JP2007261449A - Traveling target point setting device, lane following support device and lane deviation prevention device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traveling target point setting device, capable of accurately setting a traveling target point that is the base in deviation avoiding control or lane following control of a vehicle so that the own vehicle can smoothly and stably travel in a traveling lane. <P>SOLUTION: The traveling target point setting device 1 comprises a lane detection means 2 for detecting lane positions LR and LL on both lateral sides of the own vehicle; a range setting means 3 for setting lateral offset positions OR and OL in positions separated inwardly from the lane positions LR and LL by offset distances Ror and Rol, and setting the space between both the offset positions as a traveling target position setting range LIM; and a traveling target point setting means 4 for setting a traveling target point GP in a traveling target point setting position calculated so that the behavior of the own vehicle is a predetermined target behavior. The traveling target point setting means 4 corrects the traveling target point setting position, when it is out of the traveling target point setting range LIM, into the traveling target point setting range. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a travel target point setting device, a lane tracking support device, and a lane departure prevention device, and more particularly to a travel target point setting device that sets a travel target point that serves as a reference for lane tracking control and departure avoidance control.

  In recent years, development of key plane technology for preventing a vehicle such as a passenger car from deviating from the left or right lane of a traveling lane in advance has progressed. As such a key plane technology, a lane departure prevention device that performs lane departure avoidance control by determining the possibility of lane departure, or the vehicle travels along a traveling lane in which the vehicle is currently traveling and travels following the lane. As described above, development of a lane tracking support device for automatically performing control is also underway (see, for example, Patent Documents 1 to 3).

  In early lane departure prevention devices and lane tracking support devices, the host vehicle automatically travels along the center of the lane, that is, along the center line between the lanes displayed on the left and right of the host vehicle, or the host vehicle. In most cases, control is performed so that the vehicle automatically travels toward the travel target point set in the center of the front travel lane.

Further, in Patent Document 4 and Patent Document 5, in order to meet the driver's preference to travel right or left, the vehicle position in the vehicle width direction of the travel lane is displaced from the lane position during travel when the control is not activated. A device that collects data and learns the position of a traveling line has been proposed.
JP-A-7-104850 JP 7-1229897 A JP 2001-48035 A JP 2001-39326 A JP 2004-231096 A

  In these key plane technologies, a lane is usually detected on the left and right of the host vehicle from a captured image obtained by capturing a traveling path ahead of the host vehicle with a CCD (Charge Coupled Device) camera and the lane departure is detected based on the lane position. Control is performed so as to determine or follow the possibility. However, the left and right lane positions are not necessarily obtained in a smooth straight line or curved line. For example, as shown in FIG. 23, the lane positions LR and LL are detected in an unstable manner on the left and right sides of the host vehicle MC. In some cases.

  For example, when the lane tracking control is performed so that the vehicle travels in the center of the travel lane L1 defined by the lane positions LR and LL with reference to the lane positions LR and LL, the vehicle is set in front of the host vehicle MC. The locus Lgp of the travel target point GP that the vehicle should travel meanders as shown in FIG. For example, when the lane tracking control is performed so that the vehicle travels a certain distance from the right lane position LR, the locus Lgp of the travel target point GP meanders as shown in FIG. When the vehicle travels with the target traveling point GP meandering in this way, the travel locus of the host vehicle MC also meanders left and right, and the stability of the travel is impaired.

  Such a phenomenon is caused not only when the left and right lane positions are not obtained in a smooth linear or curved shape as described above, but also the variation in lane positions detected for each sampling cycle of the imaging apparatus, that is, a certain sampling cycle. For example, it may be caused by a sudden detection that the distance between the left and right lane positions becomes narrow.

  However, in order to avoid the occurrence of such a phenomenon, for example, if the travel target point GP is set to be ambiguous or strictly controlled so as not to go to the travel target point GP, the stability of travel is impaired. In addition, departure avoidance control and lane tracking control cannot be performed accurately, and driving safety may be lost.

  The present invention has been made in view of such circumstances, and it is possible to accurately set a travel target point serving as a reference in vehicle departure avoidance control and lane tracking control, and the host vehicle can smoothly move in the travel lane. It is an object of the present invention to provide a travel target point setting device that can set a travel target point so that the vehicle can travel with good stability, and to provide a lane tracking support device and a lane departure prevention device using the travel target point setting device.

In order to solve the above problem, the first invention provides:
In the travel target point setting device,
Lane detection means for detecting the lane position on the left and right of the host vehicle from an image obtained by imaging the traveling path of the host vehicle including the road;
A left and right offset position is set at a position spaced inward by a predetermined offset distance from the left and right lane positions detected by the lane detecting means, and a range from one offset position to the other offset position is set as a travel target point. Range setting means for setting as a setting range;
A travel target point setting position for setting a travel target point that the host vehicle should travel so that the behavior of the host vehicle becomes a predetermined target behavior is calculated, and the travel target point is set to the calculated travel target point setting position Traveling target point setting means for
The travel target point setting means, when the calculated travel target point setting position is outside the travel target point setting range, corrects the calculated travel target point setting position within the travel target point setting range, The travel target point is set at the corrected travel target point setting position.

A second invention is the travel target point setting device according to the first invention,
The target behavior is a vehicle behavior in which the steering angle of the host vehicle is not larger than the current steering angle,
The travel target point setting means calculates the travel target point setting position that satisfies the target behavior.

  According to a third aspect of the present invention, in the travel target point setting device according to the second aspect, the travel target point setting means is configured such that a deviation of the travel target point from a center line extending forward from the host vehicle is a deviation in a previous sampling cycle. The position for maintaining is calculated as the travel target point setting position.

  According to a fourth aspect of the present invention, in the travel target point setting device according to the second aspect of the invention, the travel target point setting means is a position on a straight line connecting the positions of the respective vehicles in real space in the previous sampling cycle and the previous sampling cycle. Is calculated as the travel target point setting position.

  According to a fifth aspect of the present invention, in the travel target point setting device according to the second aspect, the travel target point setting means calculates a position at which the yaw rate of the host vehicle in the previous sampling cycle is maintained as the travel target point setting position. It is characterized by.

A sixth invention is the travel target point setting device according to the first invention,
The target behavior is a behavior in which the steering angle of the host vehicle maintains the rate of change of the steering angle up to the present,
The travel target point setting means calculates the travel target point setting position that satisfies the target behavior.

  According to a seventh aspect of the present invention, in the travel target point setting device according to the sixth aspect, the travel target point setting means has a predetermined deviation before the previous time that the deviation of the travel target point from the center line of the host vehicle extending forward from the host vehicle. A position at which the rate of change of deviation in the number of sampling cycles is maintained is calculated as the travel target point setting position.

  According to an eighth aspect of the present invention, in the travel target point setting device according to any one of the first to seventh aspects of the invention, the range setting means sets the left and right offset distances set at the time of starting the device or restarting the control thereafter. It is used as a reference for setting a travel target point setting range.

  According to a ninth aspect of the present invention, in the travel target point setting device according to any one of the first to eighth aspects, the range setting means sets a travel target point at a travel target point setting position that meets a set condition. As described above, the left and right offset distances are respectively corrected.

  According to a tenth aspect of the present invention, in the travel target point setting device according to the ninth aspect of the invention, the range setting means includes the left and right offset distances when the width of the travel target point setting range is equal to or greater than a predetermined value continuously for a predetermined period. It is characterized by correcting.

  An eleventh aspect of the present invention is the travel target point setting device according to the ninth aspect, wherein the range setting means is such that any of the left and right offset distances is smaller than a preset specified distance and approaches the lane position. Is characterized in that each of the offset distances is corrected so as to be equal to or greater than the specified distance.

  According to a twelfth aspect of the present invention, in the travel target point setting device according to the eleventh aspect, when the range setting means corrects the left and right offset distances, the respective offset positions are directed toward the center of the travel lane according to the elapsed time. It is modified to move in the direction.

A thirteenth aspect of the present invention is a lane tracking support device,
A travel target point setting device according to any one of the first to twelfth inventions;
And a control device that performs lane tracking control by transmitting a signal to the responding unit so as to travel the travel target point set by the travel target point setting device.

A fourteenth aspect of the present invention is a lane tracking support device,
A travel target point setting device of a ninth invention;
A control device that performs lane tracking control by transmitting a signal to the responding unit so as to travel the travel target point set by the travel target point setting device;
The range setting means of the travel target point setting device sets the left and right offset distances to be equal to each other, and when the width of the travel target point setting range is a specified value or more continuously for a predetermined period, The offset distances are corrected so as to be equal to each other.

A fifteenth aspect of the present invention is a lane tracking support device,
A travel target point setting device of a ninth invention;
A control device that performs lane tracking control by transmitting a signal to the responding unit so as to travel the travel target point set by the travel target point setting device;
The range setting means of the travel target point setting device is configured so that the distance between the travel target point and the lane position coincides with the distance between the lane position and the host vehicle during a predetermined period from the intervention of the steering action by the driver. The left and right offset distances are respectively corrected.

