤S16。 When the result of this determination is a host vehicle is traveling on a hill, the processing proceeds to step S16. 当这一确定的结果是主车辆没有在坡道上行驶时(当主车辆行驶在平的道路上时),处理进到步骤S17。 When the result of this determination is the master vehicle is not traveling on a hill (when the host vehicle is traveling on a flat road), the processing proceeds to step S17.

[0218] 用于改变减速度的处理在步骤S16进行。 Processing [0218] for changing the deceleration is performed in step S16. 图20是一流程图,表示用于改变减速度的处理过程。 FIG 20 is a flowchart showing a processing procedure for changing the deceleration.

[0219] 首先,在步骤S51确定坡道。 [0219] First, the ramp is determined in step S51. 更具体来说,确定上坡还是下坡。 More specifically, to determine the uphill or downhill.

[0220] 继续到步骤S52,基于步骤S51的确定结果检测下坡或上坡道路的道路倾斜值。 [0220] Continuing to step S52, based on the determination result of the detection step uphill road or downhill road inclination value of S51. 例如,基于来自导航装置15的信息获得道路倾斜值。 For example, a road inclination value is obtained based on information from navigation device 15.

[0221] 然后在步骤S53,基于在步骤S52获得的道路倾斜值获得减速度增益Kgg。 [0221] Then at step S53, the basis of the road inclination value obtained in step S52, the deceleration gain Kgg obtained. 更具体来说,在步骤S53首先参照增益映射图。 More specifically, in step S53, the gain map Referring first to FIG.

[0222] 图21示出增益映射图的一例。 [0222] FIG. 21 shows an example of a gain map. 如这一增益映射图所示,当道路是上坡时道路倾斜值是正值,并当道路是下坡时道路倾斜值是负值。 The gain map as shown in FIG, when the road is an uphill road inclination value is a positive value, and when the road is a downhill road inclination value is a negative value. 对于这一增益映射图,当道路倾斜值为0 时减速度增益Kgg将为1,并如果道路倾斜值从0增加(变为上坡倾斜),则减速度增益Kgg 将响应该增加而从1降低。 For this gain map, the road inclination value is 0 when the deceleration gain Kgg will be 1, and if the road inclination value increases from 0 (becomes an uphill inclination), the deceleration gain Kgg will increase from 1 in response to the reduce. 进而,如果达到一定的道路倾斜值,在达到该道路倾斜值之后减速度增益Kgg将是一稳定值(上坡倾斜更向上)。 Further, if a certain road inclination value after reaching that road inclination value the deceleration gain Kgg will be a steady value (uphill inclination is more up). 反之,如果道路倾斜值从0降低(变为下坡倾斜),则减速度增益Kgg将响应该降低从1增加。 Conversely, if the road inclination value decreased from 0 (becomes a downhill inclination), the deceleration gain Kgg will increase from 1 in response to the decrease. 进而,如果达到一定的道路倾斜值,在达到该道路倾斜值之后减速度增益Kgg将是一稳定值(下坡倾斜更向下)。 Further, if a certain road inclination value after reaching that road inclination value the deceleration gain Kgg will be a steady value (downhill inclination is more down).

[0223] 在步骤S53,以这种方式参照增益映射图,并在后继步骤SM基于参照的结果获得对应于道路倾斜值的减速增益Kgg。 [0223] In step S53, the gain in this manner with reference to the map, and the road inclination value is obtained corresponding to the deceleration gain Kgg SM in the subsequent step based on a result of reference.

[0224] 然后在步骤S55计算改变之后的减速度。 [0224] Then at step S55 after the change calculation deceleration. 更具体来说,使用在步骤SM利用方程式(17)获得的减速度增益Kgg,计算对于前轮的目标制动液压I^gf。 More specifically, in the deceleration step SM using Equation (17) gain Kgg obtained, for calculating the target front wheel brake hydraulic pressure I ^ gf. 然后,基于对于前轮的该目标制动液压Pgf考虑前和后轮的分布,计算对于后轮的目标制动液压Pgr。 Then, based on the distribution for the front wheel target brake hydraulic pressure Pgf and a consideration of the rear wheel, the rear wheel is calculated target brake hydraulic pressure Pgr. 因此,对于前和后轮的目标制动液压Pgf和Pgr被改变,并作为结果减速度响应道路倾斜值被改变。 Thus, the target brake hydraulic pressure of the front and rear wheels Pgf and Pgr are changed, and as a result the deceleration is changed in response to the road inclination value.

[0225] 更具体来说,如果道路是上坡,道路倾斜值变得越大,则减速值将变得越小,并如果道路是下坡,道路倾斜值变得越大则减速值将变得越大(在道路倾斜值变得大于负数时)。 [0225] More specifically, if the road is uphill, the road inclination value becomes larger, the deceleration value will become smaller, and if the road is a downhill road inclination value becomes larger the deceleration value will become enlarged (the road inclination value becomes larger than a negative).

[0226] 在步骤S16减速度这样被改变且处理进到步骤S17。 [0226] changed and thus the processing proceeds to step S17, in step S16 deceleration.

[0227] 步骤S17的处理还是在先于步骤S15主车辆行驶在平道时的处理。 Processing [0227] prior to a step S17 or step S15 when the host vehicle is traveling a flat road handling. 在步骤S17计算两个车轮的目标制动液压。 Two wheels calculated at step S17, target brake hydraulic pressure. 换言之,基于用于避免偏离的制动控制存在与否计算最终制动液压。 In other words, the final brake hydraulic pressure is calculated based on whether or not the braking control for avoiding deviation exists. 更具体来说,计算如下。 More specifically, it is calculated as follows.

[0228] (1)当车道偏离确定标志F。 [0228] (1) When the lane departure determination flag F. ut为断开(F。ut = OFF)即当确定的结果为没有偏离时, 施加到每一车轮的目标制动液压I3SUi = fl,fr,rl,rr)设置为主汽缸液压Riif和Pmr,如以上方程式(5)和(6)所示。 ut OFF (F.ut = OFF) i.e. when the determination is that there is no deviation from the result, each wheel is applied to the target brake hydraulic pressure I3SUi = fl, fr, rl, rr) set as the master cylinder hydraulic pressure Pmr and Riif, The above equation (5) and (6).

[0229] (2)当车道偏离确定标志F。 [0229] (2) When the lane departure determination flag F. ut为接通(F。ut = ON)即当确定将发生偏离时,首先基于目标偏航力矩Ms计算前轮目标制动液压差AI3Sf及后轮目标制动液压差△&!·。 ut is ON (F.ut = ON) deviates i.e. when it is determined to occur, the first target yaw moment Ms is calculated based on the front wheel target brake hydraulic pressure difference and the rear wheel target brake hydraulic pressure AI3Sf difference △ &! ·. 更具体来说,使用以上方程式(7)到(10)计算目标制动液压差APsf及APsr。 More specifically, using the above equations (7) to (10) calculates the target brake hydraulic pressure difference APsf and APsr.

[0230] 这样施加到车轮的制动力根据目标偏航力矩Ms的量值分布。 [0230] Thus the braking force applied to the wheel profile according to the magnitude of target yaw moment Ms. 就是说,当目标偏航力矩Ms小于供设置之用的阈值Msl时,前轮的目标制动液压差AI^sf设置为0,向后轮目标制动液压差Δ Psr指定一预定值,并在左和右后轮产生制动力差。 That is, when target yaw moment Ms is less than the threshold value for a set of Msl, the front wheel target brake hydraulic pressure difference of AI ^ sf is set to 0, Δ Psr specifies a predetermined value to the rear wheel target brake hydraulic pressure difference, and left and right rear wheels in the braking force difference. 当目标偏航力矩Ms等于或大于供设置之用的阈值Msl时,向目标制动液力差APsf及ΔPsr指定一预定值,并在前和后左和右轮产生制动力差。 When the target yaw moment Ms is equal to or greater than the threshold value for a set of Msl and assigning a predetermined value to the target brake torque and the difference APsf ΔPsr, and the front and rear left and right wheels to generate a braking force difference.

[0231] 当车道偏离确定标志F。 [0231] When the lane departure determination flag F. ut为接通(F。ut = ON)时,使用如上所述计算的目标制动液压差Δ I^sf及Δ Psr和目标制动液压Pgf和Pgr,计算每一车轮最终的目标制动液压hi (i =fl, fr, rl, rr)。 ut when ON (F.ut = ON), as described above using the calculated target brake hydraulic pressure difference Δ I ^ sf and Δ Psr and the target brake hydraulic pressure Pgf and Pgr, calculate the final target brake hydraulic pressure for each wheel hi (i = fl, fr, rl, rr). 更具体来说,基于在步骤S6选择的制动控制方法计算每一车轮最终的目标制动液压Psi (i = fl, fr, rl, rr)。 More specifically, based on the braking control method selected in step S6 to calculate the final target brake hydraulic pressure for each wheel Psi (i = fl, fr, rl, rr).

[0232] 在步骤S6,当车道偏离确定标志F。 [0232] In step S6, when the lane departure determination flag F. ut为接通时,基于有障碍物的方向S。 ut is ON, based on the obstacle-containing direction S. ut和车道偏离方向D。 ut and the lane departure direction D. ut选择制动控制方法。 ut braking control method selected. 首先在以下,对于有障碍物的方向S。 First, following the direction of an obstacle S. ut和车道偏离方向D。 ut and the lane departure direction D. ut 之间的各种关系,将描述当车道偏离确定标志F。 Various relationships between ut, will be described when the lane departure determination flag F. ut为接通时,基于有障碍物的方向S。 ut is ON, based on the obstacle-containing direction S. ut和车道偏离方向D。 ut and the lane departure direction D. ut选择的制动控制方法(如以上在第一实施例中所讨论的第一到第三情形或情景)O Ut brake control method selected (as in the first to third scenarios or above in the case of the first embodiment discussed) O

[0233] 这样,在步骤S6以第一实施例相同的方式根据有障碍物的方向S。 [0233] Thus, in step S6 direction in the same manner as the first embodiment according to the obstacle S. ut和车道偏离方向D。 ut and the lane departure direction D. ut选择制动控制方法。 ut braking control method selected. 换言之,根据有障碍物的方向S。 In other words, there is an obstacle in the direction according to S. ut和车道偏离方向D。 ut and the lane departure direction D. ut,和/或根据主车辆速度V及估计的偏离时间T。 ut, and / or offset time according to the master and the estimated vehicle speed V T. ut,只通过偏离避免偏航控制,或通过车道偏离避免的偏航控制与车道偏离避免的减速控制的组合,选择用于偏离避免的制动控制方法。 UT, avoiding yaw control only by deviating or by the lane departure-avoidance yaw control and the lane departure-avoiding deceleration control in combination, the selection of the braking control method for departure avoidance.

[0234] 在步骤S17根据每一类型的制动控制方法,计算对于每一车轮的目标制动液压Psi (i = fl,fr, rl, rr)。 [0234] In step S17, each type of braking control method according to the calculated target brake hydraulic pressure for each wheel Psi (i = fl, fr, rl, rr).

[0235] 例如,在对于第一和第三情形的车道偏离避免的偏航控制中,使用以上方程式(11)计算每一车轮的目标制动液压Psi (i = fl, fr, rl, rr)。 [0235] For example, the yaw control for the first and third case the lane departure-avoiding using the above equation (11) calculates the target brake hydraulic pressure for each wheel Psi (i = fl, fr, rl, rr) .

[0236] 在第二和第三情形执行车道偏离避免的偏航控制及车道偏离避免的减速控制,但在这一情形下,使用以上方程式(1¾计算每一车轮的目标制动液压Psi (i = fl,fr,rl, rr) ο [0236] In the case of performing the second and third lane departure-avoiding yaw control and the lane departure-avoiding deceleration control, but in this case, using the above equation (1¾ calculates the target brake hydraulic pressure for each wheel Psi (i = fl, fr, rl, rr) ο

[0237] 而且,参照由驾驶者采取的减速行动计算每一车轮的目标制动液压Psi (i = fl, fr,rl,rr)。 [0237] Further, with reference to the deceleration action taken by the driver is calculated for each wheel target brake hydraulic pressure Psi (i = fl, fr, rl, rr). 换言之,施加如方程式(11)和(12)所示的主汽缸液压Riif和Pmr。 In other words, it is applied as in equation (11) and the master cylinder hydraulic pressure Pmr and Riif shown (12).

