JP2014144764A - Lane marker reliability determination device and driving support control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a lane marker reliability determination device which can accurately determine the reliability of a detected lane marker.SOLUTION: A lane marker reliability determination device includes: a lane marker detection unit 71 for detecting a lane marker marking the lane where an own vehicle is traveling; a lane marker lateral deviation calculation unit 72 for calculating a lane marker lateral deviation which is a lateral deviation between the lane marker and the vehicle; an inertia lateral deviation calculation unit 75 for calculating an inertia lateral deviation according to the current position of the vehicle, using inertial navigation on the basis of vehicle speed and vehicle turning state, and road data 74a of the road where the vehicle is traveling; and a reliability determination unit 76 for determining the reliability of the lane marker detected by the lane marker detection unit 71 by comparing the difference between the lane marker lateral deviation and the inertia lateral deviation with a permissible range based on lane marker lateral deviation error and accumulatively increasing inertia lateral deviation error. The device determines that the reliability of the lane marker detected by the lane marker detection unit 71 is low when the difference exceeds the permissible range.

Description

  The present invention relates to a lane marking reliability determination device, a driving support control device, a lane marking reliability determination method, and a driving support control method that determine the reliability of a lane marking that divides a lane in which a detected vehicle is traveling. It is.

  In recent years, some vehicles are equipped with LKA (Lane Keeping Assist System) as driving assistance control. LKA uses a camera that captures the front of the vehicle to capture a lane line that divides the lane in which the vehicle is traveling, such as a white line or a yellow line, and detects the lane line based on the captured image. The position of the vehicle relative to the lane is calculated based on the lane line, and the driving assistance control, particularly the steering device is controlled based on the calculated position of the vehicle so as not to deviate from the lane.

  In LKA, it is important to accurately detect a lane marking from an image. Therefore, for example, as shown in Patent Document 1, if the erroneous detection of the candidate point of the lane marker is clear, the road model is initialized and the lane recognition is performed again from the beginning. If the erroneous detection of the candidate point is unknown, the candidate point A technique has been proposed in which it is determined whether there is continuity in the detection result, and if there is no continuity, updating of the road model is stopped and lane recognition is performed based on the previous value instead of the current value (see Patent Document 1).

JP 2011-043907 A

  By the way, even if a lane line is accurately detected from the image, it is determined that the detected lane line is a correct lane line even if it is different from the lane line that actually divides the lane in which the vehicle should travel. There is a fear. For example, on an expressway, there are branch roads such as an outflow path from which vehicles exit the main line and an incoming inflow path, and the lane marking opposite the main line disappears at the connection between the main line and the branch path. Yes. Furthermore, the lane line corresponding to the main line disappeared at the branch point is connected to the lane line corresponding to the branch path. Therefore, in a vehicle traveling in a lane connected to a branch road, LKA may determine that the lane line corresponding to the branch road is the lane line corresponding to the main line.

  Therefore, the present invention has been made in view of the above, and is a lane line reliability determination device, a driving support control device, and a lane line reliability determination that can accurately determine the reliability of a detected lane line. It is an object to provide a method and a driving support control method.

  In order to solve the above-described problems and achieve the object, a lane line reliability determination apparatus according to the present invention includes a lane line detection unit that detects a lane line that divides a lane in which a vehicle is traveling, and the lane line A lane line lateral deviation calculating means for calculating a lane line lateral deviation which is a lateral deviation between the vehicle and the vehicle, a current position of the vehicle by inertial navigation based on a vehicle speed and a turning state of the vehicle, and road data on which the vehicle travels Inertial lateral deviation calculating means for calculating an inertial lateral deviation based on the above, a difference between the lane marking lateral deviation and the inertia lateral deviation, an allowable range based on the lane marking lateral deviation error and the cumulatively increasing inertial lateral deviation error And reliability determination means for determining the reliability of the lane markings detected by the lane marking detection means.

  In the lane marking reliability determination apparatus, the reliability determination unit determines that the lane marking detected by the lane line detection unit is low when the difference exceeds the allowable range. It is preferable.

  Further, in the lane marking reliability determination apparatus, the reliability determination unit is configured such that a difference gradient that is a change gradient according to the difference travel distance is a change gradient according to a maximum travel distance of the allowable range. It is preferable to determine that the reliability of the lane marking detected by the lane marking detection means is low when an allowable range gradient is exceeded.

  Further, in the lane marking reliability determination apparatus, when the inertia lateral deviation calculation unit determines that the lane marking detected by the lane line detection unit has a high reliability, the inertia line lateral deviation is calculated as the inertial line deviation. It is preferable to set the lateral deviation and allow an update process for updating the allowable range.

  Further, a driving support control device according to the present invention includes the lane marking reliability determination device and driving support control means for performing driving support control of the vehicle based on the lane marking, wherein the driving support control means includes: If the reliability of the lane line detected by the lane line detection means is determined to be low, the driving support control based on the lane line is prohibited, and based on the current position of the vehicle by the inertial navigation When driving support control is performed and it is determined that the reliability of the lane marking detected by the lane marking detector is high, the driving assistance control is returned to the driving assistance control based on the lane marking.

  The lane marking reliability determination method according to the present invention includes a procedure for detecting a lane marking that divides a lane in which a vehicle is traveling, and a lane marking lateral deviation that is a lateral deviation between the lane marking and the vehicle. A procedure for calculating an inertia lateral deviation based on a vehicle position by inertial navigation based on a vehicle speed and a turning state of the vehicle, and road data on which the vehicle travels, and the lane marking lateral deviation and the inertia lateral A procedure for determining the reliability of the lane marking detected by the lane marking detecting means by comparing the difference between the deviation and an allowable range based on the lane marking lateral deviation error and the cumulatively increasing inertial lateral deviation error; , Including.

  The driving support control method according to the present invention includes a procedure for detecting a lane line that divides a lane in which a vehicle is traveling, and a procedure for calculating a lane line lateral deviation that is a lateral deviation between the lane line and the vehicle. A procedure for calculating an inertia lateral deviation based on a vehicle position by inertial navigation based on a vehicle speed and a turning state of the vehicle, and road data on which the vehicle travels, the lane marking lateral deviation and the inertia lateral deviation, Comparing the difference between the difference and an allowable range based on the lane marking lateral deviation error and the cumulatively increasing inertial lateral deviation error, and determining the reliability of the lane marking detected by the lane marking detection unit; When it is determined that the reliability of the lane line detected by the lane line detection means is low, driving support control of the vehicle based on the lane line is prohibited, and the vehicle is based on the current position of the vehicle by the inertial navigation. Driving assistance And a procedure for returning to the driving support control based on the lane marking when it is determined that the lane marking detected by the lane marking detecting means has high reliability. And

  In the lane marking reliability determination apparatus and the lane marking reliability determination method according to the present invention, the lane marking lateral deviation based on the detected lane marking, and the inertia lateral deviation based on the current position of the vehicle by inertial navigation and road data. The reliability of the lane line detected by the lane line detection means based on whether the difference exceeds the allowable range or not and the allowable range based on the lane line lateral deviation error and inertial lateral deviation error Therefore, it is possible to accurately recognize whether the lane marking is a lane marking facing the lane in which the vehicle should travel. Thereby, cancellation / interruption can be accurately determined for the driving support control.

