JP5452143B2 - Vehicle out-of-road departure prevention control device - Google Patents

Description

  The present invention relates to an out-of-road departure prevention control apparatus for a vehicle that prevents departure from a road-side obstacle and prevention from departure from a white line to the outside by steering control and brake control.

  In recent years, various off-road departure prevention control devices for vehicles have been proposed and put into practical use for preventing vehicle out-of-road departure and improving safety. For example, in Japanese Patent Laid-Open No. 2009-35214 (hereinafter referred to as Patent Document 1), the steering torque is controlled based on the target steering torque corresponding to the traveling state, and the steering wheel is steered by controlling the steering torque. A technique for estimating a secondary yaw moment generated in a vehicle and controlling a braking / driving force that causes the vehicle to generate a yaw moment based on a difference between a target yaw moment and a secondary yaw moment based on a running state is disclosed.

JP 2009-35214 A

  According to the technique disclosed in Patent Literature 1 described above, it is possible to cause the driver to recognize the current traveling state and to generate a yaw moment in the vehicle without excess or deficiency by steering control and brake control. However, if the driver intentionally tries to maintain a position that is shifted to the left or right from the center of the lane (such as when the steering angle and the amount of change are both greater than or equal to the set value), the secondary yaw moment becomes zero and the target yaw There is a problem that the brake control based on the moment is continuously operated. If the brake control is continuously operated, problems such as overheating of the brake and early wear of the pads may occur, and vibration and vibration may occur due to the operation of the brake hydro unit (operation of valves, hydraulic pumps, etc.). There is also a risk of noise.

  In addition, if brake control for the purpose of preventing out-of-road departure occurs during operation of constant speed traveling control and follow-up traveling control by various cruise controls, unnecessary deceleration occurs in the vehicle, and vehicle speed control by cruise control becomes normal. The problem of not functioning also occurs.

  The present invention has been made in view of the above circumstances, and suppresses vibration and noise generated by the brake device without applying an excessive load to the brake. An object of the present invention is to provide a vehicle out-of-road departure prevention control device that can appropriately prevent a vehicle out-of-road departure without interfering with the operation of the driver or cruise control while accurately transmitting the traveling state.

The present invention provides road information detecting means for detecting at least roadside obstacle information and white line information, and a first deviation amount for calculating a deviation amount from the white line of the host vehicle as a first deviation amount based on the white line information. A calculating means; a second deviation amount calculating means for calculating a deviation amount of the own vehicle from the obstacle based on the obstacle information as a second deviation amount; and a brake control amount for preventing the deviation of the own vehicle from the white line. As the first brake control amount, the first brake control amount setting means for setting the first brake control amount according to the first departure amount, and the second brake control amount as the brake control amount for preventing deviation of the host vehicle from the obstacle. The second brake control amount setting means that is set according to the second deviation amount and the steering control amount that prevents the vehicle from deviating from the white line is the first steering control amount. System The first steering control amount setting means for setting the first deviation amount from the deviation amount region smaller than the deviation amount region in which the amount is set, and the steering control for preventing deviation of the host vehicle from the obstacle A second steering control amount that is set in accordance with the second deviation amount from a deviation amount region that is smaller than the deviation amount region in which the second brake control amount is set, with the amount as a second steering control amount setting means calculates a third brake control amount based on the sum of the upper Symbol first brake control amount and the second brake control amount, the load of the brake control amount of said 3 to the brake is greater the higher the smaller the corrected braking force corresponding to the value obtained, the brake control means for executing a brake control to be generated in the wheel on the side opposite to the vehicle wheel to deviate from the white line or the obstacle, the upper Symbol first and upper Second steering control amount of the sum and the third steering control means for executing steering control by calculating a steering control amount based on the sum of the shortage of the actual brake control amount when the brake control for the brake control amount It is characterized by having.

  The vehicle out-of-road departure prevention control device according to the present invention suppresses vibration and noise generated by the brake device without applying an excessive load to the brake, and controls the driver by steering control and brake control. It is possible to appropriately prevent the vehicle from departing from the road without interfering with the driver's operation and cruise control while accurately transmitting the current driving state.

