JP4752311B2 - Lane departure prevention device - Google Patents

Lane departure prevention device Download PDF

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JP4752311B2
JP4752311B2 JP2005115935A JP2005115935A JP4752311B2 JP 4752311 B2 JP4752311 B2 JP 4752311B2 JP 2005115935 A JP2005115935 A JP 2005115935A JP 2005115935 A JP2005115935 A JP 2005115935A JP 4752311 B2 JP4752311 B2 JP 4752311B2
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lane
obstacle
vehicle
departure
control
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JP2005324782A (en
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吉孝 上村
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日産自動車株式会社
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  The present invention relates to a lane departure prevention apparatus for preventing a departure when a host vehicle is about to depart from a traveling lane.

As a conventional lane departure prevention device, when there is a possibility that the host vehicle departs from the driving lane, the yaw moment is given to the host vehicle by controlling the braking force to the wheels, and the host vehicle deviates from the driving lane. In addition, there is a device for notifying the driver that the host vehicle may deviate from the traveling lane by applying the yaw moment (see, for example, Patent Document 1).
JP 2000-33860 A

The lane departure prevention apparatus disclosed in Patent Document 1 detects a lateral shift state of the traveling position of the host vehicle based on the traveling lane. Therefore, in this lane departure prevention device, even if there is a front obstacle such as a parked vehicle on the left shoulder, braking control for departure prevention is performed without considering the front obstacle. In such a case, it is difficult to say that the lane departure avoidance control effectively provides driving assistance to the driver.
The present invention has been made in view of the above-mentioned problems, and an object thereof is to provide a lane departure prevention device capable of optimally performing control for avoiding lane departure in consideration of a front obstacle such as a parked vehicle. And

In the lane departure prevention apparatus according to the invention of claim 1, when the obstacle detection means detects an obstacle on the shoulder of the traveling lane and when the obstacle movement prediction detection means predicts and detects the movement of the obstacle, The departure avoidance control threshold value is set so that an obstacle is spaced inward from the traveling lane.

According to the present invention, by setting the departing de avoidance control threshold according to roadside obstacle traveling lane, in consideration of the forward obstacle such as a parked vehicle, optimally perform lane departure avoidance control be able to.

The best mode for carrying out the present invention (hereinafter referred to as an embodiment) will be described in detail with reference to the drawings.
1st Embodiment is a rear-wheel drive vehicle carrying the lane departure prevention apparatus of this invention. This rear-wheel drive vehicle is equipped with an automatic transmission and a conventional differential gear, and a braking device capable of independently controlling the braking force of the left and right wheels for both the front and rear wheels.

FIG. 1 is a schematic configuration diagram showing a rear wheel drive vehicle equipped with a lane departure prevention apparatus to which the present invention is applied.
In the figure, reference numeral 1 is a brake pedal, 2 is a booster, 3 is a master cylinder, and 4 is a reservoir. Normally, the brake fluid pressure boosted by the master cylinder 3 according to the amount of depression of the brake pedal 1 by the driver is shown. It supplies to each wheel cylinder 6FL-6RR of each wheel 5FL-5RR. Further, a braking fluid pressure control unit 7 is interposed between the master cylinder 3 and each wheel cylinder 6FL-6RR, and the braking fluid pressure control unit 7 controls the braking fluid pressure of each wheel cylinder 6FL-6RR. Individual control is also possible.

  The braking fluid pressure control unit 7 uses a braking fluid pressure control unit used for antiskid control and traction control, for example. The brake fluid pressure control unit 7 can independently control the brake fluid pressure of each of the wheel cylinders 6FL to 6RR. When a brake fluid pressure command value is input from a braking / driving force control unit 8 described later, the brake fluid pressure control unit 7 The brake fluid pressure is also controlled according to the fluid pressure command value.

  The vehicle is provided with a drive torque control unit 12. The drive torque control unit 12 controls the drive torque to the rear wheels 5RL and 5RR which are drive wheels by controlling the operating state of the engine 9, the selected gear ratio of the automatic transmission 10, and the throttle opening of the throttle valve 11. To do. The drive torque control unit 12 controls the operating state of the engine 9 by controlling the fuel injection amount and ignition timing, and simultaneously controlling the throttle opening. The drive torque control unit 12 outputs the value of the drive torque Tw used for control to the braking / driving force control unit 8.

The drive torque control unit 12 can independently control the drive torque of the rear wheels 5RL and 5RR, but when a drive torque command value is input from the braking / driving force control unit 8, the drive torque command value The drive wheel torque is controlled according to the above.
In addition, this vehicle is provided with an imaging unit 13 with an image processing function. The imaging unit 13 is for detecting the position of the host vehicle in the traveling lane for detecting the lane departure tendency of the host vehicle. For example, the imaging unit 13 is configured to capture an image with a monocular camera including a CCD camera. This imaging part 13 is installed in the front part of the vehicle.

The imaging unit 13 detects a lane marker such as a white line from a captured image in front of the host vehicle, and detects a traveling lane based on the detected lane marker. Further, the imaging unit 13 determines, based on the detected travel lane, an angle (yaw angle) φ formed between the travel lane of the host vehicle and the longitudinal axis of the host vehicle, a lateral displacement X (Xv) from the center of the travel lane, and The travel lane curvature β and the like are calculated. The imaging unit 13 outputs the calculated yaw angle φ, lateral displacement X (Xv), travel lane curvature β, and the like to the braking / driving force control unit 8.
Note that a white line or the like may be detected by other detection means, for example, an infrared sensor, and the traveling lane may be detected based on the detection result.

  Moreover, although the travel lane is determined based on the white line or the like, the present invention is not limited to this. In other words, when there is no means for actually recognizing a driving lane such as a white line on the road, information on road shape, surrounding environment, etc. allows the vehicle to run on the road position and driver suitable for driving. You may determine the location of the road you want to use as the driving lane. For example, when there is no white line on the runway and both sides of the road are cliffs, the road center is determined as the travel lane.

Further, the traveling lane curvature β may be calculated based on a steering angle δ of the steering wheel 21 described later.
The vehicle is provided with a navigation device 15. The navigation device 15 detects the longitudinal acceleration Xg, lateral acceleration Yg, and yaw rate φ ′ generated in the host vehicle. The navigation device 15 outputs the detected longitudinal acceleration Xg, lateral acceleration Yg, and yaw rate φ ′ to the braking / driving force control unit 8 together with road information.

  Further, this vehicle is provided with a radar 16 for measuring the distance between the host vehicle and an obstacle ahead of the host vehicle for an ACC (adaptive cruise control), a rear-end collision speed reducing brake device, and the like. The radar 16 detects the position of a front obstacle. The radar 16 then outputs information on the position of the front obstacle to the braking / driving force control unit 8. Here, the front obstacle is, for example, a parked vehicle parked on the shoulder of the traveling lane.