  Further, in the lane marking reliability determination apparatus and the lane marking reliability determination method according to the present invention, when it is determined that the lane marking reliability is low, driving support control based on the lane marking is prohibited and the inertia current position is set. If the reliability of the lane line is determined to be high, the driving assistance control based on the lane line is restored. Therefore, the driving support control should be continued even when the reliability of the lane line is low. Can do. Therefore, the opportunity of driving assistance control can be increased by determining the reliability of the lane marking.

FIG. 1 is a diagram illustrating a schematic configuration example of a driving support control device including a lane marking reliability determination device according to the first embodiment. FIG. 2-1 is a diagram illustrating a traveling state of the vehicle in the first embodiment. FIG. 2-2 is a diagram illustrating a relationship between the lateral deviation Z and the travel distance L in the first embodiment. FIG. 2-3 is a diagram illustrating a relationship among the difference ΔZ, the travel distance L, and the allowable range PR in the first embodiment. FIG. 3A is a diagram illustrating a relationship between the lane marking lateral deviation error EZ1 and the actual travel locus RL. FIG. 3-2 is a diagram illustrating a relationship between the inertial lateral deviation error EZ2 and the actual travel locus RL. FIG. 3C is a diagram illustrating the allowable range PR. FIG. 4 is a flowchart of the lane marking reliability determination method according to the first embodiment. FIG. 5 is a flowchart of the driving support control method according to the first embodiment. FIG. 6A is a diagram illustrating a traveling state of the vehicle during the driving support control in the first embodiment. FIG. 6B is a diagram illustrating a relationship between the lateral deviation Z and the travel distance L during the driving support control in the first embodiment. 6-3 is a diagram illustrating a relationship among the difference ΔZ, the travel distance L, and the allowable range PR during the driving support control in the first embodiment. FIG. 7 is a diagram illustrating a relationship among the difference ΔZ, the driving distance L, and the allowable range PR during the driving support control in the second embodiment. FIG. 8 is a flowchart of the lane marking reliability determination method according to the second embodiment. FIG. 9 is a flowchart of the lane marking reliability determination method according to the third embodiment. FIG. 10A is a diagram illustrating a relationship among the difference ΔZ, the travel distance L, and the allowable range PR in the third embodiment. FIG. 10-2 is a diagram illustrating a relationship between the lateral deviation Z and the travel distance L in the third embodiment. FIG. 10C is a diagram illustrating a relationship among the difference ΔZ, the travel distance L, and the allowable range PR in the third embodiment.

  DESCRIPTION OF EMBODIMENTS Embodiments (embodiments) for carrying out the present invention will be described in detail with reference to the drawings. The present invention is not limited by the contents described in the following embodiments. The constituent elements described below include those that can be easily assumed by those skilled in the art and those that are substantially the same. Furthermore, the structures described below can be combined as appropriate. Various omissions, substitutions, or changes in the configuration can be made without departing from the scope of the present invention.

Embodiment 1
FIG. 1 is a diagram illustrating a schematic configuration example of a driving support control device including a lane marking reliability determination device according to the first embodiment. FIG. 2-1 is a diagram illustrating a traveling state of the vehicle in the first embodiment. FIG. 2-2 is a diagram illustrating a relationship between the lateral deviation Z and the travel distance L in the first embodiment. FIG. 2-3 is a diagram illustrating a relationship among the difference ΔZ, the travel distance L, and the allowable range PR in the first embodiment. FIG. 3A is a diagram illustrating a relationship between the lane marking lateral deviation error EZ1 and the actual travel locus RL. FIG. 3-2 is a diagram illustrating a relationship between the inertial lateral deviation error EZ2 and the actual travel locus RL. FIG. 3C is a diagram illustrating the allowable range PR. As shown in FIG. 1, the lane marking reliability determination device 2 of the driving support control device 1 is mounted on a vehicle CA (not shown), and includes a front camera 3, a vehicle speed sensor 4, a yaw rate sensor 5, and GPS (Global Positioning System) 6 and driving support ECU (Electronic Control Unit) 7 are included. The driving support control device 1 includes a lane marking reliability determination device 2, a front camera 3, a vehicle speed sensor 4, a driving support ECU 7 including a driving support control unit 77, a drive device 8, a braking device 9, and a steering device. 10. The driving assistance ECU 7 and other devices and devices such as the front camera 3 are electrically connected by a communication system represented by a CAN communication system, for example.

  The front camera 3 is, for example, a CCD camera that images the front of the vehicle on which the vehicle CA travels, and includes a travel lane that is a lane on which the vehicle CA travels and a lane marking that separates the travel lane from other lanes or roads An image is taken. Here, the lane markings include not only normal lane markings such as white lines and yellow lines provided on the road, but also objects that can divide the lane, such as guardrails and reflectors. An image including a lane marking imaged by the front camera 3 is input to the driving assistance ECU 7. The front camera 3 is usually provided at a position where the front of the vehicle can be imaged with a front window inside the vehicle (not shown), but may be provided outside the vehicle, for example, on a front grill, a front bumper, a side mirror, or the like.

  The vehicle speed sensor 4 is a vehicle speed detection means that detects a vehicle speed V [km / h], which is the speed of the vehicle CA, and the detected vehicle speed V is input to the driving assistance ECU 7. The vehicle speed sensor 4 is provided on a rotating body on a power transmission path that transmits power generated by a power source (for example, an engine, a motor, etc.) such as a differential gear or an output shaft (not shown) to drive wheels (for example, front wheels FT). The vehicle speed V is detected based on the rotational speed of the rotating body. The vehicle speed detection means may be a wheel speed sensor provided on each wheel. In this case, the vehicle speed V is detected based on the wheel speed detected by each wheel speed sensor. Further, the vehicle speed detecting means may be a GPS 6, and in this case, the vehicle speed V is detected based on a change in a positioning current position described later.

  The yaw rate sensor 5 is a vehicle turning state detection means, and is a gyro sensor, for example, that detects the yaw rate R [° / sec] of the vehicle CA, that is, the turning state of the vehicle CA, and the detected yaw rate R is input to the driving assistance ECU 7. Is done. The vehicle turning state detecting means is not limited to the gyro sensor, and may be any angular velocity sensor that can detect the azimuth angular velocity of the vehicle CA. Further, the vehicle turning state detection means may be a wheel speed sensor, and in this case, the yaw rate R is detected based on the detected wheel speed difference.

  The GPS 6 is a vehicle position detection means for acquiring a positioning current position that is the current position of the vehicle CA, and the acquired positioning current position is input to the driving assistance ECU 7.