It is a schematic block diagram of the road departure prevention control apparatus mounted in the vehicle which concerns on one Embodiment of this invention. It is a functional block diagram of a control unit concerning one embodiment of the present invention. It is a flowchart of the road departure prevention control program which concerns on one Embodiment of this invention. It is explanatory drawing of the positional deviation of the own vehicle with respect to the white line and roadside obstacle which concerns on one Embodiment of this invention, and the deviation | shift amount with respect to each. It is explanatory drawing which shows an example of the relationship of the pump discharge pressure of a brake hydraulic unit (henceforth H / U) with respect to the elapsed time after pump relay ON which concerns on one Embodiment of this invention. It is explanatory drawing of the brake control correction coefficient set with respect to the brake load which concerns on one Embodiment of this invention. It is explanatory drawing of the 1st brake control amount and 2nd brake control amount which concern on one Embodiment of this invention. It is explanatory drawing of the 1st steering control amount and 2nd steering control amount which concern on one Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
In FIG. 1, reference numeral 1 denotes a vehicle (host vehicle) such as an automobile, and the vehicle 1 is equipped with an out-of-road departure prevention control device 2. This out-of-road departure prevention control device 2 includes a stereo camera 3, an image recognition device 4, a control unit 5, and the like, and is mainly configured.

  In addition to the vehicle speed sensor 6 that detects the vehicle speed V0 and outputs the vehicle speed V0 to the host vehicle 1, normal brake control, antilock brake control, side slip prevention control, and other brake control, A control signal (steering) from the control unit 5 in addition to the brake control device 10 serving as a brake control means that executes road departure prevention control together with the steering control device 11 by a control signal (brake control amount AB), normal power steering control, and the like. A steering control device 11 is provided as a steering control means for executing off-road departure prevention control together with the brake control device 10 according to the control amount AS).

  The stereo camera 3 is composed of a set of (left and right) CCD cameras using a solid-state imaging device such as a charge coupled device (CCD) as a stereo optical system. These left and right CCD cameras are each mounted at a certain interval in front of the ceiling in the vehicle interior, take a stereo image of an object outside the vehicle from different viewpoints, and input image data to the image recognition device 4.

  For example, processing of an image from the stereo camera 3 in the image recognition device 4 is performed as follows. First, a process for obtaining distance information from a corresponding amount of positional deviation is performed on a pair of stereo images of the environment in the traveling direction of the host vehicle captured by the CCD camera of the stereo camera 3 to obtain a three-dimensional distance distribution. Generate a distance image to represent.

  Based on this data, white line data and roadside obstacle data (existing along the road) are compared with known grouping processing and prestored three-dimensional road shape data, side wall data, solid object data, etc. 3d object data such as guardrails, side walls such as curbs, fixed obstacles such as utility poles, four-wheeled vehicles, two-wheeled vehicles, and pedestrians). The white line data and roadside obstacle data extracted in this way are assigned different numbers for each type of data.

  Then, the image recognition device 4 stores the positions where the white line and the roadside obstacle exist on predetermined two-dimensional coordinates centered on the camera position of the host vehicle 1 determined in advance, and the control unit 5 Output to.

  Further, as shown in FIG. 4, the image recognition device 4 calculates an angle formed by the white line and the current traveling direction of the host vehicle 1 (a straight traveling direction centered on the camera position) as a crossing angle α. The distance from the center of the vehicle to the white line (distance in the direction perpendicular to the white line) yL0, and the distance from the current vehicle center to the obstacle (distance in a direction parallel to the direction perpendicular to the white line) ys0 Is calculated and output to the control unit 5. Thus, the stereo camera 3 and the image recognition device 4 are provided as road information detection means.

  The control unit 5 receives the white line from the image recognition device 4 described above, the coordinate position information of the roadside obstacle, the crossing angle α, the distance yL0 from the current vehicle center to the white line, and the obstacle from the current vehicle center. Distance ys0 is input. In addition, the vehicle speed V0 is input from the vehicle speed sensor 6, the pump discharge pressure PB of the brake H / U (not shown) is input from the brake control device 10, and the operation state is also input from the cruise control unit (not shown). . .

