JP2011121501A - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control device capable of performing control along a drive feeling of a driver according to a situation while securing sufficient safety. <P>SOLUTION: A target deviation angle arithmetic part 16 calculating a target deviation angle θ' to a deviation angle θ calculates the target deviation angle θ' based on a deviation margin distance D between a white line WL and an obstacle B1. The deviation margin distance D between the white line WL and the obstacle B1 indicates a degree of a margin between an own vehicle M1 and the obstacle B1 when exceeding the white line WL. When calculating the target deviation angle θ' in a range that the safety can be certainly secured based on the deviation margin distance D, an increase of the deviation angle θ is allowable in a part in a range satisfying the target deviation angle θ' even if the operation of the increase of the deviation angle is performed for some reason. Thereby, the excessive interposition of a control amount can be suppressed. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle control device that controls a vehicle.

As a conventional vehicle control device, a white line is recognized based on image information of a road ahead of the host vehicle, an object existing in front of the host vehicle is recognized, a relative position of the own vehicle with respect to the white line and a relative position of the own vehicle with respect to an obstacle A control reference line is set on the basis of the vehicle control, and traveling control of the host vehicle is performed based on the set control reference line (see, for example, Patent Document 1). In this vehicle control apparatus, as shown in FIG. 11, a boundary line W is set at a position a predetermined distance α from the white line, a boundary line D is set at a position a predetermined distance β from the obstacle, and the boundary lines W, D Of these, the control reference line X is uniformly set on the vehicle side. In the example of FIG. 1, the boundary line W _L for the white line is set to control the reference line X _L on the left, the right boundary line D _R with respect to the obstacle is set in the control reference line X _R.

JP 2000-215396 A

  However, in the vehicle control apparatus as described above, when the distance between the white line and the obstacle is short, the control reference line is always set by the distance β from the obstacle. Such control is executed regardless of whether the road on which the vehicle is traveling is an expressway or a general road. For example, on a road having a relatively narrow road width such as a general road, the driver cares about the distance between the white line and the own vehicle rather than the distance between the obstacle present outside the road and the own vehicle. However, in the above-described vehicle control device, the distance to the obstacle is prioritized and control is performed, so there is a possibility that the actual driving feeling of the driver and the control content will deviate.

  In addition to the obstacles such as pedestrians and bicycles, there are many roadside objects such as utility poles, planting or guardrails on ordinary roads. However, in the above-described vehicle control device, control is always performed to ensure a predetermined interval for all obstacles regardless of the type of obstacle. Such control does not coincide with the driving feeling of the driver, and the driver may feel annoyed. As described above, in the conventional vehicle control device, uniform control is performed regardless of the running condition, and control that deviates from the driving sense of the driver is performed by the intervention of an excessive control amount. It may be broken.

  The present invention has been made to solve such a problem, and is a vehicle control device capable of performing control in accordance with the driving sense of the driver according to the situation while ensuring sufficient safety. The purpose is to provide.

  A vehicle control device according to the present invention is a vehicle control device that performs control to suppress lane departure based on the position of a white line and an object existing around the vehicle, and acquires a distance between an object outside the lane and the white line And a target value calculating means for calculating a target value for a predetermined value indicating the possibility of lane departure, the target value calculating means based on the distance between the object and the white line. Is calculated.

  In the vehicle control device according to the present invention, target value calculation means for calculating a target value for a predetermined value indicating the possibility of lane departure calculates the target value based on the distance between the object and the white line. The distance between the object and the white line indicates how much room there is between the vehicle and the object if the white line is exceeded. Based on the distance, if the target value is calculated within a range where safety can be reliably ensured, an operation that seems to cause a lane departure for some reason (for example, driving on a lane change or curved road) Thus, even if the traveling direction of the vehicle temporarily intersects the white line outside the lane), it can be allowed to some extent within the range that satisfies the target value. Also, when driving on a road with a relatively narrow road and a short distance between the object and the white line, even if the distance between the object and the vehicle is within a certain range, driving within the range that satisfies the target value It is possible to travel along the white line so as to match the driving feeling of the person. For example, if only the distance between the object and the vehicle is prioritized and control is performed to maintain a constant distance from the obstacle, even if an action that matches the situation occurs, the deviation is suppressed. A large amount of control for excessive intervention. On the other hand, according to the present invention, since a certain amount of operation is allowed in a range that satisfies the target value, it is possible to prevent the control amount from intervening excessively. As described above, it is possible to perform control in accordance with the driving sensation of the driver according to the situation while ensuring sufficient safety.

