JP2017189989A - Lane keep apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a vehicle from deviating from a lane while reducing the events of lane keep control being performed unnecessarily against the intention of a vehicular driver at a continuous curve.SOLUTION: A lane keep apparatus 100 has a continuous curve determination part 14 for determining that a lane is a continuous curve. In a case where a curve inside determination part 15 determines that a lane border line a vehicle V approaches is a lane border line on a curve inside, and if time calculated by an arrival time calculation part 13 is equal to or less than a second threshold being smaller than a first threshold that is applied to the case of approaching a lane border line on a curve outside, a lane keep control part 16 performs lane keep control. In the case of approaching a lane border line on a curve inside intentionally in a continuous curve, timing of the lane keep control is delayed, while in the case of approaching a lane border line on a curve outside, the timing of the lane keep control is advanced. Thus it is possible to prevent the vehicle V from deviating from the lane while reducing events of lane keep control being performed unnecessarily against an intention of a vehicular driver at a continuous curve.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a lane keeping device.

  2. Description of the Related Art Conventionally, an apparatus for preventing a vehicle from departing from a lane partitioned by a lane boundary such as a white line has been proposed. For example, Patent Document 1 discloses an apparatus that issues a warning when a vehicle deviates from a determination line that is set to extend substantially parallel to a recognized lane. In general, in a continuous curve, in order to reduce the curvature of the route along which the vehicle travels and reduce the acceleration to the side of the vehicle, the driver of the vehicle intentionally travels the vehicle at the side edge of the lane. Has been done.

  Therefore, in the apparatus of Patent Document 1, when the lane is a straight line, the first determination line is set as the determination line. When the lane is a continuous curve, the determination line is set in the width direction of the lane more than the first determination line. An outer second determination line is set. As a result, when the lane is a continuous curve, even if the vehicle is traveling on the side edge of the lane, an alarm is less likely to be reported than when the lane is a straight line.

JP 2009-234543 A

  By the way, even when the lane is a continuous curve, the vehicle may deviate from the lane. However, in the above technique, when the lane is a continuous curve, an alarm is difficult to be notified. Therefore, there is a possibility that deviation from the lane of the vehicle cannot be prevented, and improvement is desired.

  Therefore, the present invention provides a lane keeping device capable of preventing deviation from the lane of the vehicle while reducing unnecessary lane keeping control against the will of the vehicle driver in a continuous curve. For the purpose.

  The present invention provides a lateral distance measuring unit that measures a distance between a vehicle on a side of the vehicle and a lane boundary line that divides the lane in which the vehicle travels, and a vehicle on the side of the vehicle approaches the lane boundary line. The arrival time for calculating the time required for the vehicle to reach the lane boundary from the distance measured by the approach speed measuring unit that measures the speed, the distance measured by the side distance measuring unit, and the speed measured by the approach speed measuring unit. A calculation unit, a continuous curve determination unit that determines whether the lane in which the vehicle travels is either a lane in which a right turn to a left turn continues or a lane in which a left turn to a right turn continues, and a lane boundary line to which the vehicle approaches From the lane of the vehicle based on the time calculated by the curve inside determination unit and the arrival time calculation unit that determines whether the vehicle is the inner lane boundary line or the outer lane boundary line of either the right turn or the left turn Prevent deviation Lane maintenance control for any of the following: alarm notification, provision of information, automatic steering operation not based on the manual driving operation of the vehicle driver, and automatic braking operation not based on the manual driving operation of the vehicle driver A lane maintenance control unit, wherein the lane maintenance control unit determines that the lane in which the vehicle travels is either a lane in which a right turn to a left turn continues and a lane in which a left turn to a right turn continues, and a curve When it is determined by the inner side determination unit that the lane boundary line to which the vehicle approaches is the outer lane boundary line of either the right turn or the left turn, the time calculated by the arrival time calculation unit is equal to or less than the first threshold value. Sometimes, lane maintenance control is performed, and the continuous curve determination unit determines that the lane in which the vehicle travels is either a lane in which a right turn to a left turn continues or a lane in which a left turn to a right turn continues, and When it is determined by the inner side determination unit that the lane boundary line that the vehicle approaches is an inner lane boundary line of either the right turn or the left turn, the time calculated by the arrival time calculation unit is less than the first threshold value. A lane keeping device that performs lane keeping control when it is less than or equal to a small second threshold.

