JP4419560B2 - Vehicle lane travel support device - Google Patents

Description

  The present invention relates to a vehicle lane travel support device, and more particularly, a steering control unit that operates according to a steering wheel operation of a driver and can control a steering state according to a road surface traveling state of the vehicle, and a road surface by an imaging unit. The present invention relates to a vehicle lane travel support device that includes travel lane detection means for detecting travel lanes from images that are continuously captured, and that assists the vehicle to travel in the travel lane.

  The vehicle lane travel support device includes steering control means that operates according to the steering wheel operation of the driver and can control the steering state according to the road surface traveling state of the vehicle. The lane keep assist is basic so that the vehicle can travel inside, but further, the vehicle can maintain the traveling in the traveling lane beyond the driving assistance by automatically performing the steering control regardless of the operation of the driver. Such a control device is also known.

  For example, in Patent Document 1 below, while searching for a traveling route, an optimal target route is set on the traveling route, and vehicle traveling control is performed to assist the vehicle traveling on the target route. An automatic traveling apparatus configured as follows has been proposed. That is, an appropriate target route is set in the travelable area while searching for the travelable area by recognizing the road edge based on the image obtained by capturing the area in the traveling direction of the vehicle by the imaging device. It is described that an optimal control target amount for joining the vehicle to the target route is obtained in accordance with the traveling state of the vehicle, and the vehicle is controlled according to the control target amount.

  Alternatively, in Patent Document 2 below, for example, a white line marked on both sides of the passage is used as a guide band in order to display a safety passage on the floor surface of a plant, factory, etc., and cornering in a narrow space is easy. For the purpose of being able to do so, the white line provided on the floor surface is used as it is as a guide band to show the limit of the safety passage, and the steering amount is calculated from the current direction of the traveling vehicle and the angle of the corner part A traveling vehicle guidance device configured to perform cornering has been proposed.

  Further, Patent Document 3 below proposes an automatic steering apparatus for an automobile that can travel without departing from the front traveling lane even if the driver does not operate the steering wheel. This Patent Document 3 includes a photographing means for photographing a path in the lower right direction of a car, a recognition means for recognizing a line indicating a boundary of an adjacent traveling lane among roads photographed by the photographing means, and this recognition. Distance detecting means for detecting the distance from the reference position of the line recognized by the means, steering angle control means for generating a steering angle control signal corresponding to the distance detected by the distance detecting means, and the steering angle control means A steering angle driving means for changing the traveling direction of the vehicle in response to a steering angle control signal from the vehicle, and a distance detected by the distance detection means by the operation of the steering angle control means by the steering angle control signal is predetermined. It is described that the value is held.

JP-A-2-48704 JP-A-2-27408 JP 60-37011 A

  According to the devices described in the above-mentioned patent documents, it is possible to perform cornering along a traveling lane of a vehicle or the like detected by an image. In this case, as a realistic response, it is not always necessary to automatically steer regardless of the operation of the driver. For example, the vehicle maintains the center of the traveling lane with respect to the steering wheel operation by the driver. By adding the steering torque in this way, the operation load on the steering wheel can be reduced and the cruise operation can be supported.

  In such a lane travel support device, it is important to appropriately and stably detect a travel lane on the road surface from an image captured by a camera. Usually, on the road surface, marking lines (lane marks) are painted according to various purposes including a lane boundary line that identifies the boundary of the driving lane (lane), not only a solid line but also a broken lane mark, There are lane marks of different colors such as white or yellow, and there are also those in which these are combined. Further, the lane mark is not limited to a straight line, but there is a curved line. In order to determine the curvature in order to specify the lane mark of the curved line, it is necessary to reliably detect the lane mark far away. Therefore, a forward monitoring camera capable of detecting a lane mark with high accuracy to a long distance is required as an imaging unit provided for the lane travel support device.

  By the way, some recent vehicles are equipped with a front monitoring camera and a rear monitoring camera for confirmation of parking in front of or behind the vehicle and for parking assistance. However, these existing front and rear monitoring cameras can only secure a nearby image, and distant images are unclear, so the curvature cannot be accurately determined for a curved lane mark. Therefore, it must be based on the detection of a straight line, and the existing camera is not diverted for the detection of such a lane mark. .