  In the vehicle control device according to the present invention, it is preferable that the target value calculation means calculates a target deviation angle with respect to the white line of the host vehicle based on a distance between the object and the white line. By calculating the target departure angle with respect to the departure angle, which is a predetermined value that indicates the possibility of lane departure, an operation that causes the host vehicle to tilt toward the white line side while ensuring sufficient safety occurs. It is possible to suppress an excessive amount of control from intervening.

  In the vehicle control device according to the present invention, it is preferable that the target value calculation means calculates the target value based on the shape of the road on which the host vehicle travels. When traveling on a straight road and when traveling on a curve, it is necessary to reduce the value indicating the possibility of lane departure such as a departure angle when traveling on a curve. Therefore, the target value calculating means can set a target value that can ensure further safety according to the situation by calculating the target value based on the shape of the road on which the host vehicle is traveling.

  In the vehicle control device according to the present invention, it is preferable that the target value calculation means calculates the target value based on the type of the object. For example, when the object is a moving body such as a pedestrian or a bicycle, it is necessary to suppress a value indicating the possibility of lane departure such as a departure angle as compared with a stationary object such as a utility pole or a guardrail. Therefore, the target value calculation means can set a target value that can ensure further safety according to the situation by calculating the target value based on the type of the object.

  In the vehicle control device according to the present invention, it is preferable that the target value calculation means calculates the target value based on the vehicle speed of the host vehicle. When the vehicle speed is high, it is necessary to suppress a value indicating the possibility of lane departure such as a departure angle as compared with a case where the vehicle speed is low. Therefore, the target value calculation means can set a target value that can ensure further safety according to the situation by calculating the target value based on the vehicle speed.

  In the vehicle control device according to the present invention, it is preferable that the target value calculation means calculates the alarm timing based on the distance between the object and the white line.

  ADVANTAGE OF THE INVENTION According to this invention, control along a driver | operator's driving | operation feeling can be performed according to a condition, ensuring sufficient safety | security.

It is the figure which showed the block configuration of the vehicle control apparatus which concerns on embodiment of this invention. It is a figure which shows an example of a mode that it drive | works based on the vehicle control apparatus which concerns on embodiment of this invention. It is a figure which shows the positional relationship of the obstruction and white line in the road where the own vehicle drive | works. It is a figure for demonstrating the relationship between the curve of a road, and the deviation of a vehicle. It is a figure for demonstrating an example of how to set deviation angle (theta). It is a graph which shows the relationship between a deviation margin distance and a target deviation angle. It is a graph which shows the relationship between a vehicle speed and a vehicle speed gain. It is a graph which shows the relationship between the curvature radius of a road, and road shape gain. It is a table | surface which shows the relationship between the kind of obstruction, and an obstruction gain. It is a flowchart which shows the processing content of the vehicle control apparatus which concerns on embodiment of this invention. It is a figure for demonstrating the control content in the conventional vehicle control apparatus.

  Hereinafter, a preferred embodiment of a vehicle control device according to the present invention will be described in detail with reference to the drawings.

  First, the structure of the vehicle control apparatus 1 which concerns on embodiment of this invention is demonstrated. FIG. 1 is a diagram showing a block configuration of a vehicle control device 1 according to an embodiment of the present invention. The vehicle control device 1 has a function of performing control for suppressing lane departure based on road environments and objects existing around the host vehicle. The vehicle control device 1 has a function of setting an optimal travel route DL based on the distance between the white line B1 and the obstacle (object) B1 as shown in FIG. As shown in FIG. 1, the vehicle control device 1 includes an ECU (Electronic Control Unit) 2, a radar 3, a camera 4, a sensor 6, and a support device 7.

  The radar 3 has a function of detecting an object existing around the own vehicle. The radar 3 can detect an object that exists in front of the vehicle and can be an obstacle. The radar 3 is configured by, for example, a millimeter wave radar or a laser radar. The radar 3 transmits a transmission wave such as a millimeter wave or a laser toward the front of the host vehicle, receives a reflected wave reflected by an object, and serves as radar information. Has a function to acquire. The radar 3 has a function of outputting the acquired radar information to the ECU 2. The camera 4 has a function of photographing the periphery of the host vehicle, and specifically, is configured by a CCD camera attached to the host vehicle. The camera 4 has a function of outputting the captured image to the ECU 2. The sensor 6 has a function of detecting information related to the traveling state of the host vehicle, and includes, for example, a wheel speed sensor, a yaw rate sensor, and a steering sensor. The sensor 6 has a function of outputting the detection result to the ECU 2.