  According to this configuration, the lane in which the vehicle travels is determined to be a continuous curve by the continuous curve determination unit, and the lane boundary line to which the vehicle approaches is determined to be a lane boundary line inside the curve by the curve inside determination unit. If the time is calculated, the lane maintenance is performed when the time calculated by the arrival time calculation unit is equal to or smaller than the second threshold value that is smaller than the first threshold value when approaching the lane boundary line outside the curve in the continuous curve. Lane control is performed by the control unit. In other words, when the driver of the vehicle intentionally approaches the lane boundary line inside the curve on the continuous curve, the start timing of the lane keeping control is delayed, and the lane boundary line outside the curve in the continuous curve. When approaching, the start timing of the lane keeping control is advanced. Accordingly, it is possible to prevent deviation from the lane of the vehicle while reducing unnecessary lane keeping control against the will of the vehicle driver on the continuous curve.

  According to the lane keeping device of the present invention, it is possible to prevent deviation from the lane of the vehicle while reducing unnecessary lane keeping control against the will of the driver of the vehicle in a continuous curve.

It is a block diagram which shows the structure of the lane keeping apparatus which concerns on embodiment. It is a flowchart which shows operation | movement of the lane keeping apparatus of FIG. It is a figure which shows the example of the continuous curve which the vehicle carrying the lane keeping apparatus of FIG. 1 drive | works. It is a flowchart which shows the operation | movement which determines whether it is a continuous curve of FIG. (A) is a diagram showing a road sign with right (or left) back bending, (B) is a diagram showing a road sign with right (or left) back bending, and (C) is right (or left). (Or left) It is a figure which shows the road sign with zigzag folding. FIG. 4 is a diagram illustrating a route of a vehicle by an automatic steering operation when the vehicle approaches a lane boundary line on the outside of a left turn by a manual driving operation in the continuous curve of FIG. 3. FIG. 4 is a diagram in which the routes of the vehicle by the automatic steering operation are superimposed on the continuous curve of FIG. 3.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. As shown in FIG. 1, the lane keeping device 100 of the embodiment is mounted on a vehicle V such as a passenger car. The lane keeping device 100 is a device for preventing the vehicle V from departing from the lane. As shown in FIG. 1, the lane keeping device 100 includes an external sensor 1, a GPS (Global Positioning System) receiving unit 2, an internal sensor 3, a map database 4, a navigation system 5, an actuator 6, an HMI (Human Machine Interface) 7, Auxiliary equipment U and ECU10 are provided.

  The external sensor 1 is a detection device that detects an external situation that is surrounding information of the vehicle V. The external sensor 1 includes at least a camera. The external sensor 1 may include a radar (Radar) or a rider (LIDAR: Laser Imaging Detection and Ranging).

  The camera is an imaging device that captures an external situation of the vehicle V such as a lane boundary line that divides the lane in which the vehicle V travels. The camera is provided on the back side of the windshield of the vehicle V, for example. The camera may be a monocular camera or a stereo camera. The stereo camera has, for example, two imaging units arranged so as to reproduce binocular parallax. The imaging information of the stereo camera includes information in the depth direction. The camera outputs imaging information related to the external situation of the vehicle V to the ECU 10.

  The radar detects obstacles outside the vehicle V using radio waves. The radio wave is, for example, a millimeter wave. The radar transmits radio waves around the vehicle V, receives radio waves reflected by the obstacles, and detects the obstacles. For example, the radar can output the distance or direction to the obstacle as obstacle information regarding the obstacle. The radar outputs the detected obstacle information to the ECU 10. In addition, when performing sensor fusion, you may output the reception information of the reflected electromagnetic wave to ECU10.

  The rider detects an obstacle outside the vehicle V using light. The rider transmits light around the vehicle V, receives the light reflected by the obstacle, measures the distance to the reflection point, and detects the obstacle. For example, the rider can output the distance or direction to the obstacle as the obstacle information. The rider outputs the detected obstacle information to the ECU 10. In addition, when performing sensor fusion, you may output the reception information of the reflected light to ECU10. The cameras, riders, and radars do not necessarily have to be provided in duplicate.

  The GPS receiver 2 receives signals from three or more GPS satellites and acquires position information indicating the position of the vehicle V. The position information includes, for example, latitude and longitude. The GPS receiver 2 outputs the measured position information of the vehicle V to the ECU 10. Instead of the GPS receiving unit 2, other means that can specify the latitude and longitude in which the vehicle V exists may be used.

  The internal sensor 3 is a detector that detects information according to the traveling state of the vehicle V. The internal sensor 3 includes at least one of a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor in order to detect information according to the traveling state of the vehicle V.

