JP2018043539A - Lane deviation suppression apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To execute a lane deviation suppression in accordance with the state of a lane.SOLUTION: A lane deviation suppression apparatus includes: lane state detection means for detecting a state of a lane: determination means for determining whether a vehicle deviates from a travel lane on the basis of the state of the lane detected by the lane state detection means, a reference line generated toward a lane center side than a division line of the lane in accordance with the state of the lane and an estimated position of the vehicle after a given period of time; computation means for setting a variable for determining a steering amount in accordance with a deviation amount of deviating the lane in the case of the determination means determining that the vehicle deviates the travel lane, and computing a steering amount on the basis of the set variable and a target steering amount relative to the reference line; and suppression means for suppressing the vehicle from moving in a turning direction on the basis of the steering amount computed by the computation means.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a lane departure suppression device.

The following techniques are known as techniques for preventing lane departure.
The controller calculates the predicted time until the vehicle deviates from the vehicle lane based on the lateral displacement of the vehicle relative to the vehicle lane and the amount of change, and expresses the risk of future departure based on the vehicle deviation predicted time. And the accelerator pedal reaction force and the steering reaction force are controlled based on the departure risk degree, and the yaw moment is generated by the braking force difference between the left and right wheels in a direction to avoid the departure of the own lane, Thus, a technique for performing departure prevention control while transmitting a deviation risk from the own lane to the driver is known (see Patent Document 1 below).

JP-A-2005-306200

  By the way, the state of the lane differs depending on the type of road on which the vehicle travels and the travel location. For example, the lane width may be different, such as a road having a large lane width or a thin road, and the shape of the road may be linear or curved.

  In this way, depending on the lane condition such as the lane width and shape of the road, the conventional lane departure control cannot be used, and the vehicle may deviate from the lane. For this reason, there is a need for a technique that suppresses and controls lane departure of a vehicle according to the state of the lane.

  This invention is made | formed in view of the said situation, and it aims at providing the lane departure suppression apparatus which can perform appropriate lane departure suppression according to the state of a lane.

  A lane departure suppression device for suppressing lane departure of a vehicle according to the present invention includes a lane state detection unit that detects a lane state, the lane state detected by the lane state detection unit, and the lane state according to the lane state. Determination means for determining whether or not the vehicle departs from the travel lane based on a reference line created on the lane center side from the lane marking and an estimated position after a predetermined time of the vehicle; When it is determined by the means that the vehicle deviates from the driving lane, a reflection coefficient for determining a steering amount is set according to the deviation amount deviating from the lane, and the set reflection coefficient and the reference line are set. Computation means for computing a steering amount based on a target steering angle; and suppression means for suppressing movement of the vehicle in the turning direction based on the steering amount computed by the computation means.

  If comprised in this way, the lane departure suppression apparatus can perform suitable lane departure suppression according to the state of a lane.

  The reference line may be created according to any one of the lane width of the lane and the curvature of the lane. At this time, the reference line may be set closer to the lane as the lane width is narrower. The reference line may be set closer to the lane as the curvature increases. Thereby, when the lane width is narrow or when the vehicle is traveling on a curve, it is possible to ensure a wide range that the lane departure suppression control does not reach, and thus it is possible to suppress unnecessary control intervention and reduce annoyance.

  Further, the lane departure restraint device includes position estimation means for estimating the position of the vehicle using a forward gaze secondary prediction model, and the deviation amount includes an estimated position estimated by the position estimation means, the reference line It is good also as the distance.

  If comprised in this way, it will become an estimated position in consideration of the turning motion of a vehicle, and the precision of the estimated position of a vehicle can be improved.

  Further, the lane departure suppression device includes an acquisition unit that acquires a travel environment of the vehicle, and a determination unit that determines whether to execute the suppression unit based on the travel environment acquired by the acquisition unit. You may prepare.

  As a result, in a driving environment where it is better to turn off the vehicle departure suppression function, the lane departure suppression device can turn off the vehicle departure suppression function, so that unnecessary control intervention and malfunction can be suppressed.

  Furthermore, the lane departure restraint device includes storage means for storing a plurality of graphs for determining the reflection coefficient, and the setting means selects one of the plurality of graphs according to the travel environment acquired by the acquisition means. The reflection coefficient may be set.

  Thereby, since a graph suitable for the lane width and the driving environment can be selected from a plurality of graphs and the reflection coefficient can be set, a more suitable reflection coefficient can be set.