  On the other hand, although the navigation system is disclosed in the above-mentioned Patent Document 1, the recent progress of the navigation apparatus is remarkable, and the current position of the vehicle is determined with high accuracy by using GPS (Global Positioning System) and inertial navigation. It has become possible to identify. Therefore, it becomes possible to detect road shape information in the traveling direction of the vehicle by such a navigation device, and as road shape information, the road curvature in the traveling direction of the vehicle and the position coordinates at a predetermined position in the traveling direction of the vehicle are used. Can be detected.

  Therefore, the present invention includes a steering control unit that can control the steering state, and a traveling lane detecting unit that detects a traveling lane from the captured image, and by using these, a vehicle that assists the vehicle to travel in the traveling lane. It is an object of the present invention to provide a lane travel support device that can appropriately perform lane travel support of a vehicle by using detection information of a navigation device without greatly depending on the accuracy of an imaging unit.

In order to achieve the above object, the present invention provides a steering control means that operates in accordance with a steering wheel operation of a driver and can control a steering state in accordance with a road running state of a vehicle, and an imaging means to continuously provide a road surface. A travel lane detection means for detecting a lane mark indicating the travel lane from a captured image; and a navigation device for detecting road shape information including a road curvature in the traveling direction of the vehicle, the travel lane detection means The vehicle lane travel support device according to claim 1, wherein the steering control means is controlled so that the vehicle travels in the travel lane detected by the vehicle to assist travel of the vehicle in the travel lane. In addition, state detecting means for detecting a steering state and a traveling state of the vehicle including a yaw rate and a vehicle body speed of the vehicle, and the traveling lane detecting means In accordance with the steering state and the running state of the detection result and the vehicle, at least, a vehicle state quantity calculating means for calculating a state quantity represented include the relative position index indicating the relative position with respect to the traveling lane of the vehicle, the A target state quantity setting means for setting a target state quantity for the vehicle based on a road curvature detected by the navigation device and a steering state and a running state of the vehicle detected by the state detection means, and the target state quantity setting means According to the comparison result between the set target state quantity and the state quantity calculated by the vehicle state quantity calculation means, the vehicle is supported to travel in the travel lane.

  Note that, as the index indicating the steering state and the running state of the vehicle in the vehicle state quantity calculating means, there are, for example, the steering angle and the yaw rate, and as the index indicating the steering state and the running state of the vehicle in the target state quantity setting means, For example, there are steering angle and body speed. The indicators representing the state quantity include a lane position that is a lateral position of the vehicle in the travel lane, a lane position fluctuation speed that is a differential value thereof, a yaw angle of the vehicle, and a yaw rate. The steering control means may include an electric power steering system, for example.

  In the vehicle lane driving support device, as described in claim 2, feedback control according to a difference between a target state quantity set by the target state quantity setting means and a state quantity calculated by the vehicle state quantity calculating means. It is preferable that a correction steering means for correcting the steering control by the steering control means is provided based on the sum of the amount and the feedforward control amount corresponding to the road curvature. In addition to or separately from the correction steering means, depending on the comparison result between the target state quantity set by the target state quantity setting means and the state quantity calculated by the vehicle state quantity calculation means, It may be provided with alarm means for alarming.

Alternatively, as described in claim 3, the road surface is continuously formed by the imaging control unit and the steering control unit that operates according to the steering wheel operation of the driver and can control the steering state according to the road surface traveling state of the vehicle. A travel lane detecting means for detecting a lane mark indicating the travel lane from a captured image; and a navigation device for detecting road shape information including position coordinates at a predetermined position in the traveling direction of the vehicle. In a vehicle lane travel support apparatus for controlling the steering control means so that the vehicle travels in the travel lane detected by the lane detection means, and supporting the travel in the travel lane of the vehicle, the yaw rate of the vehicle And state detection means for detecting the steering state and traveling state of the vehicle including the vehicle body speed, and the detection result of the traveling lane detection means and the previous In accordance with the steering state and the traveling state of the vehicle, at least, a vehicle state quantity calculating means for calculating a state quantity represented include the relative position index indicating the relative position with respect to the traveling lane of the vehicle, wherein the navigation device is detected Target state quantity setting means for setting a target state quantity for the vehicle based on the position coordinates of the vehicle at a predetermined position and the steering state and running state of the vehicle detected by the state detection means, and the target state quantity You may comprise so that driving | running | working in the said driving | running lane of the said vehicle may be supported according to the comparison result of the target state quantity which the setting means set, and the state quantity which the said vehicle state quantity calculating means calculated.

