JP2017105249A - Vehicle driving support control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To securely prevent lane deviation of a vehicle by adequately coordinating a lane deviation prevention function and a three-dimensional object avoidance function, and securely prevent collision with a three-dimensional object so as to enhance safety with high versatility.SOLUTION: A vehicle driving support control device calculates a lane deviation prevention target turn amount γ0 to prevent an own vehicle from deviating from a traveling lane of the own vehicle by steering control depending on lane information on the basis of a traffic lane section line location information, three-dimension object information, respective sensor signals, calculates a three-dimension object avoidance target turn amount (γ1, γ2, γ3) to avoid collision of the own vehicle with the three-dimension object by the steering control based on at least the three-dimension object information, and performs the steering control depending on the largest target turn amount by comparing the calculated lane deviation prevention target turn amount γ0 with the calculated three-dimension object avoidance target turn amount (γ1, γ2, γ3).SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle driving support control device that avoids deviation from a lane or collision with a three-dimensional object by steering control.

  In recent years, various devices that support driving have been developed and put into practical use in vehicles, and a lane departure prevention control device that prevents departure from a lane is one of such devices. For example, in Japanese Patent Application Laid-Open No. 11-189166 (hereinafter referred to as Patent Document 1), an anti-lane yaw angle formed by a traveling direction of a vehicle with respect to a traveling lane is calculated, a steering control torque is calculated based on the yaw angle, A technology of a lane departure prevention device that controls a steering actuator so that a steering control torque is generated in a direction to reduce the yaw angle is disclosed.

Japanese Patent Laid-Open No. 11-189166

  By the way, there are various actual driving environments, and the presence of vehicles, people, and other three-dimensional objects such as parallel vehicles or oncoming vehicles in the same lane as the traveling lane of the host vehicle or an adjacent lane cannot be ignored. Therefore, in order to appropriately support the driver's safe driving, in addition to the lane departure prevention function disclosed in Patent Document 1 described above, a collision avoidance function that can reliably avoid a collision with a three-dimensional object in the driving environment is provided. It is necessary to have. The lane departure prevention function disclosed in the above-mentioned Patent Document 1 is specialized in the lane departure prevention function, so it is difficult to avoid the three-dimensional object, and when only the avoidance of the three-dimensional object is considered. Depending on the situation, there is a risk of deviating from a road that can be originally traveled, for example, falling. There is a need for a control device that assists driving by appropriately coordinating the lane departure prevention function and the three-dimensional object avoidance function.

  The present invention has been made in view of the above circumstances, and appropriately prevents the departure from the lane by properly coordinating the lane departure prevention function and the three-dimensional object avoidance function, and also reliably prevents the collision with the three-dimensional object. An object of the present invention is to provide a vehicle driving support control apparatus that is highly versatile and can improve safety.

  According to one aspect of the vehicle driving support control device of the present invention, a surrounding environment recognition unit that recognizes at least lane information of a traveling lane and surrounding three-dimensional object information of the vehicle, and the vehicle is controlled by steering control based on the lane information. A lane departure prevention target turning amount calculation means for calculating a lane departure prevention target turning amount for preventing a departure from a traveling lane, and at least the own vehicle collides with a three-dimensional object by steering control based on the surrounding three-dimensional object information. The three-dimensional object avoidance target turning amount calculation means for calculating the three-dimensional object avoidance target turning amount that avoids the vehicle, and the larger target turning amount by comparing the calculated lane departure prevention target turning amount and the three-dimensional object avoiding target turning amount. And a control means for calculating a control amount of the steering control according to the control.

  According to the vehicle driving support control device of the present invention, the lane departure prevention function and the three-dimensional object avoidance function are appropriately coordinated to reliably prevent the departure from the lane and to reliably prevent the collision with the three-dimensional object. Thus, the versatility is high and the safety can be improved.

