JP2002063698A - Lane following travel controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a lane-following travel controller capable of handling a steering wheel without imparting the sense of incompatibility to a driver under lane-following travel control. SOLUTION: This device is provided with a camber angle changing means for changing the camber angles of wheels, lane form detecting means for detecting the form of a lane in front of a vehicle, predictive approach operating means for operating the predictive approach of a present vehicle, target camber angle operating means for operating the camber angles of wheels required for making the vehicle follow the front lane on the basis of the position of the vehicle on the front lane in the future found from the detected result of the lane form detecting means and the operated result of the predictive approach operating means and camber angle control means for controlling the camber angles of wheels into target camber angle by driving and controlling the camber angle changing means.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention belongs to the technical field of a lane-following traveling control device which detects the position of a vehicle and the lane condition ahead, and assists lane-following based on such information.

[0002]

2. Description of the Related Art A lane-following traveling control device for assisting lane-following by detecting the position of a host vehicle and the state of a lane ahead and generating a steering angle of a wheel based on such information. As a conventional technique for detecting and correcting the steering angle of a wheel, a technique described in Japanese Patent Application Laid-Open No. 9-207800 is known.

[0003] In this publication, there is disclosed a C which captures an image of a front lane state.
It is equipped with a CD camera, and detects the lane condition ahead and the traveling position of the own vehicle by extracting the road white line from this,
Based on these detection results, a lane-following travel control device that calculates the steering angle of the wheels and generates the calculated steering angle so that the own vehicle follows the white road along the road, and determines the steering intention of the driver. A force sensor for detecting the force is provided, and the steering angle of the wheel is increased or decreased according to the direction and magnitude of the steering torque detected by the force sensor.

[0004]

According to the above prior art, when the driver operates the steering wheel during lane-following driving control and applies steering torque, the steering torque is reduced by the steering angle of the wheel required for lane-following. Since the steering angle of the wheels is increased or decreased accordingly, the vehicle can be advanced in a direction reflecting the driver's intention even during lane following control.

However, in the case of the first embodiment of the prior art, the space between the steering wheel and the mechanism for controlling the steering angle of the wheel is mechanically rigidly connected. You can only move according to the corner.

Therefore, a control delay effect occurs on the steering wheel during a period in which the steering angle of the wheel changes after the driver applies the steering torque, and the steering wheel is immediately displaced even if the driver applies the steering torque. Instead, it is displaced with a certain delay, giving the driver a sense of incompatibility.

Also, the steering wheel is displaced by an angle obtained by multiplying the steering angle of the wheel by the gear ratio between the steering wheel and the steering angle control mechanism of the wheel. A displacement corresponding to the control is also generated, which also gives the driver an uncomfortable feeling.

Further, the relationship between the steering reaction force and the displacement felt by the driver from the steering wheel is originally based on the steering angle of the wheel and the external force applied to the wheel, and the driver operates the steering wheel using the information as information. However, in the above-described conventional technology, the relationship between the steering reaction force (= steering torque) and the amount of steering wheel displacement is determined by the relationship between the steering torque and the steering angle of the corresponding wheel, and the relationship is determined by control logic. Decided. Therefore, the driver cannot feel the information actually generated on the wheels, giving a sense of discomfort.

In the second embodiment of the prior art, a relative displacement between the steering wheel and the steering angle control mechanism is allowed between the steering wheel and the steering angle control mechanism via a spring, and a reaction force proportional to the relative displacement is allowed. Is generated on the steering wheel. Or via a motor instead of a spring,
Control similar to that performed when a spring is used is performed.

Thus, there is no delay from when the steering torque is applied to when the steering wheel starts to be displaced. Further, if a predetermined torque is applied to the steering wheel, the steering wheel will not be displaced in accordance with the change in the steering angle of the wheel.

However, since the torque fluctuation corresponding to the steering angle of the wheel is transmitted through the spring, the steering angle of the wheel changes when the driver applies the steering torque and the steering angle of the wheel changes due to the lane following control. Appropriate torque is applied to the steering wheel, again giving the driver an uncomfortable feeling.

