JP5125853B2 - Travel control device and travel control method - Google Patents

Description

  The present invention relates to a travel control device and a travel control method for avoiding contact with a side object when the host vehicle moves laterally due to a lane change or the like.

The presence / absence of steering and its direction are detected, obstacles on the rear side are detected, and when there is a possibility of contact with obstacles due to lane change, the steering is suppressed and the vehicle speed is below a predetermined value If so, there is one that cancels the suppression of steering (see Patent Document 1).
JP-A-8-253160

However, in the conventional example described in Patent Document 1, since the presence or absence of steering is detected based on the steering torque, for example, when the host vehicle goes straight toward the adjacent lane, the steering torque is If it is not detected, there is a possibility that the timing for suppressing the lane change will be delayed.
The subject of this invention is optimizing the timing which suppresses lateral movement, such as a lane change of the own vehicle.

  The travel control device according to the present invention detects a lateral object that exists on the side of the host vehicle, estimates a lateral position at which the host vehicle arrives after a predetermined time with respect to the travel lane, and detects a side object. When the lateral position reaches a predetermined lateral position, the lateral movement of the host vehicle toward the side object is suppressed. The lateral speed with respect to the travel lane is detected, and at least one of the later lateral position and the predetermined lateral position is corrected so that the later lateral position easily reaches the predetermined lateral position as the lateral speed increases.

  According to the traveling control device of the present invention, the higher the lateral speed with respect to the traveling lane when the host vehicle moves laterally toward the side object, the easier the lateral position reaches a predetermined lateral position later, that is, By correcting at least one of the lateral position and the predetermined lateral position later so that the lateral movement of the host vehicle can be easily suppressed, a situation in which the timing for suppressing the lateral movement of the host vehicle is delayed is avoided. Can be optimized.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
<< One Embodiment >>
"Constitution"
FIG. 1 is a schematic configuration of the present invention. Between the master cylinder 1 and each wheel cylinder 2i (i = FL, FR, RL, RR), anti-skid control (ABS), traction control (TCS), stability control (VDC: Vehicle Dynamics Control), etc. A brake actuator 3 used in the above is interposed. The brake actuator 3 includes hydraulic devices such as solenoid valves and pumps, and these are driven and controlled by the controller 4 to individually control the hydraulic pressure of each wheel cylinder 2i regardless of the driver's brake operation. Can do.

  In addition, the image processing apparatus (not shown) recognizes a lane marker such as a white line and detects a traveling lane based on the captured image data, and also detects the traveling lane based on the captured image data, and the yaw angle φ of the host vehicle with respect to the traveling lane Then, the lateral displacement X with respect to the traveling lane and the curvature ρ of the traveling lane are calculated, and various signals are input to the controller 4. When there is no white line on the road surface, the travel lane may be estimated based on road edges, guardrails, curbs, and the like.

The yaw angle φ may be calculated by actual measurement using image data, or may be calculated as follows. Here, dX is a change amount of the lateral displacement X per unit time, dY is a change amount of the advance distance per unit time, and dX ′ is a differential value of dX.
φ = tan ^-1 (dY / dX)
= Tan ^-1 (V / dX ')
Further, the calculation of the curvature ρ may be acquired from the navigation unit 14 described later.

  On the other hand, radar devices 6L and 6R using, for example, millimeter waves are provided on the left and right side surfaces of the vehicle to detect a lateral object that is present on the side (slightly behind) of the vehicle that is likely to be a blind spot for the driver. . The radar devices 6L and 6R detect whether or not there is a side object in a predetermined area with respect to the own vehicle, that is, the presence or absence of the side object. The relative distance, relative speed, etc. are also detected.

Further, the master cylinder pressure Pm detected by the pressure sensor 10, the steering angle δ detected by the steering angle sensor 11, each wheel speed Vw _i detected by the wheel speed sensor 12, and the operation state of the direction indicating switch 13 are also input to the controller 4. To do. Further, the longitudinal acceleration Yg, the lateral acceleration Xg, the yaw rate Ψ, the own vehicle position information, and the road information of the vehicle body are acquired from the navigation unit 14, and these are also input to the controller 4. The navigation unit 14 has a global positioning system (hereinafter referred to as GPS), and detects its own vehicle position.