  Then, the control unit 5 calculates the amount of deviation from the white line of the host vehicle after a predetermined time based on the white line position information as the first deviation amount yL according to the out-of-road departure prevention control program to be described later. The deviation amount of the host vehicle after the predetermined time with respect to the obstacle is calculated as the second departure amount yS, and the brake control amount for preventing the departure of the own vehicle 1 from the white line is defined as the first brake control amount ABL0. The brake control amount that is set according to the first departure amount yL and prevents the departure of the own vehicle 1 from the obstacle is set as the second brake control amount ABS0 according to the second departure amount yS. The steering control amount for preventing the departure from the white line is the first steering control amount ASL0, and the first deviation amount is from a deviation amount region smaller than the deviation amount region in which the first brake control amount ABL0 is set. yL The steering control amount that prevents the vehicle 1 from deviating from the obstacle is set as the second steering control amount ASSO, and the deviation amount region is smaller than the deviation amount region in which the second brake control amount ABS0 is set. To the second deviation amount yS. Thus, when the cruise control is not operated, the control unit 5 decreases the value obtained by adding the first brake control amount ABL0 and the second brake control amount ABS0 as the load on the brake increases. And the brake control amount AB is calculated and output to the brake control device 10 to be generated on the wheel on the side opposite to the side deviating from the brake force corresponding to the brake control amount AB. Further, a shortage of the brake control amount that is less than the sum of the first brake control amount ABL0 and the second brake control amount ABS0 to the value obtained by adding the first steering control amount ASL0 and the second steering control amount ASSO. The steering control amount AS is calculated and output to the steering control device 11 to generate an additional steering force or steering angle corresponding to the steering control amount AS.

  That is, as shown in FIG. 2, the control unit 5 includes a prediction distance calculation unit 5a, a deviation amount calculation unit 5b from a white line, a deviation calculation unit 5c for an obstacle, an actual brake control amount calculation unit 5d, and a brake load calculation unit. 5e, brake control correction coefficient setting unit 5f, first brake control amount setting unit 5g, second brake control amount setting unit 5h, brake control amount calculation unit 5i, first steering control amount setting unit 5j, second A steering control amount setting unit 5k and a steering control amount calculation unit 5l are mainly configured.

The foreseeing distance calculation unit 5a receives the vehicle speed V0 from the vehicle speed sensor 6, calculates the foreseeing distance Lx by, for example, the following equation (1), the deviation amount calculation unit 5b from the white line, and the deviation amount calculation unit for the obstacle Output to 5c.
Lx = V0 · t (1)
Here, t is a preset preview time. That is, the foreseeing distance is a distance to a position where the host vehicle 1 is estimated to exist after the foreseeing time t. The foreseeing distance Lx is not limited to the distance calculated by the above equation (1).

The deviation amount calculation unit 5b from the white line receives the white line, the intersection angle α, the distance yL0 from the center of the current vehicle to the white line from the image recognition device 4, and the prediction distance Lx from the prediction distance calculation unit 5a. Is done. Then, as shown in FIG. 4, a deviation amount (first deviation amount calculation) yL from the white line of the host vehicle 1 at the foreseeing distance Lx is calculated by the following equation (2) to obtain a first brake control amount. The data is output to the setting unit 5g and the first steering control amount setting unit 5j.
yL = Lx · sin (α) −yL0 (2)
Thus, the deviation amount calculation unit 5b from the white line is provided as the first deviation amount calculation means.

The deviation amount calculation unit 5c for the obstacle receives the coordinate position information of the roadside obstacle, the intersection angle α, and the distance ys0 from the current center of the host vehicle to the obstacle from the image recognition device 4, and the prediction distance calculation unit The foreseeing distance Lx is input from 5a. Then, as shown in FIG. 4, a deviation amount (second deviation amount calculation) yS with respect to the obstacle of the host vehicle 1 at the foreseeing distance Lx is calculated by the following equation (3) to obtain a second brake control amount. The data is output to the setting unit 5h and the second steering control amount setting unit 5k.
yS = Lx · sin (α) −ys0 (3)
Thus, the deviation amount calculation unit 5c for the obstacle is provided as a second deviation amount calculation means.

The actual brake control amount calculation unit 5d receives the pump discharge pressure PB of the brake H / U from the brake control device 10. Then, the actual (actual) brake control amount ABa is calculated by the following equation (4), and is output to the brake load calculation unit 5e and the steering control amount calculation unit 5l.
ABa = CB ・ PB (4)
Here, CB is a constant determined by brake specifications (wheel cylinder diameter, etc.). The pump discharge pressure PB of the brake H / U is accurately obtained from the elapsed time after the relay of the pump in the brake H / U is turned on, as shown in the characteristic diagram of FIG. Entered.