1 is a configuration explanatory diagram of a vehicle steering system according to an embodiment of the present invention. FIG. It is a flowchart of the driving assistance control program which concerns on one Embodiment of this invention. 3 is a flowchart continued from FIG. 2. It is a flowchart of the collision margin time calculation routine which concerns on one Embodiment of this invention. It is explanatory drawing of the own vehicle, lane, and each parameter on XY coordinate which concerns on one Embodiment of this invention. It is explanatory drawing of each parameter of the other vehicle (front solid object) with respect to the own vehicle which concerns on one Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  In FIG. 1, reference numeral 1 denotes an electric power steering device in which a steering angle can be set independently of a driver input. It is rotatably supported, and one end thereof extends to the driver's seat side and the other end extends to the engine room side. A steering wheel 4 is fixed to an end portion of the steering shaft 2 on the driver's seat side, and a pinion shaft 5 is connected to an end portion extending to the engine room side.

  A steering gear box 6 extending in the vehicle width direction is disposed in the engine room, and a rack shaft 7 is inserted into and supported by the steering gear box 6 so as to be reciprocally movable. A rack (not shown) formed on the rack shaft 7 is engaged with a pinion formed on the pinion shaft 5 to form a rack and pinion type steering gear mechanism.

  The left and right ends of the rack shaft 7 protrude from the end of the steering gear box 6, and a front knuckle 9 is connected to the end via a tie rod 8. The front knuckle 9 rotatably supports left and right wheels 10L and 10R as steering wheels and is supported by a vehicle body frame so as to be steerable. Accordingly, when the steering wheel 4 is operated and the steering shaft 2 and the pinion shaft 5 are rotated, the rack shaft 7 is moved in the left-right direction by the rotation of the pinion shaft 5, and the front knuckle 9 is moved by the movement to the kingpin shaft (not shown). And the left and right wheels 10L, 10R are steered in the left-right direction.

  Further, an electric power steering motor (electric motor) 12 is connected to the pinion shaft 5 via an assist transmission mechanism 11, and assists and sets the steering torque applied to the steering wheel 4 by the electric motor 12. The steering torque is added so that the target turning amount (the target yaw rate γt in this embodiment) is reached. The electric motor 12 is driven by the motor drive unit 21 by outputting a target torque Tp as a control output value (control amount) from the steering control unit 20 described later to the motor drive unit 21.

  The steering control unit 20 is connected to a front recognition device 31 as a surrounding environment recognition means for recognizing at least lane information of a traveling lane and surrounding three-dimensional object information of the host vehicle, and a vehicle speed for detecting the (own) vehicle speed V. A sensor 32 and a yaw rate sensor 33 for detecting the yaw rate γ are connected.

  The front environment recognition device 31 is, for example, a set of cameras that are attached to the front of a ceiling in a vehicle interior at a constant interval and that captures an object outside the vehicle from different viewpoints, and stereo image processing that processes image data from the camera. Device.

  The processing of image data from the camera in the stereo image processing device of the forward environment recognition device 31 is performed as follows, for example. First, distance information is obtained from a pair of stereo image pairs taken in the traveling direction of the host vehicle captured by the camera from a corresponding positional shift amount, and a distance image is generated.

  In recognition of lane markings such as white lines, the left and right lane markings on the image plane are evaluated on the basis of the knowledge that the white lines are brighter than the road surface. Is specified on the image plane. The position (x, y, z) of the lane marking in the real space is 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. It is calculated from a known coordinate conversion formula. In the present embodiment, the coordinate system of the real space set based on the position of the host vehicle is, as shown in FIG. 5, with the road surface directly under the center of the camera as the origin, the vehicle longitudinal direction is the X axis, the vehicle width The direction (vehicle lateral direction) is the Y axis, and the vehicle height direction is the Z axis. At this time, the xy plane at z = 0 coincides with the road surface when the road is flat. The road model is expressed and acquired by dividing the traveling lane of the host vehicle on the road into a plurality of sections in the distance direction, and connecting the left and right lane markings in each section to a predetermined approximation.

  The forward environment recognition device 31 performs a well-known grouping process based on distance image data representing a three-dimensional distance distribution, and compares it with a frame (window) such as side wall data or three-dimensional object data along the road. Side wall data such as existing guardrails and curbs are extracted, and three-dimensional objects are classified and extracted into pedestrians, two-wheeled vehicles, four-wheeled vehicles (vehicles), and other three-dimensional types. In addition, among the recognized vehicles, for example, a vehicle that is closest to the host vehicle 1 and is continuously recognized as the same vehicle for a set time or longer is extracted as a preceding vehicle. As information of these three-dimensional objects, as shown in FIG. 6, the origin of the XY coordinates with respect to the above-mentioned own vehicle is used as a part closest to the three-dimensional object of the own vehicle (in FIG. 6, the left front end portion is an example. In addition to the three-dimensional object type, the distance from the own vehicle, the direction, and the center position, the relative position (xobj, yobj) of the portion closest to the own vehicle of the three-dimensional object , Speed Vobj, and information on the angle θobj formed by the traveling direction of the three-dimensional object with respect to the traveling direction of the host vehicle are input.