Further, in this vehicle, a master cylinder pressure sensor 17 that detects an output pressure of the master cylinder 3, that is, master cylinder hydraulic pressures Pmf and Pmr, and an accelerator opening sensor 18 that detects an accelerator pedal depression amount, that is, an accelerator opening Acc. , A steering angle sensor 19 for detecting the steering angle δ of the steering wheel 21, and wheel speed sensors 22FL to 22RR for detecting the rotational speed of the wheels 5FL to 5RR, that is, the wheel speed Vwi (i = fl, fr, rl, rr), In addition, a direction indication switch 20 for detecting a direction indication operation by the direction indicator is provided. Detection signals detected by these sensors and the like are output to the braking / driving force control unit 8.
When the detected vehicle traveling state data has directionality, the right direction is a positive value and the clockwise direction is a positive value unless otherwise specified.

  Next, a calculation processing procedure performed by the braking / driving force control unit 8 will be described with reference to FIG. This calculation process is executed by a timer interrupt every predetermined sampling time ΔT every 10 msec., For example. Although no communication process is provided in the process shown in FIG. 2, information obtained by the calculation process is updated and stored in the storage device as needed, and necessary information is read out from the storage device as needed.

  First, in step S1, various data are read from each sensor, controller, or control unit. Specifically, the longitudinal acceleration Xg, the lateral acceleration Yg and the yaw rate φ ′ obtained by the navigation device 15, the wheel speed Vwi, the steering angle δ, the accelerator opening Acc, the master cylinder hydraulic pressures Pmf, Pmr detected by the sensors. And the direction switch signal, the driving torque Tw from the driving torque control unit 12, and the yaw angle φ, the lateral displacement Xv, and the travel lane curvature β are read from the imaging unit 13.

Subsequently, in step S2, the vehicle speed V is calculated. Specifically, the vehicle speed V is calculated by the following equation (1) based on the wheel speed Vwi read in step S1.
For front wheel drive V = (Vwr1 + Vwrr) / 2
For rear wheel drive V = (Vwfl + Vwfr) / 2
... (1)
Here, Vwfl and Vwfr are the wheel speeds of the left and right front wheels, and Vwrl and Vwrr are the wheel speeds of the left and right rear wheels. In the equation (1), the vehicle speed V is calculated as an average value of the wheel speeds of the driven wheels. In this embodiment, since the vehicle is a rear-wheel drive vehicle, the vehicle speed V is calculated from the latter equation, that is, the wheel speed of the front wheels.

The vehicle speed V calculated in this way is preferably used during normal travel. That is, for example, when ABS (Anti-lock Brake System) control or the like is operating, the estimated vehicle speed estimated in the ABS control is used as the vehicle speed V. In addition, a value used for navigation information in the navigation device 15 may be used as the vehicle speed V.
Subsequently, in step S3, travel environment recognition and virtual line setting are performed.

(1) Travel environment recognition (recognition of own vehicle position and obstacle position recognition, see FIG. 3)
As shown in FIG. 3, for the sake of simplicity, the case where the traveling road is a straight road will be described.
Here, XY coordinates are defined with the center of the travel lane as the origin, the travel direction as the Y axis, and the direction perpendicular to the travel direction as the X axis. And using this XY coordinate, the position of the own vehicle 100, the position of the front obstacle 200, and the positional relationship between the own vehicle 100 and the front obstacle 200 are obtained as follows. In the present embodiment, the front obstacle 200 is a parked vehicle 200.
(1-1) traveling lane from the captured image of the detected image pickup unit 13 of the position of the vehicle (center position of the travel lane) detects LN S, the current position of the vehicle 100 with respect to the lane LN S (vehicle current location) Pv (Xv, 0) is obtained. Here, the host vehicle current position Pv (Xv, 0) is at the center of gravity of the host vehicle.

(1-2) Detection of Position of Parked Vehicle (Front Obstacle) The position of the parked vehicle 200 is detected from the obstacle information of the radar 16. In the present embodiment, the parked vehicle 200 is protruded to the traveling lane, and is located on the left side of the actual lane LN L.
As the position of the parked vehicle 200, specifically, the position of a predetermined portion having an outer diameter shape that identifies the parked vehicle 200 is obtained. Here, the positions of the predetermined parts are the three corners of the parked vehicle 200, that is, the two corners Pa and Pb at the front end of the parked vehicle 200 (the rear end in the parked vehicle 200) as viewed from the own vehicle 100, and the own vehicle 100. From the viewpoint, it is the rear end of the parked vehicle 200 (the front end of the parked vehicle 200) and is the corner point Pc on the traveling lane side.

(1-3) Positional relationship between own vehicle and parked vehicle A two-dimensional map is created from the position of the own vehicle obtained in (1-1) above and the position of the parked vehicle obtained in (1-2) above. Then, the positional relationship between the host vehicle 100 and the parked vehicle 200 is obtained.
Here, each position Pa, Pb, Pc that identifies the parked vehicle 200 is obtained as coordinates in the XY coordinate system. In the case of FIG. 3, the positions Pa, Pb, and Pc are the left front end position Pa (Xa, Ya) of the parked vehicle 200, the right front end position Pb (Xb, Yb) of the parked vehicle 200, and the parked vehicle 200. Obtained as the right rear end position Pc (Xc, Yc). Thereby, in the XY coordinate system, the positional relationship between the current position Pv of the own vehicle as the position of the own vehicle 100 and each position Pa, Pb, Pc on the parked vehicle 200 is determined between the own vehicle 100 and the parked vehicle 200. Obtain as positional relationship.
Here, it can be seen from the information on the positions Pa, Pb, and Pc of the parked vehicle 200 that the parked vehicle 200 protrudes in the travel lane in front of the host vehicle 100. For example, referring to the information on the travel lane width L, it can be seen that the parked vehicle 200 exists in the travel lane in front of the host vehicle 100.

(2) Setting of a virtual traveling lane in consideration of a parked vehicle Even though the parked vehicle 200 is on the shoulder of the traveling lane and has a tendency to deviate, driving is performed even if control for avoiding deviation is performed as it is. It is difficult to say that the control for avoiding lane departure effectively supports the driver because the driver himself has to perform the avoidance operation.
Thus, by applying the present invention, in the present embodiment, when the parked vehicle 200 is on the shoulder of the traveling lane, the threshold value for departure avoidance control is changed accordingly, and the lane Deviation avoidance control is effective as driver assistance.

Various threshold avoidance control threshold values are conceivable. In the present embodiment, as shown in FIG. 3, the positions of the white lines (lane markers) on the left and right shoulders of the traveling lane are set as the left and right actual lanes LN L and LN R. The positions of the actual lanes LN L and LN R correspond to the deviation avoidance control threshold values. Therefore, in the present embodiment, when the parked vehicle 200 is on the shoulder of the traveling lane, the positions of the actual lanes LN L and LN R as the deviation avoidance control threshold are changed accordingly, A new virtual lane (hereinafter, virtual lane) is set, and control for avoiding lane departure is performed based on the virtual lane. The virtual lane setting is as follows.