If the above-mentioned various data have left and right directions, the left direction is a positive value and the right direction is a negative value. That is, the yaw angle φ and the steering angle δ are positive values when turning left and negative values when turning right, and the lateral displacement X is positive when it is shifted to the left from the center of the driving lane and is shifted to the right. The negative value is when
Moreover, the alarm device 20 is provided, and according to the alarm signal output from the controller 4, an alarm sound is emitted or a warning lamp is turned on.

The controller 4 executes a conventional lane departure prevention control process and a lane change warning control process described later.
Next, the lane change warning control process executed as a timer interruption every predetermined time (for example, 10 msec) by the controller 4 will be described with reference to the flowchart of FIG.
First, in step S1, various data are read.

In the subsequent step S2, the average wheel speed of the non-driven wheels (driven wheels) is calculated as the vehicle speed V as described below. If it can be obtained from anti-skid control or navigation information, it can be used.
For front wheel drive: V = (Vw _RL + Vw _RR ) / 2
For rear wheel drive: V = (Vw _FL + Vw _FR ) / 2

In the subsequent step S3, the presence / absence of a side object is determined based on the detection results of the radar devices 6L and 6R.
In the subsequent step S4, as shown below, a neutral yaw rate Ψp necessary for maintaining the travel route is calculated according to the curvature ρ and the vehicle speed V.
Ψp = ρ × V
In subsequent step S5, the lateral position Xf at which the host vehicle arrives after the vehicle head time Tt (for example, about 1 sec) has elapsed is calculated by the following method 1 or 2.

1. Calculation is performed according to the yaw angle φ, the target yaw rate Ψm, and the target yaw angular acceleration Ψm ′.
Here, as shown below, the yaw angle φ, the target yaw rate Ψm, and the target yaw angular acceleration Ψm ′ are weighted and added. K1 to K3 are gains, K1 is a value obtained by multiplying the vehicle head time Tt by the vehicle speed V, K2 is a value obtained by multiplying the predetermined value by the vehicle speed V, and K3 is a value obtained by multiplying the predetermined value by the vehicle speed V.
Xf = K1 × φ + K2 × Ψm + K3 × Ψm ′

The target yaw rate Ψm and the target yaw angular acceleration Ψm ′ are calculated according to the following equations. Ψh is a value obtained by subtracting the above-described neutral yaw rate Ψp from the reference yaw rate Ψd determined according to the steering angle δ and the vehicle speed V.
Ψ = Ψh × Tt
Ψ ′ = Ψ ′ × Tt ²

2. Calculation is performed according to the target yaw rate Ψm and the target yaw angular acceleration Ψm ′.
Here, as shown below, the target yaw rate Ψm and the target yaw angular acceleration Ψm ′ are weighted and calculated by select high.
Xf = max [K2 × Ψm, K3 × Ψm ′]
In subsequent step S6, the lateral velocity Vx with respect to the white line when the host vehicle moves laterally toward the side object is calculated by any one of the following methods 1 to 4. It is assumed that the lateral speed Vx becomes a positive value when the host vehicle approaches the side object, and the lateral speed Vx becomes a negative value when the host vehicle moves away from the side object.

1. Calculation is based on the vehicle position and road information.
First, the travel lane at the host vehicle position is detected with reference to the road information, and the yaw angle φ of the host vehicle with respect to the travel lane is calculated from the change state of the host vehicle position (see FIG. 3). Then, as shown below, the lateral speed Vx is calculated according to the yaw angle φ and the vehicle speed V.
Vx = V × sinφ

2. Calculate based on image data.
First, a white line is detected based on the image data, and the yaw angle φ of the host vehicle with respect to the white line is calculated (see FIG. 4). Then, as shown above, the lateral speed Vx is calculated according to the yaw angle φ and the vehicle speed V. Instead of calculating according to the yaw angle φ and the vehicle speed V, the lateral position Xe of the host vehicle with respect to the white line may be calculated, and the lateral position Xe may be differentiated.

