JP5454179B2 - Driving assistance device - Google Patents

Description

  The present invention relates to a driving support device, and more particularly to a driving support device that is mounted on a vehicle and can warn an occupant of the vehicle.

  Conventionally, a lane marking on the road surface on which the vehicle is traveling is recognized by a camera or the like mounted on the vehicle, and a steering operation performed by the driver based on the recognition result is supported, or the vehicle deviates from the lane marking. Devices that warn drivers when there is a high probability of doing so have been put into practical use.

  Specifically, the right lane line and the left lane line are recognized from the image captured by the camera mounted on the vehicle, and the lane to be traveled by the vehicle (the area between the right lane line and the left lane line), In other words, this is control that sets a target trajectory and assists the steering operation so that the vehicle can travel along the target trajectory (hereinafter, referred to as LKA (Lane keep Assist) control). In addition, the lane (the area between the right lane marking and the left lane marking) on which the vehicle should travel is recognized from the image captured by the camera mounted on the vehicle, and the vehicle driver unintentionally When it is determined that the vehicle is likely to deviate or when it is determined that the vehicle will deviate, the vehicle driver is warned in advance via a warning device or the like (hereinafter referred to as LDW (Lane Departure Warning) control). Is).

  As an example of such an apparatus, there is an apparatus disclosed in Patent Document 1, for example.

JP 2006-131055 A

  The technology disclosed in Patent Document 1 acquires information on at least one of traffic lights, road signs, road markings, intersections, and curved roads, for example, and maintains lane maintenance control (for example, LKA control, LDW control, etc.) ) To set the control policy.

  By the way, in the LKA control and the LDW control, the right lane line and the left lane line are recognized from the image captured by the camera mounted on the vehicle, and the lane to be traveled by the vehicle is set. There may be something on the road surface that hinders the recognition of the left lane marking. For this reason, the LKA control and the LDW control cannot be performed with high accuracy when there is something on the road surface that hinders recognition of the right lane marking and the left lane marking. Therefore, when there is something on the road surface that hinders recognition of the right lane marking and the left lane marking, it is desirable to suppress the LKA control and LDW control.

  However, the technique disclosed in Patent Document 1 acquires information on at least one of traffic lights, road signs, road markings, intersections, and curved roads, for example, and maintains lane maintenance control (for example, LKA control, LDW Control policy in the control, etc., and suppresses the LKA control and LDW control when there is something on the road surface that obstructs the recognition of the right lane marking and the left lane marking is not.

  The present invention has been made in view of the above circumstances, and the object of the present invention is to provide a stable LKA control in a simple manner, even if an object that hinders image recognition is present on the road surface. And it is providing the driving assistance device which can perform LDW control.

In order to achieve the above object, the present invention employs the following configuration. That is, the first invention is a driving support device that controls a vehicle so that the vehicle can travel along a traveling lane. The driving support device includes an imaging unit that images the front of the vehicle, a setting unit that detects a lane marking on the road surface from an image captured by the imaging unit, sets the traveling lane, and travels along the traveling lane. Steering assisting means for assisting the steering operation performed by the driver of the vehicle, warning means for warning when the vehicle is expected to deviate from the lane marking, and an image captured by the imaging means detecting at least one of the road signs and road markings, the detection result information based on the road information calculating means for calculating as a road information, the operation inhibition of changing the operating conditions of the upper Symbol warning operation-out based on the road information and means, said operation inhibiting means, when the road information is information indicating that it is a road sign of the center line or alternating way, deviating from the right side of the lane line Doo is varied based on the warning to deviate from the separation lines of the timing and the left operation predetermined and the timing of the warning operation performed when the expected condition for when it is expected.

A second aspect of the invention is a driving support device for controlling a vehicle so that the vehicle can travel along a traveling lane, the imaging unit imaging the front of the vehicle, and the lane markings on the traveling road surface from the image captured by the imaging unit. Detecting means for setting the traveling lane, steering assisting means for assisting a steering operation performed by the driver of the vehicle so that the vehicle can travel along the traveling lane, and the vehicle deviating from the lane marking. Warning means for warning when the image is expected, road information calculation means for detecting at least one of a road sign and a road marking from an image captured by the imaging means, and calculating information based on the detection result as road information; , If the recognition accuracy of the lane marking is expected to be reduced based on the road information, the auxiliary action performed by the steering auxiliary means and the warning action performed by the warning means are suppressed. And a switching restraining means that, the operation suppressing means is information indicating that the road information is a road sign of the vehicle speed limiting a numerical value indicating the speed limit displayed on road signs of the vehicle speed control in advance When the value is equal to or less than a predetermined value, the auxiliary operation performed by the steering auxiliary unit and the warning operation performed by the warning unit are suppressed.

