JP2010058739A - Lane departure alarm device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a lane departure alarm device capable of giving an alarm of a departure from a lane in a curve inside direction without imparting unnatural feeling to a driver. <P>SOLUTION: The lane departure alarm device gives the alarm of the departure of a vehicle from the lane to the driver. The lane departure alarm device includes a departure state deciding part 11 for deciding whether or not the vehicle departs from the lane, steering device 31 and speaker 32 for outputting alarm torque and alarm sound, and an alarm timing control part 12 for controlling output timing of the steering device 31 and the speaker 32 based on the decision result of the departure state deciding part 11. The alarm timing control part 12 is constituted so that the output timing of the alarm sound may be delayed than that of the alarm torque when giving an alarm of the departure from the lane in the curve inside direction, and thereby the alarm of the departure from the lane in the curve inside direction can be properly given without imparting unnatural feeling to the driver. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a lane departure warning device that warns of departure from a lane.

2. Description of the Related Art Conventionally, as a device for warning a departure from a lane, a device that gives warning torque to steering means such as a steering wheel and warns by a buzzer sound is known (for example, see Patent Document 1).
JP 2006-331304 A

  By the way, when turning inside the curve, if the steering wheel is straightened, the vehicle tends to travel naturally in the curve outward direction. For this reason, when warning of the departure from the lane inward of the curve, it is conceivable to make the warning weaker than during normal driving. However, in the lane departure warning device described in Patent Document 1, warning is given by warning torque and warning sound, so that the warning may be excessive for the driver.

  Accordingly, the present invention has been made to solve such a technical problem, and provides a lane departure warning device capable of warning a departure from a lane toward the inside of a curve without giving the driver a sense of incongruity. The purpose is to provide.

  That is, the lane departure warning device according to the present invention is a lane departure warning device that warns the driver of a departure from the lane of the vehicle, a departure determination means for determining whether or not to depart from the lane, a warning torque and a warning. Alarm means for outputting sound, and alarm timing control means for controlling the output timing of the alarm means based on the determination result of the deviation determination means, the alarm timing control means for detecting a deviation from the lane inward of the curve. In the case of warning, the alarm sound output timing is delayed as compared with the alarm torque output timing.

  According to the present invention, when warning torque and warning sound are output to warn of deviation from the lane inward of the curve, the warning sound output timing can be delayed compared to the warning torque output timing. . In this way, by delaying only the output timing of the alarm sound that is likely to be annoying to the driver compared to the alarm torque, the driver is warned of the departure from the lane in the direction of the curve appropriately without giving the driver a sense of incongruity. be able to.

  Here, the alarm timing control means preferably delays the output timing of the alarm sound based on the angle formed by the traveling direction of the vehicle and the white line inside the curve. By configuring in this way, the alarm sound output timing can be changed according to the angle (yaw angle) between the traveling direction of the vehicle and the white line inside the curve, so an alarm that does not give the driver a sense of incongruity However, an appropriate warning can be given according to the deviation situation.

  The alarm timing control means preferably delays the output timing of the alarm sound as the angle between the traveling direction of the vehicle and the white line inside the curve becomes smaller. When the departure tendency is small, the warning sound is troublesome for the driver. Therefore, the warning sound that does not give the driver a sense of incongruity can be provided by delaying the output timing of the warning sound as the yaw angle decreases.

  Further, the lane departure warning device includes driver intention estimation means for estimating the intention of lane departure toward the inside of the curve, and the warning timing control means has the driver's intention to lane departure by the driver intention estimation means. It is preferable to delay the output timing of the alarm sound only when it is determined.

  With this configuration, the alarm sound output timing can be delayed only when the driver deliberately deviates inward of the curve, so that the troublesomeness felt by the driver can be reduced.

  According to the present invention, it is possible to warn of deviation from the lane in the curve inward direction without causing the driver to feel uncomfortable.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and redundant description is omitted.

  The lane departure warning device according to the present embodiment is a device that warns the driver of the departure of the vehicle with respect to the traveling road, and is suitably used for, for example, a vehicle having a driving support system.