3. Calculation is based on the steering angle δ.
First, as shown below, the steering change amount Δδ from the neutral steering angle δ ₀ is calculated. The neutral steering angle δ ₀ may be a value obtained by performing a filtering process with a large time constant on the steering angle δ.
Δδ = δ ₀ −δ
Then, the yaw rate Ψ corresponding to the change amount Δδ is calculated using a general formula.
Then, as shown below, time integration is performed on the yaw rate Ψ to calculate the yaw angle φ.
φ = ∫Ψdt
Then, as described above, the lateral speed Vx is calculated according to the yaw angle φ and the vehicle speed V.

4). Combine the above 1-3.
For example, an average value is calculated, select-lowed, or weighted and added.
In subsequent step S7, the correction gain α is calculated according to the lateral velocity Vx with reference to the map of FIG. This map, the horizontal axis and the lateral speed Vx, the vertical axis as the correction gain alpha, lateral speed | Vx | is when smaller than the predetermined value V ₁ to maintain the correction gain alpha is 1, the horizontal velocity | Vx | a predetermined value and increases from V ₁ is corrected gain alpha increases from 1, lateral speed | Vx | is when greater than the predetermined value V ₂ correction gain alpha is set to maintain a greater than the maximum value alpha _MAX.

In subsequent step S8, a relative lateral velocity ΔVx with respect to the host vehicle when the side object moves laterally toward the host vehicle is calculated.
First, as shown below, the side object angle θ formed by the relative velocity vector ΔV of the side object detected by the radar devices 6L and 6R and the white line is calculated (see FIG. 6). Here, θ0 is the mounting angle of the radar device 6R with respect to the longitudinal direction of the vehicle body, θ1 is the detection angle of the side object by the radar device 6R, and θ2 is the yaw angle (θ2 = φ) of the host vehicle with respect to the white line.
θ = 180 ° − (θ0 + θ1 + θ2 + 90 °)
= 90 ° -θ0-θ1-θ2

Then, as shown below, the relative lateral velocity ΔVx of the side object is calculated according to the relative velocity vector ΔV and the side object angle θ. It is assumed that the relative lateral speed ΔVx becomes a positive value when the side object approaches the own vehicle side, and the relative lateral speed ΔVx becomes a negative value when the side object moves away from the own vehicle.
ΔVx = ΔV × sinθ

In subsequent step S9, the correction gain β is calculated according to the relative lateral velocity ΔVx with reference to the map of FIG. In this map, the horizontal axis is the relative lateral velocity ΔVx, the vertical axis is the correction gain β, and when the relative lateral velocity ΔVx is between 0 and a predetermined positive value V ₃ , the correction gain β is maintained at 1 and the relative When the lateral speed ΔVx increases from the predetermined value V ₃ , the correction gain β increases from 1. When the relative lateral speed ΔVx is greater than the predetermined value V ₄ , the correction gain β is set to maintain the maximum value β _MAX greater than 1. ing. When the relative lateral speed ΔVx is between 0 and a predetermined negative value V ₅ , the correction gain β is maintained at 1. When the relative lateral speed ΔVx is decreased from the predetermined value V ₅ , the correction gain β is decreased from 1. When the relative lateral velocity ΔVx reaches the predetermined value V ₆ , the correction gain β is set to maintain the minimum value β _MIN smaller than 1.

In step S10, it is determined whether or not the steering change amount Δδ from the neutral steering angle [delta] ₀ is the small steering angle region of less than a predetermined value .delta.s (e.g. 5 deg). If this determination result is .DELTA..delta ≦ .delta.s, set to "1" as the correction flag F _R in order to perform the correction of the lateral position Xf later time. On the other hand, if the judgment result is .DELTA..delta> .delta.s, it is reset to "0" as the correction flag F _R in order to release the correction of the lateral position Xf later time.