  In addition, for the above-described lane marking information and three-dimensional object information, the reliability is set in the forward environment recognition device 31, and the reliability information is also input to the steering control unit 20.

  The reliability of the lane line information depends on the number of feature values of the lane line existing in the processing area determined in the lane on the image captured by the camera, for example, on the line. Calculate the degree. When there is an ideal straight solid lane line in the area, the feature quantity of the lane line that exists is set to 1, and if there is no feature quantity at all, or it cannot be judged as being aligned on the line In this case, 0 is set. And when a lane is detected with the reliability more than the preset threshold value, it determines with a lane existing.

  In addition, the reliability of the three-dimensional object is set according to the time for which the three-dimensional object detected in the set region is continuously recognized as the same three-dimensional object, for example, so that the three-dimensional object is continuously recognized as the same three-dimensional object. The reliability is set to high 1 and the reliability is set to 0 as the continuous recognition time decreases. And when a solid object is detected with the reliability more than the preset threshold value, it determines with a solid object existing. When it is recognized that a three-dimensional object exists, the position xobj of the information about the three-dimensional object in the front-rear direction with respect to the own vehicle, the position yobj of the three-dimensional object in the lateral direction with respect to the own vehicle, and the traveling direction of the own vehicle in the traveling direction of the three-dimensional object As for the angle θobj formed with respect to, the reliability is set in accordance with the detected stability (for example, the continuously recognized time). And when it is more than the reliability threshold value preset for each parameter, it is determined that the parameter is detected, and when the reliability threshold value is not reached, the parameter is not detected. Determined.

  In this embodiment, an example in which a stereo camera is used for recognizing forward information has been described, but a monocular camera or the like may be used instead.

  Then, the steering control unit 20 runs the host vehicle by steering control based on the lane information based on the lane marking position information, the three-dimensional object information, and each sensor signal according to the driving support control program shown in FIG. A lane departure prevention target turning amount γ0 for preventing departure from the lane is calculated, and at least three-dimensional object avoidance target turning amount (γ1, γ2, γ3) are calculated, and the calculated target lane departure prevention target turning amount γ0 and the three-dimensional object avoidance target turning amount (γ1, γ2, γ3) are compared, and the target as the control amount is calculated based on the largest target turning amount. The torque Tp is calculated and output to the motor drive unit 21 of the electric power steering apparatus 1 to drive and control the electric power steering motor 12. As described above, the steering control unit 20 is provided as a lane departure prevention target turning amount calculation unit, a three-dimensional object avoidance target turning amount calculation unit, and a control unit.

  Hereinafter, the driving support control executed by the steering control unit 20 will be described based on the flowchart of FIG.

  First, in step (hereinafter abbreviated as “S”) 101, it is determined whether or not a lane is recognized. If a lane is recognized, the process proceeds to S102, and an estimated lane departure time t_tlc is calculated.

  Here, derivation of parameters that can be obtained from the lane marking recognized by the forward environment recognition device 31 will be described.

  The lane marking on the left side of the host vehicle is approximated by the following equation (1) by the method of least squares.

y = AL · x ² + BL · x + CL (1)
Further, the lane marking on the right side of the host vehicle is approximated by the following equation (2) by the method of least squares.

y = AR · x ² + BR · x + CR (2)
In the above equations (1) and (2), “AL” and “AR” indicate the curvature of each curve, the curvature κ of the left white line is 2 · AL, and the right white line The curvature κ is 2 · AR. In the equations (1) and (2), “BL” and “BR” indicate the inclinations of the respective curves in the width direction of the host vehicle, and “CL” and “CR” indicate the respective curves. The position in the width direction of the vehicle is shown (see FIG. 5).