[0238] 当主车辆上坡行驶时,目标制动液压Pgf和Pgr变为小于当主车辆在平道行驶时的目标制动液压Pgf和Pgr的值。 [0238] When the host vehicle is traveling uphill, the target brake hydraulic pressure Pgf and Pgr when the target value becomes smaller than when the host vehicle is traveling on a highway for the brake hydraulic pressure Pgf and Pgr. 当主车辆在下坡行驶时,目标制动液压Pgf和Pgr变为大于当主车辆在平道行驶时的目标制动液压Pgf和Pgr的值。 When the host vehicle is traveling downhill, the target brake hydraulic pressure Pgf and Pgr when the target becomes greater than when the host vehicle traveling on a flat road brake hydraulic pressure Pgf and Pgr value.

[0239] 以上描述了步骤Sll的处理。 [0239] the above described process of step Sll. 这样,在这一步骤Sll基于车道偏离确定标志F-的状态计算每一车轮的目标制动液压Psi (i = fl, fr, rl, rr)。 Thus, in this step Sll F- based on the lane departure determination flag state is calculated for each wheel target brake hydraulic pressure Psi (i = fl, fr, rl, rr). 当车道偏离确定标志F。 When the lane departure determination flag F. ut为接通时,响应第一有障碍物的方向S。 ut is turned on in response to the first obstacle-containing direction S. ut和车道偏离方向D。 ut and the lane departure direction D. ut的值之间的关系,根据在步骤S6 选择的制动控制方法,计算每一车轮的目标制动液压Psi (i = fl,fr,rl,rr)0 Ut relationship between the value of the brake control method selected in step S6, the calculated target brake hydraulic pressure for each wheel Psi (i = fl, fr, rl, rr) 0

[0240] 在以上描述中,计算是由驱动/制动力控制单元8处理的。 [0240] In the above description, calculations are driven by the braking force control unit 8 processes /. 驱动/制动力控制单元8向制动液压控制单元7,输出作为制动液压命令值的在步骤Sll计算的每一车轮的目标制动液压Psi (i = fl, fr, rl, rr)。 Driving / braking force control unit 8 to the brake hydraulic pressure control unit 7, is output as target brake hydraulic pressure for each wheel is calculated in step Sll brake hydraulic pressure command value Psi (i = fl, fr, rl, rr).

[0241] 以上描述的车道偏离防止设备是根据以下的概述工作的。 [0241] The lane departure prevention apparatus described above is based on work outlined below.

[0242] 首先,从传感器,控制器及控制单元读取各类数据(步骤Si)。 [0242] First, various kinds of data is read (step Si) from the sensor, the controller and the control unit. 然后计算车速V (步马聚S2) ο Then calculate the vehicle speed V (step MA poly S2) ο

[0243] 然后评估驾驶环境并确定安全级别相对最低的方向(第一有障碍物的方向S。ut) (图3,步骤S3)。 [0243] and the driving environment is then evaluated to determine the lowest level of security opposite direction (first obstacle-containing direction S.ut) (FIG. 3, step S3). 例如,如果主车辆100A行驶在图4的左车道,则有障碍物的方向S。 For example, if the host vehicle 100A traveling in the left lane in Figure 4, there is the obstacle of S. ut用作为左手方向。 ut used as the left-hand direction.

[0244] 在步骤S4,基于估计的偏离时间T。 [0244] In step S4, based on the estimated time of departure T. ut设置车道偏离确定标志F。 ut disposed lane departure determination flag F. ut,并基于横向位移X确定车道偏离方向D。 ut, and the lane departure direction is determined based on the lateral displacement X D. ut (参见图7)。 UT (see FIG. 7).

[0245] 此外,基于这样获得的车道偏离方向D。 [0245] Further, based on the lane departure direction D. The thus obtained ut和/或由转弯信号开关20指示的方向(点亮的闪光灯侧),确定驾驶者改变车道的意图(步骤S5)。 ut and / or direction indicated by the turn signal switch 20 (lighted blinker side), determined that the driver intention to change lanes (step S5).

[0246] 例如,当由转弯开关信号指示的方向(点亮的闪光灯侧)与由车道偏离方向D-指示的方向相同时,确定驾驶者正有意改变车道。 [0246] For example, when the direction indicated by the turn switch signal (lighted blinker side) and the direction indicated by the lane departure direction D- are the same, determining the driver is intentionally changing lanes. 这种情形下,车道偏离确定标志F。 In this case, the lane departure determination flag F. ut变为断开。 ut are turned off.

[0247] 当由转弯开关信号指示的方向(点亮的闪光灯侧)与由车道偏离方向D。 [0247] When the direction indicated by the turn switch signal (lighted blinker side) by the lane departure direction D. ut指示的方向不同时,车道偏离确定标志F。 Ut indicating a direction are different, the lane departure determination flag F. ut保持在其接通情形不变。 ut case remains in its ON unchanged. 其原因是,当由转弯开关信号指示的方向(点亮的闪光灯侧)与由车道偏离方向D。 The reason is that when the direction indicated by the turn switch signal (lighted blinker side) by the lane departure direction D. ut指示的方向不同时,主车辆的偏离行为可能由于非驾驶者有意改变车道等的因素造成,于是车道偏离确定标志F。 Ut not at the same time indicating the direction of deviation from the behavior of the host vehicle may be due to non-driver intends to change lanes and other factors caused, then the lane departure determination flag F. ut保持在该标志接通时不变。 ut remain unchanged when the flag is turned on.

[0248] 此外,该方法确定:对于用于避免偏离的警告开始存在与否,用于避免偏离的制动控制存在与否,并当基于确定标志F。 [0248] In addition, the method determines: for avoiding the deviation warning start for the presence or absence of braking control for avoiding the presence or absence of the deviation, and when determined based on the flag F. ut,有障碍物的方向S。 ut, there is an obstacle in the direction S. ut与车道偏离方向D。 ut lane departure direction D. ut实现用于避免偏离的制动控制(步骤S6)。 ut realization for avoiding braking control deviation (step S6).

[0249] 进而,基于横向位移X与变化量dx计算目标偏航力矩Ms (步骤S7),并还计算偏离避免的减速度(步骤S8)。 [0249] Further, calculation of the target yaw moment Ms (step S7) based on the lateral displacement X and the variation amount dx, and departure avoidance is also calculated deceleration (step S8).

[0250] 计算施加到每一车轮的目标制动液压Psi (i = fl, fr, rl, rr),用于执行基于车道偏离确定标志F。 [0250] calculated target brake hydraulic pressure applied to each wheel Psi (i = fl, fr, rl, rr), for performing based on the lane departure determination flag F. ut,有障碍物的方向S。 ut, there is an obstacle in the direction S. ut与车道偏离方向D。 ut lane departure direction D. ut确定的制动控制方法(步骤S17)。 The brake control method (step S17) ut determined.

[0251] 当主车辆行驶在平道上时,计算施加到每一车轮的目标制动液压Psi (i = fl,fr, rl,rr)为步骤S8计算的减速度。 [0251] When the host vehicle is traveling on a flat track, is applied to calculate the deceleration calculated in step S8 target brake hydraulic pressure for each wheel Psi (i = fl, fr, rl, rr). 当主车辆上坡行驶时,在步骤8计算的减速度变为小值。 When the host vehicle is traveling uphill, the deceleration calculated in step 8 becomes a small value. 对于这一情形,在道路倾斜值变得较大时减速度将变得较小。 For this case, the road inclination value becomes larger, the deceleration will become smaller. 此外,计算施加到每一车轮的目标制动液压I^sUi = fl,fr, rl, rr)为改变后的减速度。 Further, the calculation applied to the target brake hydraulic pressure for each wheel is I ^ sUi = fl, fr, rl, rr) for the deceleration after the change. 当主车辆下坡行驶时,在步骤S8计算的减速度变为较大值。 When the host vehicle is driving downhill, the deceleration calculated in step S8 is changed to a large value. 对于这种情形,在道路倾斜值变得较大(在道路倾斜值变为较大的负数)时减速度将变为较大。 For this case, the road inclination value becomes larger (the road inclination value becomes a larger negative number) the deceleration will become larger. 进而,计算施加到每一车轮的目标制动液压I^sUi = fl, fr, rl, rr)为改变后的减速度。 Further, the calculation applied to the target brake hydraulic pressure for each wheel is I ^ sUi = fl, fr, rl, rr) for the deceleration after the change.

[0252] 目标制动液压Psi (i = fl,fr, rl,rr)作为制动液压控制命令值输出到制动液压控制单元7 (步骤S17)。 [0252] the target brake hydraulic pressure Psi (i = fl, fr, rl, rr) as the brake fluid pressure control command value is output to the brake hydraulic pressure control unit 7 (step S17). 在制动液压控制单元7中,分别对于车轮汽缸6FL到6RR基于制动液压控制命令值个别控制制动液压。 In the brake hydraulic pressure control unit 7, respectively, for the wheel cylinders 6FL to 6RR based on the brake hydraulic pressure control command value individually control the brake fluid pressure. 因而,配置是这样的,当有车道偏移趋势时,根据驾驶环境显示预定的车辆行为。 Thus, the configuration is such that when there is a lane deviation tendency, a predetermined vehicle behavior based on driving environment display.

[0253] 然后图1和图19将用于描述在制动控制期间从第一情形到第三情形的车辆行为。 [0253] and FIG. 1 and FIG. 19 for a vehicle behavior from the first case to the third case described control during braking. 这里,假设主车辆行驶在平道上。 Here, we assume that the primary vehicle traveling on a flat track. 就是说,减速度增益Kgg为1。 That is, the deceleration gain Kgg is 1.

[0254] 如上所述,第二情形是当有障碍物的方向S。 [0254] As described above, the second case is when the obstacle direction S. ut与车道偏离方向D。 ut lane departure direction D. ut匹配且道路分类R为普通道路时。 ut match and the road classification R is an ordinary road. 换言之,如图10所示,当主车辆100 (位于图10顶部的主车辆100)有向左偏离的趋势,或主车辆100(位于图10中心的主车辆100)有向右偏离的趋势,同时左侧是路肩A且主车辆100行驶在单车道单向道路上,以致右侧是反向车道(中心车道LI5 侧)时。 In other words, as shown, when the host vehicle 100 (at the top of the host vehicle 100 of FIG. 10) has a tendency to deviate to the left or the host vehicle 100 (host vehicle 100 located at the center of FIG. 10) has a tendency to deviate to the right, while 10 A is the left shoulder and the host vehicle 100 is traveling on a road lane unidirectional, so that the right lane is reversed (LI5 lane center side).

[0255] 在这种情形下,执行车道偏离避免的偏航控制。 [0255] In this case, the implementation of the lane departure-avoidance yaw control. 进而,当估计的偏离时间T。 Further, when the estimated time of departure T. ut变为小于第二偏离确定阈值Tr时,施加车道偏离避免的偏航控制,并执行车道偏离避免的减速控制。 ut becomes smaller than when the second departure determination threshold value Tr, the lane departure-avoiding yaw control is applied, and the lane departure-avoiding deceleration control is performed in. 从而主车辆避免偏离。 Thereby avoiding the host vehicle deviates. 驾驶者可感觉到作为横向加速或作为在行驶方向减速的车道偏离避免行动,并知道主车辆有偏离的趋势。 Driver can feel as a lateral acceleration or deceleration in the traveling direction lane departure-avoiding action, and know that the host vehicle has a tendency to depart.

[0256] 如上所述的第三情形是其中第一有障碍物的方向S。 [0256] The third case described above in which the first obstacle in the direction S. ut与车道偏离方向D。 ut lane departure direction D. ut之间匹配的情形,并且其中道路类型R为快速路。 Ut match between the case and where the road type R is an expressway. 换言之,这是其中行驶在三车道单向道路中左手车道的主车辆100A(在图11最上面位置的主车辆100A),有在左手方向偏离的趋势,如图11所示。 In other words, this is the way in which a three-lane road traveling in the left-hand lane of the host vehicle IOOA (host vehicle 11 in FIG IOOA uppermost position), there is a tendency to depart in the left-hand direction, as shown in FIG. 另一情形是其中行驶在三车道单向道路中右手车道的主车辆100C(在图11中心位置的主车辆100C),有在右手方向偏离的趋势,如图11所示。 Another situation in which a three-lane one way road traveling in the right lane of the host vehicle 100C (host vehicle 100C in FIG. 11 central position), there is a tendency to depart in the right-hand direction, as shown in FIG.

[0257] 这种情形下,执行避免偏离的偏航控制。 [0257] In this case, to avoid the execution of the yaw-control. 从而主车辆能够避免偏离。 Thereby departing from the host vehicle can be avoided. 进而,当估计的偏离时间T。 Further, when the estimated time of departure T. ut达到0时,换言之当确定主车辆已从驾驶车道偏离时,施加车道偏离避免的偏航控制,并执行车道偏离避免的减速控制。 When ut reaches 0, in other words when it is determined from the host vehicle departing from the driving lane, the lane departure-avoiding yaw control is applied, and the lane departure-avoiding deceleration control is performed in.