The brake load calculation unit 5e receives the actual brake control amount ABa from the actual brake control amount calculation unit 5d. Then, for example, the load LB (k) to the brake is calculated by the following equation (5) and output to the brake control correction coefficient setting unit 5f.
LB (k) = max (LB (k-1) + ABa (k) -CL, 0) (5)
Here, the subscripts (k) and (k-1) are sampling counters, the subscript (k) indicates the current value, and the subscript (k-1) is the previous value. It shows that. CL is a preset brake cooling effect. Then, the load LB (k) to the brake becomes a value of 0 or more according to the equation (5).

  The brake control correction coefficient setting unit 5f receives the load LB (k) to the brake from the brake load calculation unit 5e. Then, referring to a previously set map of brake load LB-brake control correction coefficient KB as shown in FIG. 6, the brake control correction coefficient KB is set and output to the brake control amount calculation unit 5i. . Here, as is apparent from FIG. 6, the brake control correction coefficient KB is set to a value of 0 to 1, and is set to a smaller value as the brake load LB increases. In the map of FIG. 6, the brake control correction coefficient KB is not a characteristic that is set to 0, but may be a characteristic that decreases to 0.

  The first brake control amount setting unit 5g receives the intersection angle α from the image recognition device 4 and the deviation amount yL from the white line from the deviation amount calculation unit 5b from the white line. Then, referring to a map of the deviation yL from the white line, the intersection angle α, and the first brake control amount ABL0, which is set in advance based on experiments and calculations, as shown in FIG. 7A. The first brake control amount ABL0 is set and output to the brake control amount calculation unit 5i and the steering control amount calculation unit 5l. Note that the reference position in FIG. 7A is a preset position, for example, a position that is a certain distance away from the white line toward the center of the road, or an end (inside the road center) of the white line. Further, the first brake control amount ABL0 is not limited to that set from the map shown in FIG. 7A, and may be calculated from a preset calculation formula or the like.

  As can be seen from FIG. 7A, the first brake control amount ABL0 is larger as the crossing angle α is larger, that is, as the degree of urgency is determined to be higher as the intersection angle α increases. Set to a value. Further, the first brake control amount ABL0 is set to a larger value as the deviation amount yL from the white line is larger.

  Also, the broken line in FIG. 7A is shown for reference so that the first steering control amount ASL0 (described later) when the crossing angle α is small can be compared with the first brake control amount ABL0. The first steering control amount ASL0 has a characteristic that the deviation amount yL from the white line is set from a deviation amount region that is smaller than the deviation amount region in which the first brake control amount ABL0 is set.

  Therefore, paying attention only to the first steering control amount ASL0 and the first brake control amount ABL0, when the deviation amount yL from the white line of the host vehicle 1 changes from small to large to small, first, the white line When the deviation yL from the engine is small, the first steering control amount ASL0 is set and the steering control is performed.

  Next, when the deviation amount yL from the white line increases, the first steering control amount ASL0 and the first brake control amount ABL0 are set, and steering control and brake control are performed.

  When the deviation amount yL from the white line decreases again, the first steering control amount ASL0 is set, and steering control is performed. Thus, the 1st brake control amount setting part 5g is provided as a 1st brake control amount setting means.

  The second brake control amount setting unit 5h receives the deviation amount yS for the obstacle from the deviation amount calculation unit 5c for the obstacle. Then, referring to a map of the deviation amount yS and the second brake control amount ABS0 with respect to the obstacle as shown in FIG. The brake control amount ABS0 is set and output to the brake control amount calculation unit 5i and the steering control amount calculation unit 5l. Note that the reference position in FIG. 7B is a preset position, for example, a position away from the obstacle end by a certain distance toward the center of the road. Further, the second brake control amount ABS0 is not limited to that set from the map shown in FIG. 7B, and may be calculated from a preset calculation formula or the like.

  As can be seen from FIG. 7B, the second brake control amount ABS0 is set to a larger value as the deviation amount yS with respect to the obstacle is larger.

  Further, the broken line in FIG. 7B shows the second steering control amount ASSO (described later) for reference so that it can be compared with the second brake control amount ABS0. ASS0 has a characteristic in which a deviation amount yS with respect to an obstacle is set from a deviation amount region that is smaller than a deviation amount region in which the second brake control amount ABS0 is set.

  For this reason, focusing on only the second steering control amount ASSO and the second brake control amount ABS0, when the deviation amount yS for the obstacle of the host vehicle 1 changes from small to large to small, When the deviation amount yS for the object is small, the second steering control amount ASS0 is set and the steering control is performed.

