JP2015005192A - Lane deviation alarm control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To highly precisely give the natural alarm, which is devoid of strangeness, in consideration of left and right white lines of a traveling road according to a shape of an entire traveling road rather than only an immediately preceding road shape.SOLUTION: First left and right alarm points Pf0l and Pf0r, and second backward left and right alarm points Pr0l and Pr0r which are used as references in discriminating deviation of an own vehicle 1 from a white line are designated based on the white line. First left and right threshold points Pfcl and Pfcr and second backward left and right threshold points Prcl and Prcr which are used as references in discriminating deviation of the own vehicle 1 from the white line are designated based on an own vehicle advancing road. When at least the number of times by which a peak value of a curvature of the traveling road exceeds a pre-set threshold becomes equal to or larger than a set number of times per unit time, a decision is made that the own vehicle 1 is traveling on a winding road. When the own vehicle is traveling on the winding road, a decision point on a white line inside of a turning direction of each of the above points is corrected in a direction in which deviation from a lane is hardly discriminated. The points are compared with one another in order to discriminate deviation of the own vehicle 1 from the white line.

Description

  The present invention relates to a lane departure warning control device that determines and warns of a departure from a white line on a traveling path of a host vehicle.

  2. Description of the Related Art In recent years, a lane departure warning control device that determines and alerts a departure from a white line on a traveling path of a host vehicle has been proposed and put into practical use as a function that assists driving of a driver. In such a lane departure warning control device, depending on the driving tendency of the driver (the tendency to travel closer to the white line), the degree of concentration of driving, etc., the warning may be excessive, and the driver may feel uncomfortable or bothered. . Therefore, for example, in Japanese Patent Application Laid-Open No. 2005-343306 (hereinafter referred to as Patent Document 1), when performing a departure determination, when the driver gives an operation torque of a predetermined magnitude to the steering, the steering torque is applied by the electric motor. In the lane departure prevention apparatus that is in the prohibited operation prohibited state, when the operation is in the operation prohibited state, when the steering torque in the vehicle is less than the predetermined value and the curve radius is greater than the predetermined value, the operation prohibited state is changed to the operation enabled state. The return of is not prohibited. On the contrary, a technology of a lane departure prevention device is disclosed that prohibits the return from the operation prohibited state to the operable state when the steering torque is not below the predetermined value or the curve radius is not above the predetermined value.

JP-A-2005-343306

  By the way, the manner of driving by the driver differs depending not only on how to pass the previous road, but also on the shape of the entire travel path. For this reason, in the technology for determining the alarm operation prohibited state and the return from the operation prohibited state only by the road shape just before as disclosed in Patent Document 1 described above, it is possible to accurately determine the necessity of the alarm. There is a possibility that a natural lane departure warning without a sense of incongruity cannot be realized. Also, there are left and right white lines on the road, and depending on the driving mode of the driver, there is also a problem that the alarm must be accurately performed without any sense of incongruity in consideration of such left and right white lines.

  The present invention has been made in view of the above circumstances, and it is possible to accurately perform a natural alarm without a sense of incongruity in consideration of not only the previous road shape but also the left and right white lines of the road according to the shape of the entire road. The object is to provide a lane departure warning control device.

  One aspect of the lane departure warning control device according to the present invention includes a white line detecting means for detecting a white line on a traveling road, a vehicle traveling path estimating means for estimating a traveling path of the own vehicle on the traveling road, and a vehicle based on the white line. First determination position setting means for setting a first determination position as a reference for determining whether the vehicle deviates from the white line, and a reference for determining whether the own vehicle deviates from the white line based on the own vehicle traveling path. Second determination position setting means for setting a second determination position; and deviation determination means for comparing the first determination position with the second determination position to determine a departure from the white line of the host vehicle. A lane departure warning control device comprising: a winding road travel detecting means for detecting that the host vehicle is traveling on a winding road based on a parameter generated in the host vehicle due to a road shape on which the host vehicle is traveling; When traveling on an inding road, there is provided correction means for correcting at least one of the first determination position and the second determination position in the white line on the inner side in the turning direction in a direction in which it is difficult to determine that the vehicle departs from the lane. .

  According to the lane departure warning control device according to the present invention, it is possible to accurately perform a natural warning without a sense of incongruity considering not only the shape of the road just before but also the white lines on the left and right of the road according to the shape of the entire road. Become.