  The driving assistance ECU 7 is a control means for determining the reliability of the lane markings detected by the front camera 3 and driving assistance control for the vehicle CA based on the lane markings. Based on this, the LKA is performed to suppress the vehicle CA from deviating from the lane in which the vehicle CA should travel. The driving assistance ECU 7 includes a lane line detection unit 71, a lane line lateral deviation calculation unit 72, an inertial navigation unit 73, a storage unit 74 in which road data 74a is stored, an inertia lateral deviation calculation unit 75, and reliability. It has at least functions as a determination unit 76 and a driving support control unit 77. The hardware configuration of the driving support ECU 7 mainly includes a CPU (Central Processing Unit) that performs arithmetic processing, a memory that stores programs and information (RAM such as SRAM, ROM (Read Only Memory) such as EEPROM), an input / output interface, and the like. Since it is the same as an ECU that is configured and mounted on a known vehicle CA, detailed description thereof is omitted. The driving support ECU 7 includes a driving device 8 that applies a driving force or a braking force to a vehicle CA such as an engine or a motor mounted on the vehicle CA, a braking device 9 that applies a braking force to the vehicle CA such as a hydraulic brake device, It is electrically connected to a steering device 10 such as an EPS (Electric Power Steering), an accelerator pedal sensor (not shown), a brake pedal sensor, and the like. The control of each device 8 to 10 and the vehicle CA from each device 8 to 10 and sensor. And the travel request of the vehicle CA of the driver are acquired as information. The driving assistance ECU 7 is a driving assistance control based on the driver's lane marking. In this embodiment, the driving assistance ECU 7 detects the intention to use LKA (e.g., a switch or a lever provided in the vehicle) and an electric If it is determined that there is a driver's intention to use, the driving support control is performed.

  The lane marking detection unit 71 is a lane marking detection unit that detects a lane marking from an image captured by the front camera 3. The lane line detection by the lane line detection unit 71 may be performed by a known detection method. For example, the image is sequentially scanned in the horizontal direction, edge detection based on luminance is performed for each scan line, and the detected edge is detected. The lane marking is detected from the image based on the above. Here, the image captured by the front camera 3 defines a lane line that divides the lane in which the vehicle CA should travel, a lane line that divides the other lane, or a branch path such as an inflow path or an outflow path. Includes a lot line. In addition, there are two lane markings that divide the lane in which the vehicle CA travels in parallel on the highway and the main highway. Therefore, the lane line detection unit 71 detects the closest lane line on the left and right of the vehicle CA. On the other hand, when there are two detected lane lines, in the present embodiment, the lane line on which the vehicle CA travels is defined. Of the two lane lines to be detected, the lane line on the left side to which the branch path is normally connected is detected. For example, as shown in FIG. 2-1, the lane marking detection unit 71 detects the white line WLM that is the lane marking on the left side of the lane LM when the vehicle CA is traveling on the left lane LM of the expressway. To do.

  The lane marking lateral deviation calculating unit 72 is a lane marking lateral deviation calculating unit, and calculates a lane marking lateral deviation Z1 [m] which is a lateral deviation between the lane marking and the vehicle CA. As shown in FIG. 1, the lane marking lateral deviation calculation unit 72 includes the position in the image of the lane marking detected by the lane marking detection unit 71, the attachment position of the front camera 3 in the vehicle width direction relative to the vehicle CA, and the front camera 3. The lane marking for the vehicle CA based on the image captured in the vehicle width direction based on the information for correcting the position of the lane marking in the image such as the depression angle with respect to the horizontal direction to the actual lane marking position for the vehicle CA Is calculated as a lane marking lateral deviation Z1. For example, as shown in FIG. 2-1, the lane marking lateral deviation calculation unit 72 uses a lane marking on the left side of the lane LM when the vehicle CA is traveling on the lane LM that is the leftmost lane of the expressway. A lane marking lateral deviation Z1 between a certain white line WLM and the vehicle CA is calculated. The lane marking lateral deviation Z1 is a positive value in the direction in which the vehicle CA and the lane marking are separated, and a negative value in the approaching direction.

  The inertial navigation unit 73 calculates the current inertia position, which is the current position of the vehicle CA, based on the vehicle speed V and the turning state of the vehicle CA. The inertial navigation unit 73 calculates the relative current position with respect to the starting point O as the inertia current position by integrating the vehicle speed V acquired by the vehicle speed sensor 4 and the yaw rate R detected by the yaw rate sensor 5. Here, in this embodiment, the starting point O is obtained by adding a lane marking lateral deviation Z1 when the positioning current position is acquired to the position of a boundary line described later corresponding to the positioning current position acquired by the GPS 6. . Note that when the vehicle CA is traveling in any of a plurality of lanes, the starting point O is the lane marking Z1 added to the position of the boundary line, and the lane in which the vehicle is traveling further from the outermost lane. Add the lane width according to the lane. The number of lanes is determined based on the image captured by the front camera 3 and the current positioning position acquired by the GPS 6. In addition, the inertial navigation unit 73 sets the starting point O before the branch road in the lane in which the vehicle CA travels based on the current positioning position and the road data 74a. For example, as illustrated in FIG. 2A, the starting point O is set based on the positioning current position acquired before the outflow path LS in the lane LM.

  The storage unit 74 stores road data 74a. The road data 74a includes boundary line data corresponding to the lane markings on which the vehicle CA can travel, and is associated with the current position of positioning obtained by the GPS 6. Here, unlike the lane marking actually provided on the road, the boundary line is a line at the same position as the position of the lane marking corresponding to the lane, and is a continuous line along the lane. Therefore, a lane line is usually not present at a portion where the lane is connected to the branch road, but a boundary line is present at a portion where such a lane line is missing. For example, as shown in FIG. 2A, when the vehicle CA is traveling on the leftmost lane LM of the highway, even if the white line WLM disappears due to the outflow path LS, the white line WLM is lost in that portion. A corresponding boundary line RD exists. The road data 74a is normally stored in the storage unit 74 in advance, but may be updated at any time based on update information from the center by a communication means (not shown) mounted on the vehicle CA.

  The inertia lateral deviation calculation unit 75 is an inertia lateral deviation calculation means, and is based on the current position of the vehicle CA by inertial navigation, that is, the current inertia position and the road data 74a, and the inertia lateral deviation Z2 [ m] is calculated. As shown in FIG. 1, the inertia lateral deviation calculating unit 75 calculates the position of the boundary line with respect to the vehicle CA based on the current inertia position as the inertia lateral deviation Z2 in the lane width direction. The inertia lateral deviation Z2 is a positive value in the direction in which the vehicle CA and the boundary line data are separated, and a negative value in the direction in which the vehicle CA approaches the boundary line data.