Further, the relationship between the steering reaction force (= steering torque) and the amount of displacement of the steering wheel corresponding thereto is determined by the spring constant of the spring interposed between the steering wheel and the steering angle control mechanism. As in the example, the driver cannot feel the information that actually occurs on the wheels, giving a sense of discomfort.

[0013] As described above, in the prior art, the steering reaction force and displacement of the steering wheel are affected by controlling the steering angle of the wheel, giving the driver an uncomfortable feeling.
Also, the driver cannot feel the information actually generated on the wheels from the steering wheel,
After all it gives a sense of incongruity.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and an object of the present invention is to allow a driver to operate a steering wheel without giving a driver an uncomfortable feeling during lane following travel control. It is to provide a control device.

[0015]

In order to achieve the above object, according to the first aspect of the present invention, as shown in the conceptual view of the claim of FIG. 1, a wheel center plane is formed at an angle formed by a vertical plane as viewed from the front. Camber angle changing means for changing the camber angle of the vehicle, lane shape detecting means for detecting a lane shape ahead of the vehicle, predicted course calculating means for calculating a predicted course of the vehicle, detection results of the lane shape detecting means, Target camber angle calculation means for calculating the camber angle of the wheel required to cause the vehicle to follow the front lane, based on the future own vehicle position in the front lane, obtained from the calculation result of the predicted course calculation means,
And camber angle control means for controlling the driving of the camber angle changing means and controlling the camber angle of the wheel to the target camber angle.

According to a second aspect of the present invention, there is provided the lane-following traveling control device according to the first aspect, further comprising a steering amount detecting means for detecting a steering amount by an occupant's operation, wherein the target camber angle calculating means is provided with the lane shape. If the forward lane direction obtained from the detection result of the detection means and the predicted course direction obtained from the calculation result of the predicted course calculation means are different, and the detection result of the steering amount detection means exceeds a predetermined value, the target The camber angle is returned to the origin position at the first change speed.

According to a third aspect of the present invention, in the lane-following traveling control device according to the first aspect, a direction indicator operation state detecting means for detecting an occupant operation state of the direction indicator is provided,
The target camber angle calculating means is means for returning the target camber angle to the origin position by the second change speed when the operation of the direction indicator by the occupant is detected by the detection result of the direction indicator operation state detecting means. It is characterized by the following.

According to a fourth aspect of the present invention, in the lane-following traveling control device according to the second or third aspect, the first change when the target camber angle in the target camber angle calculating means is returned to the origin position. The speed is set lower than the second change speed.

According to a fifth aspect of the present invention, in the lane-following traveling control device according to the first aspect, the predicted course calculating means includes: a vehicle position detecting means for detecting a vehicle position in a current lane; A steering amount detecting means for detecting a steering amount by the operation of the vehicle, and a vehicle speed detecting means for detecting a vehicle speed of the own vehicle, and a means for calculating a predicted course based on the detected own vehicle position, steering amount and vehicle speed. It is characterized by.

According to a sixth aspect of the present invention, in the lane-following traveling control device according to the second or fifth aspect, the steering amount detected by the steering amount detecting means is one of a steering angle and a steering torque. It is characterized by the following.

[0021]

According to the first aspect of the present invention, the lane shape detecting means detects the lane shape ahead of the vehicle, and the predicted course calculating means calculates the predicted course of the vehicle. Then, in the target camber angle calculation means, it is necessary to cause the vehicle to follow the front lane based on the future own vehicle position in the front lane obtained from the detection result of the lane shape detection means and the calculation result of the predicted course calculation means. The camber angle of the appropriate wheel is calculated, and the camber angle control means drives and controls the camber angle changing means to control the camber angle of the wheel to the target camber angle.

That is, the camber angle control enables the traveling control to follow the front lane, and the camber angle control controls the lane following travel. Therefore, the driver operates the steering wheel during the lane following traveling control to control the steering angle. Lane-following driving control (change in camber angle)
There is no interference due to.

Therefore, even if the driver operates the steering wheel during lane-following traveling control, the driver can appropriately operate the steering wheel without giving the driver an uncomfortable feeling, and can control the direction of the own vehicle by operating the driver. .