It is a schematic block diagram of the lane departure warning control apparatus based on one Embodiment of this invention. It is a functional block of an alarm control unit concerning one embodiment of the present invention. It is a flowchart of lane departure warning control based on one Embodiment of this invention. 5 is a flowchart of a threshold correction amount calculation routine according to an embodiment of the present invention. It is explanatory drawing of each point set with respect to the own vehicle based on one Embodiment of this invention. 6A and 6B are explanatory diagrams of winding road determination according to an embodiment of the present invention, FIG. 6A is an explanatory diagram of a curvature condition of a traveling road, FIG. 6B is an explanatory diagram of a vehicle speed condition, and FIG. c) is an explanatory diagram of brake conditions. FIG. 7A is an explanatory diagram of a correction amount calculation map according to an embodiment of the present invention, FIG. 7A is an explanatory diagram of setting a maximum value of a threshold correction amount, and FIG. 7B is an x-intercept setting of the threshold correction amount. FIG. 7C is an explanatory diagram of a threshold correction amount calculation map that is finally set. FIG. 8A is an explanatory diagram of an example of deviation determination in a curve bent to the left side according to an embodiment of the present invention, and FIG. 8A shows an example of a case where it is determined not to deviate, and FIG. FIG. 8C shows an example of a case where it is determined to deviate from the outside (right white line), and FIG. 8C illustrates an example of a case where it is determined to deviate from the curve inside (left white line).

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
In FIG. 1, reference numeral 1 denotes a vehicle such as an automobile (own vehicle), and the own vehicle 1 is determined to deviate from the white line of the traveling path of the own vehicle 1, and the own vehicle 1 deviates from the white line of the traveling path. Then, a lane departure warning control device 2 that issues a warning when it is estimated is mounted.

  The lane departure warning control device 2 includes a stereo camera 3, a stereo image recognition device 4, an alarm control unit 5, and the like, and its main part is configured.

  The stereo camera 3 is composed of a pair of left and right CCD cameras using a solid-state imaging device such as a charge coupled device (CCD), for example. Each of these sets of CCD cameras is mounted at a certain interval in front of the ceiling in the vehicle interior, and subjects the object in front of the vehicle to stereo imaging from different viewpoints, and outputs the captured image information to the stereo image recognition device 4.

  The stereo image recognition device 4 generates distance information based on the principle of triangulation from the corresponding positional deviation amount for a pair of stereo images in the traveling direction of the vehicle captured by the stereo camera 3, for example, as follows: To obtain white line data.

  Based on the knowledge that the white line is higher in luminance than the road surface, the stereo image recognition device 4 evaluates the luminance change in the width direction of the road and determines the positions of the left and right white lines on the image plane on the image plane. Identify. The position (x, y, z) of the white line in the real space is known based on the position (i, j) on the image plane and the parallax calculated with respect to this position, that is, based on the distance information. Calculated from the coordinate conversion formula. The coordinate system of the real space set based on the position of the host vehicle 1 is based on the road surface directly below the center of the stereo camera 3 as the origin, the vehicle width direction is the X axis (left direction is a + sign), and the vehicle height direction is Y. An axis (upward direction is a + sign) and a vehicle length direction (distance direction) is a Z axis (a forward direction is a + sign). At this time, the XZ plane (Y = 0) coincides with the road surface when the road is flat. The road model is expressed by dividing the own lane on the road into a plurality of sections in the distance direction, approximating the left and right white lines in each section to a predetermined value, and connecting these. The white line data acquisition method is not limited to the above-described method, and may be a detection method using a monocular camera, a color camera, or the like instead of the stereo camera 3. The white line data (coordinate data) thus detected is output to the alarm control unit 5. Thus, the stereo camera 3 and the stereo image recognition device 4 are provided as white line detection means.

  The white line data detected by the stereo image recognition device 4 is input to the alarm control unit 5, the vehicle speed V is input from the vehicle speed sensor 6, the steering angle δ is input from the steering angle sensor 7, and the brake hydraulic pressure sensor 8 is input. The brake fluid pressure Pb is input.