First, first to fourth virtual lane set points P1 to P4 for setting a virtual lane are determined as follows.
First virtual lane set point P1 (X1, Y1) = (± L / 2, Yb−Dmf)
Second virtual lane set point P2 (X2, Y2) = (Xb ± Hm, Yb)
Third virtual lane set point P3 (X3, Y3) = (Xc ± Hm, Yc)
Fourth virtual lane set point P4 (X1, Y1) = (± L / 2, Yc + Dmr)
Here, since L is the driving lane width, the X-axis, the position of L / 2 indicates the position of the right vehicle line LN R, the position of the -L / 2, the left side of the actual lane LN L Indicates the position. Hm is a margin for passing the side of the parked vehicle 200, and the right direction is a positive value when viewed from the parked vehicle 200. And this Hm is changed according to the own vehicle speed. Specifically, as shown in FIG. 4, Hm is set to a larger value as the host vehicle speed increases.

  Dmf is an arbitrary distance on the near side in the Y direction from the front end of the parked vehicle 200 when viewed from the own vehicle 100, and Dmr is an arbitrary distance on the far side in the Y direction from the rear end of the parked vehicle 200 when viewed from the own vehicle 100. It is. For example, Dmf and Dmr are changed according to the protruding amount Hs of the parked vehicle in the traveling lane and the own vehicle speed. Specifically, as shown in FIG. 5, the larger the protrusion amount Hs, the larger the values Dmf and Dmr are set, and the larger the vehicle speed of the host vehicle is, the larger the values Dmf and Dmr are set. .

From the relationship described above, the first virtual lane set point P1 is a position on the actual lane LN L in from the front end of the vehicle 100 viewed from a parked vehicle 200 at a distance Dmf minutes before, the second virtual lane setpoint P2 Is a position away from the right front end position Pb of the parked vehicle 200 by a distance Hm in the width direction (X direction) of the travel lane, and the third virtual lane set point P3 travels from the right rear end position Pc of the parked vehicle 200. a position apart by a distance Hm in the width direction (X direction) of the lane, the fourth virtual lane setting point P4 is the vehicle viewed from the rear end of the parked vehicle 200 distance Dmr min the back of the actual lane LN L Position.

In this way, the first to fourth virtual lane set points P1 to P4 are determined based on the parked vehicle. And about this 1st thru | or 4th virtual lane set point P1-P4, the order of 1st virtual lane set point P1, 2nd virtual lane set point P2, 3rd virtual lane set point P3, and 4th virtual lane set point P4 The line connected by the straight line is defined as a virtual lane (hereinafter referred to as a first virtual lane) LN L ′. Accordingly, the first virtual lane LN L ′ is set so as to detour from the parked vehicle 200 with a predetermined margin in the travel lane.

Further, the fifth to eighth virtual lane setting points P1 ′ to P4 ′ are respectively set at positions separated from the first to fourth virtual lane setting points P1 to P4 by the travel lane width L in the positive direction with respect to the X axis. For the set fifth to eighth virtual lane set points P1 ′ to P4 ′, the fifth virtual lane set point P1 ′, the sixth virtual lane set point P2 ′, the seventh virtual lane set point P3 ′ and the eighth virtual lane set point A line connecting straight lines in the order of the lane set point P4 ′ is also referred to as a virtual lane (hereinafter referred to as a second virtual lane) LN R ′. Thereby, 2nd virtual lane LN R 'is set so that it may swell to the outer side of a driving | running | working lane in the position where the parked vehicle 200 corresponds.

As described above, the first and second virtual lanes LN L ′ and LN R ′ are set in consideration of the parked vehicle 200 on the shoulder of the traveling lane. Here, changing the actual lanes LN L and LN R according to the parked vehicle 200 and setting the first and second virtual lanes LN L ′ and LN R ′ changes the travel lane according to the parked vehicle 200. It can be said that it is equivalent.
Subsequently, in step S4, a lane departure tendency is determined. Specifically, this is as follows.
First, (already acquired in step S1) the vehicle in displacement relative to the center position LN S of the driving lane, i.e., to obtain the displacement Xv (rightward positive) in the X direction, change per predetermined time of the displacement Xv The quantity dXv is calculated. Then, based on the change amount dXv, an estimated departure time Tout of the time until the vehicle departs from the lane is calculated by the following equation (2).
Tout = {XL− (Xv + H / 2 × dXv / | dXv |)} / dXv (2)

Here, H indicates the width of the host vehicle, and the amount of change dXv has a positive value in the right direction. Therefore, the value of (Xv + H / 2 × dXv / | dXv |) in the equation (2) is the value when the host vehicle is displaced in the right direction, that is, when the vehicle tends to deviate in the right direction. When the host vehicle is displaced leftward, that is, when there is a tendency to deviate from the lane in the leftward direction, the value indicates the position of the left end of the host vehicle. Also, XL, at X-Y coordinate system, shown as viewed from the center position LN S of the traveling lane actual lane LN L, the position of the LN R. For this reason, the equation (2) indicates that the right end of the host vehicle that is displaced in the X direction by the displacement dXv at the current position Xv is determined when the host vehicle tends to deviate in the right direction. When it is time to reach the actual lane LR , and the own vehicle tends to deviate in the left direction, the left end of the own vehicle that is displaced in the X direction with the change amount dXv at the current position Xv is the actual lane LN Time to reach L.

When the shoulder on the parked vehicle in the traffic lane is present, actual lane LN L used to determine the estimated time of departure Tout, LN R first and second virtual lane LN L at a position corresponding to the parked vehicle ', LN It will replace R '. In this case, XL is a position on the first and second virtual lanes LN L ′ and LN R ′. That is, as shown in FIG. 6, the first to fourth virtual lane set points P1 to P4 and the corresponding fifth to eighth virtual lane set points P1 ′ to P4 ′ are respectively connected by lines, and the traveling lane is connected in the Y direction. shown separated, when placed in the section with the area l-V, in the running direction of the front side area I and the traveling direction back side of the area V (area I), XL is actual lane LN L, a position on LN R in . On the other hand, in areas II to IV, XL indicates positions on the first and second virtual lines LN L ′ and LN R ′.

  Next, the departure prediction time Tout calculated as described above is compared with the departure determination threshold value Ts to determine the lane departure. Specifically, when the predicted departure time Tout is less than the departure determination threshold value Ts (Tout <Ts), it is determined that the vehicle departs from the lane (there is a lane departure tendency), and the departure determination flag Fout is turned ON (Fout = ON). Further, when the predicted departure time Tout is equal to or greater than the departure determination threshold Ts (Tout ≧ Ts), it is determined that there is no lane departure (no lane departure tendency) and the departure determination flag Fout is turned off (Fout = OFF).