According to the second aspect of the present invention, the steering amount detected by the occupant is detected by the steering amount detecting means. Then, in the target camber angle calculation means, the forward lane direction obtained from the detection result of the lane shape detection means and the predicted course direction obtained from the calculation result of the predicted course calculation means are different, and the detection result of the steering amount detection means is different. If the predetermined value is exceeded, the target camber angle is returned to the origin position at the first change speed.

Accordingly, when the driver performs an operation to depart from the lane-following traveling control, this is detected, and the camber angle control is stopped, whereby an effect is obtained that the direction control by the driver's operation is not hindered.

According to the third aspect of the present invention, the direction indicator operation state detecting means detects the occupant's direction indicator operation state. Then, in the target camber angle calculation means, based on the detection result of the direction indicator operation state detection means,
When the operation of the direction indicator by the occupant is detected, the target camber angle is returned to the origin position at the second change speed.

Accordingly, when the driver performs a lane change operation using the direction indicator, the lane change is detected and the camber angle control is stopped, whereby an effect is obtained that the direction control by the driver's operation is not hindered.

According to the fourth aspect of the present invention, the first change speed when the target camber angle is returned to the origin position by the target camber angle calculation means is set lower than the second change speed.

Therefore, in the case of the invention described in claim 2, when the departure operation is detected from the lane following, the camber angle is gradually returned to the origin position by the low first change speed, and therefore the lane is operated by the driver's steering operation. During the control of the direction of departure from following, the movement of the vehicle is natural and comfortable.

In the case of the third aspect of the invention, when the operation of the direction indicator is detected, the camber angle is quickly returned to the origin position based on the high second change speed. The camber angle can be returned before the start, and the direction control by the driver's operation thereafter can be performed without discomfort.

According to the fifth aspect of the present invention, the predicted course calculating means detects the vehicle position detected by the vehicle position detecting means, the steering amount detected by the steering amount detecting means, and the vehicle speed detecting means. A predicted course is calculated based on the vehicle speed detected by the means.

Thus, based on the current position of the vehicle in the current lane, the predicted course can be accurately grasped based on the steering amount by the steering operation and the vehicle speed by the accelerator operation.

According to the sixth aspect of the present invention, since the steering amount detected by the steering amount detecting means is either the steering angle or the steering torque, the steering amount by the driver can be reliably detected. .

[0034]

Embodiments of the present invention will be described below with reference to the drawings.

(Embodiment 1) FIG. 2 is an overall system diagram showing a vehicle to which the vehicle lane following traveling control apparatus of Embodiment 1 is applied. And an image processing device 2 for calculating a traveling road state based on a front image.
In addition, a vehicle speed sensor 3 is provided on the drive shaft and wheels to measure the vehicle speed, and the suspension mechanism of the front left and right wheels has a camber angle of a wheel, which is an angle formed by the center plane of the wheel as viewed from the front and a vertical plane. A camber angle control actuator 4 (camber angle changing means) for changing the camber angle is provided. A steering angle sensor 5 for detecting a steering angle is provided on a steering shaft or the like. Further, a control unit 6 as camber angle control means is mounted.

The control unit 6 receives signals from the image processing device 2, the vehicle speed sensor 3, and the steering angle sensor 5, and outputs a steering command calculated based on these signals to the camber angle control actuator 4. . further,
The control unit 6 and the image processing apparatus 2 are connected by digital communication, and can exchange signals calculated in the units 2 and 6 with each other.

FIG. 3 is a configuration diagram showing a camber angle control actuator portion. In the first embodiment, in a double wishbone type suspension, the vehicle body attachment point 4a of the upper arm 41 is moved right and left (vehicle width direction). An example is shown in which the camber angle can be controlled.
The vehicle body side attachment point 4a of the upper arm 41 is movably supported in the left-right direction, and an actuator mechanism using a drive motor 42 is attached thereto. The actuator mechanism includes a drive motor 42 and a ball screw 43, and moves the upper arm attachment point 4a by converting the rotation of the drive motor 42 generated by the drive current from the control unit 6 into a translational motion. In addition, a displacement sensor 44 is provided here, and outputs the left and right positions of the attachment point 4 a of the upper arm 41 to the control unit 6. This mechanism is provided for each of the left and right front wheel suspensions. In FIG. 3, reference numeral 45 denotes an actuator bracket for supporting and fixing the driving motor 42; 46, a suspension member;
Is a vehicle body.