  ADVANTAGE OF THE INVENTION According to this invention, the lane departure suppression apparatus which can perform appropriate lane departure suppression according to the state of a lane can be provided.

The figure which shows an example of a schematic structure of the lane departure suppression apparatus which concerns on embodiment of this invention. The figure which shows an example of the imaging | photography area of the camera which concerns on the embodiment. The figure for demonstrating an example of the graph of the reflection coefficient which concerns on the same embodiment. The flowchart which shows an example of the lane departure suppression process which concerns on the same embodiment. The sub-flowchart which shows an example of the deviation determination process which concerns on the same embodiment. The figure for demonstrating the creation process of the reference line which concerns on the embodiment. The subflowchart which shows an example of the control amount calculation process which concerns on the same embodiment. The figure for demonstrating an example which changes the position of a reference line according to the lane width concerning the embodiment. The figure for demonstrating an example which changes the position of a reference line according to the lane width concerning the embodiment. The figure for demonstrating an example which changes a reflection coefficient according to the deviation amount which concerns on the embodiment. The figure for demonstrating an example which changes a reflection coefficient according to the deviation amount which concerns on the embodiment. The figure for demonstrating an example by which the graph which determines the reflection coefficient which concerns on the modification of the embodiment is stored in multiple numbers.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a diagram illustrating an example of a schematic configuration of a vehicle 1 to which a lane departure suppression device of the present invention is applied.

  As shown in FIG. 1, the vehicle 1 includes a camera 11, a camera control unit 12, a wheel speed sensor 13, a yaw rate sensor 14, a sensor control unit 15, an ECU (Electronic Control Unit) 16, and a power steering unit 17. . The ECU 16 includes a deviation determination unit 20, a reflection coefficient calculation unit 21a, and a control amount calculation unit 21 having a target steering angle calculation unit 21b. The power steering unit 17 has a control output having a steering amount calculation unit 22a and an output unit 22b. Part 22 is included. In addition, although the vehicle 1 is also provided with the other structure for implement | achieving the function as a vehicle, illustration and description are abbreviate | omitted about these structures.

  For example, the camera 11 is disposed on the front side of the vehicle 1, captures an area below a predetermined distance on the front side of the vehicle 1, and outputs the captured image data to the camera control unit 12. FIG. 2 is a diagram illustrating an example of the shooting area A of the camera 11. As shown in FIG. 2, the road R is provided with three lane markings, that is, a right lane marking RL, a center lane marking ML, and a right lane marking RL. The center lane marking ML and the left lane marking LL A left traveling lane R1 that is partitioned, and a right traveling lane R2 that is partitioned by a right lane line RL and a central lane line ML are configured. In FIG. 2, the vehicle 1 is traveling in the left lane R1 of the road R. The camera 11 is photographing the photographing area A in the front lower direction of the vehicle 1. The photographing area A can photograph a range including at least the center lane marking ML and the left lane marking LL. Note that the shooting area A of the camera 11 may be configured to be able to capture the entire width direction of the road R, that is, the right marking line RL, the central marking line ML, and the left marking line LL.

  The camera control unit 12 performs image analysis on the image data input from the camera 11, specifies the positions of the center lane line ML and the left lane line LL included in the shooting area A, and further, the center lane line ML. And the position in the width direction of the road R of the vehicle 1 between the left lane line LL and the left lane line LL. The camera control unit 12 outputs the specified information to the ECU 16.

  The wheel speed sensor 13 is disposed in the vicinity of the axle (not shown) and detects the rotational speed of the axle. The vehicle speed sensor 13 outputs the detected rotation speed to the sensor control unit 15. The yaw rate sensor 14 detects the yaw rate of the vehicle 1 (the changing speed of the rotation angle in the turning direction). The yaw rate sensor 14 outputs the detected yaw rate to the sensor control unit 15.

  The sensor control unit 15 calculates the vehicle speed of the vehicle 1 based on the rotation speed input from the wheel speed sensor 13, and outputs the calculated vehicle speed and the yaw rate input from the yaw rate sensor 14 to the ECU 16.

  The ECU 16 comprehensively controls the vehicle 1. For example, lane departure suppression control that suppresses lane departure of the vehicle 1 is executed. The lane departure suppression control is executed by the departure determination unit 20, the control amount calculation unit 21, and the control output unit 22 included in the ECU 16.

  The departure determination unit 20 determines that the vehicle 1 determines the left travel lane R1 based on a reference line created on the lane center side from the lane marking according to the lane state and an estimated position after a predetermined time of the vehicle 1. Determine whether or not to deviate.