  Then, the alarm control unit 5 estimates the own vehicle traveling path on the traveling road based on these input signals, and uses it as a first determination position as a reference for determining departure from the white line of the own vehicle 1 based on the white line. The first left and right alarm points Pf0l and Pf0r and the second left and right alarm points Pr0l and Pr0r behind the first left and right alarm points Pf0l and Pf0r are set, and from the white line of the own vehicle 1 based on the own vehicle traveling path First left and right threshold points Pfcl and Pfcr and second left and right threshold points Prcl and Prcr behind the first left and right threshold points Pfcl and Pfcr are set as second determination positions to be used as a reference for departure determination, and at least traveling When the number of times the peak value of the curvature of the road exceeds a preset threshold value exceeds the set number of times per unit time, it is determined that the host vehicle 1 is traveling on the winding road and is traveling on the winding road. If the inside of the turning direction of each of the above points Correct the decision point on the line in a direction that is difficult to determine that it deviates from the lane (in this embodiment, correct the first and second threshold points on the inner side of the turn so that the length from the traveling path of the vehicle decreases) The first left and right alarm points Pf0l and Pf0r, the second left and right alarm points Pr0l and Pr0r, the first left and right threshold points Pfcl and Pfcr, and the second left and right alarm points Prcl and Prcr are compared, and the white line of the vehicle 1 When it is determined that the vehicle has deviated from the vehicle, and it is determined that the vehicle has deviated, a signal is output to the alarm device 10, and a warning is issued to the driver by voice, chime sound, or lighting of the LED lamp. In the present embodiment, the departure warning is recognized by the driver as to which of the deviation to the left side and the deviation to the right side.

  Therefore, as shown in FIG. 2, the alarm control unit 5 includes a forward gazing point calculation unit 5a, a departure warning point calculation unit 5b, a departure threshold point calculation unit 5c, a winding determination unit 5d, a threshold correction amount calculation unit 5e, a departure It is mainly composed of a threshold correction unit 5f and a departure determination unit 5g.

The forward gazing point calculation unit 5 a receives the vehicle speed V from the vehicle speed sensor 6 and the steering angle δ from the steering angle sensor 7. Then, the coordinates (xf, zf) of the first forward gazing point Pf on the own vehicle traveling path of the forward distance set in advance from the own vehicle 1 are calculated by the following equation (1), for example. The coordinates (xr, zr) of the second forward gazing point Pr on the own vehicle traveling path that is shorter than the first gazing point Pf by a predetermined distance (close to the own vehicle 1) are, for example, (2 ). An example of the coordinates of the first front gazing point Pf and the second front gazing point Pr is shown in FIG. The distance to the first front gazing point Pf and the second front gazing point Pr may be set variably according to the vehicle speed V or the like.
xf = (1/2) · (1 / (1 + A · V ² )) · (δ / lw) · zf ² (1)
xr = (1/2) · (1 / (1 + A · V ² )) · (δ / lw) · zr ² (2)
Here, A is a stability factor, and lw is a wheelbase. The coordinates (xf, zf) of the first forward gazing point Pf and the coordinates (xr, zr) of the second forward gazing point Pr thus calculated are output to the departure warning point calculation unit 5b and the departure threshold point calculation unit 5c. Is done. Thus, the forward gazing point calculation unit 5a is provided with the function of the own vehicle traveling path estimation means.

  The departure warning point calculation unit 5b receives white line data from the stereo image recognition device 4, and the coordinates (xf, zf) of the first front gaze point Pf and the second front gaze point Pr from the front gaze point calculation unit 5a. Coordinates (xr, zr) are input. Then, as shown in FIG. 5, the first left alarm point Pf0l (xf0l, zf) on the left white line and the first right alarm point Pf0r (xf0r, zf) on the right white line for the first forward gazing point Pf are set. Then, the second left alarm point Pr0l (xr0l, zr) on the left white line and the second right alarm point Pr0r (xr0r, zr) on the right white line with respect to the second forward gazing point Pr are set. Here, the first left alarm point Pf0l (xf0l, zf), the first right alarm point Pf0r (xf0r, zf), the second left alarm point Pr0l (xr0l, zr), the second right alarm point Pr0r. (Xr0r, zr) is set, for example, at a position away from the road inner boundary of the white line by about one tire width to the outside of the road. The first left alarm point Pf0l (xf0l, zf), the first right alarm point Pf0r (xf0r, zf), the second left alarm point Pr0l (xr0l, zr), the second right alarm point Pr0r thus set. (Xr0r, zr) is output to the departure determination unit 5g. Thus, the departure warning point calculation unit 5b is provided as a first determination position setting unit.