FIG. 4 is a block diagram showing an image processing unit. The image processing unit 2 receives image information in front of the vehicle from the CCD camera 1 and extracts lane information from the image information. A lane shape estimating unit 22 for estimating the lane shape based on the extracted white line information, and a position deviation calculating unit 23 for calculating deviation information of the own vehicle position with respect to the lane center based on the estimated lane shape, comprises a lane shape. The calculation results (lateral deviation, yaw angle deviation, road curvature) in the estimation unit 22 and the position deviation calculation unit 23 are output to the control unit 6.

FIG. 5 shows the structure of the control unit. The control unit 6 includes a steering angle sensor 5.
Output, position deviation information in the image processing device 2, runway shape information, the mounting point 4a of the upper arm 41 by the displacement sensor 44 in the camber angle control actuator 4.
Left and right position information is input, the own vehicle route prediction calculation unit 61 that calculates the predicted route of the own vehicle based on the steering angle information and the position deviation information, and based on the deviation between the predicted route of the own vehicle and the runway shape information. A target camber angle calculation unit 62 for calculating a camber angle required for the vehicle to follow the lane, and a motor 42 for realizing the target camber angle based on the target camber angle and the upper arm attachment point information. And a motor drive control unit 63 for performing positioning control of the motor. Although this configuration diagram shows only one system of the motor drive control unit 63, this portion is provided for the left and right camber angle control actuators 4 and 4, respectively.

Next, the operation will be described.

FIG. 6 is a flowchart showing the processing in the image processing apparatus 2, and this control processing is called by a timer interrupt at fixed time intervals.

In step 601, an image of the front running road captured by the CCD camera 1 is captured. This is an image as shown in FIG. 7, for example.

At step 602, a lane extraction process is performed. In this, a lane edge extraction process is performed on the roadway image shown in FIG. 7 as shown in FIG.

In step 603, a line connecting the lane edges extracted in the road shape estimation processing is approximated by a polynomial,
Assume the estimated shape of the runway.

In step 604, the road curvature ρv, the lateral deviation yv of the own vehicle position, and the yaw angle deviation ψv are calculated based on the parameters of the road which have been approximated by the polynomial.

In step 605, the calculated information is transmitted to the control unit 6.

FIG. 9 is a flowchart showing the processing in the control unit 6, and this control processing is called by a timer interrupt at fixed time intervals.

In step 901, the steering angle δ is fetched, and the left and right position information (the value ya_l for the left wheel and the value ya_r for the right wheel) of the mounting point 4a in the camber angle control actuator 4 are fetched.

In step 902, communication processing with the image processing apparatus 2 is performed. In the communication with the image processing apparatus 2, the vehicle curvature ρv, the lateral deviation yv of the vehicle with respect to the lane position, and the yaw angle deviation ψv are received.

In step 903, it is determined whether or not a control start switch (not shown) is turned on. If it is on, the process proceeds to step 904; if it is off, step 9 is performed.
Proceed to 07. If the control start SW is OFF, it is determined in step 907 whether the target camber angle φc is 0,
If the value is 0, the control is terminated. If the value is other than 0, the process proceeds to step 908, where φc is gradually changed to 0.

The processing when the control start switch is ON will be described below.

At step 904, the current lateral deviation y
The predicted course of the own vehicle is predicted as a history of the lateral displacement y (t) and the yaw angle ψ (t) calculated according to the flowchart shown in FIG. 10 using v, the yaw angle deviation ψv, the vehicle speed V, and the steering angle δ. You.

That is, in step 1001 of the flowchart shown in FIG. 10, the predicted value dψ (t) of the yaw rate is calculated using the transfer function G (δ, V) of the yaw rate with respect to the steering angle δ, which is obtained in advance. Step 100
In 2, the history of the yaw angle ψ (t) is predicted by integrating dψ (t) with the yaw angle ψv obtained by the image processing as an initial value. In step 1003, the yaw angle ψ (t) is set using the lateral displacement yv obtained by the image processing as an initial value.
By integrating the product of the vehicle speed V and the vehicle speed V, the history of the lateral displacement y (t) is predicted. In this way, the predicted course of the own vehicle is predicted as a history of the lateral displacement y (t) and the yaw angle ψ (t).