[0258] 图10和图11中着黑色的车轮是其中产生液压并提供有制动力的车轮。 In a black [0258] FIGS. 10 and 11 wherein the wheel is provided with a hydraulic pressure is generated and braking force of the wheels. 换言之, 当左和右车轮任何之一是着黑色的车轮时,在左和右车轮的液压或制动力有差别。 In other words, when any one of the left and right wheels are black wheels, and there was a difference in hydraulic pressure or braking left and right wheels. 这一情形表示加到主车辆的偏航力矩。 This situation represents a yaw moment applied to the host vehicle. 而且,当左和右车轮着黑色时,在其液压值中可能仍然有差别,在该情形下主车辆受到控制的减速,同时向主车辆施加偏航力矩。 Further, when the left and right wheels black, there may still be a difference in the hydraulic pressure values ​​thereof, in which case the host vehicle is controlled deceleration while a yaw moment is applied to the host vehicle.

[0259] 如上所述的第一情形,是其中在有障碍物的方向S-与车道偏离方向D。 [0259] The first scenario described above, in a direction in which the lane departure direction S- obstacle D. ut之间没有匹配的情形。 No case of a match between ut. 换言之,有这样的情形,其中行驶在单向道路三车道上的左手车道的主车辆100A(图11的中心位置的车辆100A),在右手方向有偏离的趋势,如图11所示。 In other words, there is the case, in which driving on a one-way three-lane road the host vehicle IOOA of the left-hand lane (center position of the vehicle IOOA of FIG. 11), there is a tendency to depart in the right-hand direction, as shown in FIG. 还有这样的情形,其中行驶在单向道路三车道中右手车道的主车辆100C(在图11最低位置的主车辆100C),有在左手方向偏离的趋势,如图11所示。 There is a situation in which the one-way three-lane road traveling in the right-hand lane of the host vehicle 100C (host vehicle 11 at the lowest position in FIG. 100C), there is a tendency to depart in the left-hand direction, as shown in FIG. 有进一步的情形,其中行驶在中心车道的主车辆100B在左手或右手方向有偏离的趋势。 Further situation, wherein the travel lane in the center of the host vehicle 100B has a tendency to depart in the left-hand or right-hand direction. 这种情形下执行车道偏离避免的偏航控制。 Yaw control is performed in such a lane departure-avoidance situation. 从而主车辆能够避免偏离。 Thereby departing from the host vehicle can be avoided.

[0260] 连同用于这一类型的偏离避免的制动控制使用声音或显示发出警告。 [0260] is used in conjunction with this type of brake control departing avoid using sound or display of a warning. 例如,在制动控制开始的同时或在制动控制之前规定的定时警告开始。 For example, while the braking control start timing of the start or before a predetermined warning braking control.

[0261] 反之,当主车辆行驶在斜坡执行制动控制时车辆的行为如下。 [0261] Conversely, when the host vehicle is traveling in a ramp behavior of the vehicle braking control performed as follows. 图22(A)示出当主车辆100上坡行驶时,而图22(B)示出当主车辆100下坡行驶时。 FIG. 22 (A) shows when the host vehicle 100 is traveling uphill, while FIG. 22 (B) shows when the host vehicle 100 is traveling downhill. 当主车辆这样行驶在斜坡有车道偏离趋势时,有可能如图23所示将执行为避免偏离的减速控制。 Thus when the host vehicle is traveling in a lane departure tendency has a slope, it is possible 23 to avoid execution of the deceleration control for departure. 对于这一情形, 如果如图22(A)所示主车辆100上坡行驶,则由于为避免偏离的减速控制的减速度将设置为一个小于当行驶在平道上时的值。 For this case, if as shown in FIG 22 (A) shown in the host vehicle 100 is traveling uphill, the deceleration due to the deceleration control to prevent deviation is less than a set when traveling on a flat track value. 反之,如果如图22(A)所示主车辆100下坡行驶,则由于为避免偏离的减速控制的减速度将设置为一个大于当行驶在平道上时的值。 Conversely, if in FIG. 22 (A) 100 shown in the main vehicle traveling downhill, the deceleration due to the deceleration control to prevent deviation is set to be greater than when traveling on a flat track value.

[0262] 以下将描述本发明的效果。 [0262] Hereinafter, effects of the present invention will be described.

[0263] 如上所述,当上坡行驶时,用于避免偏离的减速控制的减速度变为小值。 [0263] As described above, when traveling uphill, the deceleration of the deceleration control for avoiding the deviation becomes a small value. 因此,当主车辆100上坡行驶时,即使进行用于避免偏离的减速控制,减速度也不会过大。 Thus, when the host vehicle 100 is traveling uphill, the deceleration control for avoiding even if shifted, the deceleration is not excessive.

[0264] 进而如上所述,当下坡行驶时,用于避免偏离的减速控制的减速度变为大值。 [0264] Further as described above, when traveling downhill, the deceleration for avoiding the deviation of the deceleration control becomes a large value. 因此,当主车辆100下坡行驶时,通过用于避免偏离的减速控制车辆被充分减速,从而使其能够可靠地防止偏离。 Thus, when the host vehicle 100 is traveling downhill, the deceleration control for avoiding a vehicle by deviation is sufficiently decelerated, so that it is possible to reliably prevent the deviation.

[0265] 第四实施例 [0265] Fourth embodiment

[0266] 现在参照图M和25,将解释配备根据第四实施例的车道偏离防止设备的车辆。 [0266] Referring now to FIGS. 25 and M, the vehicle will be explained with a lane departure prevention apparatus according to a fourth embodiment. 这一第四实施例中的车辆的配置与第一实施例中车辆的配置相同(参见图1)。 Configuring the same as in the first embodiment of the vehicle of the vehicle in this embodiment of the fourth embodiment (see FIG. 1). 就第四和先前的实施例之间的相似性来看,将对与先前实施例部件或步骤相同的第四实施例的部件或步骤,赋予与先前实施例部件和步骤相同的标号。 Parts or steps of the fourth embodiment on the similarity between the fourth embodiment and the previous embodiments of view, will be the previous embodiment or embodiments member of the same step, given the previous Example parts and steps same reference numerals. 此外,为了简洁起见,可省略与先前实施例部件或步骤相同的第四实施例的部件或步骤的描述。 Further, for brevity, components or the previous embodiment the same steps described elements or steps of the fourth embodiment may be omitted. 换言之,除非另有说明,第四实施例中车辆的配置其余部分与先前实施例的配置相同。 In other words, unless otherwise specified, the configuration of the vehicle in the embodiment of the remainder of the fourth embodiment same configuration as the previous embodiment.

[0267] 在第四实施例中,当下坡行驶时进行用于偏离避免的减速控制,并在避免偏离之后车辆继续下坡行驶时,进行减速控制。 [0267] In the fourth embodiment, when traveling downhill for the deceleration control for departure-avoidance, and after the vehicle avoids departing continue traveling downhill, the deceleration control. 为了实现这一控制,在第四实施例中与第三实施例比较使驱动/制动力控制单元8的处理内容有所不同。 To achieve this control, in the fourth embodiment in comparison with the third embodiment of the driving / braking force control unit 8 is different from the processing contents.

[0268] 由驱动/制动力控制单元8执行的计算处理过程示于图24。 [0268] by the driving / braking force control unit 8 performs the calculation processing procedure shown in FIG. 24. 该计算处理过程几乎与第一实施例的计算处理过程相同。 The same calculation processing procedure example of the calculation processing procedure is almost the first embodiment. 将说明明显不同之点。 The point of stating the obvious differences.

[0269] 就是说,在步骤Sl到S8读取每一类数据,计算车速,确定驾驶环境,确定车道偏离趋势,确定驾驶者的意图,确定控制方法,计算目标偏航力矩,并计算用于避免车道偏离的减速度。 [0269] That is, step Sl to step S8 reading each type of data, calculating vehicle speed, determining driving environment, determining lane departure tendency, determining driver intent, determining control methods, calculating target yaw moments, and calculating a deceleration to avoid lane departure.

[0270] 此外,在步骤S15确定主车辆是否在坡道行驶。 [0270] Moreover, S15 to determine whether the vehicle traveling in the main step in the ramp. 如果主车辆在坡道行驶,处理进到步骤S16。 If the host vehicle is traveling on a hill, the processing proceeds to step S16. 如果主车辆在平道行驶,处理进到步骤S17。 If the host vehicle is traveling on a flat road, the processing proceeds to step S17.

[0271] 在步骤S16进行减速度改变处理(参见图20)。 [0271] Deceleration change processing is performed (see FIG. 20) at step S16. 在步骤S17还计算施加到每一车轮的目标制动液压Psi (i = fl,fr, rl,rr)。 In Step S17 is also calculated target brake hydraulic pressure applied to each wheel Psi (i = fl, fr, rl, rr).

[0272] 按与第一实施例类似的方式,当主车辆行驶在平道时,计算施加到每一车轮的目标制动液压Psi (i = fl, fr, rl, rr),以获得在步骤S8计算的减速度。 [0272] according to the first embodiment in a similar manner, when the host vehicle is traveling on a flat road, the target brake hydraulic pressure applied to calculate each wheel Psi (i = fl, fr, rl, rr), is calculated in step S8 to obtain deceleration. 当主车辆上坡行驶时,在步骤S8计算的减速度将变为小值。 When the host vehicle is traveling uphill, the deceleration calculated in step S8 will change to a small value. 对于这种情形,在道路倾斜值变得较大时,减速度将变得较小。 For this case, the road inclination value becomes larger, the deceleration will become smaller. 此外,计算施加到每一车轮的目标制动液压Psi (i = fl,fr, rl, rr)为这改变之后的减速度。 Further, the calculation is applied to the deceleration after the target brake hydraulic pressure for each wheel Psi (i = fl, fr, rl, rr) for this change. 当主车辆下坡行驶时,在步骤S8计算的用于偏离避免的减速度将变为大值。 When the host vehicle is driving downhill, at step S8 for calculating deceleration for departure-avoidance becomes a large value. 对于这种情形,在道路倾斜值变得较大时,减速度将变得较大(道路倾斜值变为较大的负数)。 For this case, the road inclination value becomes larger, the deceleration will become larger (road inclination value becomes a larger negative number). 进而,计算施加到每一车轮的目标制动液压Psi (i = fl,fr,rl,rr)为改变之后的减速度。 Further, applied to the calculation of the deceleration after the change of the target brake hydraulic pressure for each wheel Psi (i = fl, fr, rl, rr).

[0273] 这样计算的目标制动液压Psi (i = fl,fr, rl,rr)作为制动液压命令值输出到制动液压控制单元7。 [0273] The thus calculated target brake hydraulic pressure Psi (i = fl, fr, rl, rr) value is output to the brake hydraulic pressure control unit 7 as a brake hydraulic pressure command. 基于制动液压命令值由制动液压控制单元7个别控制每一车轮汽缸6FL 到6RR的制动液压。 Brake fluid pressure control command value based on each of the wheel cylinders 6FL to 6RR of the brake fluid pressure by the brake hydraulic pressure control unit 7 individually.

[0274] 在新生成的步骤S18确定车道偏离避免是否完成以及主车辆是否继续下坡行驶。 [0274] In the determining step S18 the newly generated lane departure-avoidance is completed and whether the host vehicle continues to travel downhill. 当这里车道偏离避免完成且主车辆继续下坡行驶时,处理进到步骤S19。 When this is complete and the lane departure-avoiding the host vehicle continues to travel downhill, the process proceeds to step S19. 当这里车道偏离避免没有完成且主车辆不继续下坡行驶时,图M的处理结束。 When the lane departure-avoidance is not completed here, and the host vehicle does not continue to travel downhill, the processing ends M of FIG.

[0275] 进而,假设进行用于偏离避免的减速控制时执行车道偏离避免完成的确定。 [0275] Further, it is assumed determines to perform lane departure-avoidance completed when the deceleration control for departure-avoidance. 换言之,当只通过车道偏离避免的偏航控制完成了车道偏离避免时,即使主车辆继续下坡行驶, 但图M的处理仍将结束。 In other words, when only the lane departure-avoidance yaw control avoids the lane departure completed, even if the host vehicle continues to travel downhill, but the processing of the map M will end.