  The vehicle speed sensor is a detector that detects the speed of the vehicle V. As the vehicle speed sensor, for example, a wheel speed sensor that is provided for a wheel of the vehicle V or a drive shaft that rotates integrally with the wheel and detects the rotation speed of the wheel is used. The vehicle speed sensor outputs vehicle speed information (wheel speed information) including the speed of the vehicle V to the ECU 10.

  The acceleration sensor is a detector that detects the acceleration of the vehicle V. The acceleration sensor includes, for example, a longitudinal acceleration sensor that detects acceleration in the longitudinal direction of the vehicle V and a lateral acceleration sensor that detects lateral acceleration of the vehicle V. The acceleration sensor outputs acceleration information including the acceleration of the vehicle V to the ECU 10.

  The yaw rate sensor is a detector that detects the yaw rate (rotational angular velocity) around the vertical axis of the center of gravity of the vehicle V. For example, a gyro sensor is used as the yaw rate sensor. The yaw rate sensor outputs yaw rate information including the yaw rate of the vehicle V to the ECU 10.

  The map database 4 is a database provided with map information. The map database 4 is formed in, for example, an HDD (Hard disk drive) mounted on the vehicle V. The map information includes, for example, road position information, road shape information, and intersection and branch point position information. The road shape information includes, for example, the number of road lanes, the type of road lanes being straight or curved, the curvature of road lanes, whether the road lanes are bent back or bent backwards. Or the type of spell fold. The map database 4 may be stored in a computer of a facility such as an information processing center that can communicate with the vehicle V.

  The navigation system 5 is a device that guides the driver of the vehicle V to the destination set on the map by the driver of the vehicle V. The navigation system 5 calculates a route traveled by the vehicle V based on the position information of the vehicle V measured by the GPS receiver 2 and the map information in the map database 4. For example, the navigation system 5 calculates a target route from the position of the vehicle V to the destination, and notifies the driver of the target route by displaying the display of the HMI 7 and outputting sound from the speaker of the HMI 7. For example, the navigation system 5 outputs information on the target route of the vehicle V to the ECU 10.

  The actuator 6 is a device that executes traveling control of the vehicle V. The actuator 6 includes a steering actuator, a throttle actuator, and a brake actuator.

  The steering actuator controls driving of an assist motor that controls the steering angle in the electric power steering system in accordance with a control signal from the ECU 10. Thereby, the steering actuator controls the steering angle of the vehicle V. The steering angle of the vehicle V controlled by the steering actuator may include the steering angle of the rear wheel of the vehicle V in addition to the steering angle of the front wheel of the vehicle V. The steering actuator may control the steering angle of the vehicle V and simultaneously apply a reaction force to the steering wheel by rotating the steering wheel of the vehicle V according to the steering angle of the vehicle V.

  The throttle actuator controls the driving force of the vehicle V by controlling the amount of air supplied to the engine (throttle opening) according to a control signal from the ECU 10. When the vehicle V is a hybrid vehicle or an electric vehicle, the throttle actuator is not included, and a control signal from the ECU 10 is input to a motor as a power source to control the driving force.

  The brake actuator controls the brake system according to a control signal from the ECU 10 and controls the braking force applied to the wheels of the vehicle V. As the brake system, for example, a hydraulic brake system can be used. The brake actuator may change the height (depression amount) of the brake pedal of the vehicle V corresponding to the braking force of the vehicle V at the same time as controlling the braking force.

  The HMI 7 is an interface for outputting and inputting information between the occupant including the driver of the vehicle V and the lane keeping device 100. The HMI 7 includes, for example, a display panel for displaying image information to the occupant, a speaker for audio output, an operation button for the occupant to perform an input operation, or a touch panel. The HMI 7 may output information to the occupant using a wirelessly connected portable information terminal, or may accept an input operation by the occupant using the portable information terminal.

  The auxiliary device U is a device that can be normally operated by the driver of the vehicle V. The auxiliary device U is a generic term for devices that are not included in the actuator 6. The auxiliary equipment U here includes, for example, a direction indicator lamp, a headlamp, a wiper, and the like.

  The ECU 10 controls the operation of the lane keeping device 100. The ECU 10 is an electronic control unit having a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like. The ECU 10 includes a side distance measurement unit 11, an approach speed measurement unit 12, an arrival time calculation unit 13, a continuous curve determination unit 14, a curve inside determination unit 15, and a lane keeping control unit 16. In the ECU 10, a program stored in the ROM is loaded into the RAM and executed by the CPU, thereby controlling each part such as the side distance measuring unit 11 described above. The ECU 10 may be composed of a plurality of electronic control units.