In step S11, it corrects the later time lateral position Xf according to the correction flag F _R.
First, if the correction flag is F _R = 0, the subsequent horizontal position Xf is left as it is in order to cancel (cancel) the correction of the subsequent horizontal position Xf.
On the other hand, if the correction flag is F _R = 1, the subsequent lateral position Xf is corrected with the correction gains α and β as shown below in order to execute the correction of the subsequent lateral position Xf.
Xf ← Xf × α × β

When the correction flag is F _R = 0, both the correction flags α and β may be set to 1 and then multiplied by the lateral position Xf at a later time as described above.
In the subsequent step S12, a predetermined lateral position XL for suppressing the lane change is set.
Here, the current lateral position of the side object with respect to the white line is defined as a predetermined lateral position XL. However, as shown in FIG. 8, the lateral position assumes that there is a side object (side vehicle) at a predetermined position outside the white line by a predetermined amount Xo.

Therefore, first, the current lateral position Xe is calculated. This is calculated based on the image data or by performing time integration on the lateral velocity Vx. Of course, these average values may be calculated, select low, or weighted for addition.
Then, as shown below, a distance Xo from the white line to the side object is added to the current lateral position Xe, and this is set as a predetermined lateral position XL. Of course, if the relative distance Xd in the lateral direction with the side object can be detected, the lateral position that is separated from the current lateral position Xe by the relative distance Xd is set as the predetermined lateral position XL. Further, instead of the current lateral position of the side object, the white line position may be set as the predetermined lateral position XL.
Xe + Xo → XL

  In subsequent step S13, it is determined whether or not the later lateral position Xf at which the host vehicle reaches after the vehicle head time Tt is equal to or greater than a predetermined lateral position XL. If this determination result is Xf <XL, it is determined that there is no possibility that the host vehicle is in contact with the side object, and the suppression flag F is reset to “0”. On the other hand, if the determination result is Xf ≧ XL, it is determined that the host vehicle may come into contact with the side object, and the suppression flag F is set to “1”.

  At this time, in order to prevent hunting of the suppression flag F, a hysteresis may be provided for Xf, or reset may be prohibited until a predetermined time elapses after the suppression flag F is set. Furthermore, the suppression flag F may be automatically reset to “0” when a predetermined time has elapsed since the suppression flag F was set to “1”. Further, when anti-skid control, traction control, stability control, or the like is performed, the suppression flag F may be reset to “0” in order to prioritize these.

In subsequent step S14, a target yaw moment Ms is calculated, and the brake actuator 3 is driven and controlled in accordance with the calculated target yaw moment Ms.
First, when the suppression flag is F = 0, Ms = 0 is set.
On the other hand, when the suppression flag is F = 1, as shown below, a target yaw moment Ms that suppresses the lane change of the host vehicle is calculated. Kr1 is a gain determined from vehicle specifications. Kr2 is a gain determined according to the vehicle speed V, and increases as the vehicle speed V increases as shown in FIG.
Ms = Kr1 × Kr2 × (Km1 × φ + Km2 × Ψm)

According to the above formula, the target yaw moment Ms that suppresses the lane change of the host vehicle increases as the yaw angle φ and the target yaw rate ψ increase.
Then, target hydraulic pressures P _{FL to} P _RR for each wheel cylinder are calculated.
First, if the suppression flag is F = 0, it is determined that there is no need to suppress the lane change of the host vehicle, the drive of the brake actuator 3 is stopped, and the master cylinder pressure is applied to each wheel cylinder as described below. Supply. Here, Pmr is the rear wheel master cylinder pressure based on the ideal distribution of front and rear braking forces.
P _FL = P _FR = Pm
P _RL = P _RR = Pmr

On the other hand, if the suppression flag is F = 1, as shown below, the braking force differences ΔPf and ΔPr between the left and right wheels for the purpose of suppressing the lane change are calculated. T is a tread and is the same for the front and rear for convenience. Kf and KR are front wheel side and rear wheel side coefficients for converting braking force into hydraulic pressure, and are determined by brake specifications. R is the braking force distribution of the front and rear wheels.
ΔPf = 2 × KF × {Ms × R} / T
ΔPr = 2 × Kr × {Ms × (1-R)} / T

Accordingly, when the lane changing direction is left, in order to give a yaw moment in the right direction, target hydraulic pressures P _{FL to} P _RR of each wheel cylinder are calculated as follows.
P _FL = Pm
P _FR = Pm + ΔPf
P _RL = Pmr
P _RR = Pmr + ΔPr