  When it is determined that the vehicle 1 departs from the left lane R1, the control amount calculation unit 21 sets a reflection coefficient for determining the steering amount according to the distance (deviation amount) between the reference line and the estimated position, A target steering angle with respect to the line DL1 is calculated. Details of the lane departure suppression control will be described later.

  The reflection count calculation unit 21a calculates a reflection coefficient based on the deviation amount. For example, the reflection coefficient calculation unit 21a calculates a reflection coefficient based on an amount of departure from which the vehicle 1 departs the left lane R1. The calculated reflection coefficient is output from the reflection coefficient calculation unit 21 b to the power steering unit 17.

  The reflection coefficient calculation unit 21a stores a reflection coefficient graph used for the process of adjusting the steering amount, and calculates the reflection coefficient using the stored graph. FIG. 3 is a diagram for explaining an example of a reflection coefficient graph. As shown in FIG. 3, the reflection coefficient graph g1 is linearly set so as to increase in accordance with the deviation amount. Here, the deviation amount is an amount by which the vehicle 1 deviates from the left lane R1, and details will be described later.

  The target steering angle calculation unit 21b calculates a target steering angle based on the deviation amount. The calculated target steering angle is output from the target steering angle calculation unit 21b to the power steering unit 17.

  The power steering unit 17 is a device that assists the driver in steering. The power steering unit adjusts the driver's steering force based on the calculated reflection coefficient input from the control amount calculation unit 21 and the target steering angle.

The control output unit 22 executes a process for adjusting the steering force of the power steering unit 17.
The operation amount calculator 22a calculates a steering amount from the reflection coefficient input from the reflection coefficient calculator 21 and the target steering angle input from the target steering angle calculator 21b. The output unit 22b converts the steering amount into force (Newton). The control output unit 22 adjusts the steering force based on the converted force.

  Next, lane departure suppression control will be described. FIG. 4 is a flowchart illustrating an example of a lane departure suppression process executed by the ECU 16 and the power steering unit 17. This process is always performed while the vehicle 1 is traveling.

  As shown in FIG. 4, the ECU 16 reads the travel environment of the vehicle 1 (ST101: acquisition means). The ECU 16 acquires the center lane marking ML, the left lane marking LL, and the position of the vehicle 1 from the camera control unit 12, and acquires the vehicle speed and yaw rate from the sensor control unit 15.

  Next, the ECU 16 determines whether or not the lane departure suppression function is effective (ST102). For example, the ECU 16 determines whether or not the lane departure suppression function is effective based on whether or not the positions of the center lane marking ML and the left lane marking LL are accurately recognized. For example, when the weather condition is bad (for example, when rain or snow is occurring), it is difficult to accurately recognize the center lane line ML and the left lane line LL, and the erroneously recognized center lane line ML, Further, it is assumed that the lane departure suppression function is executed based on the position of the left lane marking LL and the lane departure suppression function does not operate correctly. Therefore, in such a case, it is desirable to invalidate the lane departure suppression function, so in this embodiment, the lane departure suppression function is turned off. As a result, in a driving environment where it is better to turn off the vehicle departure suppression function, the ECU 16 can turn off the vehicle departure suppression function and suppress unnecessary control intervention and malfunction. Note that the weather condition may be analyzed from image data captured by the camera 11, and rain or snow may be determined from the analysis result. If the ECU 16 determines that the lane departure effective function is OFF (ST102: NO), this process returns.

  On the other hand, when it is determined that the lane departure suppression function is ON (ST102: YES), the ECU 16 detects the lane state (ST103: lane state detection means). More specifically, the ECU 16 obtains the center lane line ML, the lane width of the left lane R1 from the left lane line LL, and the center lane line from which the curvature of the curve is obtained momentarily when the road R is curved. It calculates from the locus | trajectory of ML and left division line LL. Note that the curvature is zero when the road R is not curved and is substantially straight. The lane state calculated in this way is stored in a predetermined memory in the ECU 16.

  Next, the ECU 16 executes a departure determination process (ST104: determination means). The departure determination process will be described with reference to FIG. FIG. 5 is a sub-flowchart showing an example of details of the departure determination process.

  As shown in FIG. 5, the ECU 16 reads the lane width stored in a predetermined memory (ST201), and reads the curvature of the curve (ST202).