  The side distance measuring unit 11 measures the distance between the vehicle V on the side of the vehicle V and the lane boundary line that divides the lane in which the vehicle V travels. The lateral distance measuring unit 11 recognizes a lane boundary line from an image outside the vehicle V captured by the camera of the external sensor 1 and measures the distance between the vehicle V and the lane boundary line. The lane boundary line includes a white line, a yellow line, a broken line, a double line, and the like.

  The side of the vehicle V is not necessarily limited to the direction of 90 ° to the left and right from the front-rear direction of the vehicle V. For example, the direction of an arbitrary angle of 30 ° to 90 ° to the left and right from the front-rear direction of the vehicle V included. The distance to the lane boundary line means, for example, the shortest distance among the distances between the respective parts on the side surface of the vehicle V and the lane boundary line. Further, the distance to the lane boundary line is the distance between the center of gravity of the vehicle V and the lane boundary line, the shortest distance among the distances between the center line parts of the vehicle V before and after the vehicle V and the lane boundary line, It is good also as the longest distance in the distance of each part of the side surface on the opposite side to this lane boundary line, and a lane boundary line.

  The approach speed measuring unit 12 measures the speed at which the vehicle V on the side of the vehicle V approaches the lane boundary line. The approach speed measuring unit 12 recognizes a lane boundary line from an image outside the vehicle V captured by the camera of the external sensor 1 and measures a speed at which the vehicle V approaches the lane boundary line. The direction of the side of the vehicle V where the approach speed measuring unit 12 measures the speed and the direction of the side of the vehicle V where the side distance measuring unit 11 measures the distance coincide.

  The arrival time calculation unit 13 calculates the time until the vehicle V reaches the lane boundary line from the distance measured by the side distance measurement unit 11 and the speed measured by the approach speed measurement unit 12. The arrival time calculation unit 13 calculates the time until the vehicle V reaches the lane boundary by dividing the distance measured by the side distance measurement unit 11 by the speed measured by the approach speed measurement unit 12. .

  When the vehicle V reaches the lane boundary line, the side distance measuring unit 11 determines the shortest distance among the distances between the respective parts on the side surface of the vehicle V and the lane boundary line as the distance between the vehicle V and the lane boundary line. , It means that any one of the side surfaces of the vehicle V reaches the lane boundary line. Further, when the vehicle V reaches the lane boundary line, the lateral distance measuring unit 11 measures the distance between the center of gravity of the vehicle V and the lane boundary line as the distance between the vehicle V and the lane boundary line. Means that the center of gravity reaches the lane boundary. Further, when the vehicle V reaches the lane boundary line, the lateral distance measuring unit 11 determines the shortest distance among the distances between the center line parts before and after the vehicle V and the lane boundary line as the vehicle V and lane boundary line. , It means that any part of the center line before and after the vehicle V reaches the lane boundary line. Further, when the vehicle V reaches the lane boundary line, the side distance measuring unit 11 determines the longest distance among the distances between the lane boundary line and each part of the side surface opposite to the lane boundary line of the vehicle V. When measured as the distance between V and the lane boundary line, it means that the entire vehicle V goes out of the lane boundary line.

  The continuous curve determination unit 14 determines whether the lane in which the vehicle V travels is either a lane in which a right turn to a left turn continues or a lane in which a left turn to a right turn continues. In the following description, a lane in which a right turn to a left turn continues and a lane in which a left turn to a right turn continues are referred to as a continuous curve. The continuous curve includes right (or left) dorsal bending, right (or left) dorsal refraction and right (or left) spelling. For example, the continuous curve determination unit 14 recognizes the road sign and lane boundary of the lane in which the vehicle V travels by the camera of the external sensor 1 to determine whether the lane in which the vehicle V travels is a continuous curve. judge. The continuous curve determination unit 14 determines whether the lane in which the vehicle V travels is a continuous curve based on the lane shape included in the map information in the map database 4 at the position of the vehicle V measured by the GPS receiving unit 2. It may be determined whether or not.

  The curve inner side determination unit 15 determines whether the lane boundary line to which the vehicle V approaches is an inner lane boundary line or an outer lane boundary line of either a right turn or a left turn. The curve inside determination unit 15 recognizes a lane boundary line from an image outside the vehicle V captured by the camera of the external sensor 1, and based on the recognized lane boundary line shape (direction in which the lane boundary line is bent), It is determined whether the lane boundary line to which the vehicle V approaches is the inner lane boundary line or the outer lane boundary line of either the right turn or the left turn. Further, the curve inside determination unit 15 determines whether the lane boundary line to which the vehicle V approaches is based on the shape of the lane included in the map information in the map database 4 at the position of the vehicle V measured by the GPS receiving unit 2. It may be determined whether it is an inner lane boundary line or an outer lane boundary line.