[0276] 在步骤S19进行继续下坡时的控制。 [0276] When the control continues downhill at step S19. 更具体来说,只对固定的周期进行减速控制。 More specifically, only the deceleration control for a fixed period. 这一减速控制通过设置施加到每一车轮的目标制动液压I3SUi = fl,fr,rl,rr)为液压I^gz 进行。 The deceleration control target brake hydraulic pressure applied to each wheel by providing I3SUi = fl, fr, rl, rr) for a hydraulic I ^ gz. 固定的周期定义为固定的距离或固定的时间。 The fixed period is defined as a fixed distance or fixed time. 例如,当减速控制开始随时间降低该液压,以致预定的时间过后该液压变为0时,在固定的时间内借助于把施加到每一车轮的目标制动液压Psi (i = fl, fr, rl, rr)设置为液压Pgz进行减速控制。 For example, when the deceleration control starts to reduce that hydraulic pressure over time such that the predetermined time after the hydraulic pressure becomes 0, by means of a fixed period of time in the target brake hydraulic pressure applied to each wheel Psi (i = fl, fr, rl, rr) is a hydraulic setting the deceleration control Pgz.

[0277] 根据上述的处理,当在下坡时有车道偏离的趋势而进行用于避免偏离的减速控制时,将通过设置比普通值较大的减速度进行偏离避免的减速控制。 When [0277] According to the above process, when there is a lane departure tendency of the downhill is performed in the deceleration control for avoiding the deviation, the deceleration control for departure-avoidance is larger than the average value by setting the deceleration. 进而,当借助于偏离避免的减速控制避免偏离之后主车辆仍然下坡行驶时,如图25(B)所示将只对一固定时间进行减速控制。 Further, when the means of avoiding departure-avoidance deceleration control after the host vehicle is still traveling downhill departing from FIG. 25 (B) will be shown only for a fixed time for the deceleration control.

[0278] 图25 (A)示出当主车辆只是从完成偏离避免(为防止偏离)的减速控制的点起预定间隔下坡行驶,且目标是平道时的情形。 [0278] FIG. 25 (A) shows when the host vehicle for departure avoidance is completed only from (to prevent deviation from) the starting point of a predetermined interval of the deceleration control driving downhill, and the case when the target is a flat road. 对于这一情形,减速控制只是在完成偏离避免(为防止偏离)的减速控制的点起,主车辆下坡行驶的间隔期间进行,并在目标平道路停止或释放减速控制。 For this case, only the deceleration control for departure-avoidance completed (to prevent deviation from) the starting point of the deceleration control is performed during the interval the host vehicle is traveling downhill, the deceleration control and stop or release at the target level road.

[0279] 当主车辆从偏离避免(为防止偏离)的减速控制完成点实际继续下坡行驶,而能够确认从偏离避免的减速控制完成点为平道时,该道路将不认为是坡道且不必进行减速控制。 [0279] When the host vehicle from the departure avoidance (to prevent deviation from) the deceleration control completion point actually continue traveling downhill, it is possible to confirm from the departure-avoiding deceleration control completion point is a flat road when the road will not be considered ramp and need not be deceleration control. 例如,当预定的间隔距离短时,这类的处理是有效的。 For example, when a predetermined short distance, such a process is effective.

[0280] 以下将描述第四实施例中本发明的效果。 [0280] Advantages of the present invention, in the fourth embodiment will be described below.

[0281] 如上所述,当主车辆下坡减速且防止偏离的驾驶道路的目标为下坡时,主车辆将在预定的时间期间或预定的距离减速。 [0281] As described above, when the host vehicle is decelerating downhill and prevents the driver deviates from the target road is downhill, the host vehicle to decelerate in a predetermined distance or predetermined time period.

[0282] 通常,在通过为偏离避免的减速控制的干预进行避免偏离之后,停止或释放偏离避免的减速控制。 [0282] Typically, after the intervention for avoiding departing departure-avoidance deceleration control by the deceleration control is stopped or released departure-avoidance. 然而,如果在下坡行驶时在通过为偏离避免的减速控制的干预进行避免偏离之后,停止或释放偏离避免的减速控制,则有可能主车辆会因为下坡行驶而加速。 However, if the downhill after avoiding intervention by departing departure-avoidance deceleration control is stopped or released departure-avoiding deceleration control, it is possible because the host vehicle traveling downhill is accelerated. 对于这种情形,驾驶者将经历比实际加速度更大的加速度,并感到有某种错误。 For this case, the driver will experience greater acceleration than the actual acceleration and feel some sort of error. 为了防止这类情形,当主车辆下坡减速且在其上防止偏离行驶的驾驶道路的目标为下坡时,主车辆在预定的时间或预定的距离减速。 To prevent such situations, when the host vehicle is decelerating downhill and prevents the deviation from the target traveling road driving downhill, the host vehicle is decelerated at a predetermined time or a predetermined distance thereto. [0283] 在以上所述的实施例中使用特定的方程式(参照方程式G))描述了目标制动液压I^g。 [0283] In a particular embodiment using the equation (see Equation G)) describes the target brake hydraulic pressure I ^ g according to the above embodiment. 然而,本发明不限于此。 However, the present invention is not limited thereto. 例如可使用以上方程式(15)计算目标制动液压I^g。 Target brake fluid pressure may be calculated e.g. I ^ g used above equation (15).

[0284] 在上述实施例中为了实现偏离避免的偏航控制,计算对于前和后轮的目标液压差APsf和AI^sr(参见方程式(8)和(9))。 [0284] In order to achieve the above-described embodiment, departure-avoidance yaw control, the target hydraulic pressure difference between the calculated front and rear wheels and APsf AI ^ sr (see equation (8) and (9)). 然而,本发明不限于此。 However, the present invention is not limited thereto. 例如,可只使用前轮目标液压差APsf实现车道偏离避免的偏航控制。 For example, a front wheel target hydraulic pressure difference APsf only achieved lane departure-avoidance yaw control. 对于这种情形,使用以上方程式(16)计算前轮目标液压差Δ I^sf。 For this case, using the above equation (16) calculates a front wheel target hydraulic pressure difference Δ I ^ sf.

[0285] 在上述实施例的描述中,驱动/制动力控制单元8配备了偏离避免的控制方法,该方法基于驾驶道路的坡度倾斜设置减速度,并使主车辆减速到设置的减速度,以防止主车辆偏离驾驶车道。 [0285] In the above-described embodiments, the driving / braking force control unit 8 is equipped with a departure-avoidance control method, which is based on the deceleration slope inclined road driving, and deceleration of the host vehicle is decelerated to set to prevent the host vehicle deviates from the driving lane. 换言之,图19所示步骤S16改变驱动/制动力控制单元8的减速度的处理(参见图20),实现了基于驾驶道路的坡度倾斜设置减速度的处理。 In other words, the step S16 shown in FIG. 19 of the deceleration change processing unit 8 (see FIG. 20) driving / braking force control, the deceleration processing based on the inclined slope of the driving road. 此外,图19所示驱动/制动控制单元8的步骤S6,S7,S8,S9,S15和S16的处理实现了,使主车辆减速到设置的减速度,以防止主车辆偏离驾驶车道。 Further, the step 19 shown in FIG driving / braking control unit 8 S6, S7, S8, S9, S15 and S16 are the process to achieve the deceleration the host vehicle is decelerated to the set, in order to prevent the host vehicle departing from the driving lane.

[0286] 第五实施例 [0286] Fifth Example

[0287] 现在参照图沈和27,将解释配备根据第五实施例的车道偏离防止设备的车辆。 [0287] Referring now to FIGS. 27 and sink, the vehicle will be explained with a lane departure prevention apparatus according to a fifth embodiment. 这一第五实施例中的车辆的配置与第一实施例中车辆的配置类似(参见图1),所不同在于以下指出的编程的变化。 This configuration of the vehicle in the fifth embodiment and the first embodiment is similar to the configuration of the vehicle (see FIG. 1), except that the programming changes indicated below. 就第五和先前的实施例之间的相似性来看,将对与先前实施例部件或步骤相同的第五实施例的部件或步骤,赋予与先前实施例部件相同的标号。 On the similarity between the fifth embodiment and the previous embodiments of view, will be the previous embodiment the same parts or parts or steps of the steps of the fifth embodiment, the previous embodiments assigned the same components as reference. 此外,为了简洁起见,可省略与先前实施例部件或步骤相同的第五实施例的部件或步骤的描述。 Further, for brevity, components or the previous embodiment the same steps described elements or steps of the fifth embodiment may be omitted. 换言之, 除非另有说明,第五实施例中车辆的配置的其余部分与先前实施例的配置相同。 In other words, unless otherwise specified, the rest of the configuration of a fifth embodiment of the vehicle of the embodiment of the previous embodiment with the same configuration.

[0288] 由驱动/制动力控制单元8执行的计算处理过程示于图26。 [0288] by the driving / braking force control unit 8 performs the calculation processing procedure shown in FIG. 26. 该计算处理过程几乎与第一实施例的计算处理过程相同。 The same calculation processing procedure example of the calculation processing procedure is almost the first embodiment. 将说明明显不同之点。 The point of stating the obvious differences.

[0289] 就是说,在步骤Sl到S8读取每一类数据,计算车速,确定道路的倾斜,确定车道偏离趋势,确定驾驶者的意图,确定控制方法,计算目标偏航力矩,并计算用于偏离避免的减速度。 [0289] That is, step Sl to step S8 reading each type of data, calculating vehicle speed, determining road inclination, determining lane departure tendency, determining driver intent, determining control methods, calculating target yaw moments, and calculating with in the departure-avoiding deceleration. 这样,步骤Sl到步骤S8与第一实施例类似,所不同在于第一实施例的步骤S3已由确定道路倾斜的步骤S3'代替。 Thus, step Sl to step S8 similarly to the first embodiment, except that step S3 of the first embodiment by the step of determining a road inclination S3 'instead.

[0290] 更具体来说,基于在步骤Sl获得的纵向加速度Yg,横向加速度Xg,上和下加速度Zg,和偏航角θ,以及在步骤S2获得的速度V,检测路面倾斜角度θζ。 [0290] More specifically, based on the longitudinal acceleration Yg obtained at step Sl, lateral acceleration Xg, up and down acceleration of the Zg, and yaw angle [theta], and the velocity obtained at step S2 V, the road inclination angle detecting θζ. 图27示出车辆坐标系CTZ和路面倾斜角度ΘΖ之间的关系。 27 shows the relationship between the coordinate system of the vehicle and the road surface inclination angle CTZ ΘΖ. 图27 (A)是从上看的车辆100的视图,而图27(B) 是从后看的车辆100的视图。 FIG 27 (A) is a view as viewed from the vehicle 100, while FIG. 27 (B) is a view seen from the vehicle 100.

[0291] 例如,如果当没有路面倾斜(θ ζ = 0)时有一定的偏航角θ,可获得一定的纵向加速度Yg与横向加速度Xg。 [0291] For example, if there is a certain yaw angle [theta] when there is no road surface inclination (θ ζ = 0), to obtain a certain longitudinal acceleration Yg and lateral acceleration Xg. 如果当有路面倾斜时有一定的偏航角θ,则能够获得纵向加速度Yg与横向加速度Xg,其不同于当没有路面倾斜时的值。 If there is a certain yaw angle θ when a road surface is inclined, it is possible to obtain the longitudinal acceleration Yg and lateral acceleration Xg, which is different from when there is no road surface cant value. 可使用这一类型的关系估计路面倾斜角度θζ。 The inclination angle of the road surface can be estimated θζ use this type of relationship.

[0292] 此外,事先作为映象数据获得纵向加速度Yg,横向加速度Xg,上与下加速度ZgjP 偏航角θ之间,以及速度V与路面倾斜角度Θ ζ之间的关系,这些映象数据使得能够在实际检测期间参照这一映象数据,并从通过实际测量获得的纵向加速度Yg,横向加速度Xg, 上与下加速度Zg,偏航角θ,与速度ν获得路面倾斜角度Θ Z0 [0292] Further, the map data obtained in advance as the longitudinal acceleration Yg, the relationship between the lateral acceleration Xg ζ, between the upper and lower acceleration ZgjP yaw angle [theta], and the velocity V and the road surface inclination angle [Theta], such that the map data this can refer to the map data during the actual testing, and from the longitudinal acceleration Yg obtained by actual measurement, lateral acceleration Xg, the upper and lower acceleration of the Zg, yaw angle [theta], and the obtained velocity ν road inclination angle Θ Z0

[0293] 在本实施例的描述中,当路面倾斜角度θ ζ大于0( θ ζ > 0)时,该路面倾斜使得从车辆所看的左方向处于下落侧。 [0293] In the description of the present embodiment, when the road surface is greater than the inclination angle θ ζ 0 (θ ζ> 0), the road surface is inclined such that the left direction as seen from the vehicle is on the falling side. 当路面倾斜角度θ ζ小于0( θ ζ < 0)时,该路面倾斜使得从车辆所看的右方向处于下落侧。 When the road surface is smaller than the inclination angle θ ζ 0 (θ ζ <0), the road surface cant is such that the right direction as viewed from the vehicle is on the falling side. 当路面倾斜角度θ ζ为0( θ z = 0)时,没有路面倾斜。 When the road surface inclination angle θ ζ is 0 (θ z = 0), no road surface cant.