Note that, according to the above equation (2), the deviation prediction time Tout takes either positive or negative value. Therefore, in the actual determination, the absolute value of the deviation prediction time Tout is compared with the deviation determination threshold value Ts.
In addition, the lane departure is determined as described above, and the departure direction Dout is determined based on the lateral displacement Xv. Specifically, when the lateral displacement Xv is a positive value, the vehicle is displaced rightward from the center of the lane, so that the direction is the departure direction Dout (Dout = right), and the lateral displacement Xv is a negative value. Since the host vehicle is displaced leftward from the center of the lane, the direction is set to the departure direction Dout (Dout = left).

As described above, in step S4, the departure prediction time Tout until the departure from the lane is calculated, and the departure prediction time Tout is compared with the departure determination threshold value Ts to determine the departure from the lane.
By the processing of step S4, for example, when the host vehicle moves away from the center of the lane and the predicted departure time Tout becomes less than the departure determination threshold value Ts (Tout <Ts), the departure determination flag Fout is turned on (Fout = ON). Further, when the own vehicle (the own vehicle in the state where Fout = ON) returns to the lane center side and the departure prediction time Tout becomes equal to or greater than the departure determination threshold Ts (Tout ≧ Ts), the departure determination flag Fout Becomes OFF (Fout = OFF). For example, when there is a tendency to depart from the lane, if the braking control for avoiding the lane departure described later is performed or the driver himself performs an avoidance operation, the departure determination flag Fout is turned from ON to OFF.

Subsequently, in step S5, the driver's intention to change lanes is determined. Specifically, based on the direction switch signal and the steering angle δ obtained in step S1, the driver's intention to change lanes is determined as follows.
If the direction indicated by the direction switch signal (the blinker lighting side) is the same as the direction indicated by the departure direction Dout obtained in step S4, it is determined that the driver has intentionally changed the lane, and the departure determination flag Fout is changed to OFF (Fout = OFF). That is, it is changed to a determination result that there is no lane departure.

When the direction indicated by the direction switch signal (the blinker lighting side) is different from the direction indicated by the departure direction Dout obtained in step S4, the departure determination flag Fout is maintained and the departure determination flag Fout is kept ON. (Fout = ON). That is, the determination result that the vehicle departs from the lane is maintained.
Subsequently, in step S6, a control method for determining whether to perform lane departure warning or braking control for avoiding lane departure is determined.

For example, when the departure determination flag Fout is ON (Tout <Ts), a lane departure warning is performed. For example, an alarm is given by sound or display. Further, when the departure determination flag Fout is ON (Tout <Ts), braking control for avoiding lane departure is performed.
Specifically, the braking control for avoiding lane departure is braking control for avoiding lane departure by applying a yaw moment to the vehicle or braking control for avoiding lane departure by decelerating the vehicle. In the processing after step S6 after step S7, the value of the braking control for avoiding the lane departure (the yaw moment to be applied to the host vehicle or the deceleration of the host vehicle) is determined.

First, in step S7, a target yaw moment to be generated in the host vehicle is calculated. Specifically, the target yaw moment Ms is calculated by the following equation (3) based on the lateral displacement Xv and the change amount dXv obtained in step S4.
Ms = K1 · Xv + K2 · dXv (3)
Here, K1 and K2 are gains that vary according to the vehicle speed V. FIG. 7 shows an example of the gains K1 and K2. As shown in FIG. 7, for example, the gains K1 and K2 are small values in the low speed range. When the vehicle speed V reaches a certain value, the gains K1 and K2 increase as the vehicle speed V increases. become.

Subsequently, in step S8, a deceleration for avoiding lane departure is calculated. That is, the braking force applied to the left and right wheels for the purpose of decelerating the host vehicle is calculated. Here, the target braking fluid pressures Pgf and Pgr that give such braking force to both the left and right wheels are calculated. The target braking hydraulic pressure Pgf for the front wheels is calculated by the following equation (4).
Pgf = Kgv · V + Kgx · dXv (4)
Here, Kgv and Kgx are conversion coefficients that are set based on the vehicle speed V and the change amount dXv, respectively, for converting the braking force into the braking hydraulic pressure. FIG. 8 shows an example of the conversion coefficients Kgv and Kgx. As shown in FIG. 8, for example, the conversion coefficients Kgv and Kgx become large values in the low speed range, and when the vehicle speed V reaches a certain value, it decreases as the vehicle speed V increases, and then reaches a certain vehicle speed V. It becomes a constant value.

Then, based on the target braking hydraulic pressure Pgf for the front wheels, the target braking hydraulic pressure Pgr for the rear wheels considering the front-rear distribution is calculated.
Thus, in step S8, deceleration for avoiding deviation (specifically, target braking hydraulic pressures Pgf, Pgr) is obtained.
Subsequently, in step S9, a target brake hydraulic pressure for each wheel is calculated. That is, the final braking fluid pressure is calculated based on the presence or absence of braking control for avoiding lane departure. Specifically, it is calculated as follows.

(1) When the departure determination flag Fout is OFF (Fout = OFF), that is, when the determination result that the lane does not depart is obtained, as shown in the following expressions (5) and (6), the target braking of each wheel The hydraulic pressure Psi (i = fl, fr, rl, rr) is set to the master cylinder hydraulic pressure Pmf, Pmr.
Psfl = Psfr = Pmf / 2 (5)
Psrl = Psrr = Pmr / 2 (6)
Here, Pmf is the master cylinder hydraulic pressure for the front wheels. Pmr is a master cylinder hydraulic pressure for the rear wheels, and is a value calculated based on the master cylinder hydraulic pressure Pmf for the front wheels in consideration of the front-rear distribution.

(2) When the departure determination flag Fout is ON (Fout = ON), that is, when a determination result that the vehicle departs from the lane is obtained, first, based on the target yaw moment Ms, the front wheel target braking hydraulic pressure difference ΔPsf and the rear wheel target braking The hydraulic pressure difference ΔPsr is calculated. Specifically, the target braking hydraulic pressure differences ΔPsf and ΔPsr are calculated by the following equations (7) to (10).
In the case of Ms <Ms1, ΔPsf = 0 (7)
ΔPsr = Kbr · Ms / T (8)
When Ms ≧ Ms1 ΔPsf = Kbf · (Ms−Ms1) / T (9)
ΔPsr = Kbr · Ms1 / T (10)
Here, Ms1 represents a setting threshold value. T represents a tread. This tread T has the same value before and after for simplicity. Kbf and Kbr are conversion coefficients for the front wheels and the rear wheels when the braking force is converted into the braking hydraulic pressure, and are determined by the brake specifications.