  4. The vehicle lane travel support apparatus according to claim 3, wherein the target state quantity set by the target state quantity setting means and the vehicle state quantity calculation means at a predetermined position of the vehicle are set as described in claim 4. It is preferable to provide a correction steering means for correcting the steering control by the steering control means based on the feedback control amount corresponding to the difference from the state quantity calculated by. In addition to or separately from the correction steering means, depending on the comparison result between the target state quantity set by the target state quantity setting means and the state quantity calculated by the vehicle state quantity calculation means, It may be provided with alarm means for alarming.

  Since this invention is comprised as mentioned above, there exist the following effects. That is, in the vehicle lane travel support device configured as described in claim 1 or claim 3, the road curvature in the traveling direction of the vehicle detected by the navigation device or the predetermined position in the traveling direction of the vehicle. Since the target state quantity for the vehicle is set based on the position coordinates, the detection information of the navigation device can be utilized without greatly depending on the accuracy of the imaging means, and can also be applied to curved lane marks. Lane driving support can be performed appropriately. Further, not only the front monitoring camera but also a rear monitoring camera can be used, and furthermore, an existing inexpensive camera can be used.

  If the correction steering means is configured as described in claim 2 or claim 4, the correction steering means can smoothly support the lane travel of the vehicle based on the detection information of the navigation device.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows a configuration of a vehicle lane driving support apparatus according to an embodiment of the present invention. A front monitoring camera CMf configured with, for example, a ccd camera as an imaging unit in front of the vehicle (upward in FIG. 1). Is arranged, and a rear monitoring camera CMr is also arranged behind the vehicle. However, any one of the cameras may be provided. Moreover, an electric power steering system EPS is provided as the steering control means of the present embodiment. Such an electric power steering system EPS is already on the market, and the steering torque acting on the steering shaft by the operation of the steering wheel SW by the driver is detected by the steering torque sensor TS, and according to the value of the detected steering torque. The EPS motor (not shown in FIG. 1) is controlled to steer and drive the wheels in front of the vehicle (represented by WH as representative of all wheels in FIG. 1) via a reduction gear and a rack and pinion (not shown). This reduces the operator's steering operation force (steering operation force).

  In the present embodiment, as shown in FIG. 1, an electronic control unit ECU1 for image processing and an electronic control unit ECU2 for steering control are provided, and both are connected via a communication bus. A camera CMf (and CMr) is connected to the electronic control unit ECU1, and an image signal is input to the electronic control unit ECU1. Further, a steering angle sensor SS that detects the steering angle of the wheel WH ahead of the vehicle, a vehicle body speed sensor VS that detects the vehicle body speed, and a yaw rate sensor YS that detects the yaw rate of the vehicle are connected to the electronic control unit ECU1. However, since the electronic control units ECU1 and ECU2 are configured to be able to transmit and receive signals to each other as will be described later, they may be connected to the electronic control unit ECU2. Instead of the vehicle body speed sensor VS, a wheel speed sensor (not shown) for detecting the wheel speed of each wheel may be provided, and the vehicle body speed may be estimated based on the detected wheel speed. On the other hand, the electronic control unit ECU2 is connected to the steering torque sensor TS and the rotation angle sensor RS for detecting the rotation angle of the EPS motor on the input side, and to the EPS motor on the output side.

  Furthermore, a navigation device NAV equipped with GPS and inertial navigation is connected to the electronic control unit ECU1 (or ECU2), and road shape information in the vehicle traveling direction detected thereby is input to the electronic control unit ECU1. . The road shape information at this time includes road curvature (1 / ρ) in the vehicle traveling direction and position coordinates at a predetermined position in the vehicle traveling direction, and the former road curvature (1 / ρ) is used in this embodiment. It is done. As the navigation device NAV, a commercially available device can be used as it is as long as it can extract the road curvature (1 / ρ), and the basic configuration may be the same as that of the commercially available device, so the description is omitted.

  FIG. 2 shows a system configuration of the present invention. An image processing system (upper part of FIG. 2) and a steering control system (lower part of FIG. 2) are connected via a communication bus. The image processing system according to this embodiment includes an electronic control unit ECU1 including a CPU for image processing, a frame memory, and the like, a front monitoring camera CMf and a rear monitoring camera CMr, a yaw rate sensor YS, a steering angle sensor SS, and a vehicle body speed sensor VS. And a navigation device NAV. Further, in the steering control system of the present embodiment, a steering torque sensor TS and a rotation angle sensor RS are connected to an electronic control unit ECU2 having a CPU, ROM and RAM for electric power steering control, and a motor drive circuit AC2 is used. An EPS motor MT is connected via Further, in the present embodiment, an alarm device WA that outputs an alarm display and an audio alarm is connected via an alarm electronic control unit ECU3 (not shown in FIG. 1).