  The departure threshold point calculation unit 5c receives the coordinates (xf, zf) of the first front gaze point Pf and the coordinates (xr, zr) of the second front gaze point Pr from the front gaze point calculation unit 5a. Then, as shown in FIG. 5, the first left threshold point Pfcl (xfcl, zf) having a predetermined length in the left direction from the first forward gazing point Pf and the first having a predetermined length in the right direction. The right threshold point Pfcr (xfcr, zf) is set, and the second left threshold point Prcl (xrcl, zr) having a predetermined length in the left direction from the second forward gazing point Pr is preset in the right direction. A second right threshold point Prcr (xrcr, zr) of length is set. The first left threshold point Pfcl (xfcl, zf), the first right threshold point Pfcr (xfcr, zf), the second left threshold point Prcl (xrcl, zr), the second right threshold point Prcr set in this way. (Xrcr, zr) is output to the departure determination unit 5g. As described above, the departure threshold value calculation unit 5c is provided as a second determination position setting unit.

  The winding determination unit 5 d receives the vehicle speed V from the vehicle speed sensor 6, the steering angle δ from the steering angle sensor 7, and the brake fluid pressure Pb from the brake fluid pressure sensor 8. When all of the following three conditions are satisfied, it is determined that the winding road is running.

Condition 1: The number of times that the peak value of the curvature κ (= δ / lw) of the travel path exceeds a preset threshold value | κc | is equal to or greater than the set number per unit time ti (FIG. 6A ) Satisfies the condition 1 in the case where the state of the curved running in the shaded line exceeds the set number of times per unit time ti). Instead of the curvature κ, parameters such as the curve radius ρ, the lateral acceleration Gy, and the yaw rate γ may be used to determine whether the condition 1 is satisfied.

Condition 2 As shown in FIG. 6B, Condition 2 is satisfied when the average vehicle speed Vh per unit time ti exceeds a preset threshold value Vc.

Condition 3... As shown in FIG. 6C, the medium brake fluid pressure threshold value Pbl and the high brake fluid pressure threshold value Pbh (Pbl <Pbh) are set, and the medium brake fluid pressure threshold value Pbl per unit time ti. If the time ΣTbl when the brake is actuated over time and the time ΣTbh when the brake is actuated beyond the high brake fluid pressure threshold value Pbh are measured, Satisfy 3 Here, the value obtained by the predetermined addition processing is calculated by, for example, Gbl · (ΣTbl−ΣTbh) + Gbh · ΣTbh. In this expression, Gbl and Gbh are preset weighting coefficients. As the brake condition, the number of times the brake is operated exceeding the medium brake fluid pressure threshold value Pbl and the number of times the brake is operated exceeding the high brake fluid pressure threshold value Pbh may also be satisfied.

  Thus, the winding determination unit 5d determines that the winding road is traveling when all the above three conditions are satisfied, and determines that the winding road is not traveling when any one of the conditions cannot be satisfied. The result is output to the threshold correction amount calculation unit 5e. As described above, the winding determination unit 5d is provided as a winding road running detection means.

  The threshold correction amount calculation unit 5e receives white line data from the stereo image recognition device 4, receives a steering angle δ from the steering angle sensor 7, and receives a winding road travel determination result from the winding determination unit 5d. Then, for example, as shown in FIG. 7A, the maximum value ymax of the threshold correction amount is set according to the curve radius ρ (= lw / δ) with reference to a preset map, and the curve radius ρ The tendency is to decrease as the value increases and increase as the value decreases.

  Further, for example, as shown in FIG. 7B, with reference to a map set in advance, the x intercept xc1 increases as the steering angle δ increases and decreases as the steering angle δ decreases. Set to trend.

Thus, using the set maximum value ymax and x intercept xc1 of the threshold correction amount, for example, in the xy coordinate system as shown in FIG. Plot xc1 and plot the second x-intercept xc2 on the x-axis that is spaced from the x-intercept xc1 in advance to create a map that has the following characteristics (3) to (5) To do.
・ 0 ≦ x <xc1 region y = 0 (3)
Xc1 ≦ x <xc2 region y = (ymax / (xc2-xc1)) (x-xc1) (4)
X ≧ xc2 region y = ymax (5)
The x axis of the map created in this way is the inclination of the white line on the inside of the turn (the direction perpendicular to the x axis is 0, the inclination from this direction: see FIG. 5) θ, and the y axis is the threshold correction amount (the inside of the turn) The map is a correction amount (Δx) to be subtracted from the x-axis direction lengths of the first and second threshold points. That is, the maximum value ymax of the threshold correction amount decreases as the curve radius ρ increases and increases as the curve radius ρ decreases. The two x intercepts xc1 and xc2 are determined by the steering angle, and increase as the steering angle δ increases and decrease as the steering angle δ decreases. That is, the steeper curve moves the point (xc2, ymax) diagonally to the upper right. By adopting this FIG. 7C, when the white line inclination θ is large with a steep curve, it is considered that the vehicle is intentionally deviating, and the threshold correction amount Δx is increased (in other words, the deviation threshold is decreased). ), The sounding timing can be delayed (or corrected in a direction that is difficult to be determined to deviate). On the other hand, when the white line slope θ is small with a gentle curve, it is regarded as a normal departure, and the threshold correction amount Δx is reduced (in other words, the departure threshold is increased), so that the blowing timing does not change much. Then, when the determination result that the winding road traveling determination result is the winding road traveling is input from the winding determination unit 5d, the threshold correction amount Δx is referred to with reference to the threshold correction amount calculation map of FIG. Is output to the deviation threshold correction unit 5f.