  The support device 7 has a function of supporting driving of the host vehicle M1. The support device 7 is configured by a brake or an EPS actuator, and has a function of performing driving support based on a control signal from the ECU 2.

  The ECU 2 is an electronic control unit that performs overall control of the vehicle control device 1. The ECU 2 is mainly configured by a CPU, for example, and includes a ROM, a RAM, an input signal circuit, an output signal circuit, a power supply circuit, and the like. The ECU 2 includes an object information acquisition unit 8, a white line information acquisition unit 9, a deviation margin distance calculation unit (distance acquisition means) 11, a vehicle speed calculation unit 12, a road shape calculation unit 13, a type identification unit 14, a target departure angle calculation unit (target A value calculation means) 16 and a control amount calculation unit 17.

  The object information acquisition unit 8 has a function of acquiring information about an object existing around the vehicle based on radar information from the radar 3. The information related to the object includes information related to the position, distance, and shape of the detected object. The object here is an obstacle that exists in front of the vehicle and that exists along the own lane. Objects that can become obstacles are, for example, structures such as walls and buildings around the vehicle, moving objects such as pedestrians and bicycles, roadside objects such as utility poles, planting and guardrails, and other obstacles. is there. FIG. 3 is a diagram illustrating a positional relationship between an obstacle and a white line on a road on which the host vehicle is traveling. FIG. 3A shows a situation where the host vehicle M1 is traveling on a straight road, and in the drawing, an obstacle B1 such as a guard rail or a wall existing along the road is shown. FIG. 3B shows a situation where the host vehicle M1 is traveling on a curved road. In the figure, an obstacle B1 such as a guard rail or a wall existing outside the road is shown in the curved portion. Yes. Obstacles are not only present outside the white line, but also are obstacles that extend to the inside of the white line. The object information acquisition unit 8 has a function of outputting the acquired information to the deviation margin distance calculation unit 11.

  The white line information acquisition unit 9 has a function of acquiring information about white lines existing around the vehicle based on the captured image from the camera 4. The information regarding the white line includes information regarding the position, distance, and shape of the white line. The white line information acquisition unit 9 has a function of outputting the acquired information to the deviation margin distance calculation unit 11.

  Based on the information input from the object information acquisition unit 8 and the white line information acquisition unit 9, the departure margin distance calculation unit 11 determines the distance between the obstacle B1 outside the lane and the white line WL (hereinafter, the deviation margin distance D and Called). In FIG. 3A, since the obstacle B1 and the white line WL are parallel, the deviation margin distance D is indicated by the distance between the obstacle B1 and the white line WL. In FIG. 3B, the shortest distance between the curved white line WL and the obstacle B <b> 1 is defined as a departure margin distance D. The departure margin distance calculation unit 11 has a function of outputting the calculation result to the target departure angle calculation unit 16.

  The vehicle speed calculation unit 12 has a function of calculating the vehicle speed V of the host vehicle based on the detection result input from the sensor 6. Since the deviation from the white line is likely to increase as the vehicle speed V increases, an appropriate target departure angle can be calculated by considering the vehicle speed V. The vehicle speed calculation unit 12 has a function of outputting the calculation result to the target departure angle calculation unit 16.

  The road shape calculation unit 13 has a function of calculating the shape of the road on which the host vehicle is traveling based on information input from the radar 3 and the camera 4. Specifically, the radius of curvature R when the road is curved can be calculated. As shown in FIG. 4, the smaller the curvature radius R of the road (that is, the steeper the curve), the larger the deviation. Therefore, an appropriate target deviation angle can be calculated by considering the road shape. The road shape calculation unit 13 has a function of outputting the calculation result to the target departure angle calculation unit 16.

  Returning to FIG. 1, the type specifying unit 14 has a function of specifying the type of an obstacle based on information input from the radar 3 or the camera 4. The distance to be secured between the obstacle and the own vehicle differs depending on the type of the obstacle. Specifically, compared to roadside stationary objects such as guardrails, curbs, and trees, it is necessary to secure sufficient distances for vulnerable people such as pedestrians and bicycles. It is necessary to suppress it. The type specifying unit 14 has a function of outputting the calculation result to the target departure angle calculation unit 16.