On the other hand, when the direction of lane change is right, in order to give a yaw moment in the left direction, target hydraulic pressures P _{FL to} P _RR of each wheel cylinder are calculated as follows.
P _FL = Pm + ΔPf
P _FR = Pm
P _RL = Pmr + ΔPr
P _RR = Pmr

Then, the brake actuator 3 is driven and controlled to generate the target hydraulic pressures P _{FL to} P _RR in each wheel cylinder, and the alarm device 20 is driven to notify the driver that the lane change is suppressed. Return to the predetermined main program.
When suppressing lane change, it is not necessary to issue an alarm at the same time. For the lateral position Xf, a predetermined lateral position for issuing an alarm and a predetermined lateral position XL for suppressing lane change are individually set. A warning may be issued before the lane change control is started by preparing and making the predetermined lateral position for warning relatively small.

<Action>
Now, the driver operates the direction indicating switch 13 in the right direction, and as shown in FIG. 6, the driver is about to change the lane to the right adjacent lane. Suppose that side vehicles are running side by side. At this time, since the driver's intention to change the lane is clear, the lane departure prevention control is inactivated, but the lane change warning control is continuously executed.

  First, a side vehicle is detected by the radar device 6R (step S3). Then, a later lateral position Xf at which the host vehicle reaches after the vehicle head time (for example, 1 sec) is calculated (step S5), and when the later lateral position Xf reaches a predetermined lateral position XL, the host vehicle becomes a side vehicle. It is determined that there is a possibility of contact, and the suppression flag is set to F = 1 (step S13). Then, in order to suppress the rightward lane change of the host vehicle, a left yaw moment is generated by the difference in braking force between the left and right wheels, and the driver is informed that a side object is present (step) S14). As a result, the driver can recognize the side vehicle and can wait for the lane change until the side vehicle passes.

  By the way, the higher the risk of the lane change that the host vehicle is going to perform, the faster the lane change should be suppressed. Therefore, in the present embodiment, the lateral speed Vx for the traveling lane when the host vehicle moves laterally toward the side object is calculated, and the timing for suppressing the lane change is made variable according to the lateral speed Vx. . That is, the later lateral position Xf is corrected so that the later lateral position Xf easily reaches the predetermined lateral position XL as the lateral speed Vx increases. Conversely, the later lateral position Xf is corrected so that the later lateral position Xf is less likely to reach the predetermined lateral position XL as the lateral speed Vx is slower.

  First, the lateral speed Vx is calculated (step S6), and the correction gain α is calculated according to the lateral speed Vx (step S7). The correction gain α is set to a value larger than 1 as the lateral speed Vx increases. Then, the subsequent lateral position Xf is corrected by multiplying the estimated later lateral position Xf by the correction gain α (step S11). Therefore, when the correction gain α is larger than 1, the lateral position Xf later becomes larger than the initial value, and further shifts to the right in the scene of FIG.

  That is, the corrected lateral position Xf is likely to exceed the predetermined lateral position XL accordingly, so that the timing for suppressing the lane change can be advanced. Therefore, avoiding the situation where the driver of the own vehicle is trying to change the lane without noticing the side vehicle, and the control of the lane change is not easily executed even though the own vehicle is going to exceed the white line at a high speed. can do.

In this way, in consideration of the risk of the host vehicle coming into contact with the side vehicle, the timing for suppressing the lane change can be optimized by correcting the lateral position Xf at a later time according to the lateral speed Vx of the host vehicle. .
However, the correction by the correction gain α is performed only when the steering change amount Δδ from the neutral steering angle δ ₀ is in the small steering angle region where the steering change amount Δδ is equal to or less than the predetermined value δs. That is, when the steering change amount Δδ exceeds the predetermined value δs, the correction flag is reset to F _R = 0 (step S10), and the correction by the correction gain α is stopped. For example, when steering is taken by a saddle formed on the travel path, the steering change amount Δδ increases, but the lateral speed Vx does not change significantly, and the relationship between the steering change amount Δδ and the lateral speed Vx becomes irregular. . Therefore, in a situation where the steering change amount Δδ exceeds the small steering angle region, there is a concern about the input of an indeterminate element, so the correction by the correction gain α is canceled. Thereby, inappropriate or unnecessary correction can be prevented.