  The reliability determination unit 76 is reliability determination means, and compares the difference ΔZ between the lane line lateral deviation Z1 and the inertia lateral deviation Z2 with the allowable range PR, and the lane line detected by the lane line detection unit 71. The reliability of is determined. The reliability determination unit 76 calculates a difference ΔZ between the lane marking lateral deviation Z1 and the inertia lateral deviation Z2, and the lane marking detected as being within the allowable range PR has a high reliability. It is determined that the reliability of the detected lane marking whose ΔZ is outside the allowable range PR is low. In the present embodiment, the difference ΔZ is a change in the inertial lateral deviation Z2 with the lane marking lateral deviation Z1 as a reference, and a change in the direction in which the vehicle CA and the lane marking (boundary line) separate from each other becomes a positive value. Change the direction to a negative value.

  Here, the difference ΔZ changes with the error EZ of the lateral deviation Z. The error EZ of the lateral deviation Z occurs differently in the lane marking lateral deviation Z1 and the inertia lateral deviation Z2.

  The lane marking lateral deviation error EZ1, which is an error of the lane marking lateral deviation Z1, is generated at a constant amount on the left and right with respect to the actual travel locus RL of the vehicle CA, as shown in FIG. The lane marking lateral deviation Z1 is because the lane marking detected by the lane marking detector 71 based on the image captured by the front camera 3 is used and is calculated sequentially, and is related to the travel distance L of the vehicle CA. It occurs in a certain range on the left and right with respect to the actual travel locus RL of the vehicle CA.

  The inertia lateral deviation error EZ2, which is an error of the inertia lateral deviation Z2, is generated based on the initial yaw angle error at the starting point O, as shown in FIG. Since the inertia lateral deviation Z2 is calculated by integrating the vehicle speed V and the yaw rate R as described above, the inertia lateral deviation error EZ2 is accumulated. Inertial lateral deviation error EZ2 increases according to travel distance L of vehicle CA. Here, the initial yaw angle error is the direction at the starting point O of the vehicle CA, and the estimated traveling locus IL of the vehicle CA based on the current inertia position is initially set with respect to the actual traveling locus RL of the vehicle CA based on the starting point O. It will be tilted by the yaw angle error. Here, with respect to the yaw rate R, not only the initial yaw angle error but also an error based on the yaw rate sensor 5 occurs. However, it is a condition that the vehicle CA is stopped when the vehicle CA is stopped or the like. In addition, by setting the yaw rate R detected by the yaw rate sensor 5 to 0, the inertial lateral deviation error EZ2 caused by the yaw rate sensor 5 can be minimized. It is also known that the vehicle speed V can be corrected by various methods.

  The allowable range PR is based on the lane marking lateral deviation error EZ1 and the inertia lateral deviation error EZ2. The allowable range PR is set based on the sum of the maximum value of the lane marking lateral deviation error EZ1 and the maximum value of the inertia lateral deviation error EZ2 corresponding to the travel distance L from the starting point O. In the present embodiment, the allowable range PR is the maximum value and inertia of the lane marking lateral deviation error EZ1 in the plus direction (when the inertia lateral deviation Z2 is larger than the lane marking lateral deviation Z1), as shown in FIG. From the sum of the maximum values of the lateral deviation error EZ2, the maximum value of the lane marking lateral deviation error EZ1 and the inertia lateral deviation error in the minus direction (when the inertia lateral deviation Z2 is smaller than the lane marking lateral deviation Z1) with zero in between. This is a range up to the sum of the maximum values of EZ2. If there is no error in the lane marking lateral deviation Z1 and the inertia lateral deviation Z2, the lane marking lateral deviation Z1 and the inertia lateral deviation Z2 at the starting point O have the same value, and the difference ΔZ is zero. However, the starting point O already includes the lane marking lateral deviation error EZ1 in both the plus and minus directions. When the vehicle CA travels from the starting point O, the travel distance L increases, and the allowable range PR for the difference ΔZ increases. Here, since the lane line and the boundary line normally coincide, the lane line lateral deviation Z1 and the inertia lateral deviation Z2 are identical except for the lane line lateral deviation error EZ1 and the inertia lateral deviation error EZ2. Therefore, the difference ΔZ including the lane marking lateral deviation error EZ1 and the inertia lateral deviation error EZ2 does not exceed the allowable range PR. The permissible range PR may be calculated every time it is compared with the difference ΔZ, or a map based on the relationship with the travel distance L is stored in the storage unit 74 in advance, and the map is compared with the difference ΔZ. May be used.

  The driving support control unit 77 performs LKA based on at least the lane marking. The driving support control unit 77 includes the positional relationship between the lane line detected by the lane line detection unit 71 and the vehicle CA, the vehicle speed V acquired by the vehicle speed sensor 4, the yaw rate R detected by the yaw rate sensor 5, and the steering device. The control value of the steering device 10 so that the vehicle CA can travel at a fixed interval with respect to the lane line by a known calculation method based on the 10 states (for example, steering angle, steering torque, etc.). (For example, assist torque) is calculated, and at least the steering device 10 is controlled based on the calculated control value. Further, the driving support control unit 77 replaces the positional relationship between the lane line detected by the lane line detection unit 71 and the vehicle CA with the calculated inertial lateral deviation Z2, so that the LKA is also based on the inertial lateral deviation Z2. Can be implemented.

  Here, the difference ΔZ may change by performing driving support control when the vehicle CA is traveling in a lane. In the present embodiment, the reliability of the lane marking is determined based on this change. For example, when LKA is implemented by the driving support control unit 77 and the vehicle CA is traveling on the lane LM connected to the outflow path LS as shown in FIG. 2A, the front of the outflow path LS. In this case, the vehicle CA travels at a constant interval with respect to the white line WLM. The white line WLM corresponding to the lane LM disappears at the connection portion of the lane LM with the outflow path LS, but the white line WLM is continuous with the white line WLS corresponding to the outflow path LS to become one white line. There may be. Therefore, when the vehicle CA continues to travel and reaches the connection portion with the outflow path LS in the lane LM, the driving support control unit 77 detects the white line WLS as the white line WLM corresponding to the lane LM, and the vehicle CA is in the lane. There is a risk of turning from the LM toward the outflow path LS. Even if the vehicle CA travels on the lane LM and then flows into the outflow path LS, the lane marking lateral deviation Z1 does not change because LKA is performed by the driving support control unit 77 as shown in FIG. (Excluding changes due to the lane marking lateral deviation error EZ1). On the other hand, as shown in FIG. 2-1, the inertia lateral deviation Z2 is from the starting point O set in front of the outflow path LS in the inertial navigation to the point a where the vehicle CA starts turning toward the outflow path LS. The estimated traveling locus IL changes by the inertia lateral deviation error EZ2 with respect to the actual traveling locus RL. As shown in FIG. 2B, the difference ΔZ from the starting point O to the point a is dominated by the inertia lateral deviation error EZ2, and does not exceed the allowable range PR as shown in FIG. Further, as shown in FIG. 2-1, the inertia lateral deviation Z2 decreases as the vehicle CA approaches the outflow path LS from the point a because the vehicle CA approaches the boundary line RD. As shown, the difference ΔZ turns from positive to negative. Then, as shown in FIG. 2A, when the vehicle CA reaches the point b, it exceeds the allowable range PR as shown in FIG. Accordingly, when the LKA is performed based on a lane line (white line WLS) different from the lane line (white line WLM) on which the original vehicle CA should travel, the difference Δ may change and exceed the allowable range PR. .