  The target departure angle calculation unit 16 calculates the target departure angle θ ′ as a target value of the departure angle θ with respect to the white line WL of the host vehicle M1 based on the departure margin distance D, the vehicle speed V, the curvature radius R, and the type of obstacle. It has a function. Here, the departure angle θ is an angle between the traveling direction of the host vehicle M1 and the white line WL when the host vehicle may deviate from the white line. This deviation angle θ can be used for calculation for deviation control as one of the values indicating the possibility of lane departure of the host vehicle M1. An example of how to determine the departure angle θ will be described in detail with reference to FIG. 5. The departure angle θ is obtained by drawing a tangent line L1 with respect to the travel route DL at a predetermined position on the travel route DL, and at the intersection of the tangent line L1 and the white line WL. It is determined by the angle between the tangent line L1 and the tangent line L2 when the tangent line L2 with respect to the white line WL is drawn. In the present embodiment, the following description will be made on the assumption that the position at the time when the wheel of the host vehicle steps on the white line WL that is about to deviate is calculated as the “predetermined position” described above. However, as the “predetermined position”, the deviation angle θ may be calculated based on where on the travel route DL, for example, the position at the time when the body of the host vehicle M1 overlaps the white line WL, or The position at the time when the wheel or body approaches the white line WL by a predetermined distance may be used. Furthermore, the method of determining the departure angle θ is not limited to the above-described method, and any method may be used as long as it indicates the relationship between the white line WL on the departure side and the traveling direction of the host vehicle M1. The target departure angle θ ′ is a value indicating how much the departure angle θ should be suppressed according to the situation when the host vehicle M1 is traveling. The target deviation angle θ ′ is calculated to be smaller as the time it takes for the own vehicle M1 to depart from the white line WL and to contact the obstruction B1, and the target deviating angle θ ′ is calculated to be smaller. The longer the time it takes to do so, the larger the target deviation angle θ ′ is calculated.

  Specifically, the target departure angle calculation unit 16 calculates a target departure angle θ ′ corresponding to the departure allowance distance D based on the graph shown in FIG. Further, the target departure angle calculation unit 16 obtains a vehicle speed gain corresponding to the vehicle speed V based on the graph shown in FIG. Further, the target departure angle calculation unit 16 obtains a road shape gain corresponding to the radius of curvature R based on the graph shown in FIG. Moreover, the target deviation angle calculation part 16 obtains the obstacle gain according to the kind of obstacle based on the table | surface shown in FIG. Furthermore, the target departure angle calculator 16 can update the target departure angle θ ′ by multiplying each target gain angle θ ′ according to the departure allowance distance D by each gain as shown in the equation (1). . The target departure angle calculation unit 16 may multiply the target departure angle θ ′ every time gain is obtained and update it, or may multiply and update all gains at once. The target departure angle calculation unit 16 has a function of outputting the calculated target departure angle θ ′ to the control amount calculation unit 17.

  Target departure angle θ ′ = (Target departure angle θ ′ by departure margin distance D) × (vehicle speed gain) × (road shape gain) × (obstacle gain) (1)

  Returning to FIG. 1, the control amount calculation unit 17 has a function of calculating the control amount based on the target departure angle θ ′ calculated by the target departure angle calculation unit 16. That is, the control amount calculation unit 17 can calculate the control amount in the control for suppressing the lane departure based on the deviation margin distance D, the vehicle speed V, the curvature radius R, and the type of obstacle. Specifically, the control amount calculation unit 17 calculates a travel route in which the departure angle θ becomes the target departure angle θ ′ (or does not exceed the target departure angle θ ′), and the EPS is set so as to travel along the travel route. Calculates control values such as torque values and brakes. The control amount calculation unit 17 has a function of outputting a control signal to the support device 7.

  Next, with reference to FIG.10 and FIG.2, operation | movement of the vehicle control apparatus 1 which concerns on this embodiment is demonstrated. FIG. 10 is a flowchart showing the processing contents of the vehicle control device 1 according to the embodiment of the present invention. This process is repeatedly executed in the ECU 2 at a predetermined timing during driving of the vehicle.

  The white line information acquisition unit 9 of the ECU 2 acquires information on the white line WL existing around the vehicle based on the output from the camera 4 (step S10). Moreover, the object information acquisition part 8 acquires the information regarding the obstruction B1 which exists in the vehicle periphery based on the information from the radar 3 (step S12). Next, the departure allowance distance calculation unit 11 calculates the departure allowance distance D based on the information related to the white line WL and the information related to the obstacle B1 acquired in S10 (step S14). The deviation margin distance D in FIG. 2B is smaller than the deviation margin distance D in FIG.