  For this reason, an on-lane yaw angle (hereinafter referred to as an on-vehicle yaw angle) θyaw formed by the traveling direction of the own vehicle with respect to the traveling lane of the own vehicle is expressed by the above-described approximate expressions (1) and (2). It calculates with the following (3) Formula.

θyaw = tan ⁻¹ ((BL + BR) / 2) (3)
Also, the vehicle lateral position yv in the lane width direction, which is the vehicle position from the center of the lane, is calculated by the following equation (4).

yv = (CL + CR) / 2 (4)
As described above, the predicted lane departure time t_tlc that deviates from the lane in the current traveling state can be calculated by, for example, the following equation (5).

t_tlc = (L−y_offset) / (V · sin (θyaw) (5)
Here, L is the distance from the lane marking to the host vehicle, and is calculated by, for example, the following equation (6). Further, y_offset is a value that is set by referring to a map or table that has been set in advance through experiments and calculations, for example, under conditions such as road surface cant, road width, and lane curvature.

L = ((CL-CR) -W) / 2-yv (6)
Here, W is a vehicle width.

  Next, the process proceeds to S103, and a lane departure prevention target turning amount (in this embodiment, a lane departure prevention target yaw rate) γ0 is calculated by the following equation (7), for example.

γ0 = −θyaw / t_tlc (7)
If the lane is not recognized in S101, the process proceeds to S104, and the lane departure prevention target yaw rate γ0 is set to 0 (γ0 = 0: the target turning amount for lane departure prevention is 0).

  After setting the lane departure prevention target yaw rate γ0 in S103 or S104, the process proceeds to S105, in which it is determined whether a three-dimensional object is recognized.

  As a result of the determination in S105, when it is determined that a three-dimensional object is recognized, the process proceeds to S106, and the collision margin time t_ttc is calculated according to the collision margin time calculation routine shown in FIG.

  After calculating the collision margin time t_ttc in S106, the process proceeds to S107, and it is determined whether or not the collision margin time t_ttc is calculated as a result of the calculation process of the collision margin time t_ttc in S106.

  If it is determined in S107 that the collision allowance time t_ttc has been calculated, the process proceeds to S108, and it is determined whether or not an angle θobj formed by the traveling direction of the three-dimensional object with respect to the traveling direction of the host vehicle is detected.

  When the angle θobj formed by the traveling direction of the three-dimensional object with respect to the traveling direction of the host vehicle is detected, the process proceeds to S109, and the first three-dimensional object avoidance target turning amount (in this embodiment, the first three-dimensional object). The avoidance target yaw rate) γ1 is calculated by the following equation (8), for example.

γ1 = −θobj / t_ttc (8)
That is, the first three-dimensional object avoidance target yaw rate γ1 performs steering control so that the traveling direction of the host vehicle is the same as the traveling direction of the three-dimensional object before the host vehicle collides with the three-dimensional object. The control amount can reliably prevent the object from colliding.

  If the angle θobj formed by the traveling direction of the three-dimensional object with respect to the traveling direction of the host vehicle is not detected as a result of the determination in S108, the process proceeds to S110 and the first three-dimensional object avoidance target yaw rate γ1 is set to 0 (γ1 = 0). : The target turning amount for avoiding the first three-dimensional object is set to 0).

  After setting the first three-dimensional object avoidance target yaw rate γ1 in S109 or S110, the process proceeds to S111, and it is determined whether or not the lane yaw angle θyaw of the host vehicle is detected.

  If the on-vehicle yaw angle θyaw of the host vehicle is detected, the process proceeds to S112, and the second three-dimensional object avoidance target turning amount (in the present embodiment, the second three-dimensional object avoidance target yaw rate) γ2 is For example, it is calculated by the following equation (9).

γ1 = −θyaw / t_ttc (9)
In other words, the second three-dimensional object avoidance target yaw rate γ2 is controlled so that at least the host vehicle does not collide with the three-dimensional object so as not to deviate from the traveling lane of the host vehicle, and the host vehicle and the three-dimensional object collide. The control amount can be surely prevented.

  On the other hand, if it is determined in S111 that the lane yaw angle θyaw of the host vehicle is not detected, the process proceeds to S113, and the second three-dimensional object avoidance target yaw rate γ2 is set to 0 (γ2 = 0: second solid object avoidance) Is set to 0).