  Thus, the braking force applied to the wheels is distributed according to the magnitude of the target yaw moment Ms. That is, when the target yaw moment Ms is less than the setting threshold value Ms1, the front wheel target braking hydraulic pressure difference ΔPsf is set to 0, a predetermined value is given to the rear wheel target braking hydraulic pressure difference ΔPsr, and a braking force difference is generated between the left and right rear wheels. Further, when the target yaw moment Ms is equal to or larger than the setting threshold value Ms1, a predetermined value is given to each target braking hydraulic pressure difference ΔPsr, ΔPsr, and a braking force difference is generated between the front, rear, left and right wheels.

When the departure determination flag Fout is ON (Fout = ON), the final wheels are calculated using the target braking hydraulic pressure differences ΔPsf and ΔPsr calculated as described above and the target braking hydraulic pressures Pgf and Pgr for deceleration. Target brake hydraulic pressure Psi (i = fl, fr, rl, rr) is calculated.
For example, as the first pattern, based on the target braking fluid pressure differences ΔPsf and ΔPsr, the target braking fluid pressure Psi (i = fl, fr, rl, rr) of each wheel according to the following equation (11) or the following equation (12): Is calculated.

Psfl = Pmf / 2 + ΔPsf / 2
Psfr = Pmf / 2−ΔPsf / 2
Psrl = Pmr / 2 + ΔPsr / 2
Psrr = Pmr / 2−ΔPsr / 2
(11)
Or
Psfl = Pmf / 2−ΔPsf / 2
Psfr = Pmf / 2 + ΔPsf / 2
Psrl = Pmr / 2−ΔPsr / 2
Psrr = Pmr / 2 + ΔPsr / 2
(12)

As described above, when the braking control is performed with the target braking fluid pressure Psi (i = fl, fr, rl, rr) obtained by the equations (11) and (12) based on the target braking fluid pressure differences ΔPsf, ΔPsr, Is given a yaw moment. In this way, the braking control for applying the yaw moment to the vehicle is hereinafter referred to as lane departure avoidance yaw control.
On the other hand, as the second pattern, based on the target braking fluid pressure differences ΔPsf, ΔPsr and the deceleration target braking fluid pressures Pgf, Pgr, the target braking fluid pressure Psi of each wheel according to the following equation (13) or the following equation (14): (I = fl, fr, rl, rr) is calculated.

Psfl = Pmf / 2 + ΔPsf / 2 + Pgf / 2
Psfr = Pmf / 2−ΔPsf / 2 + Pgf / 2
Psrl = Pmr / 2 + ΔPsr / 2 + Pgr / 2
Psrr = Pmr / 2−ΔPsr / 2 + Pgr / 2
... (13)
Or
Psfl = Pmf / 2−ΔPsf / 2 + Pgf / 2
Psfr = Pmf / 2 + ΔPsf / 2 + Pgf / 2
Psrl = Pmr / 2−ΔPsr / 2 + Pgr / 2
Psrr = Pmr / 2 + ΔPsr / 2 + Pgr / 2
(14)

  As described above, the target braking fluid pressure Psi (i = fl, fr, rl) obtained from the equations (13) and (14) based on the target braking fluid pressure differences ΔPsf, ΔPsr and the deceleration target braking fluid pressures Pgf, Pgr. , Rr), the vehicle is decelerated in the traveling direction in addition to the yaw moment acting on the vehicle by the lane departure avoidance yaw control. Such braking control in which the vehicle decelerates in the traveling direction is hereinafter referred to as lane departure avoidance deceleration control.

The calculation processing by the braking / driving force control unit 8 has been described above. Then, the braking / driving force control unit 8 uses the target braking fluid pressure Psi (i = fl, fr, rl, rr) calculated for each wheel calculated in step S9 as a braking fluid pressure command value to the braking fluid pressure controller 7. Output.
As described above, when the departure determination flag Fout is ON (Tout <Ts) in step S6, it is determined to perform braking control for avoiding lane departure, and when it is determined to perform the braking control. Lane departure avoidance yaw based on the target braking fluid pressure Psi (i = fl, fr, rl, rr) calculated when the departure determination flag Fout in (2) is ON (Fout = ON) in step S9. Control and deceleration control for avoiding lane departure are performed. That is, when the departure determination flag Fout is ON (Tout <Ts), lane departure avoidance yaw control is performed, or lane departure avoidance deceleration control is performed in addition to the lane departure avoidance yaw control.

The lane departure prevention apparatus as described above generally operates as follows.
First, various data are read from each sensor, controller, and control unit (step S1). Subsequently, the vehicle speed V is calculated (step S2).
Then, traveling environment recognition and virtual line setting are performed (step S3). Further, the departure determination flag Fout is set based on the departure predicted time Tout, and the departure direction Dout is determined based on the lateral displacement Xv (step S3).

Further, the driver's intention to change the lane is determined based on the deviation direction Dout thus obtained and the direction indicated by the direction switch signal (the blinker lighting side) (step S4).
For example, when the direction indicated by the direction switch signal (the blinker lighting side) and the direction indicated by the departure direction Dout are the same, it is determined that the driver has intentionally changed the lane. In this case, the departure determination flag Fout is changed to OFF.

  When the departure determination flag Fout is ON and the direction indicated by the direction switch signal (the blinker lighting side) is different from the direction indicated by the departure direction Dout, the state of the departure determination flag Fout is maintained. For example, if the direction indicated by the direction switch signal (the blinker lighting side) is different from the direction indicated by the departure direction Dout, the departure behavior of the vehicle is not the vehicle behavior due to the driver's intention such as a lane change by the driver. Since the departure determination flag Fout is ON, the state of the departure determination flag Fout is maintained.

Subsequently, based on the departure determination flag Fout, the presence / absence of an alarm for avoiding lane departure and the presence / absence of braking control for avoiding lane departure are determined (step S6). Then, the target yaw moment Ms is calculated based on the lateral displacement Xv and the change amount dXv (step S7), and the deceleration for avoiding the lane departure is calculated (step S8).
Then, the target braking fluid pressure Psi (i = fl, fr, rl, rr) of each wheel for realizing the braking control for avoiding the lane departure determined based on the departure determination flag Fout is calculated and calculated. The target brake fluid pressure Psi (i = fl, fr, rl, rr) is output to the brake fluid pressure controller 7 as a brake fluid pressure command value (step S9).

The braking fluid pressure control unit 7 individually controls the braking fluid pressures of the wheel cylinders 6FL to 6RR based on the braking fluid pressure command value. Thereby, when the own vehicle has a tendency to deviate, the own vehicle shows a turning behavior and a deceleration behavior.
Here, braking control for avoiding lane departure when there is a parked vehicle on the shoulder of the traveling lane is when the departure direction is on the side where the parked vehicle is present and the departure direction is opposite to the side where the parked vehicle is present This will be explained separately for each case.