In step 905, the predicted vehicle course is compared with the runway shape obtained by the image processing as shown in FIG. 11 to calculate a lateral deviation yp ahead of a predetermined distance, and accordingly, the target camber angle φc Is calculated. Here, the target camber angle φc is calculated according to the following equation. φc = K1 · yp + K2 · φ_1 where K1 and K2 are control constants, φ_1 is the camber angle at the present time based on the upper arm mounting point information, and φ_1 = (ya_l + ya_r) / (2 · ha) ha: upper arm mounting position This value is calculated as height. Since the left and right camber angles may be different, the calculation is performed using the average value of the left and right attachment point positions.

In step 906, the target camber angle φc
Is calculated, it is converted into a target attachment point left / right position by setting ya_c = ha · φc,
This is output to the motor drive control unit 63 as the attachment point lateral displacement target value.

The motor drive control section 63 outputs a motor drive current based on the left / right position information of the upper arm attachment point and the target attachment point left / right position. In this process, a PID servo as shown in FIG. 12 is performed. In addition,
This servo processing is performed independently for each of the left and right actuators 4, 4.

As described above, according to the control of the first embodiment, the course of the own vehicle is predicted, and the future deviation is predicted based on the comparison with the traveling shape obtained by the image processing device 2. A corresponding camber angle is calculated and servo-controlled. Therefore, if the driver does not perform corrective steering even though the vehicle is running off the center of the road, the camber angle is controlled to correct this, and the running position of the vehicle is returned to the center of the lane. Can be. In addition, when traveling on a curved road or the like, if the driver's steering is appropriate and the vehicle does not deviate from the lane, the camber angle is not generated by this control speed, and No obstructive effects occur.

In the present control, since the steering angle of the wheels does not change during the lane following running control, the influence of the lane following running control does not occur on the steering wheel, and the driver does not feel uncomfortable.

Furthermore, since the camber angle that changes in this control is very small (about 1 °), the change in the external force applied to the wheels due to this control is also small, and the change is received by the camber angle control actuators 4 and 4. Therefore, the relationship between the steering angle of the wheel and the external force applied to the wheel is substantially the same regardless of the execution of the lane-following traveling control, and the relationship between the steering reaction force and the displacement felt by the driver from the steering wheel, that is, the information is also substantially the same. It is. Therefore, the driver can appropriately operate the steering wheel.

In the first embodiment, an example is shown in which an actuator for moving the upper link attachment point to the left and right is attached to the left and right front wheel suspension as an actuator. However, as shown in FIG. It is also possible to move
As shown in FIG. 14, it is also possible to drive by a hydraulic actuator.

Further, in the first embodiment, the measurement of the position of the own vehicle with respect to the lane and the estimation of the road shape are performed based on the image processing, but the measurement of the position of the own vehicle is performed as shown in FIG.
It is also possible to perform this by measuring a magnetic marker embedded in the road with a magnetic sensor mounted in front of the vehicle. Further, the road shape information can be estimated using information of a navigation system, or information supplied from the road side by road-to-vehicle communication can be used.

Further, in the first embodiment, the vehicle speed and the steering angle are used, and the transfer function G of the yaw rate with respect to the steering angle is used.
Although an example of calculating the predicted course by using (δ, V) is shown, instead of measuring the steering angle, the steering torque T is measured, and the transfer function H ( T, V), the yaw rate can be calculated, and the predicted course can be calculated based on the yaw rate.

(Embodiment 2) FIG. 16 is a flowchart showing a lane-following traveling control process according to Embodiment 2. In the second embodiment, in addition to the configuration of the first embodiment, in steps 1605 and 1606, the camber angle control is interrupted based on a comparison between the predicted course direction and the lane direction, and the camber angle is set to a predetermined initial value. A means for returning to the position is provided.