  If it is determined that the collision allowance time t_ttc has not been calculated as a result of the determination in S107, the process proceeds to S114, and the first three-dimensional object avoidance target yaw rate γ1 is set to 0 (γ1 = 0: first solid). The target turning amount for object avoidance is set to 0), and the process proceeds to S115, where the second three-dimensional object avoidance target yaw rate γ2 is set to 0 (γ2 = 0: the second target turning amount for avoiding the three-dimensional object is 0). .

  Then, after setting the second three-dimensional object avoidance target yaw rate γ2 in S112, S113, or S115, the process proceeds to S116, where the vehicle's anti-lane yaw angle θyaw and the position of the three-dimensional object in the lateral direction with respect to the own vehicle are determined. It is determined whether or not yobj is detected.

  As a result of the determination in S116, when the lane yaw angle θyaw of the host vehicle and the position yobj of the three-dimensional object in the lateral direction with respect to the host vehicle are detected, the process proceeds to S117, and the third three-dimensional object avoidance target turning amount (main In the embodiment, the third three-dimensional object avoidance target yaw rate) γ3 is calculated by, for example, the following equation (10).

γ3 = −θyaw / ((yobj−y_offset) / (V · sin (θyaw))
(10)
In other words, the third three-dimensional object avoidance target yaw rate γ3 is likely to cause fear for the driver to travel closer to the three-dimensional object even in the traveling lane of the own vehicle. The control amount prevents the vehicle from running.

  Further, as a result of the determination in S116 described above, when the anti-lane yaw angle θyaw of the host vehicle and the position yobj of the three-dimensional object in the lateral direction with respect to the host vehicle have not been detected, the process proceeds to S118 and the third three-dimensional object avoidance target is reached. The yaw rate γ3 is set to 0 (γ3 = 0: the target turning amount for the third solid object avoidance is 0).

  On the other hand, if it is determined that the three-dimensional object is not recognized as a result of the determination in S105, the process proceeds to S119, where the first three-dimensional object avoidance target yaw rate γ1 is set to 0 (γ1 = 0: first three-dimensional object avoidance). Is set to 0), the process proceeds to S120, the second three-dimensional object avoidance target yaw rate γ2 is set to 0 (γ2 = 0: the target turn amount of the second three-dimensional object avoidance is 0), and S121. , The third three-dimensional object avoidance target yaw rate γ3 is set to 0 (γ3 = 0: the target turning amount of the third three-dimensional object avoidance is 0).

  Then, after setting the third three-dimensional object avoidance target yaw rate γ2 in S117, S118, or S121, the process proceeds to S122, and the target turning amount (target yaw rate in the present embodiment) γt is set to, for example, (11).

γt = MAX (| γ0 |, | γ1 |, | γ2 |, | γ3 |) (11)
Here, MAX (| γ0 |, | γ1 |, | γ2 |, | γ3 |) is a MAX function for obtaining a maximum value among | γ0 |, | γ1 |, | γ2 |, | γ3 |. That is, among the target yaw rates, the largest absolute value is calculated as the target yaw rate γt.

  Then, the process proceeds to S123, and the target torque Tp is calculated and output by the following equation (12), for example.

Tp = Gff · γt + (Gp · (γt−γ) + Gd · d (γt−γ) / dt
+ Gi · ∫ (γt−γ) dt) (12)
Here, Gff is a feedforward gain, Gp is a proportional gain of the feedback term, Gd is a differential gain of the feedback term, and Gi is an integral gain of the feedback term, which are preset values.

  Next, the collision margin time calculation routine executed in S106 described above will be described with reference to the flowchart of FIG.

  First, in S201, it is determined whether or not a position xobj in the front-rear direction of the three-dimensional object with respect to the host vehicle is detected.

  As a result of the determination, if the front-rear direction position xobj of the three-dimensional object is detected, the process proceeds to S202, and it is determined whether the horizontal position yobj of the three-dimensional object is detected.

  If the result of the determination in S202 is that the lateral position yobj of the three-dimensional object relative to the host vehicle is detected, the process proceeds to S203, and the longitudinal component Vrx_obj (= dxobj / dt) of the relative speed between the three-dimensional object and the host vehicle. ) And the lateral component Vry_obj (= dyobj / dt) of the relative speed between the three-dimensional object and the host vehicle.