A sixteenth aspect of the invention is a lane departure prevention apparatus,
A travel target point setting device according to any one of the first to twelfth inventions;
Based on the lane position detected by the lane detecting means of the travel target point setting device, it is determined whether or not the host vehicle deviates from the lane, and when it is determined that there is a possibility of lane departure, the travel target point And a control device that performs deviation avoidance control by transmitting a signal to the responding unit so as to travel the travel target point set by the setting device.

  According to the first aspect of the present invention, the travel target point is not set directly on the line ahead of the host vehicle based on the left and right lane positions as in the conventional example, but is set based on the travel target point. The target travel point setting range that is the range of is set. The travel target point setting range is set with reference to the left and right offset distance.

  Further, the travel target point is set to the calculated travel target point setting position by calculating a travel target point setting position at which the behavior of the host vehicle becomes a target behavior. When the calculated travel target point setting position is outside the travel target point setting range, the travel target point setting position is corrected to a position within the travel target point setting range.

  As described above, since the travel target point is set so that the behavior of the host vehicle becomes the target behavior and is always set within the travel target point setting range strictly divided by the offset distance, the vehicle departure avoidance control is performed. It is possible to accurately set the reference in the lane tracking control.

  Further, it is possible to avoid the traveling of the own vehicle from meandering due to the traveling target point moving left and right along the center of the lane position and the traveling lane detected in an unstable manner as in the conventional example. However, it is possible to control the vehicle so that it can travel smoothly and stably in the traveling lane.

  According to the second invention, the target behavior is set to a vehicle behavior in which the steering angle of the host vehicle is not made larger than the current steering angle, and the traveling target point setting position that satisfies the target behavior is calculated. It is possible to set the travel target point so that the vehicle can smoothly and stably travel, and the effects of the present invention are more effectively exhibited.

  According to the third aspect of the present invention, the position at which the deviation of the travel target point from the center line extending forward from the host vehicle is calculated as the travel target point setting position, whereby the steering angle of the host vehicle is determined from the current steering angle. Since the vehicle behavior does not increase, it becomes possible to set the travel target point so that the host vehicle can smoothly and stably travel in the travel lane, and the effect of the present invention is more effectively exhibited.

  According to the fourth invention, the steering angle of the host vehicle is calculated by calculating the position on the straight line connecting the positions in the real space of the host vehicle in the previous sampling cycle and the previous sampling cycle as the travel target point setting position. The vehicle behavior does not become larger than the current steering angle, and the traveling target point can be set so that the host vehicle can smoothly and stably travel in the traveling lane, similarly to the above-described invention.

  According to the fifth invention, by calculating the position where the yaw rate of the host vehicle in the previous sampling cycle is maintained as the travel target point setting position, it becomes a vehicle behavior in which the steering angle of the host vehicle does not become larger than the current steering angle, Similar to the above-described invention, it is possible to set the travel target point so that the host vehicle can smoothly and stably travel in the travel lane.

  According to the sixth aspect of the invention, the host vehicle travels by setting the target behavior to a behavior in which the steering angle of the host vehicle maintains the rate of change of the steering angle up to the present, and calculating a travel target point setting position that satisfies the target behavior. It becomes possible to set a travel target point so that the vehicle can travel smoothly and stably in the lane, and the effect of the first invention is more effectively exhibited.

  According to the seventh aspect, the position where the deviation of the travel target point from the center line of the host vehicle extending forward from the host vehicle maintains the rate of change of the deviation in a predetermined number of sampling cycles before the previous time is set as the travel target point setting position. By calculating as above, the steering angle of the host vehicle becomes a behavior that maintains the rate of change of the steering angle up to the present, so the travel target point is set so that the host vehicle can smoothly and stably travel in the travel lane And the effects of the invention are more effectively exhibited.

  According to the eighth aspect of the invention, the travel target point setting range is stably set by using the left and right offset distances set at the time of starting the apparatus or resuming the control as a reference for setting the subsequent travel target point setting range. In addition, the travel target point setting range can be set so as to meet the set conditions such as traveling in the center of the travel lane, and the travel target point can be set. As a result, the effects of the invention can be more accurately exhibited.

  According to the ninth aspect of the present invention, if the offset distance serving as a reference for defining the travel target point setting range can be corrected, the offset distance can be corrected when, for example, the road width of the travel lane increases or decreases. By doing so, it is possible to limit the setting position of the travel target point so as to meet the set conditions, and it becomes possible to set the travel target point more accurately. Therefore, it is possible to set the reference in the vehicle departure avoidance control and the lane tracking control more accurately, and the effects of the respective inventions are more effectively exhibited.

  According to the tenth aspect of the invention, when the width of the travel target point setting range is continuously greater than or equal to the specified value for a predetermined period of time, the left and right offset distances are corrected so that the travel target points meet the set conditions. This setting position can be limited, and the travel target point can be set more accurately. Therefore, it becomes possible to set the reference in the lane tracking control of the vehicle more accurately, and the effects of the respective inventions are more effectively exhibited.

  According to the eleventh aspect of the invention, in addition to the effects of the respective inventions, an offset is set so that one of the left and right offset distances is smaller than a predetermined distance set in advance and is greater than the predetermined distance when approaching the lane position. By correcting the distances, it is possible to reliably avoid contact and collision with other vehicles traveling in the adjacent travel lane by moving the host vehicle to the inside of the lane position. Secured.

  According to the twelfth invention, when the left and right offset distances are respectively corrected, the respective offset positions are corrected so as to move in the direction toward the center of the traveling lane according to the elapsed time. It is possible to correct the behavior of the above, and it is possible to more effectively exhibit the effects of the respective inventions.

  According to the thirteenth aspect of the present invention, in the lane tracking support device, the travel target point setting range is set based on the left and right offset distances by the action of the travel target point setting device of each of the above inventions, and the behavior of the host vehicle The travel target point setting position is calculated so that the travel target point is set at the travel target point setting position and is always set within the travel target point setting range defined by the offset distance. Is accurately set, and it is possible to control the host vehicle so that it can smoothly and stably travel in the travel lane.

  According to the fourteenth aspect of the present invention, in the lane tracking support device configured to set the travel target point at the center of the travel lane, the width of the travel target point setting range is a specified value due to the action of the travel target point setting device. When the above state continues for a predetermined period, the left and right offset distances are each corrected to be half the road width. With this configuration, it is possible to limit the setting position of the travel target point so as to meet the set conditions, and it is possible to set the travel target point more accurately. Therefore, it becomes possible to set the reference in the lane tracking control of the vehicle more accurately, and the effects of the respective inventions are more effectively exhibited.

  According to the fifteenth invention, in addition to the effects of the above inventions, when the driver intervenes in the steering action to correct the track of the host vehicle, the lane tracking control is continued and the travel target point is continued. Is updated in accordance with the change in the distance from the host vehicle. Therefore, the uncomfortable feeling that the driver feels when steering the steering wheel is reduced, and it becomes possible to smoothly correct the track of the vehicle in accordance with his / her preference.

  According to the sixteenth aspect of the invention, in the lane departure prevention apparatus, for example, the travel target point that is initially set when it is determined that the host vehicle may depart from the lane is set at a position close to the lane, and gradually. If the vehicle is moved to the center side of the traveling lane, the steering wheel is steered gently, and the host vehicle is pulled back to the center side of the traveling lane while the yaw rate and steering torque of the host vehicle gradually change. Therefore, it is possible to avoid lane departure without giving the driver an uncomfortable feeling that the vehicle position is forcibly pulled back.

  In addition, even when the road width is enlarged or reduced during the control operation of the departure avoidance control, for example, the behavior of the host vehicle is set to be the target behavior by the operation of the travel target point setting device, and the offset distance is strictly set. Since it is always set within the travel target point setting range divided into two, it is possible to accurately set a reference in vehicle departure avoidance control.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a travel target point setting device, a lane tracking support device, and a lane departure prevention device according to the present invention will be described with reference to the drawings.

[First Embodiment]
First, a travel target point setting device according to the present invention will be described as a first embodiment.

As shown in FIG. 1, the travel target point setting device 1 according to the present embodiment includes a lane detection unit 2, a range setting unit 3, a travel target point setting unit 4, and a memory 5. The range setting means 3 and the travel target point setting means 4 are connected to sensors A such as a vehicle speed sensor, a steering angle sensor, a steering torque sensor, and a turn signal. A steering angle δ, a steering torque T _H applied to the steering wheel, a turn signal signal TS, and the like are input.