  Next, a lane marking reliability determination method performed by the lane marking reliability determination apparatus 2 according to the first embodiment will be described. FIG. 4 is a flowchart of the lane marking reliability determination method according to the first embodiment. Here, the driving assistance ECU 7 repeatedly executes the lane marking reliability determination method for each preset control cycle.

  First, the lane marking lateral deviation calculation unit 72 of the driving assistance ECU 7 calculates the lane marking lateral deviation Z1 (step ST11). Here, the lane line lateral deviation calculating unit 72 calculates the position of the lane line detected by the lane line detecting unit 71 with respect to the vehicle CA as the lane line lateral deviation Z1.

  Next, the inertial navigation unit 73 performs inertial navigation (step ST12). Here, the inertial navigation unit 73 calculates the current inertia position with respect to the set starting point O. If the starting point O is not set, the current inertia position is calculated after setting the starting point O.

  Next, the inertia lateral deviation calculation part 75 reads the road data 74a (step ST13). Here, based on the starting point O, the inertia lateral deviation calculation unit 75 reads data on the boundary line RD corresponding to the lane in which the vehicle CA is traveling.

  Next, the inertial lateral deviation calculation unit 75 calculates the inertial lateral deviation Z2 (step ST14). Here, the inertia lateral deviation calculation unit 75 calculates the inertia lateral deviation Z2 based on the current inertia position and the boundary line RD of the road data 74a.

  Next, the reliability determination unit 76 calculates a lateral deviation difference ΔZ (step ST15). Here, the reliability determination unit 76 calculates a change in the inertial lateral deviation Z2 with reference to the lane marking lateral deviation Z1 as the difference ΔZ.

  Next, the reliability determination unit 76 determines whether or not F = 1 (step ST16). Here, F is a flag corresponding to the reliability of the lane marking, and is set to 1 when the lane marking reliability is high, and 0 when it is low.

  Next, when determining that F = 1 (Yes in Step ST16), the reliability determination unit 76 determines whether or not the difference ΔZ is outside the allowable range PR (Step ST17). Here, when the reliability determination unit 76 determines that the reliability of the lane marking is high, the difference ΔZ is outside the allowable range PR, for example, by performing the driving support control, the difference ΔZ changes, so that the allowable range PR It is determined whether or not.

  Next, when the reliability determination unit 76 determines that the difference ΔZ is outside the allowable range PR (Yes in step ST17), the reliability determination unit 76 determines that the reliability of the lane marking is low (step ST18). Here, the reliability determination unit 76, when the difference ΔZ changes and exceeds the allowable range PR, the lane line detected by the lane line detection unit 71 corresponds to the lane that the vehicle CA should originally travel. It is determined that the line is not a lane marking, and the flag is reset (F = 0).

  If the reliability determination unit 76 determines that the difference ΔZ is not outside the allowable range PR (No in step ST17), the reliability control unit 76 ends the current control cycle and shifts to the next control cycle. That is, when the difference ΔZ changes but does not exceed the allowable range PR, the reliability determination unit 76 determines that the reliability of the lane marking remains high and maintains the flagged state (F = 1). To do.

  Further, when determining that F = 0 (No in step ST16), the reliability determination unit 76 determines whether or not the difference ΔZ is within the allowable range PR (step ST19). Here, when the reliability determination unit 76 determines that the reliability of the lane marking is low, by performing driving support control so that the difference ΔZ is within the allowable range PR, for example, the difference ΔZ is small, the allowable range PR It is judged whether it was settled in.

  Next, when the reliability determination unit 76 determines that the difference ΔZ is within the allowable range PR (Yes in step ST19), the reliability determination unit 76 determines that the reliability of the lane marking is high (step ST20). Here, in the reliability determination unit 76, when the difference ΔZ changes to fall within the allowable range PR, the lane line detected by the lane line detection unit 71 corresponds to the lane that the vehicle CA should originally travel. It is determined that it is a lane marking, and a flag is set (F = 1).

  If the reliability determination unit 76 determines that the difference ΔZ is outside the allowable range PR (No in step ST19), the reliability control unit 76 ends the current control cycle and shifts to the next control cycle. That is, when the difference ΔZ changes, the reliability determination unit 76 determines that the reliability of the lane marking remains low and maintains a state where no flag is set (F = 0). To do.

  As described above, in the lane marking reliability determination apparatus 2 according to the present embodiment, the vehicle CA travels from the lane marking lateral deviation Z1 based on the detected lane marking, the inertial navigation from the starting point O, and the road data 74a. When the difference ΔZ between the inertial lateral deviation Z2 in the lane to be compared with the allowable range PR based on the lane marking lateral deviation error EZ1 and the inertial lateral deviation error EZ2, and the difference ΔZ exceeds the allowable range PR, It is determined that the reliability of the lane line detected by the lane line detection unit 71, that is, the possibility of the lane line facing the lane in which the vehicle CA should travel is low. Here, for the purpose of improving the reliability of the detected lane line, a technique for performing driving support control only when the lane line existing on the left and right sides of the lane can be correctly detected has been proposed. Although it is possible to improve the reliability of lane markings using multiple lane markings, driving assistance control is interrupted if one lane marking can be detected correctly but the other lane marking is erroneously detected. Or since it will stop, there exists a possibility of reducing the opportunity of driving assistance control. However, in the lane marking reliability determination device 2 according to the present embodiment, when a lane marking that does not correspond to the lane that the vehicle CA should travel is detected, the lane line corresponds to the lane that the vehicle CA should travel. Therefore, it is possible to accurately recognize an abnormality in the lane marking detection. As a result, it is possible to accurately determine whether the driving support control is stopped or interrupted. In addition, if there is one lane line corresponding to the lane in which the vehicle CA travels, the reliability of the lane line can be determined, so that the opportunity for driving support control can be increased.

  In the lane marking reliability determination apparatus 2 according to the present embodiment, the determination of the lane marking reliability in the case where the driving support control is performed has been described, but the present invention is not limited to this. For example, when the vehicle CA is equipped with a navigation system, a travel locus to the destination is calculated, and the driver is driving the vehicle CA based on the travel locus, the driver operates the steering device 10. Therefore, if the vehicle CA deviates from the lane in which the vehicle CA should travel, the difference ΔZ may change. Even in such a case, when the reliability of the lane line is determined and it is determined that the reliability of the lane line is low, the driver may be informed that the vehicle has deviated from the travel locus by a not-illustrated notification means. good.