After calculating the predicted course in the same procedure as in the first embodiment, in step 1605, it is detected whether or not the driver has performed a steering operation. This determination is made based on whether or not the steering angle δ exceeds a predetermined threshold value. If a steering angle δ exceeding a range defined by the threshold value is detected, it is determined that a driver steering operation is performed. Judge and proceed to step 1606.

In step 1606, a comparison is made between the predicted course direction and the lane direction. This comparison judgment is shown in FIG.
As shown in the figure, the current lateral displacement y from the center of the lane
v is compared with a predicted lateral displacement yp ahead of a predetermined distance. If this is an increasing tendency, control interruption is determined, and the target camber angle φc is gradually changed to zero. Also,
Even in the control interruption state, the lateral displacement yv and the predicted lateral displacement yp
When the vehicle is returning to the center of the lane as shown in FIG. 18, the target camber angle φc is calculated again according to the control flow of FIG.

On the other hand, if it is determined in step 1605 that the steering operation has not been performed, the comparison between the predicted course direction and the lane direction is not performed.
Then, the target camber angle φc is calculated.

As described above, according to the lane-following traveling control device in the second embodiment, when the driver intends to change lanes, a movement of leaving the lane center as shown in FIG. 17 is detected. As a result, the camber angle control is automatically stopped and is changed to 0, so that the lane-following traveling control does not affect the movement of the vehicle caused by the steering operation of the driver. After the lane change is completed,
By detecting a movement approaching the center of the lane as shown in FIG. 8, the camber angle control is automatically restarted, and the driver's steering operation can be assisted. In addition, as shown in the control flow of FIG. 16, since the suspension determination is not performed when the driver does not perform the steering operation, when the driver leaves the center of the lane due to the driver's distraction, It can assist in returning the vehicle to the center of the lane.

Also in the second embodiment, the first embodiment
Similarly to the above, the presence or absence of the steering operation by the driver can be similarly determined using the steering torque. in this case,
The determination of the driver's steering operation is also made based on the steering torque and whether or not this is within a range determined based on a predetermined threshold value.

(Embodiment 3) FIG. 19 is a flowchart showing a lane-following traveling control process according to Embodiment 3. In the third embodiment, in addition to the second embodiment, an interruption determination based on the presence or absence of a blinker operation is added.

After calculating the predicted course in the same procedure as in the first embodiment, it is determined whether or not there is a blinker operation. this is,
The determination can be easily made based on the state of the blinker switch.

In step 1905, it is determined whether or not there is a winker operation.
Proceeding to step 1911, it is determined that control has been interrupted. Then, in step 1913, the target camber angle φc is gradually changed to zero. The target camber angle change rate △ φc (second change speed) in this process is set to a large value, and the target camber angle φc is set to change to 0 in a short time.

On the other hand, when it is determined that there is no blinker operation, the process proceeds to step 1906, where control interruption is determined based on the procedure described in the second embodiment. The target camber angle change rate △ φc (first change speed) is set as a small value, and the target camber angle φc is set so as to change to 0 slowly.

As described above, according to the lane-following travel control device of the third embodiment, when the driver operates the turn signal prior to changing lanes,
Since the target camber angle is immediately changed to 0, the steering can be performed with less discomfort during the operation of changing lanes. On the other hand, when the lane is changed without performing the blinker operation, the target camber angle is slowly changed to 0, so that the control can be interrupted without greatly changing the movement of the vehicle.

[Brief description of the drawings]

FIG. 1 is a conceptual diagram of a claim showing a lane-following traveling control device according to the first aspect of the present invention.

FIG. 2 is an overall system diagram showing a vehicle to which the lane-following traveling control device according to the first embodiment is applied.

FIG. 3 is a configuration diagram of a camber angle control actuator according to the first embodiment.

FIG. 4 is a block diagram of an image processing device according to the first embodiment;

FIG. 5 is a block diagram illustrating a configuration of a control unit according to the first embodiment.

FIG. 6 is a flowchart illustrating image processing according to the first embodiment.

FIG. 7 is a diagram illustrating an example of a road image captured by the image processing device according to the first embodiment.

FIG. 8 is a diagram illustrating an example of an edge extraction state in a road image captured by the image processing device according to the first embodiment.