  In the present embodiment, the sensors A include a yaw rate estimation device configured based on the vehicle motion model generation device described in JP-A-2004-249812. The yaw rate estimation device estimates the yaw rate γ from the vehicle speed V, the steering angle δ, etc., and transmits the estimated value of the yaw rate γ to the traveling target point setting means 4 or the like. It is also possible to connect the yaw rate sensor to the travel target point setting means 4 or the like and input an actual measurement value of the yaw rate γ.

  In this embodiment, the range setting means 3, the travel target point setting means 4, and the detection means 26 of the lane detection means 2 described later are microcomputers in which a CPU, ROM, RAM, input / output interface, etc. (not shown) are connected to the bus. It is configured.

  The lane detection means 2 may be anything that can detect a lane from a captured image obtained by imaging the traveling path of the host vehicle including the road, and the lane detection method is not limited to a specific method. In the present embodiment, the lane detection means 2 is configured based on a lane recognition device described in JP 2001-92970 A. A detailed description of the configuration is left to the same publication, but the configuration will be briefly described below.

  In the present invention, the lane refers to a continuous line or a broken line marked on a road surface such as a road center line such as an overtaking prohibition line, a vehicle lane boundary line, a lane line that divides a road side band and a roadway. The travel lane refers to a vehicle lane where the vehicle between the lanes travels.

  As shown in FIG. 2, the lane detection unit 2 mainly includes an imaging unit 21, a conversion unit 22, an image processing unit 25, and a detection unit 26.

  The imaging means 21 uses a stereo camera and is configured to capture a traveling path of the host vehicle including a road and output a pair of images. In the present embodiment, CCD cameras are used for the main camera 21a and the sub camera 21b. The main camera 21a and the sub camera 21b are attached, for example, to a room mirror with a predetermined interval in the vehicle width direction. The camera closer to the driver is a main camera 21a that captures a reference image T as shown in FIG. 3, and the far camera is a sub camera 21b that captures a comparative image (not shown).

  A pair of analog images output from the main camera 21a and the sub camera 21b have luminance values of 256 gray scale luminance gradations for each pixel by the A / D converters 22a and 22b which are the conversion means 22. It is converted into a digital image and output to the image correction unit 23. The image correction unit 23 performs image correction such as correction of luminance values including deviation due to errors in the attachment positions of the main camera 21a and the sub camera 21b and noise removal on the reference image T and the comparison image. It has become. The reference image T and the comparison image are stored in the image data memory 24 and transmitted to the image processing means 25 at the same time.

  In the image processor 25a of the image processing means 25, a block composed of each pixel or a plurality of pixels of the reference image T based on the digital data of the reference image T and the comparison image output from the image correction unit 23 by the stereo matching process and the filtering process. The parallax dp for calculating the distance in the real space is calculated for each setting region consisting of The calculation of the parallax dp is described in detail in Japanese Patent Laid-Open No. 5-1114099 filed earlier by the applicant of the present application. The main points will be briefly described below.

The image processor 25a calculates one parallax dp based on the luminance characteristics of 16 pixels for each 4 × 4 pixel block of the reference image T. Specifically, the comparison image is divided into horizontal lines each having a width of 4 pixels extending in the horizontal direction, one pixel block of the reference image T is taken out, and the horizontal line of the comparison image corresponding to the reference image is horizontally moved pixel by pixel. That is, the pixel block on the horizontal line that minimizes the city block distance CB obtained by the following equation (1) while shifting in the i direction, that is, on the comparative image having luminance value characteristics similar to the pixel block of the reference image T A pixel block is searched.
CB = Σ | p1ij−p2ij | (1)

  Note that p1ij represents the luminance value of the pixel on the reference image T, and p2ij represents the pixel at the coordinates (i, j) on the comparison image. The coordinates represent the i and j coordinates of the pixel at the lower left corner of the pixel block when the lower left corner of the image plane of the reference image T is the origin, the horizontal direction is the i coordinate axis, and the vertical direction is the j coordinate axis. For the comparison image, the i-coordinate and the j-coordinate are similarly taken with the pixel previously associated with the origin of the reference image T as the origin.

  The image processor 25a calculates the amount of deviation between the pixel block on the comparison image identified in this way and the pixel block on the reference image T, and sets the amount of deviation as the parallax dp to the pixel block on the reference image T. It is designed to be assigned.

  The parallax dp is a relative shift amount in the horizontal direction with respect to the mapping position of the same object in the reference image T and the comparison image derived from a certain distance from the main camera 21a and the sub camera 21b. The distance L from the center position of the camera 21b to the object and the parallax dp can be uniquely associated based on the principle of triangulation.

  The distance L based on the parallax dp of each pixel block of the reference image T calculated by the image processor 25a is stored in the distance data memory 25b of the image processing means 25. In the following processing in the detection means 26, 16 pixels that were originally one pixel block are treated as independent, and each pixel is processed as having information on the distance L. An image in which the distance Lij is assigned to each pixel (i, j) stored in the distance data memory 25b is referred to as a distance image. In addition, it is also possible to configure the pixel block to be handled as a pixel block without being handled as 16 independent pixels in the processing in the detection unit 26 described below.

  The detecting means 26 reads out information on the luminance value p1ij of each pixel of the reference image T from the image data memory 24, and reads out information on the distance Lij of each pixel of the distance image from the distance data memory 25b and based on them The lane is detected on the top.

  Specifically, the detection unit 26 searches the horizontal line having a width of 1 pixel on the reference image T while offsetting the pixels one by one, and the luminance differentiation of each pixel based on the luminance value p1ij of each pixel of the reference image T. Pixels that satisfy the condition that the value, that is, the edge intensity greatly changes to a threshold value or more are detected. At this time, if the pixel detected based on the distance Lij information of each pixel assigned to the distance image corresponding to the reference image T is not on the road surface, it is excluded.

  The detection unit 26 sequentially detects pixels while offsetting the horizontal line to be searched upward by one pixel width from the lower side of the reference image T. In this way, the detection means 26 detects the right lane position LR on the right side of the host vehicle and the left lane position LL on the left side on the reference image T as shown in FIG. Each lane is converted to recognize their position in real space.

  Further, the detection means 26 groups the detected pixels based on the interval and directionality between the pixels, and the lane is expressed by a continuous line such as an overtaking prohibition line or a lane marking that divides the roadside zone and the roadway. It is possible to detect whether it is a sign or a sign represented by a broken line such as a vehicle lane boundary indicating a change in lane.

  The search for pixels is performed by setting a search area on the reference image T. That is, in this detection process, a search area is set in a certain range on the reference image T including the lane position based on the lane position detected in the previous detection process. In addition, when pixels are sequentially detected while offsetting the horizontal line by one pixel width upward from the lower side of the reference image T in this detection, when a pixel satisfying the above condition is not detected in a certain horizontal line. In the next horizontal line, the search area is expanded to perform a search.

  The detection means 26 stores information on the detected right lane position LR and left lane position LL in the memory 5 and outputs the information to the range setting means 3.

  The range setting means 3 sets a travel target point installation range for setting a travel target point that the host vehicle should travel so as to meet the set conditions. The travel target point refers to a point where the host vehicle should travel at a point that is a target distance away from the host vehicle ahead of the host vehicle.

  The range setting means 3 takes in data serving as a reference for setting the travel target point installation range.

  Specifically, the range setting means 3, as shown in FIG. 5, the right lane position LR and the left lane position LL based on the information of the right lane position LR and the left lane position LL transmitted from the lane detection means 2. And the host vehicle MC are arranged in a virtual real space. A predetermined distance from the right lane position LR and the left lane position LL on the line P extending in the vehicle width direction ahead by a distance set from the host vehicle MC ahead of the host vehicle MC so as to meet the set conditions. The left and right offset positions OR and OL are set at positions spaced inward by Ror and Rol. The range setting means 3 detects the distance R between the host vehicle MC and the right lane position LR in accordance with the arrangement of the left and right lane positions LR, LL and the host vehicle MC.

  In the present embodiment, as the distance from the host vehicle MC to the line P, a distance obtained by adding a certain distance to the travel distance when the host vehicle MC travels at the current vehicle speed V for a predetermined time is set. Hereinafter, the predetermined distances Ror and Rol are referred to as offset distances Ror and Rol, and the range setting means 3 stores the offset distances Ror and Rol as reference data for setting the travel target point installation range. To save.

  FIG. 5 shows the case where the condition that the host vehicle MC travels in the center of the travel lane L1 defined by the lane positions LR and LL is set as the set condition. Under this condition, the left and right offset distances Ror and Rol are set to be equal to each other and half the road width on the line P, and the left and right offset positions OR and OL are set to the same position in the center of the traveling lane L1.

  Further, as shown in FIG. 6, the range setting unit 3 similarly performs the left and right offset distances Ror and Rol and the left and right offsets even when the lane positions LR and LL detected by the lane detection unit 2 are curved. The positions OR and OL are set, and the offset distances Ror and Rol are stored in the memory 5 as reference data for setting the travel target point installation range.