  Next, in S204, a collision margin time t_ttc_x (= xobj / Vrx_obj) in the vehicle longitudinal direction and a collision margin time t_ttc_y (= yobj / Vry_obj) in the vehicle lateral direction are calculated.

  If the horizontal position yobj of the three-dimensional object with respect to the own vehicle is not detected in S202 described above, the process proceeds to S205, and whether the angle θobj formed by the three-dimensional object traveling direction with respect to the traveling direction of the own vehicle is detected. It is determined whether or not.

  As a result of the determination, if the angle θobj formed by the traveling direction of the three-dimensional object with respect to the traveling direction of the host vehicle is detected, the process proceeds to S206, and the longitudinal component Vrx_obj (= dxobj / dt) is calculated. Further, the lateral component Vry_obj of the relative speed between the three-dimensional object and the host vehicle is calculated by the following equation (13) using Vrx_obj and θobj.

Vry_obj = Vrx_obj · sin (θobj) (13)
Next, the process proceeds to S207, where the lateral position yobj of the three-dimensional object that cannot be detected with respect to the own vehicle is multiplied by the time after the lateral component Vry_obj of the relative speed between the three-dimensional object and the own vehicle cannot be detected, and finally detected. It is calculated by adding to the horizontal position yobj of the three-dimensional object made with respect to the host vehicle.

  Next, the process proceeds to S208, where a collision margin time t_ttc_x (= xobj / Vrx_obj) in the vehicle longitudinal direction and a collision margin time t_ttc_y (= yobj / Vry_obj) in the vehicle lateral direction are calculated.

  After calculating the collision margin time t_ttc_x in the vehicle front-rear direction and the collision margin time t_ttc_y in the vehicle lateral direction in S204 or S208, the process proceeds to S209, where the collision margin time t_ttc_x in the vehicle longitudinal direction and the collision in the vehicle lateral direction are calculated. The margin time t_ttc_y is compared.

  If the result of the comparison in S209 shows that the smaller collision margin time, that is, t_ttc_x ≧ t_ttc_y, the process proceeds to S210, where the collision margin time t_ttc_y in the lateral direction of the vehicle is set as the collision margin time t_ttc. If there is, the process proceeds to S211, and the collision margin time t_ttc_x in the vehicle longitudinal direction is set as the collision margin time t_ttc.

  When the angle θobj formed by the traveling direction of the three-dimensional object with respect to the traveling direction of the host vehicle is not detected in S205 described above, the process proceeds to S212, and the longitudinal component Vrx_obj (= dxobj / dt) is calculated, the process proceeds to S213, and a collision margin time t_ttc_x (= xobj / Vrx_obj) in the vehicle longitudinal direction is calculated.

  Then, the process proceeds to S214, and the collision margin time t_ttc_x in the vehicle longitudinal direction is set as the collision margin time t_ttc.

  On the other hand, if the front-rear direction position xobj of the three-dimensional object with respect to the host vehicle is not detected in S201, the process proceeds to S215, and it is determined whether or not the horizontal position yobj of the three-dimensional object with respect to the host vehicle is detected.

  As a result of the determination in S215, when the lateral position yobj of the three-dimensional object with respect to the own vehicle is detected, the process proceeds to S216, and the lateral component Vry_obj (= dyobj / dt) of the relative speed between the three-dimensional object and the own vehicle. The process proceeds to S217, and a collision margin time t_ttc_y (= yobj / Vry_obj) in the lateral direction of the vehicle is calculated.

  In S218, the collision margin time t_ttc_y in the vehicle lateral direction is set as the collision margin time t_ttc.

  If the lateral position yobj of the three-dimensional object with respect to the host vehicle is not detected in S215 described above, the process proceeds to S219, and the collision margin time t_ttc is not set.