A third invention is a driving support device for controlling a vehicle so as to be able to travel along a traveling lane, the imaging means for imaging the front of the vehicle, and the lane marking on the road surface from the image captured by the imaging means. Detecting means for setting the traveling lane, steering assisting means for assisting a steering operation performed by the driver of the vehicle so that the vehicle can travel along the traveling lane, and the vehicle deviating from the lane marking. Warning means for warning when the image is expected, road information calculation means for detecting at least one of a road sign and a road marking from an image captured by the imaging means, and calculating information based on the detection result as road information; , If the recognition accuracy of the lane marking is expected to be reduced based on the road information, the auxiliary action performed by the steering auxiliary means and the warning action performed by the warning means are suppressed. That a switching restraining means, said operation inhibiting means, when the road information is information indicating a road-labeled indicating the road surface unevenness, above the auxiliary operation and the warning means said steering assist means performs performs It is characterized by suppressing the warning operation.

A fourth aspect of the invention is a driving support device for controlling a vehicle so that the vehicle can travel along a traveling lane, the imaging unit capturing an image of the front of the vehicle, and a lane marking on the traveling road surface from the image captured by the imaging unit. Detecting means for setting the traveling lane, steering assisting means for assisting a steering operation performed by the driver of the vehicle so that the vehicle can travel along the traveling lane, and the vehicle deviating from the lane marking. Warning means for warning when the image is expected, road information calculation means for detecting at least one of a road sign and a road marking from an image captured by the imaging means, and calculating information based on the detection result as road information; , and a suppressing operation suppressing means a warning operation assistance operation and the warning means said steering assist means performs, based on the road information performed, the operation suppressing means includes an upper If the road information is information indicating the road signs there merging traffic, which comprises suppressing the warning operation assistance operation and the warning means said steering assist means performs performed.

According to a fifth invention, in any one of the second to fourth inventions, the operation suppressing means prohibits the auxiliary operation performed by the steering auxiliary means or weakens the auxiliary operation.

According to a sixth invention, in any one of the second to fourth inventions, the operation suppressing means prohibits the warning operation performed by the warning means or delays a timing for performing the warning operation. And

The first invention, the upper Symbol operation suppressing means, when the road information is information indicating that it is a road sign of the center line or alternating traffic, if that is expected to deviate from the right side of the lane line The timing of the warning operation to be performed in the above and the timing of the warning operation to be performed when it is expected to deviate from the lane marking on the left side are made different based on a predetermined condition.

  According to the first aspect of the present invention, since the existence of an obstacle that hinders image recognition is recognized by using infrastructure equipment already installed on the road, stable LKA control and LDW can be performed in a simple manner. Control can be performed.

According to the above Symbol third invention, preventing in the case of recognizing the lane should travel of the vehicle from the image, that misrecognition partition line to be running to be lane reference the vehicle from being captured by the camera be able to. In other words, it is possible to accurately recognize a lane marking that serves as a reference for a lane on which the vehicle should travel.

According to the second aspect of the invention, for example, LKA control and LDW control can be suppressed according to the speed limit of the road.

  According to the fifth aspect, since LKA control is suppressed, the uncomfortable feeling felt by the driver can be reduced.

  According to the sixth aspect, since LDW control is suppressed, unnecessary alarms can be reduced.

According to the first aspect of the present invention, the driving state of the driver when driving on a road that is alternately passing (running on the left side of the road in advance so that it can be safely passed if an oncoming vehicle comes) LKA control and LDW control according to the above can be performed.

Block diagram showing an example of the configuration of the driving support device The figure which shows an example of the instrument panel 121 in front of a driver's seat The flowchart which showed an example of the flow of a process in driving assistance ECU1 of the driving assistance device which concerns on 1st Embodiment. The figure which showed an example of the front image 14 of the own vehicle mv A figure showing an example of a road sign indicating an automobile road The figure which showed an example of the running road surface with a pedestrian crossing List of examples where lane keeping control conditions are changed A figure showing an example of a road sign indicating merge The figure which showed an example of the own vehicle mv and the other vehicle OV which are drive | working a merge lane The figure which showed an example of the own vehicle mv which is drive | working a merge lane A figure showing an example of a road sign indicating the center line The flowchart which showed an example of the flow of a process in driving assistance ECU1 of the driving assistance device which concerns on 2nd Embodiment. The figure which showed an example of the running road surface with the road sign indicating the center line The figure which showed the scene where the own vehicle mv drive | works the road of alternate traffic The figure for demonstrating an example of the method of calculating | requiring a curve radius from a lane marking Figure showing an example of a sign indicating the curve radius The flowchart which showed an example of the flow of a process in driving assistance ECU1 of the driving assistance device which concerns on 3rd Embodiment.