  Note that FIG. 6 shows a case where the condition that the host vehicle MC travels a specific distance away from the right lane position LR is set as the set condition. In this condition, the left and right offset positions OR, OL are set at the same position apart from the right lane position LR by the specific distance, the right offset distance Ror is the specific distance, and the left offset distance Rol is the road width on the line P. Is set to a difference distance obtained by subtracting the specific distance from.

  In the present embodiment, the range setting means 3 is configured to interrupt the setting of the travel target point when the lane of the host vehicle is changed, when turning left or right, or when there is an interruption instruction from another device. ing. When the setting of the travel target point by this apparatus is resumed, the offset distances Ror, Rol, etc. are set so as to meet the conditions set in the same manner as described above, and the offset distances Ror, Rol are used as reference data. It is stored in the memory 5.

  For each sampling cycle, the range setting means 3 performs virtual realization of the left and right lane positions LR and LL and the host vehicle MC based on the left and right lane positions LR and LL information transmitted from the lane detection means 2. The right lane position LR and the left lane position LL on the line P ahead of the host vehicle MC based on the offset distances Ror and Rol, which are arranged in space and serve as a reference data for setting the travel target point installation range The left and right offset positions OR and OL are set at positions spaced inward by offset distances Ror and Rol, respectively.

  The range setting means 3 sets the range from the right offset position OR to the left offset position OL set for each sampling cycle in this way as the travel target point setting range.

  Since the left and right offset positions OR and OL are set at the same position on the travel lane L1 when the apparatus is activated or when the travel target point setting is resumed, the width of the travel target point setting range becomes zero. Even in an ideal situation where the road width between the detected left and right lane positions LR, LL is always constant, the width of the travel target point setting range is zero.

  Further, as shown in FIG. 7, in the traveling lane L1 in which the road width increases, the range setting means 3 is in a stage where the line P in front of the host vehicle (not shown) is in the region before the road width indicated by P1 in the figure increases. Suppose that left and right offset distances Ror1 and Rol1 equal to, for example, a half of the road width are taken as reference data on the line P1. At this stage, the left and right offset positions OR1, OL1 are set to the same position in the center of the travel lane L1, and the width of the travel target point setting range is zero.

  When the host vehicle further moves forward and the front line P enters the area where the road width is increased as indicated by P2 in the figure, reference data is obtained from the right lane position LR and the left lane position LL on the line P2 in front of the host vehicle. The left and right offset positions OR1 and OL1 are set at positions spaced inward by the offset distances Ror1 and Rol1. Therefore, the left and right offset positions OR1 and OL1 follow the trajectories Lor1 and Lol1, respectively, and a travel target point setting range LIM having a width greater than 0 is set between the left and right offset positions OR1 and OL1.

  The same applies to the case where the road width of the travel lane L1 decreases as shown in FIG. 8, for example. That is, it is assumed that the range setting means 3 captures, as reference data, the left and right offset distances Ror2 and Rol2 that are equal to, for example, a half of the road width on a line P3 in front of the host vehicle (not shown). At this stage, the width of the travel target point setting range is zero.

  When the host vehicle further advances and the front line P enters the area where the road width is reduced as indicated by P4 in the figure, the reference data is obtained from the right lane position LR and the left lane position LL on the line P4 in front of the host vehicle. The left and right offset positions OR2 and OL2 are set at positions spaced inward by the offset distances Ror2 and Rol2. Therefore, the left and right offset positions OR2 and OL2 follow the loci Lor2 and Lol2, respectively, and a travel target point setting range LIM having a width greater than 0 is set between the left and right offset positions OR2 and OL2. In this case, the left-right positional relationship between the left and right offset positions OR2 and OL2 is reversed, but there is no problem in processing.

  On the other hand, in the present embodiment, the range setting unit 3 can correct the left and right offset distances Ror and Rol, which are reference data.

  In the present embodiment, as shown on the line P2 in FIG. 7 and the line P4 in FIG. 8, the width of the travel target point setting range LIM is continuously equal to or greater than a predetermined value during a predetermined sampling cycle, and during that period When the variation in the width of the travel target point setting range LIM is within a predetermined range, the left and right offset distances Ror and Rol as reference data are automatically corrected so as to meet the set conditions. It has become. In addition, for example, when there is a correction instruction from another device, the left and right offset distances Ror and Rol as reference data can be corrected.

  For example, as shown on the line P2 in FIG. 7 or the line P4 in FIG. 8, the range setting means 3 is such that the width of the travel target point setting range LIM is equal to or greater than a specified value and the variation in the width is within a predetermined range. When the state is continuous for a predetermined period, as shown on the line P5 in FIG. 9 or the line P6 in FIG. 10, it is adapted to meet the set condition, that is, in the case of FIG. 9 or FIG. The left and right offset distances Ror1 and Rol1, which are reference data, or the left and right offset distances Ror2 and Rol2 in the case of FIG. 10 are corrected so as to meet the condition that the vehicle travels in the center of the travel lane L1.

  Specifically, the left and right offset distances Ror3 and Rol3 are set as the new reference data and the half distance of the enlarged road width, respectively, and new left and right offset positions OR3 and OL3 are set. In the case of FIG. 10, the left and right offset distances Ror4 and Rol4 are set as the new reference data and the half distance of the enlarged road width, respectively, and the new left and right offset positions OR4 and OL4 are set. Since the new left and right offset positions OR3, OL3 and offset positions OR4, OL4 are set at the same position on the travel lane L1, the width of the travel target point setting range LIM becomes 0 again.

  The left and right offset distances Ror and Rol newly set after correction are stored in the memory 5 as reference data.

  7 to 10 and FIG. 15 to be described later, it is expressed that the own vehicle moves forward and the line P moves in each sampling cycle in the system in which the left and right lane positions LR and LL are fixed. However, the system that the range setting means 3 actually sets is a system in which the host vehicle is fixed at the origin, and the left and right lane positions LR and LL move to the rear of the host vehicle every sampling cycle.

  In the range setting means 3 according to the present embodiment, either of the left and right offset distances Ror and Rol as the reference data is smaller than a predetermined distance set in advance, and approaches the left and right lane positions LR and LL. In this case, the offset distance is corrected so that the offset distance smaller than the specified distance is not less than the specified distance, and the other offset distance is also corrected.

  Specifically, as shown in FIG. 11A, the range setting means 3 is, for example, when the right offset distance Ror is smaller than a predetermined distance Rbound set in advance and approaches the right lane position LR. As shown in FIG. 11B, the right offset distance Ror is corrected to be equal to or greater than the specified distance Rbound.

  On the other hand, the left offset distance Rol is also corrected. In this case, the left offset distance Rol is corrected to be equal to or greater than the predetermined distance when the distance obtained by subtracting the left offset distance Rol from the road width detected in the past is less than the predetermined distance.

  The left and right offset distances Ror and Rol newly corrected and set in this way are stored in the memory 5 as reference data. Further, by correcting the offset distances Ror and Rol in this way, the travel target point set in the travel target point setting range LIM can be moved inward from the lane position more than the specified distance Rbound, as will be described later. It is possible to reliably avoid contact and collision with other vehicles traveling in the adjacent traveling lane by moving the own vehicle traveling based on the traveling target point to the inside of the lane position.

  Instead of correcting the left and right offset distances Ror and Rol in one sampling cycle as described above, for example, as shown in FIGS. 12A to 12C, the offset distances Ror and Rol become smaller than the specified distance Rbound. The offset distance can be gradually increased for each sampling cycle, and the other offset distance can be gradually reduced so that the travel target point is moved in the direction toward the center of the travel lane L1. In this case, the movement amount of each offset distance for each sampling cycle can be a fixed value or a variable value.

  If the offset distances Ror and Rol are corrected in this way, the travel target point set in the travel target point setting range LIM can be gradually moved in the direction toward the center of the travel lane L1, and the driver can make his own vehicle. It is possible to prevent a sense of incongruity that is suddenly pulled back to the traveling lane.

  The travel target point setting means 4 calculates a travel target point setting position for setting a travel target point that the host vehicle should travel so that the behavior of the host vehicle becomes a predetermined target behavior, and the calculated travel target point setting The travel target point is set at the position. In addition, when the calculated travel target point setting position is located outside the travel target point setting range LIM, the travel target point setting unit 4 corrects the calculated travel target point setting position within the travel target point setting range LIM. It is like that.

  In the present embodiment, the target behavior of the host vehicle is not to make the steering angle of the host vehicle larger than the current steering angle, and further, the intersection of the center line of the host vehicle extending forward from the host vehicle and the line P in front of the host vehicle The position at which the deviation of the travel target point from the above maintains the deviation in the previous sampling cycle is calculated as the travel target point setting position.