  Next, the driving assistance control method by the driving assistance control apparatus 1 using the lane marking determination result of the lane marking reliability determination apparatus 2 according to the present embodiment will be described. FIG. 5 is a flowchart of the driving support control method according to the first embodiment. Here, the driving assistance ECU 7 repeatedly executes the driving assistance control method every preset control cycle.

  First, the driving support control unit 77 determines whether or not F = 1 on the premise that LKA is performed (step ST21). Here, the driving assistance control unit 77 determines whether or not the reliability of the lane marking is high.

  Next, when it is determined that F = 1 (Yes in step ST21), the driving support control unit 77 performs driving support control based on the lane marking (step ST22). Here, since the driving assistance control unit 77 determines that the reliability of the lane marking is high, the detected lane marking is a lane marking corresponding to the lane on which the vehicle CA should travel, and thus the detected lane marking. Perform LKA based on the line.

  Further, when it is determined that F = 0 (No in step ST21), the driving support control unit 77 performs driving support control based on the current inertia position (step ST23). Here, since it is determined that the reliability of the lane marking is low, the detected lane marking is not a lane marking corresponding to the lane on which the vehicle CA is to travel, and therefore LKA is performed based on the detected lane marking. There is a possibility that the vehicle CA deviates from the lane where the vehicle CA should originally travel. Therefore, the driving support control unit 77 performs LKA based on the current inertia position instead of LKA based on the detected lane marking. Note that the driving support control is continued based on the current inertia position until it is determined that F = 1 (Yes in step ST21), and when it is determined that F = 1 (Yes in step ST21), the lane marking is displayed. Return to the implementation of the driving support control based on.

  For example, as shown in FIG. 6A, when the vehicle CA is traveling on the lane LM connected to the outflow path LS, the LKA is based on the detected white line WLM from the starting point O to the point a. Since it is implemented, the vehicle CA does not deviate from the lane LM on which the vehicle CA should travel. After the point a, the white line WLS of the outflow path LS different from the white line WLM is detected, and LKA is performed based on the detected white line WLS, so that the difference ΔZ exceeds the allowable range PR at the point b. Then, the LKA based on the detected white line WLS is switched to the LKA based on the current inertia position. By performing LKA based on the current inertia position, the positional relationship of the boundary line RD with respect to the vehicle CA at the starting point O, for example, the inertia lateral deviation Z2 and the inertia lateral deviation Z2 of the boundary line RD with respect to the vehicle CA at the starting point O or b point. Is different. Accordingly, the driving support control unit 77 moves the vehicle CA approaching the boundary line RD at the point b to the boundary line RD in order to travel the lane LM that should travel the vehicle CA that has been traveling from the point b toward the outflow path LS. LKA is performed so as to return to a certain interval (for example, the positional relationship of the boundary line RD with respect to the vehicle CA at the starting point O). Accordingly, as shown in FIG. 6B, the inertial lateral deviation Z2 changes according to the travel distance L so as to approach the lane marking lateral deviation Z1 at the starting point O, and the vehicle CA changes to the boundary line RD at the point c. On the other hand, when a certain interval is reached, it is maintained. On the other hand, the lane marking lateral deviation Z1 increases according to the travel distance L because the vehicle CA is further away from the white line WLS by performing LKA based on the current inertia position. Therefore, even if the vehicle CA maintains a constant interval with respect to the boundary line RD up to the point d at which the lane marking detection unit 71 can detect the white line WLM corresponding to the lane LM formed at the tip of the outflow path LS. As shown in FIG. 6-3, the difference ΔZ maintains a state exceeding the allowable range PR. When the point d is reached, the lane line detection unit 71 detects the white line WLM corresponding to the lane LM again, so that the lane line lateral deviation Z1 and the inertia lateral deviation Z2 are approximated as shown in FIG. As a result, as shown in FIG. 6C, the difference ΔZ is within the allowable range PR, and the LKA is switched from the LKA based on the current inertia position to the LKA based on the white line WLM detected.

  As described above, the driving support control unit 77 according to the present embodiment prohibits driving support control based on a lane line and determines driving assistance based on the current inertia position when it is determined that the reliability of the lane line is low. When the control is performed and it is determined that the reliability of the lane line is high, the driving support control based on the lane line is restored, so that the driving support control can be continued even when the reliability of the lane line is low. Therefore, the opportunity of driving assistance control can be increased by determining the reliability of the lane marking.

[Embodiment 2]
Next, the lane marking reliability determination apparatus according to the second embodiment will be described. Since the basic configuration of the lane marking reliability determination apparatus according to the second embodiment is the same as that of the lane marking reliability determination apparatus 2 according to the first embodiment, description of the configuration is omitted. The lane marking reliability determination apparatus according to the second embodiment determines the lane marking reliability based on the difference gradient K instead of determining the lane marking reliability based on whether or not the difference ΔZ exceeds the allowable range PR. Is. FIG. 7 is a diagram illustrating a relationship among the difference ΔZ, the driving distance L, and the allowable range PR during the driving support control in the second embodiment.

  The difference gradient K is the gradient of the change according to the travel distance L of the difference ΔZ, that is, the amount of change (change rate) of the difference ΔZ per unit time, and is the slope of the difference locus ΔZL as shown in FIG. As described above, since the lane line lateral deviation error EZ1 does not accumulate according to the travel distance L, the difference gradient K detects the lane line facing the lane where the lane line detector 71 should travel. In the state, that is, in the normal state, the amount of change due to the accumulation according to the travel distance L of the inertial lateral deviation error EZ2 is equivalent. Since the change amount due to the accumulation of the inertial lateral deviation error EZ2 is constant, the change amount due to the accumulation of the maximum value of the inertial lateral deviation error EZ2 is also constant. That is, the allowable range gradient PRKmax, which is the change amount of the maximum value in the positive direction and the negative direction of the allowable range PR according to the travel distance L, is a change amount due to accumulation at the maximum value of the inertia lateral deviation error EZ2. Here, when the lane line detection unit 71 detects a lane line different from the lane line facing the lane on which the vehicle CA should travel, and the LKA is performed based on the detected lane line, the differential gradient K is Under the influence of the change amount of the inertial lateral deviation Z2, the allowable range gradient PRKmax may be exceeded.

  Next, a lane marking reliability determination method by the lane marking reliability determination apparatus according to the second embodiment will be described. FIG. 8 is a flowchart of the lane marking reliability determination method according to the second embodiment. Note that the basic procedure of the lane marking reliability determination method according to the second embodiment is the same as that of the lane marking reliability determination method according to the first embodiment, and therefore the description is omitted or simplified depending on the procedure.

  First, the lane line lateral deviation calculation unit 72 calculates the lane line lateral deviation Z1 (step ST31), the inertial navigation unit 73 performs inertial navigation (step ST32), reads road data 74a (step ST33), and inertias. The lateral deviation Z2 is calculated (step ST34), and the reliability determination unit 76 calculates the lateral deviation difference ΔZ (step ST35).