  Based on the time calculated by the arrival time calculation unit 13, the lane keeping control unit 16 provides an alarm notification and information to prevent the vehicle V from departing from the lane, and a manual driving operation of the driver of the vehicle V The lane keeping control of either automatic steering operation that does not depend on or automatic braking operation that does not depend on the manual driving operation of the driver of the vehicle V is performed.

  The alarm notification is, for example, that a warning sound that informs the passengers including the driver of the vehicle V that the vehicle V is about to depart from the lane is output by voice through the speaker of the HMI 7. Information is provided by outputting a voice guidance that conveys that the vehicle V is about to deviate from the lane through the HMI 7 speaker, and an image that conveys that the vehicle V is about to deviate from the lane through the display of the HMI 7. Is to display. The voice guidance and image are displayed by the direction in which the vehicle V deviates from the lane, the time until the vehicle V deviates from the lane, the driving operation for avoiding the vehicle V deviating from the lane, and the lane keeping control unit 16. The content of the lane maintenance control to be performed may be included. The content of the lane keeping control is, for example, the level of support for the passenger of the vehicle V such as alarm notification or automatic steering operation.

  The automatic steering operation that does not depend on the manual driving operation of the driver of the vehicle V means that the vehicle V returns to the center of the lane so that the vehicle V does not deviate from the lane, for example, by driving the steering actuator of the actuator 6. The steering angle of the vehicle V is controlled so as to travel in the center of the lane. In the automatic steering operation, the steering angle of the vehicle V is controlled, and at the same time, the steering wheel of the vehicle V is rotated according to the steering angle of the vehicle V by the steering actuator to apply a reaction force to the steering wheel. The vehicle V may be taught to a steering operation for the vehicle V to avoid deviation from the lane.

  The automatic braking operation not based on the manual driving operation of the driver of the vehicle V is, for example, by controlling the braking force of the vehicle V so that the vehicle V does not deviate from the lane by driving the brake actuator of the actuator 6. is there. In the automatic braking operation, the braking force of the vehicle V is controlled and at the same time the height of the brake pedal of the vehicle V is changed according to the braking force of the vehicle V by the brake actuator. A braking operation to avoid deviation from the lane may be taught. Alarm notification, information provision, automatic steering operation, and automatic braking operation may be performed in combination of two or more of these. For example, the automatic steering operation and the automatic braking operation may be performed simultaneously, and the automatic steering operation and the automatic braking operation may be performed simultaneously with the provision of information.

  Hereinafter, operation | movement of the lane keeping apparatus 100 of this embodiment is demonstrated. The operation described below is repeated every several [ms] to several hundred [ms]. As shown in FIG. 2, the lateral distance measurement unit 11 of the ECU 10 of the lane keeping device 100 measures the distance between the vehicle V on the side of the vehicle V and the lane boundary line that divides the lane in which the vehicle V travels ( S1).

In the following description, it is assumed that the vehicle V travels on a lane 200 divided by a lane boundary line 201 and a lane boundary line 202 as shown in FIG. When the vehicle V enters the continuous curve entrance 210, a left turn 211 to a right turn 212 are continued. Even after passing through the right turn 212, the lane 200 is a zigzag fold in which a left turn (not shown) and a right turn continue alternately. For example, at the continuous curve entrance 210, the side distance measuring unit 11 has a distance d _in between the vehicle V corresponding to the inside of the left turn 211 and the lane boundary line 201 and a vehicle V corresponding to the outside of the left turn and the lane boundary line 202. And the distance d _out is measured.

In the example of FIG. 3, in order to reduce the steering angle of the vehicle V when passing the left turn 211 and the right turn 212 and reduce the lateral acceleration of the vehicle V, manual operation by the manual driving operation of the driver of the vehicle V is performed. Depending on the driving route R _M1 , the vehicle V is located near the lane boundary line 202 outside the left turn 211 at the continuous curve entrance 210, and the vehicle V is located near the lane boundary line 201 inside the left turn 211 at the left turn 211. To position.