  The departure threshold value correction unit 5f receives the steering angle δ from the steering angle sensor 7, and the departure threshold value calculation unit 5c receives the first left threshold point Pfcl (xfcl, zf) and the first right threshold point Pfcr (xfcr, zf). ), The second left threshold point Prcl (xrcl, zr), the second right threshold point Prcr (xrcr, zr), and the threshold correction amount Δx from the threshold correction amount calculation unit 5e. During winding road driving, for example, in the case of a left curve, the x axis of the first left threshold point Pfcl (xfcl, zf) and the second left threshold point Prcl (xrcl, zr) on the inside of the turn Δx subtraction correction is performed from the direction length (xfcl = xfcl−Δx and xrcl = xrcl−Δx), and the result is output to the departure determination unit 5g. In the case of a right curve, Δx subtraction correction is performed from the x-axis direction lengths of the first right threshold point Pfcr (xfcr, zf) and the second right threshold point Prcr (xrcr, zr) on the inside of the turn ( xfcr = xfcr−Δx and xrcr = xrcr−Δx) and output to the departure determination unit 5g. As described above, the threshold correction amount calculation unit 5e and the departure threshold correction unit 5f are provided as correction means. Thus, the first left threshold point Pfcl (xfcl, zf), the first right threshold point Pfcr (xfcr, zf), the second left threshold point Prcl (xrcl, zr), corrected by the deviation threshold correction unit 5f, The second right threshold point Prcr (xrcr, zr) is output to the departure determination unit 5g.

  The departure determination unit 5g receives the first left alarm point Pf0l (xf0l, zf), the first right alarm point Pf0r (xf0r, zf), and the second left alarm point Pr0l (xr0l, zr) from the departure alarm point calculation unit 5b. ), The second right alarm point Pr0r (xr0r, zr) is input, the first left threshold point Pfcl (xfcl, zf) corrected from the deviation threshold correction unit 5f, the first right threshold point Pfcr (xfcr, zf), the second left threshold point Prcl (xrcl, zr), and the second right threshold point Prcr (xrcr, zr) are input. Each point position on the two x-axes (the x-axis passing through (0, zf) and the x-axis passing through (0, zr)) is compared to determine deviation.

  Specifically, the first left threshold point Pfcl (xfcl, zf) is outside the first left alarm point Pf0l (xf0l, zf), and the second left threshold point Prcl (xrcl, zr) is When the vehicle is outside the second left alarm point Pr0l (xr0l, zr), it is determined that the vehicle has deviated to the left. In other words, when xfcl <xf0l and xrcl <xr0l, a deviation is determined to the left (in the case of FIG. 8C).

  Further, the first right threshold point Pfcr (xfcr, zf) is outside the first right alarm point Pf0r (xf0r, zf), and the second right threshold point Prcr (xrcr, zr) is the second value. When it is outside the road from the right alarm point Pr0r (xr0r, zr), it is determined that the vehicle has deviated to the right. In other words, when xfcr> xr0r and xrcr> xr0r, it is determined that there is a deviation to the left (in the case of FIG. 8B).

  Further, in cases other than the above as shown in FIG. And when it determines with the departure determination part 5g having deviated, it outputs a signal to the alarm device 10, and a warning is generated by the driver by voice, chime sound, or lighting of the LED lamp. As described above, the departure determination unit 5g is provided as departure determination means.

Next, the lane departure warning control executed by the warning control unit 5 will be described with reference to the flowchart of FIG.
First, in step (hereinafter abbreviated as “S”) 101, necessary parameters, that is, white line data, vehicle speed V, steering angle δ, and brake hydraulic pressure Pb are read.