  Furthermore, in the present embodiment, a relative lateral speed ΔVx with respect to the host vehicle when the side vehicle moves laterally toward the host vehicle is calculated (step S8), and a correction gain β is set according to the relative lateral speed ΔVx ( Step S9). The correction gain β is set to be larger than 1 as the lateral speed Vx is faster. Then, the subsequent lateral position Xf is corrected by multiplying the estimated later lateral position Xf by the correction gain β (step S11).

  Therefore, as in the case of the correction gain α described above, when the correction gain β is larger than 1, the later lateral position Xf corrected by the correction gain β is likely to exceed the predetermined lateral position XL. The timing for suppressing the lane change can be advanced.

  The lane change warning control is executed separately from the lane departure prevention control. That is, even if the host vehicle does not tend to deviate from the driving lane, if a side object is detected, the lateral movement of the side object to the side is suppressed in consideration of the risk of contacting the side object.

<Modification>
In the present embodiment, the later lateral position Xf is corrected with both the correction gains α and β. However, the present invention is not limited to this, and if the subsequent lateral position Xf is corrected with at least the correction gain α. Good.
In the present embodiment, the later lateral position Xf calculated in step S5 is corrected by the correction gains α and β later in step S11. However, the present invention is not limited to this, and step S5 is not limited thereto. At the time of calculating the later lateral position Xf, the corrected later position Xf may be calculated by taking into account both the correction gains α and β.

For example, K1 to K3 may be corrected with correction gains α and β.
In this case, when the method 1 is adopted in step S5, different weights may be given to K1 to K3 as described below. For example, α1 = α, α2 = α × k2, and α3 = α × k3 are set so as to satisfy the relationship of α1>α2> α3, and β1 = β, β2 = β × k2, and β3 = β × k3. , Β1>β2> β3.
K1 ← K1 × α1 × β1
K2 ← K2 × α2 × β2
K3 ← K3 × α3 × β3

Similarly, in the method 2 of step S5, different weights may be applied to K2 and K3 as described below. For example, α2 = α × k2 and α3 = α × k3 are set so as to satisfy the relationship of α2> α3, and β2 = β × k2, β3 = β × k3, and the relationship of β2> β3 is satisfied. Set.
K2 ← K2 × α2 × β2
K3 ← K3 × α3 × β3

On the other hand, the vehicle head time Tt may be corrected with the correction gains α and β.
That is, as shown below, correction may be made by multiplying the vehicle head time Tt by the correction gains α and β.
Tt ← Tt × α × β

  In this case, when the correction gain α is larger than 1 or the correction gain β is larger than 1, the vehicle head time Tt becomes larger than the initial value, and the front position where the lateral position Xf is estimated later is estimated. The gazing point will be displaced further forward. That is, the later lateral position Xf calculated using the vehicle head time Tt is likely to exceed the predetermined lateral position XL. Therefore, correcting the vehicle head time Tt with the correction gains α and β is equivalent to correcting the lateral position Xf with the correction gains α and β at a later time, and the same effect as that of the present embodiment described above can be obtained. it can.

Further, the predetermined lateral position XL may be corrected with the correction gains α and β.
That is, in the present embodiment, the relative distance Xd, which is assumed to be a lateral object at a predetermined position outside the lane by a predetermined amount Xo from the white line, is set to the predetermined horizontal position XL. Correction may be made by multiplying the position XL by 1 / α and 1 / β.
XL ← XL × (1 / α) × (1 / β)

  In this case, when the correction gain α is larger than 1 or the correction gain β is larger than 1, the predetermined lateral position XL becomes smaller than the initial value, and in the scene of FIG. It will shift to the left. That is, the later lateral position Xf tends to exceed the corrected lateral position XL. Therefore, correcting the predetermined lateral position XL with the correction gains α and β is equivalent to correcting the lateral position Xf later with the correction gains α and β, and obtains the same effect as the above-described embodiment. Can do. Of course, instead of the predetermined lateral position XL, the predetermined amount Xo may be corrected by multiplying by 1 / α and 1 / β.