  Each of these electronic control units ECU1 to ECU3 is connected to a communication bus via a communication unit including a CPU, ROM and RAM for communication, and transmits information necessary for each control system from other control systems. be able to. Further, although not shown in the figure, an active steering system, a brake control system, a throttle control system, etc. may be connected to the communication bus so that each system can share system information. Good. As shown in FIG. 1, an operation switch OS is connected to the electronic control unit ECU1 (or ECU2), and the driving support control is configured to be started by the operation of the operation switch OS by the driver. .

  In the lane travel support apparatus configured as described above, the lane travel support (lane keep assist) control unit is configured as shown in the control block diagram of FIG. 3 and is captured by the camera CMf (or CMr). The image information is image-processed by the electronic control unit ECU 1 shown in FIG. 2 to detect the traveling lane. The electronic control unit ECU1 includes a lane recognition calculation unit M1 serving as lane detection means. Here, the lateral position y (lane position) of the vehicle in the travel lane and the yaw angle ψ relative to the travel lane are calculated. The In addition, about the detection of the driving | running lane by image processing, any well-known method other than the method described in the above-mentioned patent document 1 may be used.

Based on the calculation result by the lane recognition calculation unit M1 and the detection signals of the yaw rate sensor YS and the steering angle sensor SS, the lane position y and the lane lateral movement speed dy ( The current vehicle state quantity X is estimated and calculated by using the lateral movement speed of the vehicle in the travel lane and the yaw angle ψ and the yaw rate γ as factors. That is, if the vehicle state quantity is X, the state quantity output is Y, and the road model input is U, X = [y, dy, ψ, γ] ^T , Y = [y, dy, ψ, γ] ^T , U = [δf, ρ] ^T can be expressed. Note that δf is a steering angle detected by the steering angle sensor SS, and ρ is a reciprocal of the road curvature of the traveling road, and is estimated and calculated from the above-described camera image, for example. When the state quantity estimated value is Xe and the observer gain is L, the following state equation is established, and the state quantity output Y is Y = C · Xe.
dXe / dt = A.Xe + B.U + Rl.L. (X-Xe)

The model constants A, B, and C in the above state equation are as shown below.
A = [a11 a12 a13 a14; a21 a22 a23 a24; a31 a32 a33 a34; a41 a42 a43 a44]
B = [b11 b12; b21 b22; b31 b32; b41 b42]
C = [1000; 0100; 0010; 0001]
Rl is a factor indicating the lane detection state of the image recognition result. For example, the state where the traveling lane is detected is “1”, and the state where the lane is not detected is “0”. Thus, the configuration is such that the lateral position of the vehicle in the travel lane is estimated only when the continuous line portion of the lane mark is detected, or the travel lane is only detected when the continuous line portion of the lane mark is detected. The lateral position of the vehicle in the vehicle can be reflected in the estimation result.

  On the other hand, road shape information (road curvature (1 / ρ) in the present embodiment) in the vehicle traveling direction detected by the navigation device NAV is input to the target state quantity calculation unit M3, and based on this road curvature (1 / ρ). The target state quantity calculation unit M3 calculates the target state quantity as follows. That is, in addition to the steering angle δf detected by the steering angle sensor SS and the vehicle body speed (vehicle speed Vx) detected by the vehicle body speed sensor VS, etc., based on the road curvature (1 / ρ) detected by the navigation device NAV, A target state quantity calculation unit M3 calculates a target state quantity consisting of the following four factors.

  First, the target lane position yt relative to the lateral position (lane position) of the vehicle in the travel lane is set to yt = 0 starting from the center of the travel lane (center between lane boundary lines). Then, with respect to the target lane lateral movement speed dyt, dyt = 0 is set so that the vehicle moves along the center of the travel lane without sideways swinging. Further, the target yaw angle ψt is set to ψt = C · ρ. This C is a conversion constant from the reciprocal ρ of the road curvature to the target yaw angle ψt. Then, based on the vehicle body speed (vehicle speed) Vx and the reciprocal ρ of the road curvature, the target yaw rate γt is set as γt = Vx · ρ.