  First, an outline of a vehicle including the lane departure warning device according to the present embodiment will be described. FIG. 1 is a schematic diagram of a vehicle provided with a lane departure warning device according to the present embodiment.

  A vehicle 3 shown in FIG. 1 is, for example, a vehicle driven manually, and includes a white line detection sensor 20, a steering input sensor 22, a navigation device 23, an ECU (Electronic Control Unit) 10, a steering device (alarm device) 31, and a speaker ( Alarm device) 32. Here, the ECU is a computer of an electronically controlled automobile device, and includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input / output interface, and the like.

  The white line detection sensor 20 is a sensor that detects a white line of a lane (lane) in which the vehicle 3 travels. For example, an image sensor is used as the white line detection sensor 20. The white line detection sensor 20 has a function of outputting information about the detected white line to the ECU 10.

  The steering input sensor 22 is a sensor that detects the steering angle of the steering wheel (steering wheel) input by the driver. As the steering input sensor 22, for example, a position detection sensor having a photo interrupter or the like is used. The steering input sensor 22 has a function of outputting the detected steering angle to the ECU 10.

  The navigation device 23 has a function of detecting the current position of the vehicle 3 using a global positioning system. The navigation device 23 has a function of performing route guidance to a travel destination. Moreover, the navigation apparatus 23 is comprised so that a map information database can be referred, and has the function to input the information regarding a road shape or a lane about the circumference | surroundings of the vehicle 3, or a driving planned route. In addition, the navigation device 23 has a function of outputting information on road shapes and lanes, guidance information, and the like to the ECU 10.

  The ECU 10 includes a departure state determination unit (deviation determination unit) 11, an alarm timing control unit (alarm timing control unit) 12, and a driver intention estimation unit (driver intention estimation unit) 13.

  The departure state determination unit 11 has a function of determining whether or not the vehicle 3 departs from the lane. For example, the departure state determination unit 11 has a function of calculating an interval between the white line and the vehicle 3 based on an image obtained by the white line detection sensor 20 and determining a departure tendency from the displacement. That is, the departure state determination unit 11 has a function of determining the possibility of departure as well as the case of determining that the departure has actually occurred. For example, when the vehicle 3 is traveling on a curve, the departure state determination unit 11 deviates in the curve inner direction or deviates in the curve outer direction based on the departure direction and the turning direction of the vehicle 3. It has a function to determine whether or not. Further, when the departure state determination unit 11 travels, for example, in a curve of a plurality of lanes, the vehicle 3 travels in the outer lane based on the travel position and map information of the vehicle 3 output from the navigation device 23. Or has a function of determining whether the vehicle is traveling in the inner lane. The departure situation determination unit 11 has a function of outputting the determination result to the alarm timing control unit 12.

  The driver intention estimation unit 13 has a function of estimating the driver's intention to deviate. The driver intention estimation unit 13 has a function of calculating a steering torque based on the steering angle output from the steering input sensor 22, for example. In addition, when the vehicle 3 travels a curve, the driver intention estimation unit 13 determines whether or not a steering torque of a predetermined value or more in the turning direction is detected for a predetermined time or more during the turning, and satisfies the condition In some cases, it has a function of estimating that there is an intention to deviate inside the curve. The driver intention estimation unit 13 has a function of outputting the estimated driver intention to the alarm timing control unit 12.