Further, according to the manual driving route _RM2 by the manual driving operation of the driver of the vehicle V, the vehicle V is positioned in the vicinity of the lane boundary line 201 that is outside the right turn 212 in the left turn 211, and the vehicle V is turned right in the right turn 212. The vehicle is located close to the lane boundary line 202 inside. Further, according to the manual driving route _RM3 by the manual driving operation of the driver of the vehicle V, the vehicle V is positioned in the vicinity of the lane boundary line 202 outside the left turn (not shown) continuous to the right turn 212 in the right turn 212, and the right turn. As the vehicle 212 moves away from the vehicle 212, the vehicle V is positioned so as to approach the lane boundary line 201 inside the left turn (not shown) continuous to the right turn 212.

  The approach speed measuring unit 12 of the ECU 10 of the lane keeping apparatus 100 measures the speed v at which the vehicle on the side of the vehicle V approaches the lane boundary lines 201 and 202 (S2). In the example of FIG. 3, in the continuous curve entrance 210 and the left turn 211, the approach speed measurement unit 12 measures the speed v at which the vehicle V approaches the lane boundary 201, and in the right turn 212, the approach speed measurement unit 12 The speed v approaching the lane boundary line 202 is measured.

The arrival time calculation unit 13 of the ECU 10 of the lane keeping device 100 determines that the vehicle V is in the lane from the distances d _in and d _out measured by the side distance measurement unit 11 and the speed v measured by the approach speed measurement unit 12. The time required to reach the boundary lines 201 and 202 is calculated (S3).

  The continuous curve determination unit 14 of the ECU 10 of the lane keeping device 100 determines whether or not the lane 200 on which the vehicle V travels is a continuous curve (S4). Hereinafter, an operation in which the continuous curve determination unit 14 determines whether or not the lane 200 on which the vehicle V travels is a continuous curve will be described. As shown in FIG. 4, the continuous curve determination unit 14 uses a camera of the external sensor 1 to perform a road sign 221 with a right (or left) back curve as shown in FIG. It is determined whether or not a road sign 222 with right (or left) backward refraction as shown in FIG. 5 or a road sign 223 with right (or left) folding as shown in FIG. 5C is recognized (S41). ).

  For example, in the example of FIG. 3, since the zigzag road sign 223 shown in FIG. 5C is recognized, the continuous curve determination unit 14 determines that the lane 200 is a continuous curve (S <b> 42). On the other hand, when the road signs 221, 222, and 223 are not recognized, the continuous curve determination unit 14 determines that the lane 200 is not a continuous curve (S43).

  When the continuous curve determining unit 14 determines that the lane 200 is a continuous curve (S42), the continuous curve determining unit 14 recognizes the shapes of the lane boundary lines 201 and 202 by the camera of the external sensor 1. The continuous curve determination unit 14 recognizes that a curve in one of the left and right directions continues for a certain distance or more from the captured image of the camera of the external sensor 1 (S44), and a straight line continues for a certain distance or more. Is recognized (S45), the section of the continuous curve is finished, and it is determined that the lane 200 is not a continuous curve (S43). The continuous curve determination unit 14 multiplies the elapsed time after the one-way curve or straight line is recognized by the captured image of the camera of the external sensor 1 by the vehicle speed of the vehicle V detected by the vehicle speed sensor of the internal sensor 3. It is possible to calculate a unidirectional curve or straight line distance.

  On the other hand, the continuous curve determination unit 14 does not recognize that the curve in one of the left and right directions is continued for a certain distance or more from the captured image of the camera of the external sensor 1 (S44), and the straight line continues for a certain distance or more. If it is not recognized (S45), the section of the continuous curve is continued, and the process ends while determining that the lane 200 is a continuous curve.

  Returning to FIG. 2, when the continuous curve determination unit 14 determines that the lane 200 is a continuous curve (S4), the curve inside determination unit 15 of the ECU 10 of the lane keeping device 100 determines the lane boundary where the vehicle V approaches. It is determined whether the lines 201 and 202 are the inner lane boundary lines 201 and 202 of either the right turn 212 and the left turn 211 or the outer lane boundary lines 201 and 202 (S5).

  The lane 200 in which the vehicle V travels is determined to be a continuous curve by the continuous curve determination unit 14 (S4), and the lane boundary lines 201 and 202 to which the vehicle V approaches by the curve inside determination unit 15 are either a right turn 212 or a left turn 211. If it is determined that these are the outer lane boundary lines 201 and 202 (S5), when the time calculated by the arrival time calculation unit 13 is less than or equal to the first threshold (S6), the lane keeping device 100 The lane keeping control unit 16 of the ECU 10 of the ECU 10 provides warning notification, information provision, automatic steering operation that does not depend on the manual driving operation of the driver of the vehicle V, and the vehicle V. Any lane keeping control of the automatic braking operation not based on the manual driving operation of the driver is performed (S8). When the time calculated by the arrival time calculation unit 13 exceeds the first threshold (S6), the lane keeping control unit 16 ends the process without performing the lane keeping control.