  Next, the reliability determination unit 76 calculates a difference gradient K of the difference ΔZ (step ST36). Here, the reliability determination unit 76 calculates the amount of change per unit time of the difference ΔZ as the difference gradient K (K = dΔZ / dt).

  Next, the reliability determination unit 76 determines whether or not F = 1 (step ST37). If the reliability determination unit 76 determines that F = 1 (Yes in step ST37), the difference gradient K sets the allowable range gradient PRKmax. It is determined whether it exceeds (step ST38). Here, when the reliability determination unit 76 determines that the reliability of the lane marking is high, the difference gradient K exceeds the allowable range gradient PRKmax. For example, the difference gradient K includes only the error EZ by performing driving support control. By changing beyond the differential gradient K, it is determined whether or not the allowable gradient GPR PRKmax is exceeded.

  Next, when determining that the difference gradient K exceeds the allowable range gradient PRKmax (Yes in step ST38), the reliability determination unit 76 determines that the reliability of the lane marking is low (step ST39). Here, the reliability determination unit 76 determines that the lane line detected by the lane line detection unit 71 is the original vehicle CA when the difference gradient K changed by the change in the difference ΔZ exceeds the allowable range gradient PRKmax. It is determined that it is not a lane line corresponding to the lane to be traveled, and the flag is reset (F = 0).

  In addition, when the reliability determination unit 76 determines that the difference gradient K does not exceed the allowable range gradient PRKmax (No in step ST38), the reliability determination unit 76 ends the current control cycle and shifts to the next control cycle. That is, the reliability determination unit 76 determines that the reliability of the lane marking remains high and sets a flag when the difference gradient K that has changed due to the change in the difference ΔZ does not exceed the allowable range gradient PRKmax. Is maintained (F = 1).

  Further, when determining that F = 0 (No in step ST37), the reliability determination unit 76 determines whether or not the difference ΔZ is within the allowable range PR (step ST40), and the difference ΔZ is within the allowable range PR. If it is determined that it is within the range (Yes in step ST40), it is determined that the reliability of the lane marking is high (step ST41), and if it is determined that the difference ΔZ is outside the allowable range PR (No in step ST40), the current control cycle To end the next control cycle.

  As described above, in the lane marking reliability determination apparatus according to the present embodiment, the lane marking reliability is determined based on the difference gradient K and the allowable range gradient PRKmax. Therefore, the difference ΔZ is within the allowable range PR. However, if the difference gradient K exceeds the allowable range gradient PRKmax, it can be determined that the reliability of the lane marking is low. Therefore, the same effect as in the first embodiment is achieved, and the detected lane line is not a lane line facing the lane in which the vehicle CA should travel at an earlier stage than the determination of the lane line reliability in the first embodiment. Can be determined. Thereby, the abnormality in the lane marking detection can be recognized with higher accuracy, and the driving support control with high reliability can be performed. Note that the lane marking reliability determination apparatus according to the present embodiment can be used for switching driving support control in the driving support control apparatus 1 as in the first embodiment.

[Embodiment 3]
Next, a lane marking reliability determination apparatus according to Embodiment 3 will be described. Since the basic configuration of the lane marking reliability determination apparatus according to the third embodiment is the same as that of the lane marking reliability determination apparatus 2 according to the first and second embodiments, description of the configuration is omitted. The lane marking reliability determination apparatus according to the third embodiment sets the lane marking lateral deviation Z1 in the inertia lateral deviation Z2 and updates the allowable range PR when the lane marking reliability is high. FIG. 9 is a flowchart of the lane marking reliability determination method according to the third embodiment. FIG. 10A is a diagram illustrating a relationship among the difference ΔZ, the travel distance L, and the allowable range PR in the third embodiment. FIG. 10-2 is a diagram illustrating a relationship between the lateral deviation Z and the travel distance L in the third embodiment. FIG. 10C is a diagram illustrating a relationship among the difference ΔZ, the travel distance L, and the allowable range PR in the third embodiment.

  As shown in FIG. 10A, the allowable range PR increases according to the travel distance L from the starting point O. Accordingly, the longer the travel distance L from the starting point O, the longer it takes for the difference ΔZ to exceed the allowable range PR. Therefore, after the detected lane line is different from the lane line corresponding to the lane on which the vehicle CA should travel, There is a possibility that the timing until it is determined that the reliability of the lane marking is low is delayed. Therefore, in the present embodiment, the reliability of the lane marking is high, the difference ΔZ is within the allowable range PR, the differential gradient K is equal to or less than the allowable range gradient PRKmax, and the vehicle travels a predetermined travel distance L1 from the starting point O. If it is present (shaded area shown in the figure), the allowable range PR is updated by resetting the inertial lateral deviation Z2.

  Next, a lane marking reliability determination method by the lane marking reliability determination apparatus according to the third embodiment will be described. Note that the basic procedure of the lane marking reliability determination method according to the third embodiment is the same as that of the lane marking reliability determination method according to the first and second embodiments. Therefore, the description is omitted or simplified depending on the procedure.

  First, the lane line lateral deviation calculation unit 72 calculates the lane line lateral deviation Z1 (step ST50), the inertial navigation unit 73 performs inertial navigation (step ST51), reads road data 74a (step ST52), and inertias. The lateral deviation Z2 is calculated (step ST53), and the reliability determination unit 76 calculates the lateral deviation difference ΔZ (step ST54), and calculates the difference gradient K of the difference ΔZ (step ST55).

  Next, the reliability determination unit 76 determines whether or not the allowable range gradient PRKmax exceeds the difference gradient K (step ST56). Here, the reliability determination unit 76 determines whether or not the relationship between the difference gradient K and the allowable range gradient PRKmax, which is one of the conditions for determining that the lane marking reliability is high, is satisfied.

  Next, when determining that the allowable range gradient PRKmax exceeds the difference gradient K (Yes in step ST56), the reliability determination unit 76 determines whether or not the difference ΔZ is within the allowable range PR (step ST57). Here, the reliability determination unit 76 determines whether or not the relationship between the difference ΔZ, which is one of the conditions for determining that the lane marking reliability is high, and the allowable range PR are satisfied. In addition, if the reliability determination part 76 determines with the difference gradient K exceeding the tolerance | permissible_range gradient PRKmax (step ST56 negative), it will complete | finish the present control period and will transfer to the following control period. That is, the reliability determination unit 76 does not update the allowable range PR because the reliability of the detected lane marking is low.

  Next, when the reliability determination unit 76 determines that the difference ΔZ is within the allowable range PR (Yes in step ST57), the reliability determination unit 76 determines whether or not the vehicle CA is traveling the predetermined travel distance L1 (step ST58). ). Here, the predetermined travel distance L1 is set based on, for example, the allowable range gradient PRKmax, and is, for example, about several meters to several hundred meters. A value that can achieve both the update frequency of the range PR is preferable. If the reliability determination unit 76 determines that the difference ΔZ is outside the allowable range PR (No in step ST57), the reliability determination unit 76 ends the current control cycle and shifts to the next control cycle. That is, the reliability determination unit 76 does not update the allowable range PR because the reliability of the detected lane marking is low.