  Next, the ECU 16 creates a reference line inside the lane according to the read lane width and curvature (ST203). The reference lines are two reference lines (a first reference line and a second reference line) that are set at predetermined distances inside the center partition line ML and inside the left partition line LL, respectively. For example, the ECU 16 sets the reference line closer to the center lane line ML and the left lane line LL as the lane width is narrower. Further, for example, when the center lane line ML and the left lane line LL are curved, the ECU 16 sets the reference line closer to the center lane line ML and the left lane line LL as the curvature of the curve increases. As a result, when the lane width is narrow or the curvature is large, the width that the lane departure restraint control does not reach can be secured widely, so that unnecessary control intervention can be suppressed and annoyance can be reduced. In this embodiment, the case where two reference lines are created based on both the lane width and whether or not the lane is curved has been described. However, whether or not the lane width and the lane are curved. Two reference lines may be created based on only one of these.

  Next, the ECU 16 calculates an estimated position after a predetermined time of the vehicle 1 (ST204: position estimating means). More specifically, the ECU 16 estimates the position of the vehicle 1 with respect to the center lane line ML and the left lane line LL using the center lane line ML, the left lane line LL, the vehicle speed, the yaw rate, and the forward gaze secondary prediction model. The estimated position is calculated.

  Next, the ECU 16 determines whether the vehicle 1 departs from the left side lane R1, in other words, whether the estimated position after a predetermined time of the vehicle 1 exceeds the reference line on the center lane line ML side (ST205). . This determination process will be described in detail. FIG. 6 is a diagram for explaining processing for determining whether or not the vehicle 1 deviates from the reference line on the center lane marking ML side.

  As shown in FIG. 6, the vehicle 1 travels on the left traveling lane R1 that is partitioned by the center lane marking ML and the left lane marking LL, and the direction of the vehicle 1 is slightly toward the center lane marking ML. . At this time, the ECU 16 calculates the arrival position of the vehicle 1 after a predetermined time based on the vehicle speed and the yaw rate. The estimated position of the vehicle 1 at this time is the estimated position P1 when it is assumed that the vehicle 1 has traveled straight. However, in consideration of the actual turning motion of the vehicle, in this embodiment, the position of the vehicle 1 after a predetermined time is estimated using the forward gaze secondary prediction model. The estimated position P2 calculated using the forward gaze secondary prediction model is on the right side of the estimated position P1. Thus, by estimating the position of the vehicle 1 using the forward gaze secondary prediction model, it becomes an estimated position considering the turning motion of the vehicle, and the accuracy of the estimated position of the vehicle 1 can be improved. Then, the ECU 16 determines whether or not the vehicle 1 deviates from the left travel lane R1 based on whether or not the estimated position P2 is located on the center lane line ML side from the reference line DL1.

  Here, returning to FIG. When it is determined that the vehicle 1 deviates from the left lane R1 (ST205: YES), or when it is determined that the vehicle 1 does not deviate from the left lane R1 (ST205: NO), the ECU 16 stores the determination result in a predetermined memory. (ST206), and the process proceeds to step ST105.

  Here, returning to FIG. The ECU 11 executes a control amount calculation (ST105: calculation means). This control amount calculation process will be described with reference to FIG. FIG. 7 is a sub-flowchart showing an example of details of the control amount calculation process.

  The ECU 16 calculates a target steering angle with respect to the reference line DL1 (ST401). Next, the ECU 16 calculates a deviation amount with respect to the reference line DL1 (ST402). Here, the deviation amount is a distance between the reference line DL1 and the second estimated position P2 (see: FIG. 6). Next, the ECU 16 calculates a reflection coefficient according to the calculated deviation amount (ST403). The ECU 16 calculates a reflection coefficient from the graph g1 described with reference to FIG. 3 and the calculated deviation amount. When it is determined in step ST205 that there is no departure, the reflection coefficient is set to zero.

  Here, it returns to FIG. 4 again and continues description. The ECU 16 outputs the target steering angle and reflection coefficient calculated in step ST105 to the control output unit 22 (ST106), and this process returns. Thereby, the control output part 22 calculates | requires steering amount from the input target steering angle and a reflection coefficient, and controls the power steering part 17 based on the calculated force (Newton) (suppression means). For example, when the deviation amount is large, the reflection coefficient becomes large, and the power steering unit 17 causes the vehicle 1 to turn into the lane. Thereby, it becomes possible to suppress the operation | movement from which the vehicle 1 deviates from the left side driving lane R1.