  Specifically, as shown in FIG. 13, the travel target point setting unit 4 calculates the coordinates of the intersection Pi between the center line Lc of the host vehicle and the line P, usually indicated by the Z axis, for each sampling cycle. . Then, the coordinates of the travel target point GP set in the sampling cycle are calculated, and the deviation Rp-g between the intersection Pi and the travel target point GP is calculated and stored in the memory 5. This operation is performed every sampling cycle.

  Then, in the current sampling cycle, the travel target point setting means 4 reads the deviation Rp-g in the previous sampling cycle from the memory 5 and starts from the intersection Pi between the current line P and the center line Lc of the host vehicle. The position separated by the deviation Rp-g is calculated as the travel target point setting position, and the travel target point GP is set at the travel target point installation position.

  By calculating the travel target point GP in this manner, the steering angle of the host vehicle is maintained, and the target behavior of not making the steering angle of the host vehicle larger than the current steering angle is satisfied.

  Further, as shown in the enlarged view of FIG. 14, the position Perr that is separated from the intersection Pi between the current line P and the center line Lc of the host vehicle by the previous deviation Rp-g is outside the range of the travel target point setting range LIM. In this case, the travel target point setting means 4 uses the point closest to the position Perr in the travel target point installation range LIM, that is, the right offset position OR in the case of FIG. 14 as the travel target point setting position. As described above, the calculated travel target point setting position is corrected, and the travel target point GP is set to the corrected travel target point installation position.

  Thus, when the calculated travel target point setting position is located outside the travel target point setting range LIM, the behavior of the host vehicle, that is, the change in the steering angle is minimized within the travel target point setting range LIM. A travel target point GP is set.

  In addition to the above, the target behavior of not making the steering angle of the host vehicle larger than the current steering angle is, for example, that the position of the host vehicle in the current sampling cycle is the previous one and the previous sampling cycle. This is satisfied even if the travel target point setting position is calculated so as to be on a straight line connecting positions in the real space of the vehicle. In this case, the steering angle of the host vehicle changes so as to be smaller than the current steering angle.

  Further, the travel target point setting position may be calculated so that the yaw rate of the host vehicle in the current sampling cycle is equal to the yaw rate in the previous sampling cycle. Further, an approximate curve is calculated from the position of each travel target point GP set in the previous sampling cycle, and the intersection of the calculated approximate curve extension line and the current line P is calculated as the travel target point setting position. Also good.

  The target behavior may be that the steering angle of the host vehicle maintains the rate of change of the steering angle up to the present.

  In this case, the deviation Rp-g calculated for each sampling cycle is stored in the memory 5 as in this embodiment, and a predetermined number of deviations Rp- before and after the previous time based on the deviation Rp-g read from the memory 5. The change rate of g is calculated, and the deviation Rp-g in the current sampling cycle is calculated by increasing or decreasing the change rate from the deviation Rp-g in the previous sampling cycle.

  In any of the above cases, as in the case of the present embodiment shown in FIG. 14, when the calculated travel target point setting position is outside the travel target point setting range LIM, the travel target point setting is performed. The point closest to the travel target point position calculated by the points in the range LIM is corrected as the correct travel target point setting position, and the travel target point GP is set at the corrected travel target point installation position.

  The travel target point setting means 4 can detect the reference offset distances Ror and Rol when the lane detection means 2 can detect only one of the left and right lane positions LR and LL. The travel target point GP is set using an offset distance corresponding to the other lane position.

  That is, the travel target point setting means 4 calculates a position that is offset from the detected lane position on the front line P as a travel target point setting position, and sets the travel target point GP there. Yes.

  The travel target point setting means 4 outputs information such as the coordinates of the travel target point GP set as described above.

  Next, the operation of the travel target point setting device 1 according to this embodiment will be described.

  Hereinafter, a case where the lane detection unit 2 detects the right lane position LR and the left lane position LL as shown in FIG. 23 shown in the conventional example will be described.

  As shown in FIG. 15, the range setting means 3 of the travel target point setting device 1 is based on the information on the right lane position LR and the left lane position LL transmitted from the lane detection means 2, and the right lane position LR and the left lane position. The position LL and the host vehicle MC are arranged in a virtual real space.

  Then, on the line P7 in front of the host vehicle MC, offset distances Ror and Rol are set so as to meet the set conditions, and are separated inward by the offset distances Ror and Rol from the right lane position LR and the left lane position LL, respectively. The left and right offset positions OR and OL are set at the positions. The offset distances Ror and Rol are stored in the memory 5 as reference data.

  On the line P7, the left and right offset positions OR and OL are set at the same position in the center of the traveling lane L1, for example. In this case, the travel target point setting means 4 sets the travel target point setting position with the width 0 when the calculated travel target point setting position is outside the travel target point setting range LIM on the line P7. Since the correction is made within the range LIM, the travel target point GP is eventually set at the same position as the offset positions OR and OL.

  When the host vehicle MC further moves forward and enters the region where the left lane position LL indicated by P8 in the drawing is inflated to the left and detected, the left line separated from the left lane position LL by the left offset distance Rol The offset position OL is set to the position moved to the left side. On the other hand, since the right lane LR remains straight, the right offset position OR does not move in the left-right direction. Therefore, a travel target point setting range LIM whose width is not 0 is set between the left offset position OL and the right offset position OR.

  In this embodiment, the travel target point setting means 4 reads the deviation Rp-g in the previous sampling cycle from the memory 5 so that the steering angle of the host vehicle is not larger than the current steering angle, and this line P8 And a position separated from the intersection Pi between the vehicle and the center line Lc by the previous deviation Rp-g is calculated as a travel target point setting position.

  In the case of FIG. 15, the deviation Rp-g is 0 because the travel target point GP was in front of the center line of the host vehicle MC in the previous sampling cycle. Therefore, the position of the intersection of the current line P8 and the center line of the host vehicle is calculated as the travel target point setting position. The position of the intersection of the line P8 and the center line of the host vehicle is the right offset position OR and is within the travel target point setting range LIM.

  Therefore, the travel target point GP is set at the same position as the right offset position OR. That is, the travel target point GP is set on an extension line of the line Lgp which is the locus of the travel target point GP so far. Thereafter, the travel target point GP continues to be set on the extension line of the locus line Lgp.

  Subsequently, when the host vehicle MC further moves forward, the front line P enters the region where the left lane position LL indicated by P9 in the figure returns to the original position and the right lane position LR is swollen to the right and detected. This time, the left offset position OL returns to the position on the line P7, and the right offset position OR that is separated from the right lane position LR by the right offset distance Ror is set to the position moved to the right side. Therefore, a travel target point setting range LIM whose width is not 0 is set between the left offset position OL and the right offset position OR.

  The travel target point setting means 4 reads the deviation Rp-g in the previous sampling cycle from the memory 5 so as not to make the steering angle of the host vehicle larger than the current steering angle. Since the point GP is in front of the center line of the host vehicle MC, the deviation Rp-g is zero. Therefore, the position of the intersection of the current line P9 and the center line of the host vehicle is calculated as the travel target point setting position.

  The position of the intersection of the line P9 and the center line of the host vehicle is the left offset position OL, which is within the travel target point setting range LIM. Therefore, this time, the travel target point GP is set at the same position as the left offset position OL. That is, the travel target point GP is set on an extension line of the line Lgp that is the locus of the travel target point GP.

  In the same manner, the same position of the right offset position OR in the travel target point setting range LIM in the line P10, the same position of the left offset position OL in the travel target point setting range LIM in the line P11, and the width in the line P12. The travel target point GP is set at each of the left and right offset positions OR and OL at the same position within the zero travel target point setting range LIM. All of the travel target points GP are set on a smooth line Lgp.

  As described above, according to the travel target point setting device 1 according to the present embodiment, the travel target point is not directly set on the line ahead of the host vehicle based on the left and right lane positions and the like as in the conventional example. Then, a travel target point setting range, which is a range for setting the travel target point with reference to them, is set. The travel target point setting range is set with reference to the left and right offset distance.

  Further, the travel target point is set to the calculated travel target point setting position by calculating a travel target point setting position at which the behavior of the host vehicle becomes a target behavior. When the calculated travel target point setting position is outside the travel target point setting range, the travel target point setting position is corrected to a position within the travel target point setting range.

  As described above, since the travel target point is set so that the behavior of the host vehicle becomes the target behavior and is always set within the travel target point setting range strictly divided by the offset distance, the vehicle departure avoidance control is performed. It is possible to accurately set the reference in the lane tracking control.

  Further, it is possible to avoid the traveling of the own vehicle from meandering due to the traveling target point moving left and right along the center of the lane position and the traveling lane detected in an unstable manner as in the conventional example. However, it is possible to control the vehicle so that it can travel smoothly and stably in the traveling lane.