  The alarm timing control unit 12 has a function of controlling the application timing of alarm torque to be applied to the steering wheel of the steering device 31 of the vehicle 3 and the sounding timing of the alarm sound output from the speaker 32. The warning torque is for notifying the driver that the vehicle 3 deviates from the lane, and for guiding the vehicle 3 toward the inside of the lane to delay the time until the departure. The warning sound is for notifying that the vehicle 3 deviates from the lane through the driver's hearing, and includes a buzzer sound and voice. The alarm timing control unit 12 is configured to be able to control the alarm torque application timing and the alarm sounding timing separately. The alarm timing control unit 12 has a function of controlling the application timing of the alarm torque and the sounding timing of the alarm sound at the same time when, for example, warning of deviation from the lane of the vehicle 3 when traveling on a straight road. have. And the alarm timing control part 12 is a function which controls so that the blowing timing of an alarm sound may be delayed compared with the application timing of an alarm torque, for example, when the vehicle 3 warns the departure from the lane in the curve inward direction. have. The alarm timing control unit 12 has a function of correcting the degree of delay of the alarm sound blowing timing based on an angle (yaw angle) formed by the traveling direction of the vehicle 3 and the white line inside the curve. Further, the alarm timing control unit 12 has a function of determining whether or not to perform control to delay the alarm sounding timing based on the driver's intention to deviate and the deviating situation (deviation direction and road shape). .

  The steering device 31 is connected to the steering wheel and the wheel, and has a function of controlling the wheel angle (steering angle) based on the steering angle by the steering wheel operation. As the steering device 31, for example, a power steering device that applies a steering assist torque by driving a motor in accordance with a steering operation is used. Further, the steering device 31 has a function of applying an alarm torque to the steering transmission system at an application timing based on the control of the alarm timing control unit 12.

  The speaker 32 has a function of blowing an alarm sound to the driver. The speaker 32 has a function of sounding an alarm sound at the sounding timing based on the control of the alarm timing control unit 12.

  The lane departure warning device 1 includes the above-described departure status determination unit 11, warning timing control unit 12, driver intention estimation unit 13, steering device 31, and speaker 32.

  Next, operation | movement of the vehicle 3 provided with the lane departure warning apparatus 1 which concerns on this embodiment is demonstrated. FIG. 2 is a flowchart showing the operation of the vehicle 3 provided with the lane departure warning device 1 according to the present embodiment. The control process shown in FIG. 2 is repeatedly executed at a predetermined timing after, for example, the ignition is turned on or the alarm execution button provided on the vehicle 3 is turned on. In view of ease of understanding, description will be made with reference to FIG. FIG. 6 is a schematic diagram for explaining the operation of the vehicle 3 provided with the lane departure warning device 1 according to the present embodiment.

As shown in FIG. 2, the vehicle 3 starts the process from the lane information input process (S10). The process of S10 is a process executed by the white line detection sensor 20 to acquire white line position information and the like. The white line detection sensor 20 repeatedly acquires, for example, image information in the traveling direction of the vehicle 3 and, based on the acquired image information, for example, white lines L _{1 to} L _{3 of} the road on which the vehicle 3 illustrated in FIG. inputs the lateral shift amount D, the traveling direction of the vehicle 3 and the white line L ₁ and the angle theta _{yaw (yaw} angle) with respect to the traffic lane of the vehicle 3 (lane). The curve radius R may be input from the navigation device 23. When the process of S10 ends, the process proceeds to the deviation determination process inside the curve (S12).

  The process of S12 is a process which the departure condition determination part 11 performs, and determines whether the vehicle 3 deviates in the curve inner side direction. This process will be described in detail with reference to FIG. FIG. 3 is a flowchart showing the departure determination process in S12 of FIG. As shown in FIG. 3, the departure determination process starts with a departure determination process to the right (S30).

The process of S30 is a process of determining whether or not to depart to the right side (right direction). Deviation state determination unit 11, based on the traveling direction and the like of the position and the vehicle 3 of the white line L ₁ entered in the processing of S10, it is determined whether or not deviate. Alternatively, the departure state determination unit 11 determines whether or not to depart from the displacement of the road width and the lateral deviation amount D. Then, the departure state determination unit 11 determines whether or not the departure direction is the right side. For example, the departure state determination unit 11 determines whether the departure direction is the right side based on the yaw angle θ _yaw input in the process of S10. Alternatively, for example, the case where the lateral deviation amount D is shifted from the lane center to the right side is positive, and the case where the lateral deviation amount D is shifted from the lane center to the left side is negative. If it is determined in step S30 that the vehicle deviates to the right side, the process proceeds to right curve determination processing (S32).