[0294] 然后在步骤S4确定车道偏离趋势。 [0294] Then, in step S4 determining lane departure tendency. 对于这一确定的过程处理具体示于图6,该图与第一实施例类似,不同在于步骤S33的处理。 For handling this determination is specifically shown in FIG. 6, which is similar to the first embodiment, except that the process of step S33.

[0295] 在步骤S33,确定车道偏离方向D。 [0295] In step S33, the lane departure direction is determined D. ut。 ut. 更具体来说,基于横向位移X确定车道偏离方向D。 More specifically, the lane departure direction is determined based on the lateral displacement X D. ut。 ut. 换言之,当车辆从车道中心在左方向横向位移时,该方向将是车道偏离方向D。 In other words, when the vehicle lateral displacement from the lane center in the left direction, that direction will be the lane departure direction D. ut(D。ut =左),而当车辆从车道中心在右方向横向位移时,该方向将是车道偏离方向D。 ut (D.ut = left), and when the lateral displacement of the vehicle from the lane center in the right direction, that direction will be the lane departure direction D. utG)。 utG). ut = 右)。 ut = right).

[0296] 还可使用横向加速度Xg确定车道偏离方向D。 [0296] may also be determined using the lateral acceleration Xg lane departure direction D. ut。 ut. 例如,当横向加速度Xg大于0 (Xg >0)时,横向加速度Xg将向左加速。 For example, when the lateral acceleration Xg is larger than 0 (Xg> 0), the lateral acceleration Xg will accelerate towards the left. 当横向加速度Xg小于0 (Xg <0)时,横向加速度Xg 将向右加速。 When the lateral acceleration Xg is smaller than 0 (Xg <0), the lateral acceleration Xg will accelerate to the right. 从这一关系,因为当横向加速度Xg大于0(Xg >0)时加速将向左,该方向将是车道偏离方向D。 From this relationship, because when the lateral acceleration Xg is larger than 0 (Xg> 0) to accelerate to the left, this direction will be the lane departure direction D. ut (Dout =左),并因为当横向加速度Xg小于0 (Xg < 0)时加速将向右,该方向将是车道偏离方向D。 ut (Dout = left) and because the acceleration when the lateral acceleration Xg is smaller than the right time 0 (Xg <0), that direction will be the lane departure direction D. ut(D。ut =右)。 ut (D.ut = right).

[0297] 然后,处理进到后继步骤S5到S8,它们与以上讨论的第一实施例相同。 [0297] Then, the process proceeds to the subsequent step S5 to S8, which are the same as with the first embodiment discussed above.

[0298] 接下来,在步骤S17计算每一车轮的目标制动液压。 [0298] Next, in step S17 calculates the target brake hydraulic pressure for each wheel. 换言之,基于对偏离避免的制动控制存在与否计算最终制动液压。 In other words, the braking control for departure avoidance based on the presence or absence of the final brake hydraulic pressure is calculated. 更具体来说,步骤S17的计算使用以上方程式(5)到(10)。 More specifically, the step S17 is calculated using the above equation (5) to (10).

[0299] 施加到车轮的制动力因此是根据目标偏航力矩Ms的量值分布的。 [0299] The braking force applied to the wheels is thus the magnitude of target yaw moment Ms in accordance with the distribution. 就是说,当目标偏航力矩Ms小于用于设置的阈值Msl时,前轮目标制动液压差AI^sf设置为0,向后轮目标制动液压差Δ Psr指定一个预定值,并在左和右后轮中产生制动力差。 That is, when the threshold value is less than the target yaw moment Ms Msl for setting, front wheel target brake hydraulic pressure difference AI ^ sf is set to 0, the brake hydraulic pressure difference Δ Psr specifies a predetermined target value to a rear wheel, and left and the right rear wheel braking force difference is generated. 当目标偏航力矩Ms 等于或大于用于设置的阈值Msl时,向目标制动液压差APsf和APsr指定一个预定值,并在前和后左和右轮中产生制动力差。 When the target yaw moment Ms is equal to or greater than the threshold value for setting Msl, the target brake hydraulic pressure difference between the specified and APsr APsf a predetermined value, and the front and rear left and right wheels to generate a braking force difference.

[0300] 当车道偏离确定标志F。 [0300] When the lane departure determination flag F. ut为接通(F。ut = ON),使用如上述计算的目标制动液压差Δ Psf和Δ Psr及目标制动液压Pgf和Pgr,计算对每一车轮的最终目标制动液压Psi (i = fl, fr, rl,rr)。 ut is ON (F.ut = ON), used as the above-described target brake hydraulic pressure calculated difference Δ Psf and Δ Psr and the target brake hydraulic pressure Pgf and Pgr, calculate the final target brake hydraulic pressure for each wheel Psi (i = fl, fr, rl, rr). 更具体来说,对于每一车轮的最终目标制动液压I^si (i = fl,fr, rl,rr) 是基于步骤S6中选择的制动控制方法计算的。 More specifically, the final target brake hydraulic pressure for each wheel I ^ si (i = fl, fr, rl, rr) is a braking control method selected in step S6 based on the calculated.

[0301] 这里将描述在步骤S6中确定的制动控制方法。 [0301] In the braking control method determined in step S6 will be described here.

[0302] 在步骤S6中,当车道偏离确定标志F。 [0302] In step S6, when the lane departure determination flag F. ut为接通时,基于路面倾斜角度θ ζ与车道偏离方向D。 ut is ON, based on the road inclination angle θ ζ and the lane departure direction D. ut确定制动控制方法。 ut determined braking control method.

[0303] 如上所述,可使用横向加速度Xg确定车道偏离方向D。 [0303] As described above, the lateral acceleration Xg may be determined using the lane departure direction D. ut。 ut. 换言之,当横向加速度Xg 大于0 (Xg > 0)时,左方向将是车道偏离方向D。 In other words, when the lateral acceleration Xg is larger than 0 (Xg> 0), the left direction will be the lane departure direction D. ut (Dout =左),并当横向加速度Xg小于0 (Xg < 0)时,右方向将是车道偏离方向D。 ut (Dout = left) and when the lateral acceleration Xg is smaller than 0 (Xg <0), the right direction will be the lane departure direction D. ut(D。ut =右)。 ut (D.ut = right). 根据这类关系,当路面倾斜角度θ Z大于0(θζ>0)且横向加速度Xg大于0 (Xg >0)时,或当路面倾斜角度02小于0(02<0) 且横向加速度Xg小于0 (Xg <0)时,车道偏离将在路面倾斜的下落侧。 According to this type of relationship, when the road surface is greater than the inclination angle θ Z 0 (θζ> 0) and the lateral acceleration Xg is larger than 0 (Xg> 0), or when the road surface inclination angle is less than 0 (02 <0) and the lateral acceleration Xg is smaller than 0 02 when (Xg <0), the lane departure will be on the falling side of the road surface inclination. 此外,当路面倾斜角度02大于0(02>0)且横向加速度Xg小于0 (Xg <0)时,或当路面倾斜角度ΘΖ小于0(θζ<0)且横向加速度Xg大于0 (Xg >0)时,车道偏离将在路面倾斜的上升侧。 Further, when the road surface inclination angle is greater than 0 (02> 0) and the lateral acceleration 02 Xg is smaller than 0 (Xg <0), or when the road surface inclination angle ΘΖ less than 0 (θζ <0) and the lateral acceleration Xg is larger than 0 (Xg> 0 ), the increase in the lane departure side of the road surface inclination.

[0304] 基于这类关系,通过划分路面倾斜角度Θ Z与车道偏离方向D。 [0304] Based on such a relationship, the inclination angle of the road surface by dividing lane departure direction Θ Z D. ut将描述制动控制方法(第一情形到第三情形)。 ut brake control method will be described (first case to third case).

[0305] 在第一情形下,当没有路面倾斜(θ ζ = 0)且有车道偏离趋势时,将是把偏航力矩作用于车辆以防止偏离的制动控制(以下称为偏离避免的偏航控制),以及使车辆减速直到车道偏离确定标志F。 When [0305] In the first case, when there is no road surface inclination (θ ζ = 0) and there is a lane departure tendency, a yaw moment is applied to the vehicle to prevent the braking control deviation (hereinafter referred to as departure-avoiding bias Air control), and to decelerate the vehicle until the lane departure determination flag F. ut为断开的制动控制(以下称为用于偏离避免的减速控制)的组合。 ut OFF brake control (hereinafter, referred to as deceleration control for departure-avoidance) combination. 当偏离确定标志F。 When the departure determination flag F. ut为接通(T。ut < Ts)时这些控制防止偏离开始。 ut when turned (T.ut <Ts) to prevent the control deviation begins.

[0306] 这里的车道偏离避免的偏航控制是作为目标偏航力矩Ms,作用于车辆以防止偏离的偏航力矩。 [0306] where the lane departure-avoidance yaw control as the target yaw moment Ms, acting on the vehicle yaw moment in order to prevent offset. 偏航力矩对车辆的作用对施加到左和右车轮的制动力给出一差值。 Yaw moment is given on the role of a vehicle, the braking force difference between the left and right wheels is applied to. 更具体来说,如上所述,当目标偏航力矩Ms小于设置阈值Msl时,将在左和右后轮产生制动力差,把目标偏航力矩Ms作用于车辆。 More specifically, as described above, when the target yaw moment Ms is less than the threshold value is set Msl, the braking force difference is generated in the left and right rear wheels, the target yaw moment Ms applied to the vehicle. 进而,当目标偏航力矩Ms等于或大于设置阈值Msl时,将在左和右前和后轮产生制动力差,把目标偏航力矩Ms作用于车辆。 When Further, when target yaw moment Ms is equal to or greater than the set threshold value Msl, the braking force difference is generated in the left and right front and rear wheels, the target yaw moment Ms applied to the vehicle. 此外,用于偏离避免的减速控制把相同的制动力量加于左和右车轮。 Further, the deceleration control for departure-avoidance braking force applied to the same to the left and right wheels.

[0307] 当车道偏离确定标志F。 [0307] When the lane departure determination flag F. ut从接通变为断开而有车道偏离趋势时,将执行防止偏离的制动控制,或驾驶者本身将试图采取避免的行动。 When ut from on to off and there is a lane departure tendency, it will perform braking control to prevent deviation, or the driver itself will try to take action to avoid.

[0308] 在第二情形下,当路面倾斜角度02大于0(02>0)且横向加速度Xg大于0 (Xg >0)时,或当路面倾斜角度02小于0(92<0)且横向加速度Xg小于0 (Xg <0)时,有可能车道偏离趋势将在路面倾斜的下落侧。 When [0308] In the second case, when the inclination angle of the road surface is greater than 0 02 (02> 0) and the lateral acceleration Xg is larger than 0 (Xg> 0), or when the road surface inclination angle is less than 0 (92 <0) and the lateral acceleration 02 when Xg is smaller than 0 (Xg <0), it is possible lane departure tendency will be on the falling side of the road surface inclination.

[0309] 对于这种情形,当预期的偏离时间T。 [0309] For this case, when the anticipated time of departure T. ut变为小于车道偏离确定阈值(Ts+dTkdown) 时,其中一定的规定量dTkdown添加到第一偏离确定阈值Ts (Tout < (Ts+dTkdown)),将执行偏离避免的减速控制。 When ut becomes smaller than the lane departure determination threshold value (Ts + dTkdown), in which a certain prescribed amount dTkdown is added to the first departure determination threshold Ts (Tout <(Ts + dTkdown)), the execution of the deceleration control for departure avoidance. 此外,当定义小于第一偏离确定阈值Ts的第二偏离确定阈值Tr (Ts Further, when the definition is less than the first departure determination threshold value Ts of the second departure determination threshold value Tr (Ts

> Tr > 0),且预期的偏离时间T。 > Tr> 0), and the anticipated time of departure T. ut变为小于第二偏离确定阈值Tr (Tout < Tr)时,则除了偏离避免的减速控制之外,还执行车道偏离避免的偏航控制。 ut becomes less than the second departure determination threshold value Tr (Tout <Tr), in addition to the departure-avoiding deceleration control further executes lane departure-avoidance yaw control.