  In addition, if it is configured to be able to correct the offset distance that is a reference for dividing the target travel point setting range, it is set by correcting the offset distance when the road width of the travel lane increases or decreases, for example. Therefore, it is possible to limit the set position of the travel target point so as to meet the conditions, and it is possible to set the travel target point more accurately.

  In addition, when the travel target point is set at a position close to one lane position with a small offset distance, the vehicle is moved to the inside of the lane position by correcting the offset distance in the direction toward the center of the lane. It is possible to reliably avoid contact and collision with other vehicles that travel and travel in the adjacent travel lane, and safety of travel is ensured.

[Second Embodiment]
In the second embodiment, a lane tracking support device using the travel target point setting device 1 according to the first embodiment will be described. The lane tracking support device according to the present embodiment is capable of changing the traveling position in the traveling lane according to the driver's preference while always performing lane tracking control.

  As shown in FIG. 16, the lane tracking support device 10 includes the travel target point setting device 1 and a control device 11. The travel target point setting device 1 transmits information such as the coordinates of the detected left and right lane positions LR and LL and the coordinates of the set travel target point to the control device 11. In addition, a response unit B including a control system having a steering servo function is connected to the control device 11, and the control device 11 transmits a signal to the response unit B to perform lane tracking control. .

  As described in the first embodiment, the travel target point setting device 1 is adapted to meet the set condition when the device is started up or when the travel target point setting is resumed after interruption. , Rol is taken as reference data, and a target travel point GP is set based on the reference data.

  Further, the target behavior of the host vehicle is that the steering angle of the host vehicle is not larger than the current steering angle, and the travel target point from the intersection of the center line of the host vehicle extending forward from the host vehicle and the line P in front of the host vehicle As in the case of the first embodiment, the position where the deviation maintains the deviation in the previous sampling cycle is calculated as the travel target point setting position, and the travel target point GP is set.

The control device 11 includes a control unit 12, a calculation unit 13, a responding unit control unit 14, and a measurement unit 15. Further, the sensors A described in the first embodiment are connected to the control device 11 via an I / O interface (not shown), and are applied to the vehicle speed V, the steering angle δ of the steering wheel, and the steering wheel. Steering torque T _H , turn signal signal TS, yaw rate γ, and the like are input.

  The control means 12 controls the operation timing of each means of the control device 11 and the flow of information between the respective parts, and also controls the operation of the travel target point setting device 1.

  Further, the control means 12 uses the offset distances Ror and Rol as reference data so that the traveling target point setting device 1 conforms to the set conditions when the device is started or when the traveling target point setting is resumed after interruption. It is permitted to set the travel target point GP based on the obtained value. During normal traveling, the operations of the computing means 13 and the responding part control means 14 are controlled based on information on the traveling target point GP set and transmitted based on the offset distances Ror and Rol as reference data. ing.

Further, the control unit 12 constantly monitors the steering torque T _H input from the steering torque sensor, when there is intervention in the steering action by the driver, steering act between continues and subsequent predetermined Regarding the period, an update signal is transmitted to the travel target point setting device 1 so as to update the set position of the travel target point GP in accordance with the steering of the driver.

More specifically, the control means 12, the steering torque T _H input from the steering torque sensor, intervention steering acts by the driver if it exceeds a preset threshold value as shown in FIG. 17 (A) It has come to be judged that there was. When the control means 12 determines that there has been an intervention of the steering action by the driver, the control means 12 sets a count of the number of sampling cycles corresponding to the predetermined period, that is, the specified time Tlap, in the counter which is the measurement means 15. . For example, if the specified time Tlap is set to 3 seconds, the count 30 is set if the time required for one sampling cycle is 100 milliseconds, and the count 300 is set if the time required for one sampling cycle is 10 milliseconds. The count is 300.

  Further, when the count of the number of sampling cycles corresponding to the specified time Tlap is set, the control means 12 subtracts the count of the counter 15 by 1 every sampling cycle and measures the elapsed time. However, as long as the control means 12 continues to determine that there is an intervention of the steering action by the driver, the count of the number of sampling cycles corresponding to the specified time Tlap is set in the counter 15 for each sampling cycle. As shown in FIG. 17B, the count corresponding to the specified time Tlap is maintained as long as the driver's intervention action continues. Then, subtraction starts when there is no steering intervention. Therefore, the measurement of the specified time Tlap is started from the time when the steering intervention is lost.

  When the control means 12 determines that there has been an intervention of the steering action by the driver, the control means 12 transmits an update signal to the travel target point setting device 1 until the count of the counter 15 becomes zero, that is, the intervention of the steering action by the driver. The update signal is continuously transmitted to the traveling target point setting device 1 during the continuous time Tconti and the period Ttotal from when the steering intervention ends until the specified time Tlap elapses.

  The range setting means 3 of the travel target point setting device 1 cancels the setting of the left and right offset distances Ror and Rol as reference data while receiving an update signal from the control means 12 of the control device 11, and is detected by the own vehicle. The right offset distance Ror is corrected so as to coincide with the distance R between the MC and the right lane position LR, and the difference obtained by subtracting the right offset distance Ror from the road width in the line P ahead of the host vehicle MC is set as the left offset distance Rol. It has become.

  That is, while receiving the update signal from the control means 12 of the control device 11, that is, during the duration Tconti in which the intervention of the steering action by the driver continues and during the period Ttotal from when the steering intervention ends until the specified time Tlap elapses. The offset distances Ror and Rol are corrected so that the travel target point GP is set at a position separated from the right lane position LR by the distance R on the line P in front of the host vehicle. When the distance R between the host vehicle MC and the right lane position LR changes, the position in the left-right direction of the travel target point GP also changes.

  The travel target point setting device 1 continues to set the travel target point GP for each sampling cycle even while the update signal is transmitted from the control means 12 of the control device 11, and the coordinates of the travel target point setting device 1 are controlled for each sampling cycle. 11 to continue sending. The travel target point setting device 1 sets and stores the left and right offset distances Ror and Rol in the immediately preceding sampling cycle as reference data when there is no transmission of the update signal from the control means 12 of the control device 11, Thereafter, the right and left offset distances Ror and Rol are used as reference data without correction until a correction signal described later is transmitted from the control device 11.

  Note that the correction of the offset distance in the travel target point setting device 1 shown in FIG. 11 and FIG. 12, that is, one of the left and right offset distances Ror and Rol is smaller than the specified distance Rbound, and the travel target point GP is in the lane position LR. , Correction of the offset distance when approaching LL is performed at any time.

  Further, as shown in FIG. 9 and FIG. 10, the control means 12 of the control device 11 is in a state where the width of the travel target point setting range LIM is equal to or larger than a specified value and the variation in the width is within a predetermined range. When the period continues, a correction signal is transmitted to the travel target point setting device 1.

  When the range setting means 3 of the travel target point setting device 1 receives the correction signal from the control means 12 of the control device 1, as shown in FIG. 9 and FIG. 10, the range setting means 3 uses the reference data so as to meet the set conditions. The left and right offset distances Ror and Rol are corrected.

  When the travel target point GP is set by the travel target point setting device 1, the calculation means 13 assumes that the route of the host vehicle MC toward the travel target point GP is an arc as shown in FIG. The line L is determined. Then, the curvature radius of the travel line L is calculated as the target radius r from the traveling direction of the host vehicle MC indicated by the arrow in the figure and the position of the travel target point GP on the point P. The arc includes a case where the target radius r is infinite, that is, a straight line.

  Further, the calculation means 13 calculates a target steering angle δest for realizing the target radius r based on the calculated target radius r of the travel line L, the vehicle speed V, and the vehicle characteristic parameter of the host vehicle.

  The responding unit control means 14 calculates the vehicle body slip angle β from the actual steering angle δre, that is, the actual steering angle δre, the vehicle speed V, and the vehicle characteristic parameters of the host vehicle, which are measured by a steering angle sensor based on, for example, a two-wheel model. It has become. Then, the self-aligning torque Tsa is calculated based on the yaw rate γ estimated or measured by the yaw rate estimating device or the yaw rate sensor, the vehicle body slip angle β, the actual steering angle δre, the vehicle speed V, and the vehicle characteristic parameter. Then, the calculated self-aligning torque Tsa is multiplied by a gain value to calculate the first electric power steering command torque current It1.

  Further, the responding part control means 14 calculates the second electric power steering instruction torque current It2 by PD control so that the actual steering angle δre measured by the steering angle sensor becomes the target steering angle δest calculated by the calculation means 13. Then, the control command torque current It is calculated by adding to the first electric power steering command torque current It1.

  The responding part control means 14 transmits the value of the control instruction torque current It calculated so that the host vehicle travels on the travel line L in this way to the control system having the steering servo function as the responding part B as a signal. It has become. A control system having a steering servo function generates a control command torque current based on the value of the transmitted control command torque current It, and automatically steers the electric power steering.