  Next, when the deviation amount yS with respect to the obstacle increases, the second steering control amount SS0 and the second brake control amount ABS0 are set, and the steering control and the brake control are performed.

  When the deviation amount yS with respect to the obstacle becomes small again, the second steering control amount ASS0 is set and the steering control is performed. Thus, the 2nd brake control amount setting part 5h is provided as a 2nd brake control amount setting means.

The brake control amount calculation unit 5i receives the brake control correction coefficient KB from the brake control correction coefficient setting unit 5f, receives the first brake control amount ABL0 from the first brake control amount setting unit 5g, and outputs the second brake. The second brake control amount ABS0 is input from the control amount setting unit 5h. Then, the brake control amount AB is calculated by the following equation (6), and is output to the brake control device 10 to be opposite to the side deviating from the braking force corresponding to the brake control amount AB (front and rear wheels on the opposite side). Or on the opposite wheel (one of the front or rear wheels). That is, the brake control amount calculation unit 5 i is provided as a brake control unit together with the brake control device 10.
AB = (ABL0 + ABS0) · KB (6)

  That is, the brake control amount AB is made smaller by adding the first brake control amount ABL0 and the second brake control amount ABS0 to the brake control correction coefficient KB that is set smaller as the load on the brake is larger. The output is corrected to.

  The first steering control amount setting unit 5j receives the intersection angle α from the image recognition device 4, and receives the departure amount yL from the white line from the departure amount calculation unit 5b from the white line. Then, referring to a map of the deviation yL from the white line, the intersection angle α, and the first steering control amount ASL0, which is set in advance based on experiments, calculations, etc., as shown in FIG. The first steering control amount ASL0 is set and output to the steering control amount calculation unit 5l. Note that the reference position in FIG. 8A is a preset position, for example, a position that is a certain distance away from the white line toward the center of the road, or the inner side (road center side) end of the white line. Further, the first steering control amount ASL0 is not limited to the one set from the map shown in FIG. 8A, and may be calculated from a preset calculation formula or the like.

  As can be seen from FIG. 8A, the first steering control amount ASL0 is larger as the crossing angle α is larger, that is, as the degree of urgency is determined to be higher as the intersection angle α increases. Set to a value. Further, the first steering control amount ASL0 is set to a larger value as the deviation amount yL from the white line is larger.

  Further, the broken line in FIG. 8A shows the first brake control amount ABL0 when the crossing angle α is small so that it can be compared with the first steering control amount ASL0 for reference. The first steering control amount ASL0 has a characteristic that the deviation amount yL from the white line is set from a deviation amount region that is smaller than the deviation amount region in which the first brake control amount ABL0 is set. Thus, the first steering control amount setting unit 5j is provided as the first steering control amount setting means.

  The second steering control amount setting unit 5k receives the deviation amount yS for the obstacle from the deviation amount calculation unit 5c for the obstacle. Then, referring to the map of the deviation amount yS and the second steering control amount ASS0 for the obstacle as shown in FIG. A steering control amount ASS0 is set and output to the steering control amount calculation unit 5l. Note that the reference position in FIG. 8B is a preset position, for example, a position away from the obstacle end by a fixed distance toward the center of the road. Further, the second steering control amount ASS0 is not limited to that set from the map shown in FIG. 8B, but may be calculated from a preset calculation formula or the like.

  As can be seen from FIG. 8B, the second steering control amount ASSO is set to a larger value as the deviation amount yS with respect to the obstacle is larger.

  Further, the broken line in FIG. 8B shows the second brake control amount ABS0 for reference so that it can be compared with the second steering control amount ABS0. ASS0 has a characteristic in which a deviation amount yS with respect to an obstacle is set from a deviation amount region that is smaller than a deviation amount region in which the second brake control amount ABS0 is set. Thus, the second steering control amount setting unit 5k is provided as a second steering control amount setting means.