  Next, the target departure angle calculation unit 16 calculates the target departure angle θ ′ based on the departure allowance distance D calculated in S14 by referring to the graph of FIG. 6 (step S16). Specifically, the target departure angle calculation unit 16 calculates a target departure angle θ ′ when the front wheel of the host vehicle M1 steps on the departure-side white line WL. FIG. 2 shows the host vehicle M1 (t) when the front wheel steps on the departure side white line WL. Since the distance between the white line WL and the obstacle B1 is large in FIG. 2A, the target deviation angle θ ′ may be set large, but in FIG. 2B, the distance between the white line WL and the obstacle B1 is small. Therefore, the target departure angle θ ′ must be set small.

  Next, the vehicle speed calculation unit 12 calculates the vehicle speed V of the host vehicle M1, and the target departure angle calculation unit 16 acquires a vehicle speed gain based on the vehicle speed V by referring to the graph shown in FIG. The target deviation angle θ ′ is updated by multiplying the gain (step S18). The road shape calculation unit 13 calculates the curvature radius R of the road, and the target departure angle calculation unit 16 acquires the road shape gain based on the curvature radius R by referring to the graph shown in FIG. The target deviation angle θ ′ is updated by multiplying the road shape gain (step S20). The type specifying unit 14 calculates the type of the obstacle B1, and the target departure angle calculating unit 16 acquires the obstacle gain based on the type of the obstacle B1 by referring to the table shown in FIG. The target deviation angle θ ′ is updated by multiplying the obstacle gain (step S22).

  The control amount calculation unit 17 sets a travel route DL such that the departure angle θ when the front wheel steps on the white line WL becomes the target departure angle θ ′, or a travel route DL that does not exceed the target departure angle θ ′. EPS and brake control amounts are calculated so as to travel along the travel route DL (step S24). At this time, when setting a travel route DL that draws a gentle curve as shown in FIG. On the other hand, when a travel route DL that draws a steep curve as shown in FIG. 2B is set, the control amount increases. Next, the control amount calculation unit 17 performs driving support by outputting a control signal based on the control amount calculated in S24 to the support device 7 (step S26). When the process of S26 ends, the process shown in FIG. 10 ends, and the process from S10 is repeated again at a predetermined timing.

  FIG. 2A shows a travel route in which the host vehicle M1 deviates from the white line WL, but it may be deviated because the deviation margin distance D is relatively large. However, it is shown in order to explain that “the target deviation angle θ ′ varies depending on the value of the deviation margin distance D” in comparison with FIG. In actual control, the travel route DL is set such that the departure angle θ is equal to or less than the target departure angle θ ′ and the host vehicle M1 does not deviate significantly from the white line WL.

  As described above, in the vehicle control device 1 according to the present embodiment, the target departure angle calculation unit 16 that calculates the target departure angle θ ′ (target value) with respect to the departure angle θ, which is a predetermined value indicating the possibility of lane departure, The target deviation angle θ ′ is calculated based on the deviation margin distance D between the white line WL and the obstacle B1. The deviation margin distance D between the white line WL and the obstacle B1 indicates how much room there is between the host vehicle M1 and the obstacle B1 when the white line WL is exceeded. If the target departure angle θ ′ is calculated within a range in which safety can be reliably ensured based on the departure margin distance D, there is a possibility that the lane departure may increase for some reason. A range that satisfies the target deviation angle θ ′ even if it seems to perform an expected action (for example, when the traveling direction of the vehicle temporarily intersects the white line outside the lane by changing the lane or driving on a curved road) Can be tolerated to some extent. Further, when traveling on a road having a relatively narrow road width and a short deviation margin D between the obstacle B1 and the white line WL, it is assumed that the distance between the obstacle B1 and the host vehicle M1 is within a certain range. In the range satisfying the target deviation angle θ ′, it is possible to travel along the white line WL so as to coincide with the driving feeling of the driver. For example, as in the example shown in FIG. 11, only the distance between the obstacle B1 and the host vehicle M1 is prioritized and control is performed so as to keep a constant distance from the obstacle. Even when the operation occurs, a large control amount for the deviation control is excessively intervened. On the other hand, according to the vehicle control device 1 according to the present embodiment, an operation in which the deviation angle θ is increased to some extent within a range that satisfies the target deviation angle θ ′ is allowed, so that the control amount excessively intervenes. This can be suppressed. As described above, it is possible to perform control in accordance with the driving sensation of the driver according to the situation while ensuring sufficient safety.