  The calculation of the target steering angle δest by the calculation means 13 and the calculation of the control instruction torque current It by the responding section control means 14 are performed for each sampling cycle.

  In addition, when the information of the lane positions LR and LL is not transmitted from the travel target point setting device 1 or when the host vehicle makes a right / left turn or changes lanes, the control unit 12 continues the state where the host vehicle straddles the lane. When the steering wheel is excessively steered, the control operation of the lane tracking control is interrupted. In this case, the control unit 12 stops the operation of each unit of the control device 11 and transmits an interruption signal to the traveling target point setting device 1 to interrupt the range setting and the traveling target point setting.

  As described above, according to the lane tracking support device 10 according to the present embodiment, when the intervention of the steering action by the driver is not detected, the vehicle travels based on the left and right offset distances by the action of the travel target point setting device 1. The target point setting range is set, the behavior of the host vehicle is set to be the target behavior, and the target point setting range is always set within the travel target point setting range defined by the offset distance. Thus, it is possible to perform control so that the host vehicle can smoothly and stably travel in the travel lane.

  In addition, when the driver intervenes in the steering action to correct the track of the host vehicle, the lane tracking control is continued and the position of the travel target point is adjusted to the fluctuation of the distance R with the host vehicle. Update. Therefore, the uncomfortable feeling that the driver feels when steering the steering wheel is reduced, and it becomes possible to smoothly correct the track of the vehicle in accordance with his / her preference.

  The lane following support device using the travel target point setting device 1 according to the first embodiment can change the travel position in the travel lane according to the driver's preference as in the present embodiment. For example, a lane following support device that travels at a position fixed at the center of the travel lane may be used. In this case, in the travel target point setting device 1 constituting the lane tracking support device, the left and right offset distances Ror and Rol as reference data are set to be equal to each other from the stage of taking in and are corrected. It is corrected to be equal to each other.

  Further, as shown in FIG. 9 and FIG. 10, when the width of the travel target point setting range LIM is equal to or greater than a predetermined value and the variation in the width is within the predetermined range, the lane following support is performed. When the correction signal is transmitted from the control device constituting the apparatus to the travel target point setting device 1 and the travel target point setting device 1 receives the correction signal, as shown in FIG. 9 and FIG. 10, the set condition is met. As described above, the left and right offset distances Ror and Rol, which are reference data, are corrected in the same manner as in the second embodiment.

[Third Embodiment]
In the third embodiment, a lane departure prevention device using the travel target point setting device 1 according to the first embodiment will be described. The lane departure prevention apparatus according to the present embodiment activates departure avoidance control and automatically pulls the vehicle back to the traveling lane when it is determined that the host vehicle may depart from the lane. .

  As shown in FIG. 19, the lane departure prevention device 20 includes the travel target point setting device 1 and a control device 21. The travel target point setting device 1 transmits information such as the coordinates of the detected left and right lane positions LR and LL and the coordinates of the set travel target point to the control device 21. In addition, a response unit B including a control system having a steering servo function is connected to the control device 21, and the control device 21 transmits a signal to the response unit B to perform departure avoidance control. .

The control device 21 includes a control unit 22, a travel locus estimation unit 23, a departure determination unit 24, a calculation unit 25, a responding unit control unit 26, and a measurement unit 27. The control device 21 is connected to the sensors A described in the first embodiment via an I / O interface (not shown), and is applied to the vehicle speed V, the steering angle δ of the steering wheel, and the steering wheel. Steering torque T _H , turn signal signal TS, yaw rate γ, and the like are input.

  The control unit 22 controls the operation timing of each unit of the control device 21 and the flow of information between the units, and controls the operation of the travel target point setting device 1. In the lane departure prevention apparatus 20 according to the present embodiment, the control means 22 always operates the lane detection means 2 of the travel target point setting device 1, but the range setting means 3 and the travel target point setting means 4 are independent. The vehicle is operated only when it is determined that the vehicle may deviate from the lane.

  The travel locus estimation means 23 virtually sets a real space, and the left and right lanes for each sampling cycle based on the information of the right lane position LR and the left lane position LL that are constantly transmitted from the travel target point setting device 1. The positions LR and LL and the host vehicle MC are arranged in real space. Further, the traveling locus estimation means 23 calculates the traveling locus Lest from the turning curvature of the own vehicle based on the current vehicle speed V and yaw rate γ or the vehicle speed V and the steering angle δ input from the sensors A. It has become.

  Whether the departure vehicle 24 may depart from the lane based on the travel track Lest calculated by the travel track estimation device 23, the vehicle width of the host vehicle, and the left and right lane positions LR and LL. It comes to judge.

  Specifically, as shown in FIG. 20, the departure determination means 24 is based on the information on the right lane position LR and the left lane position LL transmitted from the lane detection means 2, and the right lane position LR and the left lane position LL. Is placed in a virtual real space, and the traveling locus Lest of the host vehicle MC calculated by the traveling locus estimating means 23 is applied. Further, the right end and the left end loci LestR and LestL of the own vehicle centering on the travel locus Lest are specified in consideration of the vehicle width of the own vehicle.

  Further, a first determination line PK is set in the first distance in front of the host vehicle, that is, for example, about 10 m ahead, in parallel with the vehicle width direction of the host vehicle, that is, in the X-axis direction, and the second distance in front of the host vehicle, That is, for example, the second determination line PE is set approximately 18 m ahead in parallel to the vehicle width direction of the host vehicle.

  In this state, the departure determination unit 24 first determines whether the right end locus LestR of the host vehicle is outside the right lane position LR as viewed from the host vehicle MC at the point of the first determination line PK or the left end of the host vehicle. If the locus LestL is outside the left lane position LL, it is determined that there is a possibility of lane departure. The departure determination means 24 then continues when the right end locus LestR of the host vehicle is outside the right lane position LR or the left end locus LestL is outside the left lane position LL at the point of the second determination line PE. Judge that there is a possibility of lane departure.

  The departure determination means 24 determines that the host vehicle MC may eventually depart from the lane when these two determination results are both determined to be possible. Yes. When the departure determination unit 24 determines that the host vehicle MC may deviate from the lane as described above, the departure determination unit 24 transmits an avoidance signal to the control unit 22.

  When the control unit 22 receives the avoidance signal from the departure determination unit 24, the control unit 22 transmits the avoidance signal to the travel target point setting device 1 to activate the range setting unit 2 and the travel target point setting unit 3. Further, a counter corresponding to the control operation time set in advance is set in a counter which is the measuring means 27. For example, when the control operation time is set to 6 seconds, the count set is 60 if the time required for one sampling cycle is 100 milliseconds, and is set if the time required for one sampling cycle is 10 milliseconds. The count is 600.

  Further, the control means 22 subtracts the count of the counter 27 by 1 every sampling cycle, and continues to transmit the avoidance signal to the travel target point setting device 1 until the count becomes zero. Yes.

  When the traveling target point setting device 1 receives the avoidance signal from the control means 22, the traveling target point setting apparatus 1 activates the range setting means 3 and the traveling target point setting means 4 during that time.

  The range setting means 3 takes in the offset distances Ror and Rol as reference data so as to meet the set conditions. In the present embodiment, as shown in FIG. 21, the above-described condition is determined by a position separated by a distance corresponding to half the vehicle width of the host vehicle from the lane position where the host vehicle MC may deviate at the time of startup. The offset distances Ror and Rol are set so that the offset positions OR and OL are set. In addition, the offset distance corresponding to the lane position on which the host vehicle MC may deviate every sampling cycle is increased by a certain amount, and the other offset distance is decreased by the same amount.

  In the example shown in FIG. 21, the lane position where the host vehicle MC may deviate is the right lane position LR, and the offset distance Ror is increased by a certain amount for each sampling cycle. Decrease by the same amount.

  The travel target point setting means 4 calculates a travel target point setting position for setting the travel target point GP that the host vehicle should travel, and sets the travel target point GP at the calculated travel target point setting position. When the calculated travel target point setting position is located outside the travel target point setting range LIM, the calculated travel target point setting position is corrected within the travel target point setting range LIM, and the corrected travel target point setting position is set. A travel target point GP is set.

  In the case of the above condition, the left and right offset positions OR and OL are set to the same position at the time of start-up, so the width of the travel target point setting range LIM is 0, and the travel target point GP is the offset position OR and OL are the same position. Set to Further, when the offset distances Ror and Rol are increased and decreased for each sampling cycle, if the road width is constant, the offset position OR and OL are set to the same position. OL is set at the same position.

  However, when the width of the travel target point setting range LIM becomes larger than 0 due to road width expansion or reduction, the steering angle of the host vehicle in the travel target point setting range LIM does not change more than the current steering angle. The travel target point setting position is calculated and the travel target point GP is set as in the case of the first embodiment.