(1) Braking control for avoiding lane departure when the departure direction is on the side with the parked vehicle When the departure direction is on the side with the parked vehicle, the braking control for avoiding the lane departure is shown in FIG. Thus, the control is based on the first virtual lane LN L ′ set according to the parked vehicle 200 (control of areas II to IV in FIG. 6).
Even if there is a parked vehicle 200, the parked vehicle 200 from the predetermined distance Dmf before, or the in the parked vehicle 200 a predetermined distance Dmf rear side, the braking control for the lane departure avoidance relative to the actual lane LN L (Control of area I (V) in FIG. 6).

(2) Braking control for avoiding lane departure when the departure direction is opposite to the side where the parked vehicle is present Braking control for avoiding lane departure when the departure direction is opposite to the side where the parked vehicle is present The control is basically the same as (1) braking control for avoiding lane departure when the departure direction is on the side where the parked vehicle is located. That is, when the departure direction is opposite to the side where the parked vehicle is, the braking control for avoiding the lane departure is the second virtual lane LN R ′ set according to the parked vehicle 200 as shown in FIG. The control is based on the above (control of areas II to IV in FIG. 6). Also, even if there is a parked vehicle 200, in the parked vehicle 200 from the predetermined distance Dmf before, or the parked vehicle 200 from the predetermined distance Dmf far side will braking control for departure avoidance relative to the actual lane LN R (Control of area I (V) in FIG. 6).

Next, effects of the first embodiment will be described.
As described above, when the shoulder of the driving lane is a parked vehicle, actual lane LN L forming the deviation avoidance control threshold, the LN R, virtual lane LN L 'to change in accordance with the parked vehicle, LN R ′ is set, and braking control for avoiding lane departure is performed based on the set virtual lanes LN L ′ and LN R ′. Accordingly, it is possible to optimally perform the braking control for avoiding the lane departure in consideration of the parked vehicle on the shoulder of the traveling lane. For example, the driver's own avoidance operation for the parked vehicle can be reduced by changing the actual lane on the side where the parked vehicle is and setting the virtual lane. In addition, by changing the actual lane on the side opposite to the side where the parked vehicle is and setting a virtual lane, even if the lane departure tendency is shown on the opposite side, the original threshold value for avoidance control ( It is possible to prevent the control for avoiding lane departure in the actual lane) from being performed more than necessary, and to cause trouble for the driver. Can be prevented.

As described above, Hm is defined as a margin for passing the side of the parked vehicle 200, and the Hm is used for setting the virtual lane. As described with reference to FIG. 4, Hm is set to a larger value as the host vehicle speed increases. Thereby, the virtual lane set on the side where the parked vehicle is set is set more inside the traveling lane as the host vehicle speed increases. Therefore, the control for avoiding lane departure when there is a departure tendency on the parked vehicle side intervenes earlier as the host vehicle speed increases.
Generally, when a driver passes by a parked vehicle by a vehicle, the driver passes the host vehicle away from the parked vehicle as the host vehicle speed increases. For this reason, as the vehicle speed increases, the early intervention of control for avoiding lane departure when the parked vehicle tends to deviate from the lane is consistent with the driver's driving feeling. become.

Next, a second embodiment will be described.
This second embodiment is also a rear-wheel drive vehicle equipped with the lane departure prevention device of the present invention, as in the first embodiment. In the second embodiment, when the front obstacle on the shoulder of the traveling lane is an obstacle having a possibility of movement such as a parked vehicle, the movement of the obstacle is predicted and detected, and it is used for deviation avoidance control. Virtual lanes LN L ′ and LN R ′ are set as threshold values.

(1) Predictive detection of movement of obstacle First, predictive detection of movement of a parked vehicle is performed based on a change in the state of the parked vehicle. Here, the change in the state of the parked vehicle includes a change in the lighting state of the hazard, a change in the lighting state of the blinker, a change in the lighting state of the brake lamp, and a value indicating the movement of the parked vehicle, for example, a change in the moving amount or the moving speed. It is done.
Various patterns that can be detected and detected based on the state change of such a parked vehicle will be described with reference to FIG.
From the state where the parked vehicle 200 lights up the hazard ((a) in the figure), the parked vehicle 200 changes to the state where the hazard is extinguished ((b) in the figure), or the hazard is turned off. When the turn signal light is turned on ((d) in the figure), it is predicted that the parked vehicle 200 moves.

In addition, when the parked vehicle 200 changes from the state in which the blinker is turned off ((c) in the figure) to the state in which the blinker on the traveling lane is turned on ((d) in the figure), the parked vehicle 200 is Predict that it will move.
In addition, since the parked vehicle 200 indicates the stop state, the roadside side blinker is turned on ((e) in the figure), and the running lane side blinker is turned on ((d) in the figure). ) Or when the turn signal on the roadside belt side is turned off ((f) in the figure), the parked vehicle 200 is predicted to move.

Moreover, when the parked vehicle 200 lights a brake lamp (when changing from (g) in the figure to (h) in the figure), it is estimated that the parked vehicle 200 moves.
Moreover, when the change of the moving amount or moving speed of the parked vehicle 200 becomes a predetermined value or more (when it changes from (i) in the figure to (j) in the figure), the parked vehicle 200 is predicted to move. To do. Here, the predetermined value is obtained as an experimental value or an empirical value. Further, as shown in (i) and (j) in the figure, even when the parked vehicle 200 starts to move with the hazard lit, that is, even if the hazard starts to move without changing the state. If the moving amount and moving speed are equal to or greater than a predetermined value, the parked vehicle 200 may be predicted to move. This is because, for example, the driver may start the parked vehicle with the hazard lit.

Moreover, you may estimate the movement of the parked vehicle 200 from the combination of the lighting state change of a hazard, a blinker, and a brake lamp.
As described above, the movement of the parked vehicle is predicted and detected based on the state change of the parked vehicle.
For example, the state change of the hazard, the blinker, and the brake lamp is performed based on the brightness information of the parked vehicle 200 obtained from the captured image of the imaging unit 13 by the own vehicle.

(2) Setting of virtual lanes LN L ′ and LN R ′ Subsequently, when the movement detection of the parked vehicle is detected as described above, virtual lanes LN L ′ and LN R ′ are set (changed). Specifically, the front-side arbitrary distance Dmf set when the parked vehicle 200 is stopped is changed to a larger value, or the front-side arbitrary distance set when the parked vehicle 200 is stopped. Dmf is changed to a large value, or the margin Hm set when the parked vehicle 200 is stopped is changed to a large value. Based on the changed value, the virtual lanes LN L ′ and LN R ′ are set (changed).