  In this embodiment, the target yaw moment Ms is realized by the difference in braking / driving force between the left and right wheels. However, the present invention is not limited to this. For example, the torque in the direction opposite to the lane change is applied by electric power steering. By giving to the steering system, the target yaw moment Ms may be realized.

"effect"
From the above, the radar devices 6L and 6R correspond to “side object detection means”, the processing in step S5 corresponds to “late position estimation means”, and the processing in step S6 corresponds to “lateral velocity detection means”. The processing in step S8 corresponds to “relative lateral velocity calculation means”, the processing in steps S7 and S9 to S11 corresponds to “correction means”, the processing in step S12 corresponds to “lateral position setting means”, and step S13. , S14 corresponds to “travel control means”. The navigation unit 14 corresponds to “global positioning system” and “navigation device”, and the camera 5 corresponds to “imaging means”.

(1) Side object detecting means for detecting a side object existing on the side of the own vehicle, late position estimating means for estimating a later lateral position at which the own vehicle reaches a traveling lane after a predetermined time, While the side object detection means is detecting the side object, the lateral movement of the host vehicle toward the side object is performed when the later lateral position estimated by the later position estimation means reaches a predetermined lateral position. The traveling control means for suppressing, the lateral speed detecting means for detecting the lateral speed relative to the traveling lane when the host vehicle moves laterally toward the side object, and the later position as the lateral speed detected by the lateral speed detecting means is higher. Correction means for correcting at least one of the later lateral position and the predetermined lateral position so that the later lateral position estimated by the estimating means can easily reach the predetermined lateral position.
Thereby, the situation where the timing which suppresses the lateral movement of the own vehicle is delayed can be avoided, and the timing can be optimized.

(2) A lateral position setting unit that calculates a lateral relative distance between the host vehicle and the side object and sets the calculated relative distance as a predetermined lateral position is provided.
As a result, it is possible to determine whether or not the host vehicle may come into contact with the side object only by determining whether or not the lateral position has reached a predetermined lateral position.
(3) The correcting unit corrects the lateral position at a later time by correcting the predetermined time.
Thus, the closer the current lateral position of the host vehicle with respect to the traveling lane is to the side object, the easier it is for the lateral position to reach a predetermined lateral position later.

(4) A global positioning system that detects the vehicle position and a navigation device that stores road information are included, and the lateral speed detection means is stored in the navigation device and the vehicle position detected by the global positioning system. Based on the road information, a lateral speed with respect to the traveling lane is detected.
Thereby, even when the white line cannot be detected, the lateral speed with respect to the traveling lane can be easily detected.
(5) Provided with imaging means for imaging the traveling environment of the host vehicle, the lateral speed detecting means detects the lateral speed relative to the traveling lane based on the image data of the traveling environment imaged by the imaging means.
Thereby, the lateral speed with respect to the traveling lane can be easily detected.

(6) The lateral speed detecting means detects the lateral speed with respect to the traveling lane based on the steering change amount from the neutral rudder angle.
Thereby, even when the white line cannot be detected, the lateral speed with respect to the traveling lane can be easily detected.
(7) The correction means corrects at least one of the lateral position at a later time and the predetermined lateral position only when the amount of steering change from the neutral steering angle is in a small steering angle region that is equal to or less than a predetermined value.
Thereby, inappropriate or unnecessary correction can be prevented.

(8) Relative lateral speed calculation means for calculating a relative lateral speed with respect to the host vehicle when the side object moves laterally toward the host vehicle is provided, and the correction means has a relative lateral speed calculated by the relative lateral speed calculation means. As the speed increases, at least one of the later lateral position and the predetermined lateral position is corrected so that the later lateral position estimated by the later position estimating means can easily reach the predetermined lateral position.
Thereby, the situation where the timing which suppresses the lateral movement of the own vehicle is delayed can be avoided, and the timing can be optimized.