  Hereinafter, a driving support apparatus according to an embodiment of the present invention will be described with reference to the drawings. In the present embodiment, an example will be described in which the driving support device is mounted on a vehicle (specifically, a passenger car is assumed and is hereinafter referred to as a host vehicle mv).

  The driving assistance apparatus according to the present invention recognizes information indicating a traveling environment in which the host vehicle mv is traveling using a camera mounted on the host vehicle mv, and at least one of LKA control and LDW control described later. The control is changed.

  Although details will be described later, the information indicating the traveling environment in which the host vehicle mv is traveling is infrastructure equipment or the like installed in the traveling environment in which the host vehicle mv is traveling. These are signboards drawn with character signs and illustrations (so-called road signs), characters and illustrations drawn on road surfaces (so-called road markings), and the like.

  Further, in the following description, lane keeping control may be referred to as a general term for LKA control, LDW control, and the like.

  Hereinafter, a driving support apparatus according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram illustrating an example of the configuration of the driving support device.

  In FIG. 1, the driving support apparatus includes a driving support ECU (Electrical Control Unit) 1. The driving assistance ECU 1 includes a radar device 2, a camera 3, a vehicle speed detection device 4, a steering torque detection device 5, a brake device 6, a winker switch 7, an LKA (Lane keep Assist) main switch 8, An LDW (Lane Departure Warning) main switch 9, an electric power steering (hereinafter referred to as EPS) 10, an engine ECU (Electrical Control Unit) 11, a display device 12, and an audio output device 13 Is connected.

  The driving assistance ECU 1 uses information output from the radar device 2, the camera 3, the vehicle speed detection device 4, the steering torque detection device 5, the brake device 6, the winker switch 7, the LKA main switch 8, the LDW main switch 9, and the like. The driver controls the EPS 10, the engine ECU 11, the display device 12, the audio output device 13, and the like mounted on the host vehicle mv.

  The radar apparatus 2 is installed at a predetermined position of the host vehicle mv (for example, a position where a headlamp, a direction indicator, etc. are mounted), radiates electromagnetic waves toward the outside of the host vehicle mv, and the host vehicle mv. The area around the front is monitored. Specifically, the radar device 2 irradiates electromagnetic waves toward the periphery in front of the host vehicle mv, and targets (such as other vehicles, bicycles, pedestrians, buildings, etc.) existing within the detection range of the radar device 2. Object). For example, the radar apparatus 2 detects a target existing in front of and around the side of the host vehicle mv, and outputs a signal indicating the detection of the target to the driving support ECU 1.

  The camera 3 is, for example, a CCD camera, a CMOS camera, an infrared camera, or the like, and images the front of the host vehicle mv. Then, for example, the camera 3 images the front of the host vehicle mv at a predetermined time interval and outputs the captured image to the driving support ECU 1. The position where the camera 3 is installed is directed in the traveling direction of the host vehicle mv in order to capture the front of the host vehicle mv, and is not installed on the rear side of the rearview mirror, for example, so as not to hinder the driver's driving. The

  The vehicle speed detection device 4 detects the vehicle speed when the host vehicle mv travels. Then, the vehicle speed detection device 4 outputs the detected vehicle speed to the driving assistance ECU 1. The steering torque detection device 5 is attached to, for example, a steering rod connected to the steering handle of the host vehicle mv. Then, the steering torque detection device 5 detects the steering torque applied to the steering handle and outputs the detected steering torque to the driving assistance ECU 1. Furthermore, the brake device 6 is attached to the brake of the host vehicle mv and, when assisting the brake operation performed by the driver or performing the brake operation by the driver, drives the information indicating that the brake is driven and operated. It outputs to support ECU1.

  The blinker switch 7 is a switch for turning on the direction indicator. When the driver of the host vehicle mv turns on or turns off the direction indicator, information indicating that the operation is performed is output to the driving support ECU 1. To do.

  The LKA main switch 8 and the LDW main switch 9 are switches for starting LKA control and LDW control. Specifically, the LKA main switch 8 and the LDW main switch 9 are installed at positions where the driver of the host vehicle mv can operate the driver while sitting on the driver's seat. Then, each control (LKA control and / or LDW control) is started by the driving support ECU 1 when the driver operates each of the switches. Note that the LKA main switch 8 and the LDW main switch 9 are only examples, and may be anything that can be operated by the driver to cause the driving assistance ECU 1 to start or stop lane keeping control.