[0310] 例如,规定的量dTkdown为小于第一偏离确定阈值Ts的值(Ts > dTkdown)。 [0310] For example, a predetermined amount dTkdown the determination threshold value Ts (Ts> dTkdown) smaller than the first deviation.

[0311] 因此,当预期的偏离时间T。 [0311] Thus, when the deviation from the expected time T. ut变为小于车道偏离确定阈值(Ts+dTkdown) (Tout < (Ts+dTkdown))时,开始用于偏离避免的减速控制,并当预期的偏离时间T。 When ut becomes smaller than the lane departure determination threshold value (Ts + dTkdown) (Tout <(Ts + dTkdown)), the deceleration control for departure-avoidance is started and when the anticipated time of departure T. ut变为小于第二偏离确定阈值Tr(T。ut < Tr)时,则除了用于偏离避免的减速控制之外还将启动车道偏离避免的偏航控制。 ut becomes determination threshold Tr (T.ut <Tr), in addition to the deceleration control for departure-avoidance yaw control will start lane departure-avoidance is less than the second deviation. 这时,与没有路面倾斜比较,用于偏离避免的减速控制的启动定时仅按规定量dTkdown部分设置得较早。 In this case, no road surface cant and comparison, the timing for starting deceleration control for departure-avoidance an amount dTkdown portion only a predetermined set earlier.

[0312] 进而,在路面倾斜角度θ ζ绝对值变为较大时,规定量dTkdown变得较大。 [0312] Further, the road surface inclination angle θ ζ absolute value becomes larger, a predetermined amount dTkdown becomes larger. 于是, 在路面倾斜的倾斜量变为较大时,用于偏离避免的减速控制的启动定时变为较早。 Thus, the amount of tilt in the road surface inclination becomes larger, the deceleration for departure-avoidance control start timing becomes earlier.

[0313] 在第三情形下,当路面倾斜角度θ ζ大于0( θ ζ > 0),横向加速度Xg小于0(Xg <0)时,或当路面倾斜角度92小于0(92<0)且横向加速度Xg大于0 (Xg >0)时,有可能车道偏离趋势将在路面倾斜的上升侧。 [0313] In the third case, when the road surface is greater than the inclination angle θ ζ 0 (θ ζ> 0), the lateral acceleration Xg is smaller than 0 (Xg <0), or when the road surface inclination angle of less than 92 0 (92 <0) and when the lateral acceleration Xg is larger than 0 (Xg> 0), it is possible to deviate from the lane side rising trend of the road surface inclination.

[0314] 对于这种情形,当预期的偏离时间T-变为小于车道偏离确定阈值时,其中从第一偏离确定阈值iTs减去一定的规定量dTkup (Ts-dTkdown) (Tout < (Ts-dTkdown)),将执行车道偏离避免的偏航控制。 [0314] For this case, when the anticipated time of departure T- becomes smaller than the lane departure determination threshold value, wherein the threshold is determined by subtracting a certain predetermined amount iTs dTkup (Ts-dTkdown) (Tout <(the first offset Ts- dTkdown)), will perform the lane departure-avoidance yaw control.

[0315] 这里,当一定的规定量dTkup大于0时,其将是小于第一偏离确定阈值Ts的值(Ts [0315] Here, when a certain predetermined amount dTkup greater than 0, which is less than the first departure determination threshold Ts value of (Ts

> dTkup > 0)。 > DTkup> 0). 因此当没有路面倾斜时,对于车道偏离避免的偏航控制的启动定时将变得较早。 Therefore, when there is no road surface cant, to start lane departure-avoidance yaw control will become earlier timing.

[0316] 进而,在路面倾斜角度θ ζ绝对值变为较大时,规定量dTkup变得较大。 [0316] Further, the road surface inclination angle θ ζ absolute value becomes larger, a predetermined amount dTkup becomes larger. 于是,在路面倾斜的倾斜量变为较大时,对于车道偏离避免的偏航控制的启动定时变为较早。 Thus, the amount of tilt in the road surface cant becomes larger for the lane departure-avoidance yaw control start timing becomes earlier.

[0317] 虽然在以上第一情形到第三情形的描述中在确定车道偏离方向时使用横向加速度Xg,但在确定车道偏离方向中也可使用车道偏离方向D。 [0317] Although in the above described first case to third case of using the lateral acceleration Xg when the lane departure direction is determined, but the lane departure direction is determined also be used in the lane departure direction D. ut。 ut. [0318] 在步骤S6中,响应路面倾斜角度θ ζ值及车道偏离方向D。 [0318] In step S6, in response to the road inclination angle θ ζ value and the lane departure direction D. ut或横向加速度Xg,确定各种制动控制方法。 ut or lateral acceleration Xg, various braking control method is determined. 换言之,响应路面倾斜角度θ ζ值及车道偏离方向D。 In other words, in response to the road inclination angle θ ζ value and the lane departure direction D. ut或横向加速度Xg,为防止偏离的制动控制方法确定为只是车道偏离避免的偏航控制,或者车道偏离避免的偏航控制与用于偏离避免的减速控制的组合。 ut or lateral acceleration Xg, yaw control is determined only lane departure-avoidance braking control to prevent deviation method, or the lane departure-avoidance yaw control is used in combination with the deceleration control for departure-avoidance.

[0319] 在步骤S17根据每一类制动控制方法,计算对于每一车轮的目标制动液压Psi (i =fl,fr,rl,rr)。 [0319] In step S17, according to each type of braking control method for calculating a target brake hydraulic pressure for each wheel Psi (i = fl, fr, rl, rr).

[0320] 例如在对于第三情形的车道偏离避免的偏航控制中,使用以上方程式(11)计算对于每一车轮的目标制动液压Psi (i = fl, fr, rl, rr)。 [0320] For example, in the case of the third yaw control lane departure avoidance using the above equation (11) is calculated for each wheel target brake hydraulic pressure Psi (i = fl, fr, rl, rr).

[0321] 在第一和第二情形下执行车道偏离避免的偏航控制及车道偏离避免的减速控制, 但在这一情形下使用以上方程式(1¾计算对于每一车轮的目标制动液压Psi(i = fl,fr, rl, rr)0 [0321] In the case of performing the first and second lane departure-avoiding yaw control and the lane departure-avoiding deceleration control, but using the above equation (1¾ calculated target brake hydraulic pressure for each wheel Psi (in this case i = fl, fr, rl, rr) 0

[0322] 而且,参照由驾驶者采取的减速行动计算对于每一车轮的目标制动液压Psi (i = fl,fr,rl,rr)。 [0322] Further, with reference to the deceleration action taken by the driver is calculated for each wheel target brake hydraulic pressure Psi (i = fl, fr, rl, rr). 换言之,如方程式(11)和(12)所示施加主汽缸液压Rnf和Pmr。 In other words, as shown in equation (11) is applied to the master cylinder hydraulic pressure Pmr and Rnf and (12).

[0323] 以上描述了步骤S17的处理。 [0323] the above described process of step S17. 这样,基于车道偏离确定标志F。 Thus, based on the lane departure determination flag F. ut的状态计算对于每一车轮的目标制动液压Psi(i = fl,fr,rl,rr)0当车道偏离确定标志F。 ut state is calculated for each wheel target brake hydraulic pressure Psi (i = fl, fr, rl, rr) 0 When the lane departure determination flag F. ut为接通时,根据在步骤S6选择的制动控制方法响应路面倾斜角度θ ζ值,横向加速度Xg及车道偏离方向D。 ut is turned on in response to the value of the road surface inclination angle θ ζ brake control method selected in step S6, lateral acceleration Xg and the lane departure direction D. ut之间的关系,计算对于每一车轮的目标制动液压Psi (i = fl, fr, rl, rr)。 The relationship between ut, is calculated for each wheel target brake hydraulic pressure Psi (i = fl, fr, rl, rr).

[0324] 在以上描述中,计算是通过驱动/制动力控制单元8处理的。 [0324] In the above description, it is calculated by driving braking force control unit 8 processes /. 驱动/制动力控制单元8向制动液压控制单元7输出作为制动液压命令值的在步骤S17计算的对于每一车轮的目标制动液压Psi (i = fl, fr, rl, rr)。 Driving / braking force control unit 8 outputs a brake hydraulic pressure control unit 7 as a brake hydraulic pressure command value is calculated in step S17 for each wheel target brake hydraulic pressure Psi (i = fl, fr, rl, rr).

[0325] 车道偏离防止设备操作的简略说明如以下描述。 [0325] lane departure prevention apparatus briefly described the operation as described below.

[0326] 首先,从每一传感器,控制器和控制单元读取每一类型的数据(步骤Si)。 [0326] First of all, each type of data read (step Si) from each sensor, controller and control unit. 然后,计算速度(步骤S2)。 Then, the calculation speed (step S2).

[0327] 然后,检测路面倾斜(步骤S;?)。 [0327] Then, the road surface cant is detected (step S ;?). 更具体来说,当参照路面倾斜角度θ ζ且路面倾斜角度ΘΖ大于0(ΘΖ>0)时,将在从车辆看的左方向的下落侧检测到路面倾斜。 More specifically, when referring to the road surface and the road surface inclination angle θ ζ ΘΖ inclination angle is greater than 0 (ΘΖ> 0), the road surface cant will be detected on the falling side of the vehicle viewed from the left direction. 当路面倾斜角度02小于0(02<0)时,将在从车辆看的右方向的下落侧检测到路面倾斜。 When the inclination angle of the road surface is less than 0 02 (02 <0), detected on the falling side in the right direction viewed from the vehicle to the road inclination. 当路面倾斜角度θ ζ为0( θ ζ = 0)时,将检测不到路面倾斜。 When the road surface inclination angle θ ζ is 0 (θ ζ = 0), the road surface will not tilt detection.

[0328] 在步骤S4,基于估计的偏离时间T。 [0328] In step S4, based on the estimated time of departure T. ut设置车道偏离确定标志F。 ut disposed lane departure determination flag F. ut (参见图6),并基于横向位移χ确定车道偏离方向D。 UT (see FIG. 6), and the lane departure direction is determined based on the lateral displacement χ D. ut。 ut.

[0329] 此外,基于这样获得的车道偏离方向D。 [0329] Further, based on the lane departure direction D. The thus obtained ut和/或由转弯信号开关20指示的方向(点亮的闪光灯侧)确定驾驶者改变车道的意图。 ut and / or direction indicated by the turn signal switch 20 (lighted blinker side) to determine the driver's intention to change lanes.

[0330] 例如,当由转弯开关信号指示的方向(点亮的闪光灯侧)与由车道偏离方向D。 [0330] For example, when the direction indicated by the turn switch signal (lighted blinker side) by the lane departure direction D. ut 指示的方向相同时,确定驾驶者有意改变车道。 Ut indicates the direction of the same, determined that the driver intends to change lanes. 这种情形下,车道偏离确定标志F。 In this case, the lane departure determination flag F. ut变为断开。 ut are turned off.

[0331] 当由转弯开关信号指示的方向(点亮的闪光灯侧)与由车道偏离方向D。 [0331] When the direction indicated by the turn switch signal (lighted blinker side) by the lane departure direction D. ut指示的方向不同时,车道偏离确定标志F。 Ut indicating a direction are different, the lane departure determination flag F. ut保持在其接通的情形不变。 ut kept unchanged in the case of its ON. 原因是,当由转弯开关信号指示的方向(点亮的闪光灯侧)与由车道偏离方向D。 The reason is that when the direction indicated by the turn switch signal (lighted blinker side) by the lane departure direction D. ut指示的方向不同时,主车辆的车道偏离行为可能是由于非驾驶者改变车道的意图等的以外因素所至,因而车道偏离确定标志Fout保持在其接通时不变。 Ut not the same direction indicated by the lane deviation of the host vehicle behavior may be due to factors other than non-driver's intention to change lanes and other actions, and thus lane departure determination flag Fout remain unchanged when it is turned on. [0332] 该方法对于以下情形被确定,即为偏离避免的警告存在与否,为偏离避免的制动控制存在与否,以及当基于路面倾斜角度θ ζ,确定标志F。 [0332] The method is for determining the following situations, namely for departure avoidance warning presence or absence of braking control for departure avoidance is present or not, and when the road surface based on the inclination angle θ ζ, determination flag F. ut及车道偏离方向D。 ut and the lane departure direction D. ut或横向加速度Xg,实现用于偏离避免的制动控制时(步骤S6)。 Ut or when the lateral acceleration Xg, implemented for departure avoidance braking control (step S6).