  Further, in the vehicle control device 1 according to the present embodiment, the target departure angle calculation unit 16 is based on the departure margin distance D between the white line WL and the obstacle B1, and the target departure angle θ with respect to the white line WL of the host vehicle M1. 'Is calculated. By calculating the target departure angle θ ′ with respect to the departure angle θ that is a predetermined value indicating the possibility of departure from the lane, the host vehicle M1 is inclined toward the white line WL side while ensuring sufficient safety. It is possible to suppress the intervention of an excessive control amount when such an operation occurs.

  In the vehicle control device 1 according to the present embodiment, the target departure angle calculation unit 16 can calculate the target departure angle θ ′ based on the shape of the road on which the host vehicle M1 travels. When traveling on a straight road and when traveling on a curve, it is necessary to keep the departure angle θ, which is a value indicating the possibility of lane departure, smaller when traveling on a curve. Therefore, the target departure angle calculation unit 16 calculates the target departure angle θ ′ based on the shape of the road on which the host vehicle M1 travels, thereby setting the target departure angle θ ′ that can ensure further safety according to the situation. It becomes possible to do.

  Further, in the vehicle control device 1 according to the present embodiment, the target departure angle calculator 16 can calculate the target departure angle θ ′ based on the type of the obstacle B1. For example, when the obstacle B1 is a moving object such as a pedestrian or a bicycle, it is necessary to suppress the departure angle θ, which is a value indicating the possibility of lane departure, as compared with a stationary object such as a utility pole or a guardrail. Therefore, the target departure angle calculation unit 16 can set a target value that can ensure further safety according to the situation by calculating the target departure angle θ ′ based on the type of the obstacle B1.

  Further, in the vehicle control device 1 according to the present embodiment, the target departure angle calculation unit 16 can calculate the target departure angle θ ′ based on the vehicle speed V of the host vehicle M1. When the vehicle speed V is high, it is necessary to keep the departure angle θ, which is a value indicating the possibility of lane departure, smaller than when the vehicle speed V is low. Therefore, by calculating the target departure angle θ ′ based on the vehicle speed V, the target departure angle calculation unit 16 can set the target departure angle θ ′ that can ensure further safety according to the situation.

  The vehicle control device according to the present invention is not limited to the above-described embodiment.

  In the above-described embodiment, the target departure angle calculation unit 16 calculates the target departure angle θ ′ based on the departure margin distance D, the vehicle speed V, the road shape, and the type of the obstacle B1, but at least the departure margin distance D is considered. It is sufficient that the vehicle speed V, the road shape, and the type of the obstacle B1 are not considered.

  In the above-described embodiment, the deviation angle θ is adopted as the predetermined value indicating the possibility of lane departure. However, the deviation angle θ is a value indicating the possibility of lane departure and the deviation margin between the obstacle B1 and the white line WL. As long as the target value varies according to the distance D, it is not limited to the deviation angle θ, and for example, alarm timing may be adopted. If the obstacle is present at a position relatively close to the white line, the possibility of a collision after departure increases, so the alarm timing is advanced. If the obstacle is present at a relatively far position, the timing over the white line can be set as the alarm timing.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle control apparatus, 11 ... Deviation margin distance calculating part (distance acquisition means), 16 ... Target departure angle calculating part (target value calculating means), B1 ... Obstacle (object).

Claims (6)

A vehicle control device that performs control for suppressing lane departure based on the position of a white line and an object existing around a vehicle,
Distance acquisition means for acquiring a distance between the object outside the lane and the white line;
A target value calculation means for calculating a target value for a predetermined value indicating the possibility of lane departure,
The target value calculating means calculates the target value based on a distance between the object and the white line.   2. The vehicle control device according to claim 1, wherein the target value calculating means calculates a target deviation angle of the host vehicle with respect to the white line based on a distance between the object and the white line.   The vehicle control device according to claim 1, wherein the target value calculation means calculates the target value based on a shape of a road on which the host vehicle travels.   The vehicle control device according to any one of claims 1 to 3, wherein the target value calculation means calculates the target value based on a type of the object.   The vehicle control device according to any one of claims 1 to 4, wherein the target value calculation means calculates the target value based on a vehicle speed of the host vehicle.   2. The vehicle control device according to claim 1, wherein the target value calculation means calculates an alarm timing based on a distance between the object and the white line.

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