  The process of S32 is a process of determining whether or not the traveling road is a right curve. The departure situation determination unit 11 determines whether the curve is a right curve based on the image information input in the process of S10, for example. Alternatively, based on the road information input by the navigation device 23, it is determined whether or not it is a right curve. In the process of S32, when it is determined that the turning road is a right curve, the process proceeds to the curve inside deviation detection process (S34).

  The process of S34 is a process for determining that the vehicle 3 deviates in the curve inner direction. The departure situation determination unit 11 sets, for example, a curve inside departure flag from an initial value of 0 to 1. When the process of S34 ends, the deviation determination process inside the curve shown in FIG. 3 ends.

  On the other hand, in the process of S30, when it is determined that the vehicle 3 has not deviated to the right side, the process proceeds to the left side deviation determination (S36). The process of S36 is a process of determining whether or not to deviate to the left (left direction), and is a process in which the left and right of the process of S30 are interchanged. In the process of S36, when it is determined that the vehicle 3 deviates to the left side, the process proceeds to the left curve determination process (S38).

  The process of S38 is a process for determining whether or not the running road is a left curve, and is a process in which the left and right of the process of S32 are interchanged. In the process of S38, when it is determined that the turning road is a left curve, the process proceeds to the curve inside deviation detection process (S34).

On the other hand, in the processing of S32, if the road during turning is determined not to be the right curve, or, in the processing of S38, when the road during turning is determined not to be the left-hand curve, the curve outwardly (white line L ₂ Gawa ), The control process shown in FIG. 3 is terminated. On the other hand, if it is determined in S36 that the vehicle 3 does not deviate to the left, the vehicle 3 does not deviate from the lane, and the control process shown in FIG.

  When the control process shown in FIG. 3 ends, the process returns to FIG. 2 and the process of S14 is started. The process of S14 is a process executed by the driver intention estimation unit 13 to estimate the driver's intention to depart from the lane. This process will be described in detail with reference to FIG. FIG. 4 is a flowchart showing the driver intention estimation process in S14 of FIG. As shown in FIG. 4, the driver intention estimation process starts with a left curve turning determination process (S40).

  The process of S40 is a process of determining whether or not the vehicle 3 is turning on the left curve. The driver intention estimation unit 13 determines whether or not the vehicle 3 is turning on the left curve, similarly to the process of S38 in FIG. In the process of S40, when it is determined that the left curve is turning, the process proceeds to the steering torque determination process (S42).

Processing S42 for the magnitude of the steering torque of the driver is a process of determining whether greater than a predetermined value T _1. The driver intention estimator 13 calculates the steering torque by calculating the steering angular velocity based on the steering angle output from the steering input sensor 22, for example. Here, the steering torque is positive when it is counterclockwise when viewed from the driver. The driver's intention estimator 13 compares the calculated steering torque and the predetermined value T _1. Predetermined value T ₁ is a minimum steering torque input by the driver with a deviation intention to the left, for example, a value measured by experiments or the like is used. In the processing of S42, when the magnitude of the steering torque of the driver is determined to be larger than the predetermined value T _1, the process proceeds to the continuation determination process (S44).

The process of S44 is a process of determining whether or not the steering torque (steering state) of S42 has continued for a predetermined time t. Driver's intention estimator 13, magnitude predetermined value T ₁ is greater than the state of the steering torque of the driver is determined whether continued for a predetermined time t. If it is determined in the process of S44 that the predetermined time t has continued, the process proceeds to a departure intention detection process (S46).

  The process of S46 is a process for estimating that the driver has an intention to depart from the lane. For example, the driver intention estimation unit 13 sets the departure intention flag from 0 to 1 as an initial value. When the process of S46 ends, the driver intention estimation process shown in FIG. 4 ends.

  On the other hand, in the process of S40, when it is determined that the left curve is not turning, the process proceeds to the right curve turning determination process (S48). The process of S48 is a process of determining whether or not the vehicle 3 is turning on the right curve. The driver intention estimation unit 13 determines whether or not the vehicle 3 is turning on the right curve, similarly to the process of S32 of FIG. In the process of S48, when it is determined that the right curve is turning, the process proceeds to the steering torque determination process (S50).