[0333] 进而,基于横向加速度X和变化量dx计算目标偏航力矩Ms (步骤S7),并还计算用于偏离避免的减速控制(步骤S8)。 [0333] Further, calculation of the target yaw moment Ms (step S7) based on X and the lateral acceleration change amount dx, and also calculates the deceleration control for departure-avoidance (step S8).

[0334] 为实现基于路面倾斜角度θ ζ,确定标志F-及车道偏离方向D。 [0334] Based on the road surface as the inclination angle θ ζ, and the lane departure determination flag F- direction D. ut或横向加速度Xg 确定的制动控制方法,计算施加到每一车轮的目标制动液压I3SiG = fl, fr, rl, rr)。 Ut brake control method or the lateral acceleration Xg is determined, is calculated for each wheel is applied to the target brake hydraulic pressure I3SiG = fl, fr, rl, rr). 计算的目标制动液压Psi (i = fl,fr,rl,rr)作为制动液压命令值输出到制动液压控制单元7 (步骤S17)。 The calculated target brake hydraulic pressure Psi (i = fl, fr, rl, rr) as the brake hydraulic pressure command value is output to the brake hydraulic pressure control unit 7 (step S17). 基于制动液压命令值通过制动液压控制单元7个别控制每一车轮汽缸6FL 到6RR的制动液压。 7 based on the brake hydraulic pressure command value to individually control the brake fluid pressure of each wheel cylinder 6FL to 6RR by the brake hydraulic pressure control unit. 因此,当有车道偏离趋势时,响应路面倾斜展示以下的车辆行为。 Therefore, when there is a lane departure tendency, in response to the behavior of road vehicles to show less inclination.

[0335] 当确定标志F。 [0335] When the determination flag F. ut为接通而有车道偏离的趋势且没有路面倾斜(T。ut < Ts)时,将组合用于偏离避免的减速控制与偏离避免的偏航控制。 When ut is turned on while the lane departure tendency and there is no road surface cant (T.ut <Ts), the combined deceleration for departure-avoidance yaw control and departure-avoidance. 进而,这一防止偏离的控制将进行到确定标志F。 Further, the deviation prevention control will proceed to determination flag F. ut为断开为止(第一情形)。 ut until the OFF (first case). 于是,防止了主车辆偏离。 Thus, the host vehicle is prevented from departing. 反之,驾驶者在驾驶方向由于车辆的车道偏离避免的操作而感觉横向加速或减速,从而使得驾驶者能够知道主车辆有车道偏离的趋势。 Conversely, the driver in the driving direction due to the lane departure avoidance operations of the vehicle from feeling the lateral acceleration or deceleration, so that the driver can know that the host vehicle has a lane departure tendency.

[0336] 当路面倾斜角度92大于0(92>0)且横向加速度乂8大于0(乂8>0)时,或当路面倾斜角度02小于0(02<0)且横向加速度Xg小于0 (Xg <0)时,即当车道偏离趋势将在路面倾斜的下落侧时,当预期的偏离时间T。 When [0336] When the road surface inclination angle 92 is greater than 0 (92> 0) and the lateral acceleration qe 8 is greater than 0 (qe 8> 0), or when the road surface inclination angle is less than 0 (02 <0) and the lateral acceleration 02 Xg is smaller than 0 ( when Xg <0), i.e., when the lane departure tendency will be on the falling side of the road surface is inclined, when the anticipated time of departure T. ut变为小于车道偏离确定阈值(Ts+dTkdown) 时(T。ut< (Ts+dTkdown)),执行偏离避免的减速控制。 When ut becomes smaller than the lane departure determination threshold value (Ts + dTkdown) (T.ut <(Ts + dTkdown)), the deceleration control for departure avoidance executed. 进而,当预期的偏离时间T。 Further, when the anticipated time of departure T. ut变为小于第二偏离确定阈值Tr(T。ut < Tr)时,则除了用于偏离避免的减速控制之外还将执行车道偏离避免的偏航控制。 ut becomes smaller than when the second departure determination threshold value Tr (T.ut <Tr), except for the addition of the deceleration control for departure-avoidance yaw control will be performed to avoid lane departure. 于是,防止了主车辆偏离。 Thus, the host vehicle is prevented from departing. 反之,由于车辆的车道偏离避免操作,驾驶者感到在驾驶方向有减速,从而使驾驶者能够知道对于主车辆有车道偏离的趋势。 Conversely, because the lane departure avoidance operations of the vehicle, the driver feels deceleration in the driving direction, so that the driver can know that there is a tendency for the host vehicle lane departure. 车道偏离避免减速控制的操作将早于没有路面倾斜时的规定量dTkdown。 Lane departure-avoiding deceleration control operation is not earlier than the predetermined amount when the road is inclined dTkdown.

[0337] 当路面倾斜角度92大于0(92>0)且横向加速度乂8小于0(乂8<0)时,或当路面倾斜角度02小于0(02<0)且横向加速度Xg大于0 (Xg >0)时,即当车道偏离趋势在路面倾斜的上升侧时,当预期的偏离时间T。 [0337] When less than 0 (qe 8 <0) road surface inclination angle 92 is greater than 0 (92> 0) and the lateral acceleration qe 8, or when the road surface inclination angle 02 is less than 0 (02 <0) and the lateral acceleration Xg is larger than 0 ( Xg> 0), i.e., when the lane departure tendency when the road surface is inclined ascending side, when the anticipated time of departure T. ut变为小于车道偏离确定阈值(Ts-dTkup) 时(T。ut< (Ts-dTkup)),执行车道偏离避免的偏航控制。 ut becomes smaller than the lane departure determination threshold value (Ts-dTkup) (T.ut <(Ts-dTkup)), perform the lane departure-avoidance yaw control. 于是,防止了主车辆偏离。 Thus, the host vehicle is prevented from departing. 反之, 由于车辆的车道偏离避免操作,驾驶者感到在横向有减速,从而使驾驶者能够知道对于主车辆有车道偏离趋势。 Conversely, because the lane departure avoidance operations of the vehicle, the driver feels deceleration in the lateral direction, so that the driver for the host vehicle to know there is a lane departure tendency. 车道偏离避免的偏航控制的操作将晚于没有路面倾斜时的情形。 Lane departure-avoidance yaw control will operate later than when there is no case where the road surface inclination.

[0338] 以下将描述本发明的效果。 [0338] Hereinafter, effects of the present invention will be described.

[0339] 如上所述,当预期的偏离时间T。 [0339] As described above, when the anticipated time of departure T. ut变为小于车道偏离确定阈值(Ts+dTkdown)时(Tout < (Ts+dTkdown)),而车道偏离趋势将在路面倾斜的下落侧时,执行偏离避免的减速控制。 When ut becomes smaller than the lane departure determination threshold value (Ts + dTkdown) (Tout <(Ts + dTkdown)), the lane departure tendency while the inclination of the road surface on the falling side, execution of the deceleration control for departure avoidance. 这一控制的启动定时,设置为比没有路面倾斜时的情形比较早规定量dTkdown部分。 Start timing of this control is provided for the case when there is no road surface inclination than the prescribed amount dTkdown portion earlier.

[0340] 于是,当有车道偏离趋势时,能够没有延迟地启动用于偏离避免的减速控制,使得能够优化控制车道避免偏离。 [0340] Thus, when there is a lane departure tendency, it can be started without delay the deceleration control for departure-avoidance, so that the control can be optimized to avoid departing from the lane.

[0341] 此外,如上所述,当预期的偏离时间T。 [0341] As described above, when the anticipated time of departure T. ut变为小于车道偏离确定阈值(Ts-dTkup) 时(T。ut< (Ts-dTkup)),即当车道偏离趋势在路面倾斜的上升侧时,将执行车道偏离避免的偏航控制。 When ut becomes smaller than the lane departure determination threshold value (Ts-dTkup) (T.ut <(Ts-dTkup)), i.e., when the lane departure tendency when the rising side of the road surface cant, the lane departure-avoidance yaw control is performed in. 这一控制的启动定时将比没有路面倾斜时更多地延迟。 This control start timing is not greater than the road surface inclination delay.

[0342] 于是,能够无须提早而启动车道偏离避免的偏航控制,这使得这一控制操作能够过早进行而不会打扰驾驶者。 [0342] Thus, no need to be able to start early and lane departure-avoidance yaw control, which makes the control operation can be prematurely without disturbing the driver.

[0343] 以上已描述了本发明的实施例。 [0343] Example embodiments have been described above the present invention. 然而,本发明不限于此。 However, the present invention is not limited thereto. 就是说,在以上实施例中详细描述了组合向车辆施加为避免偏离的偏航力矩的制动控制(偏离避免的偏航控制), 为避免偏离而减速的减速控制(偏离避免的减速控制)的方法,这些方法的操作过程,及它们的控制量(偏航力矩的量值和减速量值),但应当无需说明本发明不限于这些描述。 That is, in the above embodiments described in detail in the applied composition (departure-avoidance yaw control) to prevent the brake control yaw moment deviation to the vehicle deviate to avoid slowing down the deceleration control (departure-avoidance deceleration control) methods, operation of these methods, and their control amount (magnitude of the yaw moment and magnitude of the deceleration), it will be needless to describe the present invention is not limited to these.

[0344] 例如,如上所述,当车道偏离趋势在路面倾斜的下落侧时,将作为防止偏离的控制执行偏离避免的减速控制。 [0344] For example, as described above, when the lane departure tendency on the falling side of the road surface is inclined, as a deviation prevention control execution of the deceleration control for departure-avoidance. 然而,当车道偏离趋势在路面倾斜的下落侧时,将作为防止偏离的控制还执行偏离避免的偏航控制。 However, when the lane departure tendency on the falling side of the road surface cant, the control for preventing deviation also performs departure-avoidance yaw control. 此外,如上所述,当车道偏离趋势在路面倾斜的上升侧时,将作为防止偏离的控制执行车道偏离避免的偏航控制。 As described above, when the lane departure tendency increases inclined side of the road surface, as a lane departure prevention control is performed departure-avoidance yaw control. 然而,当车道偏离趋势在路面倾斜的上升侧时,将作为防止偏离的控制还执行偏离避免的减速控制。 However, when the lane departure tendency increases inclined side of the road surface, the control for preventing deviation from further execution of the deceleration control for departure avoidance.

[0345] 进而,以上实施例中描述的制动结构是其中使用液压的结构。 Brake Structure [0345] Further, the above embodiments are described in which the hydraulic structure. 然而,本发明不限于此。 However, the present invention is not limited thereto. 例如,还能够使用借助于电传动器向车轮侧转子压摩擦材料的电力摩擦制动,或以电的方式引起制动动作的再生制动或动态制动。 For example, also be used by means of an electrical actuator power rotor friction braking pressure to the wheel friction material, or electrically cause braking or regenerative braking operation of the dynamic braking. 其他的选择包括发动机制动,其通过改变发动机的阀定时等提供制动控制,齿轮制动,其通过改变传动比作为发动机制动而操作,或者空气制动。 Other options include engine brakes that provide braking control by changing the valve timing of the engine or the like, the brake gear, which operates by changing the transmission ratio of the engine as a brake, or an air brake.

[0346] 而且,在以上实施例中,基于横向位移X及其改变量dx计算估计的偏离时间T。 [0346] Further, in the above embodiment, the lateral displacement X and the amount of change dx is calculated based on the estimated time of departure T. ut (参见以上方程式(¾),但可通过其他一些方法获得估计的偏离时间T。ut。例如,可基于偏航角Φ,驾驶车道曲率β,偏航速率Φ '或转向角度δ获得估计的偏离时间T。ut。 UT (see the above equation (¾), but can obtain an estimated time of departure by some other method e.g. T.ut., δ may be obtained based on the estimated yaw angle [Phi], the driving lane curvature beta], yaw rate Φ 'or steering angle T.ut. time of departure

[0347] 而且,在以上实施例中基于转向角度δ及其变化量Δ δ确定驾驶者改变车道的意图(参见步骤S5),但可通过其他一些方法确定驾驶者改变车道的意图。 [0347] Further, in the above embodiments based on the steering angle [delta] and the variation amount Δ δ determined that the driver's intention to change lanes (see step S5), but can be determined that the driver intention to change lanes by some other method. 例如,可基于转弯转矩确定驾驶者改变车道的意图。 For example, based on the turning torque determined that the driver intends to change lanes.