The steering control amount calculation unit 5l receives the actual brake control amount ABa from the actual brake control amount calculation unit 5d, receives the first brake control amount ABL0 from the first brake control amount setting unit 5g, and outputs the second brake. The second brake control amount ABS0 is input from the control amount setting unit 5h, the first steering control amount ASL0 is input from the first steering control amount setting unit 5j, and the second steering control amount setting unit 5k receives the second value. The steering control amount ASS0 is input. The steering control amount AS is calculated by the following equation (7) and output to the steering control device 11 to generate an additional steering force or steering angle corresponding to the steering control amount AS. Yes. That is, the steering control amount calculation unit 5l is provided as a steering control unit together with the steering control device 11.
AS = (ASL0 + ASS0) + (ABL0 + ABS0) −ABa (7)

  In other words, the second term (the arithmetic term of + (ABL0 + ABS0)) in the above-described equation (7) is the brake control required to prevent deviation, which is obtained from the maps of FIGS. 7 (a) and 7 (b). The third term (the calculation term of -ABa) is an actual brake control amount that is set to be reduced in consideration of the response characteristics of the brake H / U, the load on the brake, and the like. The second and third calculation terms express the brake control amount necessary to prevent the deviation that is insufficient in the brake control. The steering control amount AS is calculated by adding this shortage to the first calculation term in order to compensate for the steering control.

Next, the out-of-road departure prevention control program executed by the out-of-road departure prevention control device 2 will be described with reference to the flowchart of FIG.
First, in step (hereinafter abbreviated as “S”) 101, necessary parameters, that is, a white line, coordinate position information of a roadside obstacle, an intersection angle α, a distance yL0 from the current vehicle center to the white line, The current distance ys0 from the center of the host vehicle to the obstacle, the vehicle speed V0, and the pump discharge pressure PB of the brake H / U are read.

  Next, in S102, the foreseeable distance calculation unit 5a calculates the foreseeable distance Lx by the above-described equation (1).

  Next, in S103, the deviation amount calculation unit 5b from the white line calculates the deviation amount yL from the white line according to the above-described equation (2).

  Next, the process proceeds to S104, and the deviation amount calculation unit 5c for the obstacle calculates the deviation amount yS for the obstacle by the above-described equation (3).

  Next, the process proceeds to S105, where the actual brake control amount calculation unit 5d calculates the actual brake control amount ABa by the above-described equation (4).

  Next, the process proceeds to S106, where the brake load calculation unit 5e calculates the current load LB (k) to the brake by the above-described equation (5).

  Next, the process proceeds to S107, where the brake control correction coefficient setting unit 5f sets the brake control correction coefficient KB with reference to the brake load LB-brake control correction coefficient KB map (FIG. 6).

  Next, in S108, the first brake control amount setting unit 5g sets the first brake control amount ABL0 with reference to the map of FIG. 7A, and the second brake control amount setting unit 5h Referring to the map of FIG. 7B, the second brake control amount ABS0 is set.

  Next, the process proceeds to S109, where the brake control amount calculation unit 5i calculates the brake control amount AB by the above-described equation (6), and outputs it to the brake control device 10 when the cruise control is not operating. It is generated on the wheel on the side opposite to the side deviating from the braking force corresponding to the brake control amount AB (the front and rear wheels on the opposite side, or one of the front and rear wheels on the opposite side).

  Next, in S110, the first steering control amount setting unit 5j refers to the map of FIG. 8A, sets the first steering control amount ASL0, and the second steering control amount setting unit 5k. Referring to the map of FIG. 8B, the second steering control amount ASSO is set.

Next, the process proceeds to S111, where the steering control amount calculation unit 5l calculates the steering control amount AS by the above-described equation (7), outputs it to the steering control device 11, and the additional steering corresponding to the steering control amount AS. As described above, according to the embodiment of the present invention, the deviation yL from the white line of the own vehicle and the deviation yS from the obstacle of the own vehicle are calculated, and the deviation from the white line is calculated. The first brake control amount ABL0 for preventing the vehicle is set according to the departure amount yL from the white line, and the second brake control amount ABS0 for preventing the departure from the obstacle is set according to the departure amount yS with respect to the obstacle. The first steering control amount ASL0 for preventing the deviation from the white line is set in accordance with the deviation amount yL from the white line in the deviation amount region smaller than the deviation amount region in which the first brake control amount ABL0 is set. Set, The second steering control amount SS0 for preventing the departure from the obstacle is set in accordance with the departure amount yS for the obstacle in the deviation amount region smaller than the deviation amount region in which the second brake control amount ABS0 is set. . Then, the brake control amount AB is calculated by correcting the value obtained by adding the first brake control amount ABL0 and the second brake control amount ABS0 so that the larger the load on the brake, the more the brake control amount AB is calculated. If not, it is output to the brake control device 10 and is generated on the wheel on the side opposite to the side deviating from the braking force corresponding to the brake control amount AB. Further, a shortage of the brake control amount that is less than the sum of the first brake control amount ABL0 and the second brake control amount ABS0 to the value obtained by adding the first steering control amount ASL0 and the second steering control amount ASSO. The steering control amount AS is calculated and output to the steering control device 11 to generate an additional steering force or steering angle corresponding to the steering control amount AS.