Thus, the difference between the calculation result (target state quantity) of the target state quantity calculation unit M3 and the calculation result (current state quantity) of the state estimation calculation unit M2 is calculated, and based on this difference, the feedback control calculation unit A torque command value is calculated at M4. That is, in the feedback control calculation unit M4, the difference between the 4-factor target value (t is added) and the estimated value (e is added) representing the target state quantity is weighted by the control gains K1 to K4. An error feedback term for the lateral displacement is formed, and a steering angle feedforward term δff (ρ) corresponding to the road curvature (1 / ρ) is added to the sum of these, and the target rotation angle (target steering angle) is Angle) is set as δswt.
δswt = K1 ・ (yt−ye) + K2 ・ (dyt−dye) + K3 ・ (ψt−ψe) + K4 ・ (γt−γe) + δff (ρ)

The above δff (ρ) is calculated as the steering angle theoretical value at the road curvature (1 / ρ) derived from the two-wheel model (where Vx is the vehicle speed, L is the wheelbase, and K is Stability factor).
δff (ρ) = Vx · ρ / Vx · L (1 + K · Vx ² )

Then, according to the difference between the target rotation angle (target steering angle) δswt and the actual rotation angle (actual steering angle) δsw detected by the rotation angle sensor RS, and the additional steering torque feedforward term Tff (ρ) The additional steering torque command value Tadd is calculated as follows (where K5 is a control gain).
Tadd = K5 · (δswt−δsw) + Tff (ρ)
The additional steering torque feedforward term Tff (ρ) is calculated as follows.
Tff (ρ) = fatff (βff (ρ) + δff (ρ))

In the above equation, fatff (α) is a function representing the self-aligning torque with respect to the tire slip angle (α), and has a relationship shown in FIG. 4, for example. Βff (ρ) is a steady vehicle body slip angle at the road curvature (1 / ρ), and is obtained as follows. The steady vehicle body slip angle is the vehicle body slip angle when traveling on a road having a constant road curvature at a constant vehicle speed.
βff (ρ) = (1−Mv / L ・ Lf / (Lr ・ Cr) ・ Vx ² ) / (1 + K ・ Vx ² ) ・ Lr / L ・ δff (ρ)
Where Mv is the vehicle body mass, L is the wheel base, Lf is the distance from the center of gravity of the vehicle to the center of the front axle, Lr is the distance from the center of gravity of the vehicle to the center of the rear axle, Cr is the cornering factor of the rear wheel, and Vx is Vehicle speed and K are stability factors.

  The additional steering torque command value Tadd calculated as described above is transmitted to the electronic control unit ECU2 (FIG. 2) for steering control, and the torque command value Tadd is normally set in the electric power steering control unit M5 (FIG. 3). The electric power steering system EPS is controlled by being added to the power steering control amount, and the correction steering according to the present invention is performed. Further, if necessary, the torque command value Tadd is supplied to the alarm output unit M6, and depending on the magnitude of the torque command value Tadd, in other words, the position of the vehicle from the center of the travel lane, A warning indicating fear is output, and the driver is alerted. In addition, it is good also as issuing a warning according to the estimation result (calculation result of the state quantity calculating part M2) of the horizontal position of the vehicle in a driving | running | working lane, without using torque command value Tadd.

Furthermore, as another embodiment of the present invention, among the road shape information detected by the navigation device NAV, position coordinates at a predetermined position in the traveling direction (front) of the vehicle (VH indicated by a broken line in FIG. 5) are obtained. The position coordinates may be used and input to the electronic control unit ECU1. Specifically, as shown in FIG. 5, a few points out of a plurality of road coordinate points (position coordinates indicated by black dots in FIG. 5) detected by the navigation device NAV are used in the vicinity of the vehicle position by the least square method or the like. Is calculated, and xy coordinates are set with the vehicle VH's own vehicle position as the origin and the axis parallel to the tangent indicated by the two-dot chain line in FIG. 5 as the x axis. Then, the x coordinate value (xlt) of the target coordinate point (intersection X in FIG. 5) in the vehicle traveling direction is set based on the vehicle speed Vx of the vehicle VH, and further the y coordinate value (ylt) based on this x coordinate value (xlt). ) Is calculated as follows.
ylt = (yt−ye) + R ・ (1−cos (sin ⁻¹ (xlt / R))

Thus, the target steering angle (δswt) is set as follows according to the lateral displacement (ylt−xlt · tan (ψ + Vx · γ)) at the target coordinate point in the vehicle traveling direction (K6 is Control gain).
δswt = K6 ・ (ylt−xlt ・ tan (ψ + Vx ・ γ))