Processing of step S50 is substantially the same as the processing of S42, the magnitude of the steering torque of the driver is a process of determining whether a predetermined value -T ₁ smaller. The predetermined value −T ₁ is a minimum steering torque input by a driver who has a intention to deviate in the right direction. In the processing of S50, when the magnitude of the steering torque of the driver is determined to a predetermined value -T ₁ smaller, the process proceeds to the continuation determination process (S44).

On the other hand, in the process of S42, if the magnitude of the steering torque of the driver is determined to a predetermined value T ₁ less than, or, in the processing of S50, is larger than the predetermined value -T ₁ the magnitude of the steering torque of the driver If it is determined that the steering torque input is less than the steering torque of the driver who has the intention to deviate, the control process shown in FIG. If it is determined in the process of S44 that the steering state has not continued for the predetermined time t, the control process shown in FIG. On the other hand, if it is determined in S48 that the vehicle is not turning on the right curve, the control process shown in FIG.

  When the control process shown in FIG. 4 ends, the process returns to FIG. 2 and the process of S16 is started. The process of S16 is a process of determining whether or not it has deviated inward in the process of S12, and determining whether or not the driver has intention to deviate in the process of S14. When it is determined that the vehicle deviates inward in the process of S12, for example, when the internal deviation flag is 1, and when it is estimated that the driver has an intention to deviate in the process of S14, for example, when the deviation intention flag is 1. The process proceeds to the traveling lane input process (S18).

  The process of S18 is a process executed by the departure situation determination unit 11 and inputting the travel lane of the vehicle 3. The departure situation determination unit 11 inputs a lane in which the vehicle 3 travels from the navigation device 23, for example. For example, when there are a plurality of lanes and the road shape is a curve, it is input whether the travel lane is outside or inside. If the road is composed of one lane or is not a curve shape, this is input. When the process of S18 ends, the process proceeds to a lane determination process (S20).

  The process of S20 is a process executed by the departure situation determination unit 11 to determine whether or not there is a lane that can travel in a direction in which the vehicle 3 deviates. For example, the departure situation determination unit 11 determines whether or not the vehicle 3 is traveling in the innermost lane on the curved road based on the information input in the process of S18. In the process of S20, when it is determined that the vehicle 3 is traveling in the innermost lane, or when the vehicle 3 is traveling on a road composed of one lane, the process proceeds to the blowing timing delay process (S22).

The process of S22 is a process which the alarm timing control part 12 performs, and delays the sounding timing of an alarm sound compared with the application timing of an alarm torque. Here, considering ease of understanding, for example, as an initial setting, the alarm torque application timing and the alarm sound blowing timing are set to be the same, and the time until the vehicle 3 steps on the white line remains t _1. It is assumed that the steering device 31 and the speaker 32 are controlled so as to output an alarm torque and an alarm sound when the time is seconds. In this case, the alarm timing control unit 12 delays the alarm sound blowing timing from the remaining t ₁ second, for example, the time when the vehicle 3 steps on the white line is set as the alarm sound blowing timing. When the process of S22 is completed, the process proceeds to the blowing timing correction process (S24).

The process of S24 is a process which the warning timing control part 12 performs, and corrects the sounding timing set by the process of S22 based on the yaw angle θ _yaw . This process will be described in detail with reference to FIG. FIG. 5 is a flowchart showing the blowing timing correction process in S24 of FIG. As shown in FIG. 5, the sounding timing correction process starts from a yaw angle determination process (S60).

The process of S60 is a process of determining whether or not the absolute value of the yaw angle θ _yaw is larger than a predetermined yaw angle Y. The alarm timing control unit 12 sets in advance a yaw angle Y that serves as a reference for bringing the sounding timing closer to the application timing of the alarm torque, for example, according to the alarm level. For example, the yaw angle Y is set smaller as the alarm level increases. In the process of S60, when it is determined that the absolute value of the yaw angle θ _yaw is larger than the predetermined yaw angle Y, the process proceeds to a correction process (S62).