For example, as shown in FIG. 6, when the vehicle V approaches the lane boundary line 202 outside the left turn 211 by the manual driving routes R _M4 and R _M5 by the manual driving operation of the driver of the vehicle V, the vehicle V a distance d _out is relatively long in the lane boundary line 202, the vehicle V is a relatively long time to reach the lane boundary line 202. However, since the time until the vehicle V reaches the lane boundary line 202 is equal to or less than the first threshold set to a relatively large value, the lane keeping control unit 16 performs the automatic driving route R by the automatic steering operation. _{By A3} , the lane keeping control is performed so that the vehicle V does not depart from the lane 200.

  As shown in FIG. 2, the lane keeping control unit 16 also determines that the arrival time calculation unit 13 when the continuous curve determination unit 14 determines that the lane 200 on which the vehicle V travels is not a continuous curve (S5). When the time calculated by the above is less than or equal to the first threshold (S6), lane keeping control is performed (S8). If the lane 200 is not a continuous curve, it may be determined whether or not the lane keeping control is performed based on a threshold value set to a value different from the first threshold value. Further, when the lane 200 is not a continuous curve, it may be determined whether or not the lane keeping control is performed based on threshold values set to different values depending on whether the lane 200 is a straight line or a curve.

  The lane 200 in which the vehicle V travels is determined to be a continuous curve by the continuous curve determination unit 14 (S4), and the lane boundary lines 201 and 202 to which the vehicle V approaches by the curve inside determination unit 15 are the right turn 212 and the left turn 211. When it is determined that the inner lane boundary line 201 or 202 is one of the inner lane boundary lines 201 and 202 (S5), when the time calculated by the arrival time calculation unit 13 is equal to or smaller than the second threshold value (S7), the lane keeping control is performed. The unit 16 performs lane keeping control (S8). When the time calculated by the arrival time calculation unit 13 exceeds the second threshold (S7), the lane keeping control unit 16 ends the process without performing the lane keeping control.

For example, as shown in FIG. 7, when the vehicle V approaches the lane boundary line 201 inside the left turn 211 by the manual driving route _RM1 by the manual driving operation of the driver of the vehicle V, the vehicle V and the lane boundary The distance d _in with the line 201 is relatively short, and the time until the vehicle V reaches the lane boundary line 201 is relatively short. If the automatic steering operation of the lane keeping control is performed, the vehicle V is caused to travel in the center portion of the lane 200 by the automatic driving route _RA1 by the automatic steering operation. However, since the time until the vehicle V reaches the lane boundary line 201 exceeds the second threshold value set to a value smaller than the first threshold value, as shown in FIG. Not done.

Similarly, when the vehicle V approaches the lane boundary 202 inside the right turn 212 by the manual driving route _RM2 by the manual driving operation of the driver of the vehicle V, the distance d between the vehicle V and the lane boundary 202 is d. _in is relatively short, and the time until the vehicle V reaches the lane boundary 202 is relatively short. If the automatic steering operation of the lane keeping control is performed, the vehicle V is caused to travel in the center of the lane 200 by the automatic driving route _RA2 by the automatic steering operation. However, since the time until the vehicle V reaches the lane boundary line 202 exceeds the second threshold set to a value smaller than the first threshold, the lane keeping control is performed as shown in FIG. Not done.

  The second threshold may be set to 0, and the lane keeping control may be performed when the vehicle V reaches the lane boundary lines 201 and 202. Further, when the lateral distance measuring unit 11 measures the distance between the center of gravity of the vehicle V and the lane boundary line as the distance between the vehicle V and the lane boundary lines 201 and 202, When the shortest distance among the distances between the center line portions of the vehicle and the lane boundary line is measured as the distance between the vehicle V and the lane boundary lines 201 and 202, or when the lateral distance measuring unit 11 is the lane boundary of the vehicle V When the longest distance among the distances between the portions on the side opposite to the lines 201 and 202 and the lane boundary lines 201 and 202 is measured as the distance between the vehicle V and the lane boundary lines 201 and 202, By appropriately setting the threshold value 2, the lane keeping control may be performed when the vehicle V crosses the lane boundary lines 201 and 202 or the vehicle V goes out of the lane boundary lines 201 and 202.