  Therefore, when the deviation amount yL from the white line of the host vehicle 1 changes from small to large to small, first, when the deviation amount yL from the white line is small, steering control is performed, and then from the white line When the deviation amount yL increases, steering control and brake control are performed, and when the deviation amount yL from the white line decreases again, steering control is performed. Further, since the brake control amount set by the brake control is set in consideration of the addition to the brake, an excessive load is not applied to the brake, and the vibration and noise generated by the brake device can be suppressed. it can. The control amount that is insufficient due to the suppression of the brake control can be accurately compensated by the steering control to reliably prevent the vehicle from departing from the road. In this way, it is possible to appropriately prevent the vehicle from deviating from the road without interfering with the driver's operation and cruise control while accurately transmitting the current traveling state to the driver through the steering control and the brake control. ing.

  On a road where no white line is detected, a virtual white line is set based on the map information of the navigation device or the like or based on the detected position information of the roadside obstacle. Control may be performed based on the above. Further, when a roadside obstacle is not detected, control may be performed based on a preset value (for example, a large value).

DESCRIPTION OF SYMBOLS 1 Own vehicle 2 Road departure prevention control apparatus 3 Stereo camera (road information detection means)
4 Image recognition device (road information detection means)
5 control unit 5a foreseeable distance calculation unit 5b deviation amount calculation unit from white line (first deviation amount calculation means)
5c Deviation amount calculation unit for obstacle (second deviation amount calculation means)
5d Actual brake control amount calculation unit 5e Brake load calculation unit 5f Brake control correction coefficient setting unit 5g First brake control amount setting unit (first brake control amount setting means)
5h Second brake control amount setting section (second brake control amount setting means)
5i Brake control amount calculation unit (brake control means)
5j First steering control amount setting section (first steering control amount setting means)
5k second steering control amount setting unit (second steering control amount setting means)
5l Steering control amount calculation unit (steering control means)
6 Vehicle speed sensor 10 Brake control device (brake control means)
11 Steering control device (steering control means)

Claims (4)

Road information detecting means for detecting at least roadside obstacle information and white line information;
First deviation amount calculating means for calculating a deviation amount of the host vehicle from the white line based on the white line information as a first deviation amount;
Second deviation amount calculating means for calculating a deviation amount of the own vehicle with respect to the obstacle as the second deviation amount based on the obstacle information;
A first brake control amount setting means for setting a brake control amount for preventing a departure from the white line of the host vehicle as a first brake control amount according to the first departure amount;
A second brake control amount setting means for setting a brake control amount for preventing a departure from an obstacle of the host vehicle as a second brake control amount according to the second departure amount;
Using the steering control amount that prevents the vehicle from departing from the white line as the first steering control amount, the first departure from the departure amount region smaller than the departure amount region in which the first brake control amount is set. First steering control amount setting means for setting according to the amount;
A steering control amount that prevents the vehicle from deviating from an obstacle is a second steering control amount, and the second departure from the region of the departure amount smaller than the departure amount region in which the second brake control amount is set. Second steering control amount setting means for setting according to the amount;
Calculating a third brake control amount based on the sum of the upper Symbol first brake control amount and the second brake control amount, and the brake control amount of the third small correction as the load to the brake is greater Brake control means for executing brake control for generating a braking force according to the value on the wheel on the opposite side of the wheel of the host vehicle deviating from the white line or the obstacle ,
Based on the sum of the shortage of the actual brake control amount at the time of the brake control to the sum and the third brake control amount of the upper Symbol first and said second steering control amount calculating a steering control amount steering control Steering control means for executing
An out-of-road departure prevention control apparatus for vehicles. 2. The vehicle outside the road according to claim 1, wherein the first brake control amount setting means sets the first brake control amount to a larger value as the intersection angle at which the own vehicle intersects the white line is larger. Deviation prevention control device. The first steering control amount setting means sets the first steering control amount to a larger value as the intersection angle at which the host vehicle intersects the white line is larger . Vehicle out-of-road departure prevention control device. Upper Kivu rake control amount setting means, vehicle off-road departure prevention control device according to any one of claims 1 to 3, characterized in that prohibiting the brake control during the operation of the cruise control .

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