  Next, when the reliability determination unit 76 determines that the vehicle CA is traveling the predetermined travel distance L1 (Yes in step ST58), the lane marking lateral deviation Z1 is set to the inertia lateral deviation Z2 (step ST59). . Here, when all the conditions for updating the allowable range PR are satisfied, the reliability determination unit 76 sets the inertial lateral deviation Z2 as the lane marking lateral deviation Z1 (Z2 = Z1) as shown in FIG. 10-2. Then, the difference ΔZ is reset to 0, and the starting point O is newly set. As shown in the figure, when all the conditions for updating the allowable range PR are satisfied, the starting point O is updated for each predetermined travel distance L1, and the difference ΔZ becomes zero. Note that when the reliability determination unit 76 determines that the vehicle CA is not traveling the predetermined travel distance L1 (No in step ST58), the reliability control unit 76 ends the current control cycle and shifts to the next control cycle. That is, the reliability determination unit 76 updates the allowable range PR when the vehicle CA is not traveling the predetermined travel distance L1 from the starting point O in order to prevent the allowable range PR from being frequently updated. Absent.

  Next, the reliability determination unit 76 updates the allowable range PR as shown in FIG. 9 (step ST60). Here, when all the conditions for updating the allowable range PR are satisfied, the reliability determination unit 76 sets the allowable range PR based on the update of the allowable range PR, that is, the new starting point O, as illustrated in FIG. .

  As described above, in the lane marking reliability determination apparatus according to the present embodiment, when the lane marking reliability is high and the vehicle travels a predetermined travel distance L1 from the starting point O, the lane marking lateral deviation becomes the inertia lateral deviation Z2. Since the allowable range PR is updated while Z1 is set, it is determined that the reliability of the lane marking is low after the detected lane marking is different from the lane marking corresponding to the lane on which the vehicle CA should travel Can be prevented from being delayed. Thereby, the abnormality in the lane marking detection can be recognized with higher accuracy, and the driving support control with high reliability can be performed.

  Moreover, each component in the said Embodiment 1-3 can be combined suitably, and this invention is not limited to Embodiment 1-3.

DESCRIPTION OF SYMBOLS 1 Driving assistance control apparatus 2 Marking line reliability determination apparatus 3 Front camera 4 Vehicle speed sensor 5 Yaw rate sensor 6 GPS
7 Driving assistance ECU
71 Marking Line Detection Unit 72 Marking Line Lateral Deviation Calculation Unit 73 Inertial Navigation Unit 74 Storage Unit 74a Road Data 75 Inertial Lateral Deviation Calculation Unit 76 Reliability Determination Unit 77 Driving Support Control Unit 8 Drive Device 9 Braking Device 10 Steering Device CA Vehicle EZ1 Lane deviation error EZ2 Inertial deviation error IL Estimated travel locus K Difference gradient L Travel distance LM Lane LS Outflow path (branch path)
O Start PR Permissible range PRKmax Permissible range gradient RD Boundary line RL Actual travel locus WLM White line (lane)
WLS white line (outflow)
Z1 lane marking lateral deviation Z2 inertia lateral deviation ΔZ difference ΔZL difference trajectory

Claims (7)

Lane marking detection means for detecting a lane marking that divides the lane in which the vehicle is traveling;
A lane marking lateral deviation calculating means for calculating a lane marking lateral deviation which is a lateral deviation between the lane marking and the vehicle;
An inertia lateral deviation calculating means for calculating an inertia lateral deviation based on a current position of the vehicle by inertial navigation based on a vehicle speed and a turning state of the vehicle, and road data on which the vehicle travels;
The difference between the lane line lateral deviation and the inertial lateral deviation is compared with an allowable range based on the lane line lateral deviation error and the cumulatively increasing inertial lateral deviation error, and the compartment detected by the lane line detection means A reliability determination means for determining the reliability of the line;
A lane marking reliability determination apparatus comprising: In the lane marking reliability determination apparatus according to claim 1,
The lane marking reliability determination device that determines that the reliability of the lane marking detected by the lane marking detection unit is low when the difference exceeds the allowable range. In the lane marking reliability determination apparatus according to claim 1,
The reliability determination means, when a difference gradient that is a change gradient according to the difference travel distance exceeds an allowable range gradient that is a change gradient according to the maximum travel distance of the allowable range, A lane marking reliability determination apparatus that determines that the lane marking detected by the lane marking detection unit has low reliability. In the lane marking reliability determination apparatus according to any one of claims 1 to 3,
If it is determined that the lane marking detected by the lane marking detection unit is highly reliable, the inertia lateral deviation calculation means sets the lane marking lateral deviation to the inertia lateral deviation and sets the allowable range. A lane marking reliability determination apparatus that allows update processing to be updated. The lane marking reliability determination apparatus according to any one of claims 1 to 4,
Driving support control means for performing driving support control of the vehicle based on the lane marking;
With
The driving support control means includes
If it is determined that the reliability of the lane line detected by the lane line detection means is low, the driving support control based on the lane line is prohibited, and the driving is performed based on the current position of the vehicle by the inertial navigation. Do support control,
The driving support control device that returns to the driving support control based on the lane marking when it is determined that the lane marking detected by the lane marking detecting means has high reliability. A procedure for detecting a lane marking that divides the lane in which the vehicle is traveling; and
A procedure for calculating a lane marking lateral deviation which is a lateral deviation between the lane marking and the vehicle;
A procedure for calculating an inertia lateral deviation based on a vehicle position by inertial navigation based on a vehicle speed and a turning state of the vehicle, and road data on which the vehicle travels;
The difference between the lane line lateral deviation and the inertial lateral deviation is compared with an allowable range based on the lane line lateral deviation error and the cumulatively increasing inertial lateral deviation error, and the compartment detected by the lane line detection means A procedure for determining the reliability of the line;
A lane marking reliability determination method comprising: A procedure for detecting a lane marking that divides the lane in which the vehicle is traveling; and
A procedure for calculating a lane marking lateral deviation which is a lateral deviation between the lane marking and the vehicle;
A procedure for calculating an inertia lateral deviation based on a vehicle position by inertial navigation based on a vehicle speed and a turning state of the vehicle, and road data on which the vehicle travels;
The difference between the lane line lateral deviation and the inertial lateral deviation is compared with an allowable range based on the lane line lateral deviation error and the cumulatively increasing inertial lateral deviation error, and the compartment detected by the lane line detection means A procedure for determining the reliability of the line;
If it is determined that the reliability of the lane line detected by the lane line detection means is low, driving support control of the vehicle based on the lane line is prohibited, and based on the current position of the vehicle by the inertial navigation A procedure for performing the driving support control;
When it is determined that the reliability of the lane marking detected by the lane marking detection means is high, a procedure for returning to the driving support control based on the lane marking;
A driving support control method comprising:

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