For example, as shown in FIG. 10, when the parked vehicle 200 turns on the turn signal on the travel lane side, the lighting is detected to detect and detect the movement of the parked vehicle 200, and the margin Hm is changed to a large value. In addition, the positions of the second and third virtual lane set points P2 and P3 are changed, and the arbitrary distance Dmf on the near side is changed to a large value to change the position of the first virtual lane set point P1. Correspondingly, the positions of the fifth to seventh virtual lane set points P1 ′ to P3 ′ are also changed. Based on the first to third virtual lane set points P1 to P3 and the fifth to seventh virtual lane set points P1 ′ to P3 ′ whose positions have been changed in this way, the virtual lanes LN L ′ and LN R ′ are obtained. Settings (changes) are made (virtual lanes LN L ′, LN R ′ indicated by two-dot chain lines in FIG. 10).

In the second embodiment, the virtual lanes LN L ′ and LN R ′ are set by predicting and detecting the movement of the parked vehicle on the shoulder of the traveling lane as described above. As a result, even when the parked vehicle starts moving, the virtual lanes LN L ′ and LN R ′ are set in consideration of the movement, so that braking control for avoiding lane departure can be optimally performed. . For example, when the parked vehicle starts moving, the lane departure avoidance control can intervene earlier than when the parked vehicle is stopped. Therefore, the driver's own avoidance operation for the parked vehicle (movement start vehicle) Can be reduced.

The embodiment of the present invention has been described above. However, the present invention is not limited to being realized as the embodiment.
That is, in the above-described embodiment, specific examples of control for avoiding lane departure include braking control (yaw control for lane departure avoidance) that gives a vehicle a yaw moment for avoiding lane departure, and for avoiding lane departure. The braking control for deceleration (deceleration control for avoiding lane departure) is described, and the control amounts (the magnitude of yaw moment and the magnitude of deceleration) are specifically described. However, the present invention is not limited to this. Moreover, although the case where the yaw moment is given to the own vehicle by adjusting the braking force has been described, the yaw moment may be given to the own vehicle by adjusting the rotation of the steering shaft.

  Moreover, in the said embodiment, the brake structure is based on the brake structure using fluid pressure. However, it goes without saying that the present invention is not limited to this. For example, an electric friction brake that presses the friction material against the rotating body of the wheel side member by an electric actuator, a regenerative brake that generates an electric braking action, or a power generation brake may be used. Also, an engine brake that performs braking control by changing the valve timing of the engine, a speed change brake that acts like an engine brake by changing the speed ratio, or an air brake may be used.

Moreover, in the said embodiment, when changing the threshold value for deviation avoidance control when there is a parked vehicle, both the actual lanes LN L and LN R set on both sides of the travel lane are changed, and the virtual lane LN L The case where ', LN R ' is set has been described. However, it is not limited to this. For example, when there is a parked vehicle, only one of the actual lanes LN L and LN R , for example, the actual lane on the side where the parked vehicle is located in the traveling lane (in this embodiment, the actual lane LN L on the left side) is changed. Thus, a virtual lane may be set.

Further, the departure judgment threshold value Ts around the parked vehicle 200 may be simply increased without setting the virtual lane.
In addition, when changing the actual lane on the opposite side to the side where the parked vehicle is in the traveling lane (in this embodiment, the actual lane LN R on the right side) according to the parked vehicle, You may make it change. Here, the case where the predetermined condition is satisfied means that when the travel lane width is narrower than the predetermined width, more specifically, as shown in FIG. 3, the first virtual lane LN L ′ set on the side where the parked vehicle 200 is located distance a between the right vehicle line LN R (= L-Hm- Hs) can be cited such cases narrower than a predetermined width. That is, in the case of such conditions, according to the width Hs of the parked vehicle 200 blocks the driving lane, sets a first virtual lane LN L 'to change the actual lane LN L side with its parked vehicle 200 as well as, the that there is a parked vehicle 200 side to change the actual lane LN R opposite sets the second virtual lane LN R '.

  When the actual lane on the side opposite to the side where the parked vehicle 200 is not changed, control for avoiding lane departure is performed for the actual lane. In this case, control for avoiding the lane departure may be suppressed. That is, when the departure determination flag Fout is ON (Tout <Ts), braking control (lane departure avoidance yaw control or lane departure avoidance deceleration control) is performed together with an alarm. Even when the departure determination flag Fout is ON (Tout <Ts), only the alarm is performed. Alternatively, even when the braking control for avoiding lane departure is performed, the control amount is made smaller than the original value, for example, the yaw moment applied to the host vehicle is made small.

As a result, when the driver is taking action to avoid the parked vehicle without operating the turn signal, the control for avoiding lane departure is activated based on the actual lane opposite to the parked vehicle side. Even so, since the control for avoiding the lane departure is suppressed more than the original control, it is possible to prevent the control for avoiding the lane departure from annoying the driver.
In the above embodiment, the deviation avoidance control threshold has been described in association with the white line (lane marker) that defines the travel lane. However, it is not limited to this. That is, for example, the threshold value for departure avoidance control may be associated with the center portion of the traveling lane. That is, assuming the travel lane changed according to the parked vehicle, the same control as the control for avoiding the lane departure for the travel lane before the change even in the control for avoiding the lane departure for the travel lane after the change To do.

  Moreover, changing the threshold value for departure avoidance control according to the position of the obstacle in the travel lane results in setting the control amount of the lane departure avoidance control according to the obstacle on the shoulder of the travel lane. It can be said that they are doing. For this reason, other control amounts for lane departure avoidance control, for example, yaw moment and deceleration for avoiding lane departure, or vehicle speed and acceleration / deceleration are set according to obstacles on the shoulder of the driving lane. Also good.

In the embodiment, the predicted departure time Tout is calculated based on the lateral displacement Xv and the amount of change dXv (see equation (2) above). However, the deviation prediction time Tout may be obtained by other methods. For example, the predicted departure time Tout may be obtained based on the yaw angle φ, the travel lane curvature β, the yaw rate φ ′, or the steering angle δ.
In the above embodiment, the target yaw moment Ms is calculated based on the lateral displacement Xv and the change amount dXv (see the equation (3)). However, the target yaw moment Ms may be obtained by other methods. For example, as shown in the following equation (15), the target yaw moment Ms may be calculated based on the yaw angle φ, the lateral displacement Xv, and the travel lane curvature β.
Ms = K3 · φ + K4 · Xv + K5 · β (15)
Here, K3, K4, and K5 are gains that vary according to the vehicle speed V.

In the embodiment, the target braking hydraulic pressure Pgf for the front wheels is described using a specific equation (see the equation (4)). However, it is not limited to this. For example, the target braking hydraulic pressure Pgf for the front wheels may be calculated by the following equation (16).
Pgf = Kgv · V + Kgφ · φ + Kgβ · β (16)
Here, Kgφ and Kgβ are conversion coefficients for converting braking force into braking hydraulic pressure, which are set based on the yaw angle φ and the travel lane curvature β, respectively.