[0348] 而且,在以上实施例中基于横向位移X与变化量dx计算目标偏航力矩Ms (参见以上方程式C3)),但可通过其他方法获得目标偏航力矩Ms。 [0348] Further, in the above embodiment the lateral displacement X and the variation amount dx is calculated the target yaw moment Ms (see the above equation a C3)) based on, but the target yaw moment can be obtained by other methods Ms. 例如可基于偏航角Φ,横向位移X,或驾驶车道曲率β获得目标偏航力矩Ms,如以上方程式(14)所示。 For example, target yaw moment Ms can be obtained the yaw angle [Phi], the lateral displacement X, or the driving lane curvature β basis, as shown in the above equation (14). 而且,在以上实施例中使用特定的方程式(参见方程式4)描述前轮的目标制动液压I^gf,但本发明不限于此。 Further, in the above equation using a specific embodiment (see equation 4) described target front wheel brake hydraulic pressure I ^ gf, but the present invention is not limited thereto. 例如,还可从以上方程式(1¾计算前轮的目标制动液压I^gf。 For example, also from the above equations (1¾ front wheel target brake hydraulic pressure calculation I ^ gf.

[0349] 在以上描述的实施例中为了实现偏离避免的偏航控制,计算对于前和后轮的目标液压差Δ Psf和Δ I^sr (参见方程式(7)和(8))。 [0349] In the embodiments described above in order to realize departure-avoidance yaw control, for calculating a target hydraulic pressure difference between front and rear wheels Δ Psf and Δ I ^ sr (see equation (7) and (8)). 然而,本发明不限于此。 However, the present invention is not limited thereto. 例如,可只使用前轮的目标液压差APsf实现车道偏离避免的偏航控制。 For example, only the front wheel target hydraulic pressure difference APsf implementation of the lane departure-avoidance yaw control. 对于这种情形,使用以上方程式(16)计算前轮的目标液压差ΔΙ^ί·。 For this case, using the above equation (16) calculating the target front-wheel liquid pressure difference ΔΙ ^ ί ·.

[0350] 在上述实施例的描述中,驱动/制动力控制单元8配备了偏离避免的控制方法,该方法基于路面倾斜设置为防止偏离用于控制的开始定时,并当主车辆有从驾驶车道偏离的趋势时,使用该定时启动控制以防止偏离。 [0350] In the description of the above embodiment, the driving / braking force control unit 8 is equipped with a control method for departure avoidance, the method based on the road inclination is set to prevent offset from a start timing control, and when the host vehicle to deviate from the driving lane when the tendency to use the time to start the control to prevent deviation. 换言之,在驱动/制动力控制单元8在图2所示的步骤S6中,车道偏离确定阈值的设置基于路面倾斜,实现了为防止偏离的控制设置启动定时的处理。 In other words, the driving / braking force control unit 8 S6, the lane departure determination threshold is set based on the road surface cant, to achieve a start prevention control timing offset setting process in the step shown in FIG. 2. 驱动/制动力控制单元8在图2所示的步骤S6到S9的处理,实现了使用该启动定时启动防止偏离的控制,并当主车辆有从驾驶车道偏离的趋势时防止车道偏离。 Driving / braking force control unit 8 in the step shown in FIG. 2 S6 to S9, processing, using the start-up timing deviation prevention control, and when the host vehicle to prevent lane departure tendency when the lane departure from the driving.

[0351] 如这里所使用的,以下的方向术语“向前,向后,以上,向下,垂直,水平,以下和反向”以及任何其他类似的方向术语是指配备了本发明车辆的那些方向。 [0351] As used herein, the following directional terms "forward, rearward, above, downward, vertical, horizontal, and the following reverse" as well as any other similar directional terms refer to those of the vehicle equipped with the present invention direction. 于是,这些术语在用来描述本发明时应当相对于配备了本发明的车辆进行解释。 Accordingly, these terms should be interpreted relative to a vehicle equipped with the present invention, when used to describe the present invention. [0352] 如这里用来描述装置的元件,部分或部件的术语“配置”包括硬件和/或软件,其被构成和/或编程以执行所需的功能。 [0352] As used herein to describe elements of the device, the term "disposed" part or parts include hardware and / or software that is constructed and / or programmed to perform the desired function. 此外,在权利要求中表示为“装置加功能”的术语应当包括能够用来执行本发明的部分的功能的任何结构。 Further, in the claims expressed as "means-plus function" in terms shall include any structure that can be used to perform part of the functions of the present invention. 这里使用的程度的术语诸如“基本上”,“大约”及“近似”,意味着修改项合理的偏差量,使得最终结果没有显著变化。 As used herein, the term degree such as "substantially", "about" and "approximately" means modification item reasonable amount of deviation, such that the end result is not significantly changed. 例如,这些术语可解释为包括修改项的偏差至少士5%,如果这一偏差将不会否定其修改的词语的 For example, these terms can be interpreted as including a deviation of at least ± 5 modification item% if this deviation would not negate the word it modifies

眉、ο Eyebrow, ο

[0353] 本申请要求以下日本专利申请Nos. 2003-385611,2003-385612,以及2003-388208 每一个的优先权。 [0353] This application claims the Japanese Patent Application Nos. 2003-385611,2003-385612, and 2003-388208 each priority. 日本专利申请Nos. 2003-385611,2003-385612,以及2003-388208的全部公开在这里结合以资对比。 Japanese Patent Application Nos. 2003-385611,2003-385612, 2003-388208 and all incorporated herein in its entirety by the disclosed comparison.

[0354] 虽然只选择了对选定的实施例解释本发明,但对于业内专业人员从这一公开明显的是,在不背离如所附权利要求限定的本发明的范围之下,在此可作出各种改变和修改。 [0354] Although the explanation of the invention selects only selected embodiments, but for the professional in the industry is evident from this disclosure, without departing from the scope of the invention under the appended claims as defined herein may be make various changes and modifications. 此外,根据本发明实施例的以上描述只是为示例而提供的,并不是要限制由所附权利要求及其等价物限定的本发明。 In addition, description is provided as an example of embodiment according to the above embodiment of the present invention is not intended to limit the present invention as defined by the appended claims and their equivalents. 这样,本发明的范围不限于公开的实施例。 Thus, the scope of the present invention is not limited to the disclosed embodiments.

Claims (2)

1. 一种车道偏离防止设备,包括:驾驶道路检测部分,配置为确定驾驶道路的道路弯曲方向;以及车道偏离避免控制部分,配置为根据车道偏离方向趋向驾驶道路的道路弯曲方向的内侧方向还是外侧方向,改变对主车辆施加的偏航力矩的车道偏离避免控制量,其中,车道偏离避免控制部分配置为,当主车辆趋于向驾驶道路的道路弯曲方向内侧方向偏离时,禁止加到主车辆的偏航力矩的作用。 A lane departure prevention apparatus, comprising: a driving road detecting section configured to determine a road driving road bending direction; and a lane departure avoidance control section configured curved inward direction to direction of the road according to the road tends to drive the lane departure direction or outward direction, a lane change yaw moment applied to the host vehicle for departure avoidance control amount, wherein the lane departure avoidance control section is configured to, when the host vehicle when the host vehicle tends to deviate toward the inside of the road bending direction driving road, prohibition added the role of the yaw moment.
2.根据权利要求1的车道偏离防止设备,其中车道偏离避免控制部分配置为,当主车辆趋于向驾驶道路的道路弯曲方向内侧方向偏离时,并且当没有位于主车辆之后行驶在与主车辆同一方向的邻近车辆时,禁止加到主车辆的偏航力矩的作用。 2. Drive according to claim 1 departure prevention apparatus in which lane departure avoidance control section is configured to, when the host vehicle driving road road tends to bend inward direction deviation, and when the host vehicle is traveling is not located in the main vehicle with the same when the direction of the vehicle adjacent the prohibited action yaw moment applied to the host vehicle.
CN 200710180833 2003-11-14 2004-11-12 Lane departure prevention apparatus CN101172482B (en)

Priority Applications (8)

Application Number Priority Date Filing Date Title
JP2003-385611 2003-11-14
JP2003385611A JP4380301B2 (en) 2003-11-14 2003-11-14 Lane departure prevention apparatus
JP2003-385612 2003-11-14
JP2003385612A JP4380302B2 (en) 2003-11-14 2003-11-14 Lane departure prevention apparatus
JP2003-388208 2003-11-18
JP2003388208A JP4396236B2 (en) 2003-11-18 2003-11-18 Lane departure prevention apparatus
CN200410092991.72004.11.12 2004-11-12
CN200410092991.7 2004-11-12

Publications (2)

Publication Number Publication Date
CN101172482A CN101172482A (en) 2008-05-07
CN101172482B true CN101172482B (en) 2011-06-15

Family

ID=34693611

Family Applications (1)

Application Number Title Priority Date Filing Date
CN 200710180833 CN101172482B (en) 2003-11-14 2004-11-12 Lane departure prevention apparatus

Country Status (2)

Country Link
JP (1) JP4380301B2 (en)
CN (1) CN101172482B (en)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005052034A1 (en) * 2005-10-31 2007-05-03 Robert Bosch Gmbh Lane keeping support system for motor vehicle, has steering controller, where steering characteristics of system is modified while cornering, such that smaller steering force is exerted on steering in direction of curve inner side
FR2898334B1 (en) * 2006-03-13 2008-06-06 Messier Bugatti Sa Method braking distribution between the brakes of an aircraft
JP4899680B2 (en) * 2006-07-18 2012-03-21 日産自動車株式会社 Lane departure prevention apparatus
JP4748122B2 (en) 2007-06-28 2011-08-17 日産自動車株式会社 Lane departure prevention apparatus
JP5080602B2 (en) 2010-03-19 2012-11-21 日立オートモティブシステムズ株式会社 Vehicle control device
CN103121422A (en) * 2011-11-21 2013-05-29 镁骅科技有限公司 Automatic attention device for driving deviation
KR20140064387A (en) * 2012-11-20 2014-05-28 현대모비스 주식회사 Lane keeping assist apparatus
JP2015003566A (en) 2013-06-19 2015-01-08 トヨタ自動車株式会社 Deviation prevention system
JP2018065465A (en) * 2016-10-19 2018-04-26 トヨタ自動車株式会社 Lane deviation suppression apparatus

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6005492A (en) 1997-08-21 1999-12-21 Honda Giken Kogyo Kabushiki Kaisha Road lane recognizing apparatus
USRE37522E1 (en) 1988-06-15 2002-01-22 Aisin Seiki Kabushiki Kaisha Brake controlling system

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
USRE37522E1 (en) 1988-06-15 2002-01-22 Aisin Seiki Kabushiki Kaisha Brake controlling system
US6005492A (en) 1997-08-21 1999-12-21 Honda Giken Kogyo Kabushiki Kaisha Road lane recognizing apparatus

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
US 5483453 A,说明书第13栏第27-31,50-56行,第14栏第32-35行,第14栏第53行-第15栏第25行.

Also Published As

Publication number Publication date
JP4380301B2 (en) 2009-12-09
CN101172482A (en) 2008-05-07
JP2005145243A (en) 2005-06-09

Similar Documents

Publication Publication Date Title
US7145441B2 (en) Method and device for preventing collision of vehicles
US8155879B2 (en) Apparatus and process for vehicle driving assistance
US7337055B2 (en) Adaptive cruise control system for automotive vehicle
JP5070171B2 (en) Vehicle control device
JP3675330B2 (en) Motor vehicle having a display device and a display device for a vehicle
US6879890B2 (en) Lane keep control apparatus and method for automotive vehicle
EP2060464A2 (en) Forward collision avoidance assistance system
US7392120B2 (en) Vehicle dynamics control apparatus
US5757949A (en) Warning system for vehicle
US6993425B2 (en) Automotive lane deviation avoidance system
US6868324B2 (en) Travel control system for vehicle
JP3831171B2 (en) Vehicle alarm system
US7236870B2 (en) Lane keep control apparatus and method for automotive vehicle
JP3982483B2 (en) Lane departure prevention apparatus
US7698032B2 (en) Automotive lane deviation prevention apparatus
US8700305B2 (en) Driving control device
US20060217887A1 (en) Lane departure prevention system
US8078383B2 (en) Speed control system for vehicles
US7236884B2 (en) Automotive lane deviation prevention apparatus
US6732021B2 (en) Lane-keep control system for vehicle
US7603215B2 (en) Lane keep control apparatus and method for automotive vehicle
DE102004013652B4 (en) Vehicle tracking device and tracking method for a motor vehicle
JP3760827B2 (en) Lane departure prevention apparatus
US20060142922A1 (en) Lane departure prevention system
US6970787B2 (en) Automotive lane deviation avoidance system

Legal Events

Date Code Title Description
C06 Publication
C10 Entry into substantive examination
C14 Grant of patent or utility model
CF01