  Next, the process proceeds to S102, where the forward gazing point calculation unit 5a calculates the coordinates (xf, zf) of the first forward gazing point Pf by, for example, the above-described formula (1), and this first forward gazing point. For example, the coordinates (xr, zr) of the second forward gazing point Pr on the own vehicle traveling path that is shorter by a preset distance than Pf (close to the own vehicle 1) are calculated by the above-described equation (2), for example. .

  Next, the process proceeds to S103, and the departure warning point calculation unit 5b uses the first left warning point Pf0l (xf0l, zf) on the left white line and the first right warning point Pf0r (xf0r) on the right white line for the first forward gazing point Pf. , Zf), and a second left alarm point Pr0l (xr0l, zr) on the left white line and a second right alarm point Pr0r (xr0r, zr) on the right white line with respect to the second forward gazing point Pr.

  Next, the process proceeds to S104, and the departure threshold point calculation unit 5c presets the first left threshold point Pfcl (xfcl, zf) having a predetermined length in the left direction from the first forward gazing point Pf and the right direction. The first right threshold point Pfcr (xfcr, zf) of the length is set, and the second left threshold point Prcl (xrcl, zr) of the length set in advance in the left direction from the second forward gazing point Pr A second right threshold point Prcr (xrcr, zr) having a predetermined length is set in the right direction.

  Next, the process proceeds to S105, where the winding determination unit 5d determines whether or not the three conditions described above are satisfied. If the three conditions are satisfied, it is determined that the winding road is traveling.

  Next, the process proceeds to S106, and if the winding determination unit 5d determines that the vehicle is traveling on the winding road, the process proceeds to S107, and the threshold correction amount calculation unit 5e performs a threshold correction amount calculation routine shown in FIG. The threshold correction amount Δx is calculated, and the process proceeds to S108.

  In this threshold value correction amount calculation routine, first, in S201, for example, as shown in FIG. 7A, with reference to a map set in advance, the maximum value ymax of the threshold value correction amount according to the curve radius ρ. Is set so as to decrease as the curve radius ρ increases and increase as the curve radius ρ decreases.

  Next, in S202, for example, as shown in FIG. 7B, the x-intercept xc1 is increased and decreased as the steering angle δ increases in accordance with the steering angle δ with reference to a preset map. Set a tendency to decrease. Further, a second x-intercept xc2 having a high value set in advance from the x-intercept xc1 is set.

  Next, the process proceeds to S203, and the threshold correction amount set in the xy coordinate system as shown in FIG. 7C, for example, using the maximum value ymax and x intercepts xc1 and xc2 of the set threshold correction amount. The maximum value ymax and the x-intercept xc1 are plotted, and the second x-intercept xc2 is plotted on the x-axis separated from the x-intercept xc1 by a predetermined interval, and the above equations (3) to (5) Create a characteristic map.

  The x axis of the map created in this way is the inclination of the white line on the inside of the turn (the direction perpendicular to the x axis is 0, the inclination from this direction: see FIG. 5) θ, and the y axis is the threshold correction amount (the inside of the turn) A map is set as a correction amount (Δx) to be subtracted from the lengths in the x-axis direction of the first and second threshold points.

  Then, the process proceeds to S204, the map set in S203 described above is referred to, the threshold correction amount Δx is set based on the inclination θ of the turning white line, and the routine is exited.

  When the threshold correction amount Δx is calculated in S107 and the process proceeds to S108, the deviation threshold correction unit 5f executes curve inner threshold correction. For example, in the case of a left curve, Δx subtraction correction is performed from the x-axis direction lengths of the first left threshold point Pfcl (xfcl, zf) and the second left threshold point Prcl (xrcl, zr) that are inside the turn ( xfcl = xfcl−Δx and xrcl = xrcl−Δx), and in the case of the right curve, the first right threshold point Pfcr (xfcr, zf) and the second right threshold point Prcr (xrcr) that are inside the turn , Zr) is corrected by subtracting Δx from the length in the x-axis direction (xfcr = xfcr−Δx and xrcr = xrcr−Δx).

  On the other hand, if it is not determined in S106 that the vehicle is traveling on the winding road, the process proceeds to S109 without performing the processes of S107 and S108, and the correction at the time of winding is terminated.

  After executing the curve inner side threshold correction in S108 or after completing the winding correction in S109, the process proceeds to S110.