The process of S62 is a process of correcting the blowing timing delayed in the process of S22 of FIG. 2 based on the absolute value of the yaw angle θ _yaw . For example, the alarm timing control unit 12 corrects the blowing timing with reference to the graph shown in FIG. In the graph shown in FIG. 7, the horizontal axis is the yaw angle θ _yaw , and the vertical axis is the alarm sounding timing based on the time when the vehicle 3 deviates (timing to step on the white line). That is, when the alarm sounding timing is 0 seconds, it indicates that the alarm sounding timing is the same as the timing of stepping on the white line, and the alarm sounding timing is, for example, t ₂ seconds ( (In the case of the yaw angle θ ₁ ) indicates that an alarm sound is generated when the remaining time until the vehicle 3 steps on the white line is t ₂ seconds. As shown in FIG. 7, the alarm timing control unit 12 corrects the sounding timing to be earlier as the yaw angle θ _yaw increases, that is, to increase the time until the white line is stepped after the alarm sound is sounded. On the other hand, the smaller the yaw angle θ _yaw is, the smaller the correction amount for advancing the sounding timing. Thus, the blowing timing once set in the process of S22 is corrected so that the degree of delay decreases as the yaw angle θ _yaw increases, that is, the deviation tendency increases, and approaches the alarm torque application timing. When the process of S62 ends, the control process shown in FIG. 5 ends.

On the other hand, in the process of S60, when it is determined that the absolute value of the yaw angle θ _yaw is not larger than the predetermined yaw angle Y, the deviation tendency is small, so that the alarm set in the process of S22 as shown in FIG. The process shown in FIG. 5 is terminated without correcting the sound blowing timing.

  When the control process shown in FIG. 5 ends, the process returns to FIG. 2 and the process of S26 is started. The process of S26 is a process executed by the alarm timing control unit 12, the steering device 31, and the speaker 32 to warn the driver of the departure of the vehicle 3. Based on the control of the alarm timing control unit 12, the steering device 31 and the speaker 32 give alarm torque at the application timing of the alarm torque, sound an alarm sound at the alarm sounding timing, and notify the driver. . When the process of S26 ends, the control process shown in FIG. 2 ends.

  On the other hand, in the process of S16, when it is determined that the vehicle does not deviate inward, for example, when the internal departure flag is 0, or when it is estimated that the driver has no intention of departure, for example, when the departure intention flag is 0 In order to reliably notify the driver of the departure, the process shifts to the alarm output process without performing the delay process of the blowing timing (S26).

On the other hand, if it is determined in the process of S20 that the vehicle 3 is not traveling in the innermost lane, the warning buzzer may be troublesome for the driver because there is another lane that can travel inside the traveling lane. High nature. For this reason, it transfers to S28 and performs the alarm output process which outputs only an alarm torque. The process of S28 is a process in which the warning timing control unit 12 controls the steering device 31, outputs a warning torque at the application timing, and notifies the driver of the deviation of the vehicle 3 from the lane. When the process of S28 ends, the control process shown in FIG. 2 ends. Thus, for example, with the case of intentionally changing lanes from the outside lane that deviates from the center line L ₃ to the inside lane it can be avoided to feel cumbersome driver since the alarm sound is stopped, alarm Since torque is applied, the driver can be appropriately warned of deviation.

  Above, the control process shown in FIG. 2 is complete | finished. When the control torque shown in FIG. 2 is used to warn the departure from the lane inward of the curve with the warning torque and the warning sound, only the alarm sounding timing is delayed, which is troublesome for the driver. In addition to avoiding this, it is possible to prevent the alarm function from being lowered by applying the alarm torque at the normal application timing.

  As described above, according to the lane departure warning device 1 according to the present embodiment, when the warning torque and the warning sound are output to warn the departure from the lane in the curve inner direction, the warning sound blowing timing is set. The alarm torque can be delayed compared to the application timing. In this way, by delaying only the output timing of the alarm sound that is likely to be annoying to the driver compared to the alarm torque, the driver is appropriately warned of deviation from the lane inward of the curve without giving the driver a sense of incongruity. be able to.