FIG. 9 is a flowchart illustrating a lane following control process in the control unit according to the first embodiment.

FIG. 10 is a flowchart for calculating a predicted course of the own vehicle according to the first embodiment.

FIG. 11 is a diagram illustrating an example of a comparison between a predicted vehicle course and a road shape according to the first embodiment.

FIG. 12 is a block diagram illustrating servo control of a camber angle control actuator according to the first embodiment.

FIG. 13 is a configuration diagram showing another example of the camber angle control actuator according to the first embodiment.

FIG. 14 is a configuration diagram showing another example of the camber angle control actuator in the first embodiment.

FIG. 15 is a diagram illustrating an example of position detection of the host vehicle using a magnetic marker embedded in a road according to the first embodiment.

FIG. 16 is a flowchart illustrating a lane following control process in the control unit according to the second embodiment.

FIG. 17 is a diagram illustrating lane change determination according to the second embodiment.

FIG. 18 is a diagram illustrating the end of lane change according to the second embodiment.

FIG. 19 is a flowchart illustrating a lane following control process in the control unit according to the third embodiment.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 camera 2 image processing device 3 vehicle speed sensor 4 camber angle control actuator 4a attachment point 5 steering angle sensor 6 control unit 21 lane extraction processing unit 22 runway shape estimation unit 23 position deviation calculation unit 41 upper arm 42 drive motor 43 ball screw 61 Own vehicle route prediction calculation unit 62 Target camber angle calculation unit 63 Motor drive control unit

Continuing from the front page (72) Inventor Hiromitsu Toyoda 2 Takaracho, Kanagawa-ku, Yokohama-shi, Kanagawa Prefecture Inside Nissan Motor Co., Ltd. Reference) 3D032 CC20 DA03 DA23 DA84 FF04 5H180 AA01 CC04 CC09 CC17 CC24 LL01 LL02 LL08 LL09

Claims (6)

[Claims] 1. A camber angle changing means for changing a camber angle of a wheel, which is an angle formed by a center plane of a wheel as viewed from the front and a vertical plane; a lane shape detecting means for detecting a lane shape in front of a vehicle; Predicted course calculating means for calculating the course, and causing the vehicle to follow the front lane based on the future own vehicle position in the front lane obtained from the detection result of the lane shape detecting means and the calculation result of the predicted course calculating means. Target camber angle calculating means for calculating the camber angle of the wheel required for the control, and camber angle control means for controlling the drive of the camber angle changing means and controlling the camber angle of the wheel to the target camber angle. Characteristic lane-following travel control device. 2. The lane-following traveling control device according to claim 1, further comprising: a steering amount detecting unit configured to detect a steering amount due to an operation of an occupant; When the obtained forward lane direction is different from the predicted course direction obtained from the calculation result of the predicted course calculation means, and the detection result of the steering amount detection means exceeds a predetermined value, the target camber angle is changed by a first change. A lane-following cruise control device characterized by means for returning to an origin position by speed. 3. The lane-following traveling control device according to claim 1, further comprising: a direction indicator operation state detection unit that detects an operation state of an occupant's direction indicator, wherein the target camber angle calculation unit includes the direction indicator. A lane-following travel control device comprising means for returning a target camber angle to an origin position at a second change speed when an operation of a direction indicator by an occupant is detected based on a detection result of an operation state detecting means. 4. The lane-following travel control device according to claim 2, wherein the first change speed at the time of returning the target camber angle by the target camber angle calculation means to the origin position is the second speed. A lane-following travel control device characterized in that the speed is set lower than the change speed. 5. The lane-following traveling control device according to claim 1, wherein the predicted course calculating means includes: a vehicle position detecting means for detecting a vehicle position in a current lane; and a steering amount by an occupant operation. A lane following method comprising: a steering amount detecting means for detecting; and a vehicle speed detecting means for detecting a vehicle speed of the own vehicle, and a means for calculating a predicted course based on the detected own vehicle position, steering amount and vehicle speed. Travel control device. 6. The lane-following travel control device according to claim 2, wherein the steering amount detected by the steering amount detection means is one of a steering angle and a steering torque. Following running control device.