  In S110, the departure determination unit 5g determines whether xf01-xfcl> 0 (the first left threshold point Pfcl (xfcl, zf) is outside the first left alarm point Pf01 (xf0l, zf)). Is determined.

  As a result of the determination in S110, if xf0l-xfcl> 0 and the first left threshold point Pfcl (xfcl, zf) is outside the first left alarm point Pf0l (xf0l, zf), the process proceeds to S111. , Xr0l−xrcl> 0 (whether the second left threshold point Prcl (xrcl, zr) is outside the second left alarm point Pr0l (xr0l, zr)) is determined.

  As a result of the determination in S111, if xr0l−xrcl> 0 and the second left threshold point Prcl (xrcl, zr) is outside the second left alarm point Pr0l (xr0l, zr), the process proceeds to S112. Then, a signal is output to the alarm device 10 to cause the driver to execute a left deviation alarm by voice, chime sound, or lighting of the LED lamp.

  If either S110 or S111 is not established (NO), the process proceeds to S113, where a signal is output to the alarm device 10 to stop the left deviation alarm.

  After the process of S112 or S113, the process proceeds to S114, where xf0r−xfcr <0 (the first right threshold point Pfcr (xfcr, zf) is from the first right alarm point Pf0r (xf0r, zf)). Whether or not the vehicle is outside the road is determined.

  As a result of the determination in S114, if xf0r−xfcr <0 and the first right threshold point Pfcr (xfcr, zf) is outside the first right alarm point Pf0r (xf0r, zf), the process proceeds to S115. , Xr0r−xrcr <0 (whether or not the second right threshold point Prcr (xrcr, zr) is outside the second right alarm point Pr0r (xr0r, zr)) is determined.

  As a result of the determination in S115, if xr0r−xrcr <0 and the second right threshold point Prcr (xrcr, zr) is outside the second right alarm point Pr0r (xr0r, zr), the process proceeds to S116. Then, a signal is output to the alarm device 10 to cause the driver to execute a right deviation alarm by voice, chime sound, or lighting of the LED lamp.

  If either S114 or S115 is not established (NO), the process proceeds to S117, and a signal is output to the alarm device 10 to stop the right deviation alarm.

  It should be noted that the series of processes for determining the left alarm in S110 to S113 and the series of processes for determining the right alarm in S114 to S117 may be performed in reverse.

  As described above, according to the embodiment of the present invention, the host vehicle traveling path in the traveling path is estimated, and the first determination position as the first determination position that is used as a reference for determining departure from the white line of the host vehicle 1 based on the white line. Left and right alarm points Pf0l and Pf0r and second left and right alarm points Pr0l and Pr0r behind the first left and right alarm points Pf0l and Pf0r are set, and the deviation judgment from the white line of the own vehicle 1 is determined based on the own vehicle traveling path. First left and right threshold points Pfcl, Pfcr and second left and right threshold points Prcl, Prcr behind the first left and right threshold points Pfcl, Pfcr as the second determination position as a reference are set, and at least the curvature of the road When the number of times the peak value of the vehicle exceeds a preset threshold value exceeds the set number of times per unit time, it is determined that the host vehicle 1 is traveling on the winding road, and the above-described case is described above when the vehicle is traveling on the winding road. Judgment on the white line inside the turning direction of each point Are corrected in a direction in which it is difficult to determine that the vehicle departs from the lane, and the first left and right alarm points Pf0l and Pf0r, the second left and right alarm points Pr0l and Pr0r, the first left and right threshold points Pfcl and Pfcr, and the second left and right alarm points Prcl and Prcr are compared with each other, and a deviation determination from the white line of the host vehicle 1 is executed. For this reason, it is possible to accurately perform a natural warning without a sense of incongruity in consideration of not only the shape of the road just before but also the white lines on the left and right of the road according to the shape of the entire road.

  In the embodiment of the present invention, the determination at the distant first forward gazing point Pf and the determination at the nearby second forward gazing point Pr are performed, and it is determined that both determinations depart from each other. In some cases, a departure warning is finally given, but the invention is not limited to such double determination. For example, the present invention is also applicable to a lane departure warning control device that has only one forward gazing point for determination and a lane departure warning control device that uses three or more front gazing points for determination.

  Further, in the embodiment of the present invention, the determination at the distant first forward gazing point Pf and the determination at the nearby second forward gazing point Pr are performed, and it is determined that both determinations depart from each other. However, the present invention is also applicable to a lane departure warning control device that finally gives a departure warning when it is determined that one of the two has deviated.