(9) A lateral object existing on the side of the host vehicle is detected, a lateral position where the host vehicle arrives after a predetermined time with respect to the traveling lane is estimated, and the lateral object is detected later. When the lateral position reaches a predetermined lateral position, the lateral movement of the host vehicle toward the side object is suppressed, and the lateral speed relative to the traveling lane when the host vehicle moves laterally toward the side object is detected. Then, at least one of the later lateral position and the predetermined lateral position is corrected so that the later lateral position can easily reach the predetermined lateral position as the lateral speed increases.
Thereby, the situation where the timing which suppresses the lateral movement of the own vehicle is delayed can be avoided, and the timing can be optimized.

1 is a schematic configuration of a vehicle. It is a flowchart of a lane change alert control process. The yaw angle of the host vehicle with respect to the travel lane is shown. Indicates the yaw angle of the host vehicle with respect to the travel line. It is a map used for calculation of the correction gain α. The side object angle formed by the relative velocity vector of the side object and the travel line is shown. It is a map used for calculation of correction gain β. It is an example of a driving scene. It is a map used for calculation of the gain K2.

Explanation of symbols

2FL to 2RR Wheel cylinder 3 Brake actuator 4 Controller 5 Camera 6L / 6R Radar device 10 Pressure sensor 11 Rudder angle sensor 12 Wheel speed sensor 13 Direction indicator switch 14 Navigation unit 20 Alarm device

Claims (9)

Side object detecting means for detecting a side object existing on the side of the own vehicle, Later position estimating means for estimating a later lateral position where the own vehicle reaches a traveling lane after a predetermined time, and the side object When the detection means detects the side object and the lateral position estimated by the subsequent position estimation means reaches a predetermined lateral position, the lateral movement of the host vehicle toward the side object is performed. Traveling control means for suppressing,
The lateral speed detecting means for detecting the lateral speed with respect to the traveling lane when the host vehicle moves laterally to the side object side, and the later position estimating means estimates the higher the lateral speed detected by the lateral speed detecting means. And a correcting means for correcting at least one of the later lateral position and the predetermined lateral position so that the later lateral position can easily reach the predetermined lateral position.   The travel control apparatus according to claim 1, further comprising a lateral position setting unit configured to set a current lateral position of the side object as the predetermined lateral position.   The travel control apparatus according to claim 1, wherein the correcting unit corrects the lateral position at a later time by correcting the predetermined time. A global positioning system that detects the position of the vehicle and a navigation device that stores road information.
The said lateral speed detection means detects the lateral speed with respect to a travel lane based on the own vehicle position detected by the said global positioning system, and the road information stored in the said navigation apparatus. The travel control device according to any one of claims 3 to 4. Comprising imaging means for imaging the traveling environment of the host vehicle;
The travel control according to any one of claims 1 to 4, wherein the lateral speed detection means detects a lateral speed with respect to a travel lane based on image data of a travel environment imaged by the imaging means. apparatus.   The travel control device according to any one of claims 1 to 5, wherein the lateral speed detection means detects a lateral speed with respect to a travel lane based on a steering change amount from a neutral steering angle.   The correction means corrects at least one of the later lateral position and the predetermined lateral position only when the steering change amount from a neutral steering angle is in a small steering angle region that is equal to or less than a predetermined value. The travel control device according to any one of Items 1 to 6. A relative lateral velocity calculating means for calculating a relative lateral velocity with respect to the own vehicle when the side object moves laterally toward the own vehicle;
The corrector is configured so that the later lateral position estimated by the later position estimating unit is more likely to reach the predetermined lateral position as the relative lateral speed calculated by the relative lateral speed calculator is faster. The travel control device according to any one of claims 1 to 7, wherein at least one of the predetermined lateral positions is corrected. A lateral object existing on the side of the host vehicle is detected, a lateral position at which the host vehicle reaches the driving lane after a predetermined time is estimated, and the lateral object is detected in a state where the lateral object is detected. When the position reaches a predetermined lateral position, the lateral movement of the host vehicle toward the side object is suppressed,
A lateral speed with respect to the traveling lane when the host vehicle moves laterally to the side object is detected, and the later lateral position is more likely to reach the predetermined lateral position as the lateral speed increases. A travel control method comprising correcting at least one of a lateral position and the predetermined lateral position.

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