  As described above, according to the present embodiment, based on the lane line position information, the three-dimensional object information, and each sensor signal, it is possible to prevent the vehicle from deviating from the lane in which the host vehicle travels by steering control based on the lane information. The target turning amount γ0 to prevent lane departure is calculated, and the three-dimensional object avoidance target turning amount (γ1, γ2, γ3) that avoids the collision of the host vehicle with the three-dimensional object by steering control based on at least three-dimensional object information is calculated. The calculated lane departure prevention target turning amount γ0 and the three-dimensional object avoiding target turning amount (γ1, γ2, γ3) are compared, and the steering control is executed based on the largest target turning amount. For this reason, the lane departure prevention function and the three-dimensional object avoidance function are properly coordinated to reliably prevent deviation from the lane, and to reliably prevent collision with the three-dimensional object, making it highly versatile and safe. It becomes possible to improve. In particular, three-dimensional objects vary in relative position with the host vehicle depending on pedestrians, two-wheeled vehicles, four-wheeled vehicles (vehicles), and other three-dimensional objects, and the reliability of three-dimensional object information that can be detected varies. Therefore, in order to reliably prevent a collision with a three-dimensional object, it is necessary to control in consideration of these changes and differences. In the present embodiment, the first three-dimensional object avoidance target yaw rate γ1, Since the control is performed with the maximum of the plurality of target turning amounts of the second three-dimensional object avoidance target yaw rate γ2 and the third three-dimensional object avoidance target yaw rate γ3, the deviation from the lane is surely prevented and reliably In addition, it is possible to prevent a collision with a three-dimensional object.

DESCRIPTION OF SYMBOLS 1 Electric power steering apparatus 2 Steering shaft 4 Steering wheel 5 Pinion shaft 10L, 10R Wheel 12 Electric motor 20 Steering control part (lane departure prevention target turning amount calculation means, three-dimensional object avoidance target turning amount calculation means, control means)
21 motor drive unit 31 forward recognition device (peripheral environment recognition means)
32 Vehicle speed sensor 33 Yaw rate sensor

Claims (6)

Surrounding environment recognition means for recognizing at least lane information of a traveling lane and surrounding three-dimensional object information of the host vehicle,
Lane departure prevention target turning amount calculation means for calculating a lane departure prevention target turning amount that prevents the vehicle from deviating from the lane in which the vehicle travels by steering control based on the lane information;
A three-dimensional object avoidance target turning amount calculating means for calculating a three-dimensional object avoidance target turning amount that avoids the vehicle from colliding with the three-dimensional object by steering control based on at least the surrounding three-dimensional object information;
Control means for calculating the control amount of the steering control in accordance with the larger target turning amount by comparing the calculated lane departure prevention target turning amount and the three-dimensional object avoiding target turning amount;
A vehicle driving support control device comprising:   The three-dimensional object avoidance target turning amount calculation means calculates a collision allowance time in which the host vehicle and the three-dimensional object collide, and at least the three-dimensional object avoidance target turning amount is determined based on the collision allowance time and the own vehicle in the traveling direction of the three-dimensional object. The vehicle driving support control device according to claim 1, wherein the vehicle driving support control device calculates the angle based on an angle formed with respect to the traveling direction of the vehicle.   The three-dimensional object avoidance target turning amount calculation means calculates a collision allowance time in which the host vehicle and the three-dimensional object collide, and at least the three-dimensional object avoidance target turning amount is calculated with respect to the collision allowance time and the traveling lane of the own vehicle. 3. The vehicle driving support control device according to claim 1, wherein the driving assistance control device calculates the vehicle based on an anti-lane yaw angle formed by a traveling direction of the host vehicle.   The three-dimensional object avoidance target turning amount calculation means calculates at least the three-dimensional object avoidance target turning amount with respect to the approach speed at which the host vehicle approaches the three-dimensional object in the lateral direction, the lateral position of the three-dimensional object, and the traveling lane of the own vehicle. The vehicle driving support control device according to any one of claims 1 to 3, wherein the vehicle driving support control device calculates the vehicle lane based on a yaw angle to the lane formed by the traveling direction of the host vehicle.   When a plurality of three-dimensional object avoidance target turn amounts are input from the three-dimensional object avoidance target turn amount calculation means, the control means calculates the calculated lane departure prevention target turn amount and the plurality of three-dimensional object avoidance target turn amounts. The vehicle driving support control apparatus according to any one of claims 1 to 4, wherein the control amount of the steering control is calculated in accordance with the largest target turning amount in comparison.   The surrounding environment recognition means calculates the reliability of the lane information and the surrounding solid object information, and judges the detection of information according to the reliability of the lane information and the surrounding solid object information. The vehicle driving support control device according to any one of claims 1 to 5.

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