  Furthermore, in the embodiment of the present invention, the length of the first left and right threshold points Pfcl and Pfcr and the length of the second left and right threshold points Prcl and Prcr are both subtracted from the threshold correction amount Δx so that the departure determination is difficult. However, the threshold correction amount Δx subtracted from the first left and right threshold points Pfcl and Pfcr and the threshold correction amount Δx subtracted from the second left and right threshold points Prcl and Prcr may be different correction amounts. For example, the threshold correction amount Δx subtracted from the second left and right threshold points Prcl and Prcr is 80% of the threshold correction amount Δx subtracted from the first left and right threshold points Pfcl and Pfcr.

  In the embodiment of the present invention, the lengths of the first left and right threshold points Pfcl and Pfcr and the second left and right threshold points Prcl and Prcr are corrected by subtraction. The positions of the alarm points Pf0l and Pf0r and the second left and right alarm points Pr0l and Pr0r may be corrected to move outside the road. Alternatively, the lengths of the first left and right threshold points Pfcl and Pfcr and the second left and right threshold points Prcl and Prcr are corrected and subtracted, and the first left and right alarm points Pf0l and Pf0r and the second left and right alarm points Pr0l and Pr0l, A configuration in which the position of Pr0r is moved and corrected outside the road may be employed.

  The threshold correction amount Δx according to the embodiment of the present invention may be further corrected according to the past driving tendency of the driver proposed by the present applicant in Japanese Patent Application Laid-Open No. 2012-185562, for example.

  In addition, the lane departure warning control device of the present invention is linked with a lane departure control device that adds a steering torque not only to an alarm but also in a direction not departing from the lane, and generates a yaw moment by braking in a direction not departing from the lane. Also good.

  Further, the lane departure warning control device of the present invention may suppress the warning when it is determined that the vehicle is traveling on the winding road by the above-described winding road traveling determination method and the vehicle deviates to the inside of the curve.

1 Vehicle 2 Lane departure warning control device 3 Stereo camera (white line detection means)
4 Stereo image recognition device (white line detection means)
5 Warning control unit 5a Forward gazing point calculation unit
5b Deviation alarm point calculation unit (first determination position setting means)
5c Deviation threshold value calculation unit (second determination position setting means)
5d Winding determination unit (winding road running detection means)
5e Threshold correction amount calculation unit (correction means)
5f Deviation threshold correction unit (correction means)
5g Deviation judgment unit (deviation judgment means)
6 Vehicle speed sensor 7 Steering angle sensor 8 Brake fluid pressure sensor 10 Alarm device

Claims (5)

A white line detecting means for detecting a white line on the road;
Own vehicle traveling path estimating means for estimating the traveling path of the host vehicle in the traveling path;
First determination position setting means for setting a first determination position as a reference for determining whether the vehicle deviates from the white line based on the white line;
Second determination position setting means for setting a second determination position as a reference for determining the departure of the own vehicle from the white line based on the own vehicle traveling path;
In a lane departure warning control device comprising departure determination means for comparing the first determination position with the second determination position and executing a departure determination from the white line of the host vehicle,
Winding road travel detection means for detecting that the host vehicle is traveling on a winding road based on a parameter generated in the host vehicle due to a road shape on which the host vehicle is traveling;
When the host vehicle is traveling on a winding road, correction means for correcting at least one of the first determination position and the second determination position on the white line inside the turning direction in a direction in which it is difficult to determine that the vehicle departs from the lane. A lane departure warning control device comprising:   The winding road travel detection means determines that the vehicle is traveling on the winding road when the number of times at least the peak value of the curvature of the travel path exceeds a preset threshold exceeds the set number of times per unit time. The lane departure warning control device according to claim 1, wherein The departure determination means determines that the own vehicle deviates from the white line when the first determination position is closer to the own vehicle traveling path than the second determination position,
The correction means performs at least one of correction of the first determination position in a direction away from the own vehicle traveling path and correction of the second determination position in a direction away from the white line. The lane departure warning control device according to claim 1 or 2.   The lane departure warning control device according to any one of claims 1 to 3, wherein the correction means sets a correction amount in accordance with a curve radius, a steering angle, and a slope of a white line of a traveling road. .   5. The departure determining means suppresses a lane departure warning when the winding road traveling detecting means determines that the vehicle is traveling on a winding road and deviates to the inside of the winding road. The lane departure warning control device according to any one of the above.

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