  Next, the effect | action which changes reference line DL1 according to lane width is demonstrated with reference to FIG.8 and FIG.9. Since the reference line DL2 has the same operation as the reference line DL1, only the reference line DL1 will be described.

  In the road R shown in FIG. 8, the width of the left traveling lane R1 is the lane width W1. On the other hand, on the road R shown in FIG. 9, the width of the left lane R1 is the lane width W2. Here, the lane width W1 is wider than the lane width W2. For this reason, the distance between the reference line DL1 and the central partition line ML shown in FIG. 8 is larger than the distance between the reference line DL1 and the central partition line ML shown in FIG. In other words, the reference line DL1 shown in FIG. 9 is closer to the center division line ML. Accordingly, as described above, a wide range that does not reach the lane departure restraint control can be secured, so that unnecessary control intervention can be suppressed and annoyance can be reduced.

  Next, the effect | action which changes a reflection coefficient according to deviation | shift amount (distance of above-mentioned reference line DL1 and estimated position P2) is demonstrated with reference to FIG.10 and FIG.11.

  In the case shown in FIG. 10, the amount of deviation W3, and the reflection coefficient acquired from the graph g1 (refer to FIG. 3) according to the amount of deviation W3 is, for example, 0.2. On the other hand, in the case shown in FIG. 11, the deviation amount is W4 (> W3), and the reflection coefficient acquired from the graph g1 according to the deviation amount W4 is 0.8, for example. As described above, the reflection coefficient increases as the deviation amount increases.

  The vehicle 1 configured as described above corresponds to the camera 11 and the camera control unit 12 that detect the lane state of the road R, the lane state detected by the camera 11 and the camera control unit 12, and the lane state. A departure determination unit 20 that determines whether one vehicle departs from the traveling lane based on the reference lines DL1 and DL2 created on the vehicle 1 side from the lane and the estimated position P2 after a predetermined time of the vehicle 1; When it is determined that the vehicle 1 departs from the left lane R1, a reflection coefficient for determining the steering amount is set according to the distance (deviation amount) between the reference line DL1 and the estimated position P2, and the set reflection coefficient A control amount calculation unit 21 that calculates a target steering angle with respect to the reference line DL1, and a control output unit 22 that determines a steering amount based on the calculated reflection coefficient and target steering angle and suppresses movement of the vehicle 1 in the turning direction. I have. For this reason, the vehicle 1 can perform appropriate lane departure suppression according to the state of the lane.

  The reference lines DL1 and DL2 are set (created) closer to the center lane line ML and the left lane line LL as the lane width is narrower, and closer to the center lane line ML and the left lane line LL as the curvature of the curve increases. Set (create). As a result, when the lane width is narrow or when the vehicle is traveling on a curve, it is possible to secure a wide width that the lane departure suppression control does not reach, so the vehicle 1 can suppress unnecessary control intervention and reduce annoyance. .

  In the above embodiment, the vehicle departure suppression function is turned off when the weather condition is bad. However, the vehicle departure suppression function is not limited to this. For example, when a switch for setting ON / OFF of the vehicle departure suppression function is provided, the ECU 16 is configured to determine ON / OFF of the vehicle departure suppression function based on the ON / OFF of the switch. May be.

(Modification)
Next, a modification of the above embodiment will be described.
The difference between the above embodiment and this modification is that the graph for determining the reflection coefficient is one of the graphs g1 in the above embodiment (refer to FIG. 3), but the inclination is different in this modification. This is a point where a plurality of graphs g1, g2, and g3 are formed. In this modification, three graphs g1, g2, and g3 will be described, but the number of graphs may be two or more. In this modification, the graphs g1 to g3 are described as being linear. However, the present invention is not limited to this, and may be nonlinear.

  FIG. 12 is a diagram for explaining an example in which a plurality of graphs for determining a reflection coefficient are stored. These graphs g1, g2, and g3 are stored in the above-described reflection coefficient storage unit 21a (storage means).

  As shown in FIG. 12, linear graphs g1, g2, and g3 having different slopes are shown. The gradient increases in the order of the graph g3, the graph g2, and the graph g1.

  For example, the ECU 16 selects any one of the graphs g1 to g3 according to the lane state and the travel environment read in ST101, and acquires the reflection coefficient based on the selected graph.

  According to the vehicle 1 configured as described above, a graph suitable for the lane width and the driving environment can be selected from the graphs g1 to g3, and the reflection coefficient can be set. Therefore, a more suitable reflection coefficient is set. Can do.