Thereafter, as in the above-described embodiment, the additional steering torque command value Tadd is calculated as follows, and feedback according to the displacement in the lateral direction of the vehicle is performed, and thereafter, the same processing as in the above-described embodiment is performed ( K7 is a control gain).
Tadd = K7 ・ (δswt−δsw)

It is a block diagram which shows one Embodiment of the lane travel assistance control apparatus of the vehicle of this invention. It is a block diagram which shows the structural example of the lane driving assistance control apparatus containing the steering control means and alarm means in one Embodiment of this invention. It is a block diagram which shows the control aspect in one Embodiment of this invention. In one Embodiment of this invention, it is a graph which shows an example of the characteristic of the self-aligning torque with respect to a tire slip angle. It is a graph explaining the setting of the target coordinate point in other embodiment of this invention.

Explanation of symbols

SW Steering wheel VH Vehicle WH Wheel EPS Electric power steering system NAV Navigation device CMf Front monitoring camera CMr Rear monitoring camera TS Steering torque sensor SS Wheel steering angle sensor RS Rotation angle sensor YS Yaw rate sensor VS Car body speed sensor OS Operation switch

Claims (4)

The driving lane is indicated from the steering control means that operates according to the steering wheel operation of the driver and can control the steering state according to the road running condition of the vehicle, and the image obtained by continuously imaging the road surface by the imaging means. The vehicle travels in the travel lane detected by the travel lane detection unit, and includes a travel lane detection unit that detects a lane mark and a navigation device that detects road shape information including a road curvature in the traveling direction of the vehicle. In the vehicle lane travel support device for supporting the travel of the vehicle in the travel lane by controlling the steering control unit as described above, the steering state and the travel state of the vehicle including the yaw rate and the vehicle body speed of the vehicle are detected. a condition detecting means for, in accordance with the steering state and the running state of the detection result and the vehicle of the travel lane detecting unit, less the A vehicle state quantity calculating means for calculating a state quantity represented include the relative position index indicating the relative position with respect to the traveling lane of the vehicle, the said navigation device is detected by the road curvature and the status detection module detects A target state quantity setting unit that sets a target state quantity for the vehicle based on a steering state and a running state of the vehicle, and a state calculated by the target state quantity set by the target state quantity setting unit and the vehicle state quantity calculation unit A vehicle lane travel support device that supports travel of the vehicle in the travel lane according to a comparison result with the amount.   Based on the sum of the feedback control amount according to the difference between the target state amount set by the target state amount setting means and the state amount calculated by the vehicle state amount calculation means, and the feedforward control amount according to the road curvature. 2. The vehicle lane travel support apparatus according to claim 1, further comprising a correction steering means for correcting the steering control by the steering control means. The driving lane is indicated from the steering control means that operates according to the steering wheel operation of the driver and can control the steering state according to the road running condition of the vehicle, and the image obtained by continuously imaging the road surface by the imaging means. A traveling lane detecting means for detecting a lane mark; and a navigation device for detecting road shape information including position coordinates at a predetermined position in the traveling direction of the vehicle, and the inside of the traveling lane detected by the traveling lane detecting means is In a vehicle lane travel support apparatus that controls the steering control means so that the vehicle travels and supports the travel of the vehicle in the travel lane, the vehicle steering state including the vehicle yaw rate and the vehicle body speed, and According to the state detection means for detecting the traveling state, the detection result of the traveling lane detecting means, the steering state and the traveling state of the vehicle At least a vehicle state quantity calculating means for calculating a state quantity represented include the relative position index indicating the relative position with respect to the traveling lane of the vehicle, the position coordinates of a given position of the vehicle in which the navigation device detects And a target state quantity setting means for setting a target state quantity for the vehicle based on the steering state and the running state of the vehicle detected by the state detection means, and the target state quantity set by the target state quantity setting means and the target state quantity A vehicle lane travel support device that supports travel of the vehicle in the travel lane according to a comparison result with a state amount calculated by a vehicle state amount calculation means. Steering control by the steering control means based on a feedback control amount according to a difference between a target state quantity set by the target state quantity setting means and a state quantity calculated by the vehicle state quantity calculation means at a predetermined position of the vehicle 4. The vehicle lane travel support apparatus according to claim 3, further comprising a correction steering means for correcting the vehicle.

Images