  In the present embodiment, the lane 200 in which the vehicle V travels is determined to be a continuous curve by the continuous curve determination unit 14 and the lane boundary lines 201 and 202 to which the vehicle V approaches are determined to be inside the curve by the curve inner determination unit 15. When it is determined that the lane boundary lines 201 and 202 are the first threshold value when the time calculated by the arrival time calculation unit 13 approaches the lane boundary lines 201 and 202 outside the curve in the continuous curve. Lane maintenance control is performed by the lane keeping control unit 16 when the second threshold is smaller than the second threshold value. That is, when the driver of the vehicle V intentionally makes the vehicle V approach the lane boundary lines 201 and 202 inside the curve in the continuous curve, the start timing of the lane keeping control is delayed, and the curve of the curve in the continuous curve When approaching the outer lane boundary lines 201 and 202, the start timing of the lane keeping control is advanced. Thereby, the deviation from the lane 200 of the vehicle V can be prevented while reducing unnecessary lane keeping control against the will of the driver of the vehicle V in the continuous curve.

  In this embodiment, the number of drivers who feel that the lane keeping control is troublesome is reduced by reducing unnecessary lane keeping control. Therefore, the reliability of the lane keeping device 100 for the driver is improved. By improving the reliability of the lane keeping device 100 for the driver, the number of drivers who turn off the lane keeping device 100 mounted on the vehicle V is reduced, and the departure of the vehicle V from the lane 200 is further prevented. The possibility of being able to be increased.

  As mentioned above, although embodiment of this invention was described, this invention is implemented in various forms, without being limited to the said embodiment.

DESCRIPTION OF SYMBOLS 1 ... External sensor, 2 ... GPS receiving part, 3 ... Internal sensor, 4 ... Map database, 5 ... Navigation system, 6 ... Actuator, 7 ... HMI, 10 ... ECU, 11 ... Side distance measuring part, 12 ... Approaching speed Measurement unit, 13 ... Arrival time calculation unit, 14 ... Continuous curve determination unit, 15 ... Curve inside determination unit, 16 ... Lane maintenance control unit, 100 ... Lane maintenance device, 200 ... Lane, 201 ... Lane boundary line, 202 ... Lane Boundary line, 210 ... continuous curve entrance, 211 ... left turn, 212 ... right turn, V ... vehicle, U ... auxiliary equipment, d _in ... distance, d _out ... distance, v ... speed, R _M1 , R _M2 , R _M3 , R _M4 , R _M5 ... manual operation path, R _A1 , R _A2 , R _A3 ... automatic operation path.

Claims (1)

A lateral distance measuring unit for measuring a distance between the vehicle on a side of the vehicle and a lane boundary line defining a lane in which the vehicle travels;
An approach speed measurement unit that measures a speed at which the vehicle on the side of the vehicle approaches the lane boundary;
An arrival time calculation unit that calculates time until the vehicle reaches the lane boundary line from the distance measured by the side distance measurement unit and the speed measured by the approach speed measurement unit;
A continuous curve determination unit that determines whether the lane in which the vehicle travels is either the lane in which a right turn from a left turn continues and the lane in which a right turn continues from a left turn;
A curve inner side determination unit for determining whether the lane boundary line approached by the vehicle is the lane boundary line inside the right turn or the left turn or the outer lane boundary line; and
Based on the time calculated by the arrival time calculation unit, an alarm notification for preventing deviation of the vehicle from the lane, provision of information, and automatic steering not depending on a manual driving operation of the driver of the vehicle A lane keeping control unit for performing lane keeping control for any of the operation and automatic braking operation not based on the manual driving operation of the driver of the vehicle;
With
The lane keeping control unit is
The continuous curve determination unit determines that the lane in which the vehicle travels is either the lane in which a right turn to a left turn continues or the lane in which a left turn to a right turn continues, and the curve inside determination unit determines that the vehicle is When it is determined that the approaching lane boundary is the lane boundary outside either the right turn or the left turn, the time calculated by the arrival time calculation unit is equal to or less than a first threshold value , Perform the lane keeping control,
The continuous curve determination unit determines that the lane in which the vehicle travels is either the lane in which a right turn to a left turn continues or the lane in which a left turn to a right turn continues, and the curve inside determination unit determines that the vehicle is When it is determined that the approaching lane boundary line is the lane boundary line on either the right turn or the left turn, the time calculated by the arrival time calculation unit is smaller than the first threshold value. A lane keeping device that performs the lane keeping control when the threshold is 2 or less.

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