  For example, when the lane width is narrow, medium, or wide, the ECU 16 selects the graphs g3, g2, and g1, respectively. If comprised in this way, the maximum steering amount obtained by a calculation according to a lane width can be suppressed.

  Further, for example, the frictional force between the road surface of the road R and the tire of the vehicle 1 is different between good weather (clear weather), bad weather (rainfall), and bad weather (snow). Therefore, for example, the ECU 16 selects the graph g1 having the smallest inclination during favorable weather, selects the graph g2 having a medium inclination during bad weather (rainfall), and has the largest inclination during bad weather (snow). The reflection coefficient is obtained by selecting g3.

  If comprised in this way, it will become possible for the vehicle 1 to select an appropriate reflection coefficient according to a driving | running | working environment, and it can further improve a lane departure suppression function. In such a configuration, for example, even if the left lane line LL and the center lane line ML cannot be recognized using the camera 11, the vehicle 1 acquires the state of the left lane R1 as map information by a navigation system or the like, and This is effective when the position of the vehicle 1 can be specified by GPS (Global Positioning System).

  In the above-described embodiment, a case is described in which no vehicle other than the vehicle 1 is traveling on the right lane R2, that is, there is no oncoming vehicle. However, there is an assumption that an oncoming vehicle exists. Is done. The presence or absence of the oncoming vehicle can be recognized by the camera control unit 12 by expanding the shooting area A. Therefore, when the presence of the oncoming vehicle can be confirmed, the ECU 16 creates the reference line DL1 so as to be away from the central partition line ML by a certain distance. Thereby, even if the oncoming vehicle travels slightly beyond the center lane marking ML, the possibility that the vehicle 1 contacts the oncoming vehicle can be prevented.

  The present invention is not limited to the above-described embodiments as they are, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage. Various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the above-described embodiments. For example, you may delete some components from all the components shown by embodiment mentioned above. Furthermore, you may combine the structure of different embodiment.

DESCRIPTION OF SYMBOLS 1 ... Vehicle, 11 ... Camera, 13 ... Wheel speed sensor, 14 ... Yaw rate sensor, 16 ... ECU, 17 ... Power steering part, 20 ... Deviation determination part, 21 ... Control amount calculating part, 21a ... Reflection coefficient memory | storage part, 22 ... Control output part, A ... Shooting area, R ... Road, R1 ... Left lane, R2 ... Right lane, LL ... Left lane, ML ... Center lane, RL ... Right lane, g1, g2, g3 ... Reflection coefficient, P1 ... first estimated position, P2 ... second estimated position, DL1, DL2 ... reference line, W1, W2 ... lane width, W3, W4 ... deviation amount

Claims (7)

A lane departure suppression device for suppressing lane departure of a vehicle,
Lane condition detection means for detecting the lane condition;
Based on the state of the lane detected by the lane state detection means, a reference line created on the lane center side of the lane line according to the state of the lane, and an estimated position after a predetermined time of the vehicle Determining means for determining whether or not the vehicle departs from the driving lane;
When the determination means determines that the vehicle deviates from the driving lane, a reflection coefficient for determining a steering amount is set according to the deviating amount deviating from the lane, the set variable, and the reference line Computing means for computing a steering amount based on a target steering angle with respect to
Suppressing means for suppressing movement of the vehicle in the turning direction based on the steering amount calculated by the calculating means;
A lane departure restraining device comprising: The reference line is created according to one of the lane width of the lane and the curvature of the lane.
The lane departure restraining device according to claim 1. The reference line is set closer to the lane marking as the lane width is narrower.
The lane departure restraining device according to claim 2, wherein The larger the curvature, the closer the reference line is set to the lane marking,
The lane departure restraining device according to claim 2, wherein Position estimating means for estimating the position of the vehicle using a forward gaze secondary prediction model;
With
The deviation amount is a distance between the estimated position estimated by the position estimating means and the reference line.
The lane departure restraining device according to claim 1. Obtaining means for obtaining a traveling environment of the vehicle;
A determination unit that determines whether to execute the suppression unit based on the traveling environment acquired by the acquisition unit;
The lane departure suppression device according to claim 1, comprising: Storage means for storing a plurality of graphs for determining the reflection coefficient;
With
The calculation means selects one from the plurality of graphs according to the travel environment acquired by the acquisition means, and sets the reflection coefficient.
The lane departure suppression device according to claim 6.

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