Further, according to the lane departure warning device 1 according to the present embodiment, the output timing of the warning sound can be changed according to the yaw angle θ _yaw , so that the driver is in a departure situation while giving a warning that does not give the driver a sense of incongruity. Appropriate alarms can be given accordingly.

Further, according to the lane departure warning device 1 according to the present embodiment, the output timing of the warning sound can be delayed as the yaw angle θ _yaw becomes smaller, so that the departure tendency is small and the warning by the warning sound is not required immediately. It is possible to give a warning that does not give the driver a sense of incongruity.

  Further, according to the lane departure warning device 1 according to the present embodiment, the driver recognizes that the output timing of the warning sound can be delayed only when the driver deliberately deviates in the curve inner direction. Since the event is not notified more than necessary, the troublesomeness felt by the driver can be reduced.

  In addition, embodiment mentioned above shows an example of the lane departure warning apparatus based on this invention. The lane departure warning device according to the present invention is not limited to the lane departure warning device according to the embodiment, and the lane departure warning device according to the embodiment is modified without changing the gist described in each claim. Or it may be applied to other things.

  For example, in the above-described embodiment, an example in which the lane departure warning device 1 including the driver intention estimation unit 13 estimates the driver's intention to deviate and performs control based on the estimation result has been described. 13 need not necessarily be provided, and the processing related to the driver's intention to deviate (S14 and S16 in FIG. 2) may be appropriately performed based on the required performance.

In the above-described embodiment, the example in which the alarm sounding timing is changed according to the yaw angle θ _yaw has been described. However, the correction process (S24 in FIG. 2) may be appropriately performed based on the required performance. Good.

It is a block diagram which shows the structure outline | summary of a vehicle provided with the lane departure warning apparatus which concerns on embodiment. It is a flowchart which shows operation | movement of a vehicle provided with the lane departure warning apparatus which concerns on embodiment. It is a flowchart which shows operation | movement of a vehicle provided with the lane departure warning apparatus which concerns on embodiment. It is a flowchart which shows operation | movement of a vehicle provided with the lane departure warning apparatus which concerns on embodiment. It is a flowchart which shows operation | movement of a vehicle provided with the lane departure warning apparatus which concerns on embodiment. It is a schematic diagram explaining operation | movement of a vehicle provided with the lane departure warning apparatus which concerns on embodiment. It is a graph which shows the yaw angle dependence of the sounding timing of an alarm sound.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Lane departure warning device, 3 ... Vehicle, 10 ... ECU, 11 ... Deviation situation determination part (deviation determination means), 12 ... Warning timing control part (alarm timing control means), 13 ... Driver intention estimation part (driver) Intention estimation means), 31 ... steering device (alarm means), 32 ... speaker (alarm means).

Claims (4)

A lane departure warning device that warns a driver of a departure from a vehicle lane,
Departure determination means for determining whether to depart from the lane;
Alarm means for outputting alarm torque and alarm sound;
Alarm timing control means for controlling the output timing of the alarm means based on the determination result of the deviation determination means;
With
The warning timing control means delays the output timing of the warning sound compared to the output timing of the warning torque when warning the departure from the lane in the curve inward direction;
Lane departure warning device characterized by   The lane departure warning device according to claim 1, wherein the warning timing control means delays the output timing of the warning sound based on an angle formed by the traveling direction of the vehicle and a white line inside the curve.   The lane departure warning device according to claim 2, wherein the warning timing control means delays the output timing of the warning sound as the angle between the traveling direction of the vehicle and the white line inside the curve decreases. Driver intention estimation means for estimating the intention of lane departure to the inside of the curve,
4. The alarm timing control unit according to claim 1, wherein the warning timing control unit delays the output timing of the warning sound only when the driver intention estimation unit determines that the driver has an intention to depart from the lane. 5. Lane departure warning device.

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