In the embodiment, the target braking hydraulic pressure differences ΔPsf and ΔPsr between the front wheels and the rear wheels are calculated in order to realize the lane departure avoidance yaw control (see the equations (9) and (10)). However, it is not limited to this. For example, the lane departure avoidance yaw control may be realized only by the target brake hydraulic pressure difference ΔPsf of the front wheels. In this case, the target brake hydraulic pressure difference ΔPsf of the front wheels is calculated by the following equation (17).
ΔPsf = Kbf · Ms / T (17)

In the description of the embodiment, the processing for recognizing the own vehicle position in step S3 of the braking / driving force control unit 8 realizes a detecting means for detecting the position of the own vehicle in the traveling lane, and the braking / driving force The setting process of the actual lanes LN L and LN R in the step S3 of the control unit 8 realizes a setting means for setting a control amount of the lane departure avoidance control (a threshold value for departure avoidance control) for the traveling lane. The processing of step S6 to step S9 of the braking / driving force control unit 8 realizes control means for performing lane departure avoidance control of the host vehicle when the host vehicle tends to depart from the traveling lane, The radar 16 implements obstacle detection means for detecting an obstacle in front of the traveling lane, and the radar drive force control unit 8 includes the scanning unit. In the virtual lane setting process in consideration of the parked vehicle in step S3, the control amount of the lane departure avoidance control (the threshold value for departure avoidance control) is determined according to the position of the obstacle in the travel lane. The change means to change is realized.

It is a schematic block diagram which shows embodiment of the vehicle carrying the lane departure prevention apparatus of this invention. It is a flowchart which shows the processing content of the braking / driving force control unit which comprises the said lane departure prevention apparatus. It is a figure used for explanation which changes real lanes LN L and LN R according to a parked vehicle, and sets to virtual lanes LN L ′ and LN R ′. FIG. 6 is a characteristic diagram showing a relationship between a value Hm used for setting the virtual lanes LN L ′ and LN R ′ and a vehicle speed. FIG. 6 is a characteristic diagram showing a relationship between values Dmf and Dmr used for setting the virtual lanes LN L ′ and LN R ′ and a protruding amount Hs of a parked vehicle in a traveling lane. In the running direction of the vehicle is a diagram used for explaining a relationship between the actual lane LN L that is set for lane deviation control, the LN R virtual lane LN L ', LN R' and. It is a characteristic view which shows the characteristic of the gains K1 and K2 used for calculation of the target yaw moment Ms. It is a characteristic view which shows the characteristic of the conversion factors Kgv and Kgx used for calculation of the target brake hydraulic pressure Pgf. In the 2nd Embodiment of this invention, it is the figure used for description of the movement prediction method of a parked vehicle. It is a figure used for explanation of change of virtual lanes LN L ', LN R ' performed by predicting and detecting movement of a parked vehicle.

Explanation of symbols

6FL to 6RR Wheel cylinder 7 Braking fluid pressure control unit 8 Braking / driving force control unit 9 Engine 12 Driving torque control unit 13 Imaging unit 15 Navigation device 16 Radar 17 Master cylinder pressure sensor 18 Accelerator opening sensor 19 Steering angle sensor 22FL to 22RR Wheel Speed sensor

Claims (10)

  1. Detecting means for detecting the position of the host vehicle in the traveling lane;
    When the position of the host vehicle in the travel lane exceeds a threshold value for departure avoidance control that is a predetermined position in the travel lane width direction, the host vehicle lane is assumed to tend to deviate from the travel lane. In a lane departure prevention apparatus having control means for performing departure avoidance control,
    Obstacle detection means for detecting an obstacle ahead of the host vehicle;
    An obstacle movement prediction detecting means for predicting and detecting that the obstacle moves from the state stopped on the shoulder of the traveling lane into the traveling lane;
    When the obstacle detection unit detects an obstacle on the shoulder of the traveling lane and when the obstacle movement prediction detection unit predicts and detects the movement of the obstacle, the obstacle detection unit is directed inward of the traveling lane with respect to the obstacle. Setting means for setting the threshold value for departure avoidance control so as to leave an interval;
    A lane departure prevention apparatus characterized by comprising:
  2.   The lane departure prevention apparatus according to claim 1, wherein the setting means increases the interval as the host vehicle speed increases.
  3.   3. The deviation avoidance control threshold value is set on the side opposite to the road shoulder where the obstacle is detected in the width direction of the travel lane and outside the travel lane. The lane departure prevention apparatus described.
  4.   The setting means includes a deviation avoidance control threshold value set so as to be spaced inward in the traveling lane with respect to the obstacle, and a side opposite to the road shoulder where the obstacle is detected in the width direction of the traveling lane. When the width of the threshold value for departure avoidance control set in advance is smaller than a predetermined width, the change of the threshold value for departure avoidance control set in advance to the outside of the travel lane causes the opposite side and travel lane 4. A lane departure prevention apparatus according to claim 3, wherein a threshold value for departure avoidance control is set outside the vehicle.
  5.   The control means, when the obstacle detection means detects an obstacle on the shoulder of the traveling lane, deviation avoidance control preset on the opposite side of the road shoulder where the obstacle is detected in the width direction of the traveling lane When the host vehicle tends to deviate from the driving lane by exceeding the threshold for driving, the yaw moment to be given to the host vehicle as lane departure avoidance control of the host vehicle is expressed as an obstacle on the shoulder of the driving lane. The lane departure prevention device according to claim 1, wherein the lane departure prevention device is corrected to a value smaller than that in a case where no detection is made.
  6. The obstacle movement prediction detection means, to any one of claims 1 to 5, wherein the predicting detecting the movement of the obstacle based on a change in lighting state of the hazard of the other vehicle is an obstacle The lane departure prevention apparatus described.
  7. The obstacle movement prediction detection means, to any one of claims 1 to 6, wherein the predicting detecting the movement of the obstacle based on a change in lighting state of a winker of the other vehicle is the obstacle The lane departure prevention apparatus described.
  8. The obstacle movement prediction detecting means, any one of claims 1 to 7, wherein the predicting detecting the movement of the obstacle based on a change in lighting state of the brake lamp of the other vehicle is the obstacle The lane departure prevention device according to claim 1.
  9. The obstacle movement prediction detection unit, when the movement amount or the movement speed of the obstacle is equal to or higher than a predetermined value, any of claims 1 to 8, characterized in that the prediction and detection shall the obstacle moves The lane departure prevention apparatus according to claim 1.
  10. The lane departure avoidance control, any one of claims 1 to 9, characterized in that the adjustment to the lane departure avoidance yaw moment applied to the vehicle by controlling the braking force of the steering angle or the wheel The lane departure prevention apparatus according to item 1.
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