  In addition, when the offset distances Ror and Rol are increased or decreased for each sampling cycle, the state where the width of the travel target point setting range LIM is equal to or larger than the specified value and the variation in the width is within the predetermined range continues for a predetermined period. The right and left offset distances Ror and Rol are corrected.

  In this way, information on the set travel target point GP is transmitted to the control device 21 for each sampling cycle.

  The calculating means 25 determines the driving line L for each sampling cycle based on the set driving target point GP, and the responding part control means 26 calculates the control command torque current It based on that, and corresponds to the responding part B. Transmission as a signal to a control system having a steering servo function is the same as in the second embodiment.

  As described above, according to the lane departure prevention device 20 according to the present embodiment, the travel target point GP that is initially set when it is determined that the host vehicle may depart from the lane is located at a position close to the lane. As shown in FIG. 22, the steering wheel is steered gently so that the host vehicle gradually changes the yaw rate and steering torque of the host vehicle while gradually changing the yaw rate and steering torque. It will be pulled back to the center side. Therefore, it is possible to avoid lane departure without giving the driver an uncomfortable feeling that the vehicle position is forcibly pulled back.

  Further, even when the width of the travel target point setting range becomes larger than 0, for example, when the road width is enlarged or reduced during the control operation of the departure avoidance control, the behavior of the host vehicle is controlled by the action of the travel target point setting device. Since the travel target point is set so as to behave and is always set within the travel target point setting range defined by the offset distance, control is performed so that the host vehicle can travel smoothly and stably in the travel lane. It becomes possible.

  It is also possible to combine the lane tracking support device according to the second embodiment and the lane departure prevention device according to the third embodiment. It is also possible to provide a display device for displaying that the lane tracking control and the departure avoidance control are being performed, or for notifying the driver by voice.

It is a block diagram which shows the structure of the driving | running | working target point setting apparatus which concerns on 1st Embodiment. It is a block diagram which shows the structure of the lane detection means which concerns on 1st Embodiment. It is a figure which shows an example of a reference | standard image. It is a figure which shows the right lane and the left lane detected on the reference | standard image. It is a figure showing the lane position specified on real space, the own vehicle, an offset distance, and an offset position. It is a figure showing the lane position specified on real space, the own vehicle, an offset distance, and an offset position. It is a figure showing the offset distance in the driving | running lane where a road width expands, an offset position, and a driving target point setting range. It is a figure showing the offset distance in the driving | running lane where a road width reduces, an offset position, and a driving target point setting range. It is a figure explaining correction of offset distance in a run lane where a road width expands. It is a figure explaining correction of offset distance in a run lane where a road width decreases. It is a figure explaining correction of offset distance when an offset distance becomes smaller than regulation distance, (A) expresses before amendment and (B) expresses after amendment. It is a figure explaining correction of offset distance when an offset distance becomes smaller than regulation distance. (A) shows before correction, (B) is in the middle of correction, and (C) expresses after correction. It is a figure showing the travel target point set in a travel target point setting range. It is a figure showing the travel target point set in a travel target point setting range. It is a figure showing the locus | trajectory of the driving | running | working target point set in the driving | running lane detected unstable. It is a block diagram which shows the structure of the lane following assistance apparatus which concerns on 2nd Embodiment. (A) is a graph which shows the example of steering torque, (B) is a graph showing the time change of the count of a measurement means. It is a figure showing the determined travel line. It is a block diagram which shows the structure of the lane departure prevention apparatus which concerns on 3rd Embodiment. It is a figure explaining the driving | running locus | trajectory specified on real space, the left-right lane position, and the 1st, 2nd judgment line. It is a figure showing the offset distance set at the time of starting of the range setting means of a driving | running | working target point setting apparatus. It is a figure showing the locus | trajectory of the own vehicle implement | achieved by the lane departure prevention apparatus which concerns on 3rd Embodiment. It is a figure showing the left-and-right lane position detected unstable. It is a figure showing the locus | trajectory of the travel target point set when drive | working the center of the lane position of FIG. It is a figure showing the locus | trajectory of the travel target point set when drive | working along the right lane position of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Travel target point setting apparatus 2 Lane detection means 3 Range setting means 4 Travel target point setting means 10 Lane tracking assistance apparatus 11 Controller 20 Lane departure prevention apparatus 21 Controller γ Yaw rate T Reference image LR, LL Lane position MC Own vehicle GP Travel target point R Distance Ror, Rol Offset distance OR, OL Offset position L1 Travel lane LIM Travel target point setting range Rbound Specified distance Lc Center line Pi of own vehicle Intersection Rp-g Deviation B Responsive part Ttotal Period

Claims (16)

Lane detection means for detecting the lane position on the left and right of the host vehicle from an image obtained by imaging the traveling path of the host vehicle including the road;
A left and right offset position is set at a position spaced inward by a predetermined offset distance from the left and right lane positions detected by the lane detecting means, and a range from one offset position to the other offset position is set as a travel target point. Range setting means for setting as a setting range;
A travel target point setting position for setting a travel target point that the host vehicle should travel so that the behavior of the host vehicle becomes a predetermined target behavior is calculated, and the travel target point is set to the calculated travel target point setting position Traveling target point setting means for
The travel target point setting means, when the calculated travel target point setting position is outside the travel target point setting range, corrects the calculated travel target point setting position within the travel target point setting range, A travel target point setting device, wherein the travel target point is set at the corrected travel target point setting position. The target behavior is a vehicle behavior in which the steering angle of the host vehicle is not larger than the current steering angle,
The travel target point setting device according to claim 1, wherein the travel target point setting unit calculates the travel target point setting position that satisfies the target behavior.   The travel target point setting means calculates, as the travel target point setting position, a position where the deviation of the travel target point from the center line extending forward from the host vehicle maintains the deviation in the previous sampling cycle. The travel target point setting device according to claim 2.   3. The travel target point setting means calculates a position on a straight line connecting positions in the real space of the host vehicle in the previous sampling cycle and the previous sampling cycle as the travel target point setting position. The travel target point setting device described in 1.   The travel target point setting device according to claim 2, wherein the travel target point setting means calculates a position at which the yaw rate of the host vehicle in the previous sampling cycle is maintained as the travel target point setting position. The target behavior is a behavior in which the steering angle of the host vehicle maintains the rate of change of the steering angle up to the present,
The travel target point setting device according to claim 1, wherein the travel target point setting unit calculates the travel target point setting position that satisfies the target behavior.   The travel target point setting means determines the position where the deviation of the travel target point from the center line of the host vehicle extending forward from the host vehicle maintains the rate of change of the deviation in a predetermined number of sampling cycles before the previous time. The travel target point setting device according to claim 6, wherein the travel target point setting device is calculated as a set position.   The range setting means uses the left / right offset distance set when the apparatus is started or when the control is resumed as a reference for setting the travel target point setting range thereafter. The travel target point setting device according to any one of the above.   9. The left and right offset distances are respectively corrected so that the range setting means sets a travel target point at a travel target point setting position that meets a set condition. The travel target point setting device according to any one of the above.   10. The travel target point setting according to claim 9, wherein the range setting unit corrects the left and right offset distances when a width of the travel target point setting range is equal to or greater than a predetermined value continuously for a predetermined period. apparatus.   The range setting means corrects each of the offset distances to be equal to or more than the specified distance when any of the left and right offset distances is smaller than a preset specified distance and approaches the lane position. The travel target point setting device according to claim 9.   The range setting means, when correcting the left and right offset distances, corrects each offset position so as to move in a direction toward the center of the traveling lane according to the elapsed time. Traveling target point setting device. A travel target point setting device according to any one of claims 1 to 12,
A lane tracking support device, comprising: a control device that performs lane tracking control by transmitting a signal to a responding unit so as to travel the travel target point set by the travel target point setting device. The travel target point setting device according to claim 9,
A control device that performs lane tracking control by transmitting a signal to the responding unit so as to travel the travel target point set by the travel target point setting device;
The range setting means of the travel target point setting device sets the left and right offset distances to be equal to each other, and when the width of the travel target point setting range is a specified value or more continuously for a predetermined period, A lane following support device, wherein the offset distances of the lanes are corrected to be equal to each other. The travel target point setting device according to claim 9,
A control device that performs lane tracking control by transmitting a signal to the responding unit so as to travel the travel target point set by the travel target point setting device;
The range setting means of the travel target point setting device is configured so that the distance between the travel target point and the lane position coincides with the distance between the lane position and the host vehicle during a predetermined period from the intervention of the steering action by the driver. A lane tracking support device that corrects left and right offset distances. A travel target point setting device according to any one of claims 1 to 12,
Based on the lane position detected by the lane detecting means of the travel target point setting device, it is determined whether or not the host vehicle deviates from the lane, and when it is determined that there is a possibility of lane departure, the travel target point A lane departure prevention device, comprising: a control device that performs a departure avoidance control by transmitting a signal to the responding unit so as to travel the travel target point set by the setting device.

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