  The EPS 10 assists the steering operation performed by the driver, or when the host vehicle mv travels in the lane to be traveled in accordance with an instruction from the driving support ECU 1 when there is a high possibility that the host vehicle mv deviates from the lane to travel. To assist the driver's handle operation. The engine ECU 11 is a device for controlling the engine of the host vehicle mv, and controls the torque of the engine of the host vehicle mv in accordance with an instruction from the driving support ECU 1. That is, the EPS 10 and the engine ECU 11 are devices that dynamically control the host vehicle mv.

  In addition, although EPS10 and engine ECU11 were shown in FIG. 1 as an example, the apparatus controlled dynamically is not restricted to this. For example, when the driving support ECU 1 determines that a collision between the host vehicle mv and an object is unavoidable, a seat belt device, a seat seat, and the like that increase the restraint of an occupant of the host vehicle mv and reduce damage are also included.

  As an example, the display device 12 is provided at a position (inside the instrument panel 112 on the front of the driver's seat) that is visible to the driver who sits in the driver's seat of the host vehicle mv and drives the host vehicle mv. It is a display medium such as a diode (LED) or an organic EL display (see FIG. 2). In addition, the display device 12 includes a half-mirror (reflective glass) provided on a part of the windshield in front of the driver's seat, and a head-up display that displays a virtual image such as information on the half-mirror. Display devices (each not shown). Accordingly, the driver of the host vehicle mv can check the information displayed on the display device 12 while sitting in the driver's seat and facing the front (traveling direction). Information displayed on the display device 12 will be described later.

  The sound output device 13 provides various information to the driver of the host vehicle mv by sound. Specifically, the audio output device 13 notifies the driver of warnings and information corresponding to instructions from the driving support ECU 1. The audio output device 13 is specifically a speaker or the like provided in the host vehicle mv.

  Note that a device that issues a warning in response to an instruction from the driving support ECU 1 is not limited to the audio output device 13. For example, in accordance with an instruction from the driving support ECU 1, vibration is applied to a seat seat, a steering handle, and the like, A vibration device (not shown) that warns the driver is also included.

(First embodiment)
Next, a first embodiment according to the present invention will be described with reference to FIGS. Specifically, the first embodiment according to the present invention recognizes an image captured by the camera 3 and causes the display device 12 to display a road sign indicating that the host vehicle mv is traveling according to a predetermined condition. Or changing the lane keeping control condition according to a predetermined condition.

  Hereinafter, an example of the flow of processing performed in the driving assistance ECU 1 of the driving assistance apparatus according to the first embodiment will be described with reference to FIG. FIG. 3 is a flowchart illustrating an example of a process flow in the driving support ECU 1 of the driving support apparatus according to the first embodiment.

  The flowchart shown in FIG. 3 is performed, for example, when the driving assistance ECU 1 executes a predetermined program stored in a storage unit (not shown) provided in the driving assistance ECU 1. 3 is started when the power of the driving assistance ECU 1 is turned on (for example, the ignition switch of the host vehicle mv on which the driving assistance device is mounted). The processing shown in the flowchart is terminated when the power of the driving assistance ECU 1 is turned off (for example, the ignition switch of the host vehicle mv on which the driving assistance device is mounted is turned off). In the following description, the ignition switch is referred to as IG.

  In step S11 of FIG. 3, the driving assistance ECU 1 determines whether or not the IG is ON. If it is determined that IG is ON (YES), the process proceeds to the next step S12. On the other hand, when the driving assistance ECU 1 determines that IG is not ON, that is, IG is OFF (NO), the processing in the flowchart is terminated.

  In step S12, the driving assistance ECU 1 acquires vehicle information of the host vehicle mv. Note that in the step S12, the vehicle information acquired by the driving support ECU 1 is, for example, a switch for performing lane keeping control (for example, the LKA main switch 8 or the LDW main switch 9) is pressed by the driver. Information indicating that the user is present.

  In step S13, the driving assistance ECU 1 determines whether to start lane keeping control. Specifically, the driving assistance ECU 1 refers to the vehicle information acquired in step S12 and determines whether to start lane keeping control. Then, for example, the driving support ECU 1 affirms the determination from the vehicle information acquired in step S12, for example, when the LKA main switch 8 or the LDW main switch 9 is pressed by the driver (YES), and the next step The process proceeds to S14. On the other hand, for example, the driving assistance ECU 1 denies the determination from the vehicle information acquired in step S12, for example, when the LKA main switch 8 or the LDW main switch 9 has not been pressed by the driver (NO), and the above step S12 Return processing to.

  In step S14 of FIG. 3, the driving support ECU 1 acquires an image captured by the camera 3. Specifically, the driving assistance ECU 1 acquires an image in front of the host vehicle mv captured by the camera 3 from the camera 3. And driving assistance ECU1 advances a process to the following step S15.

  In step S15, the driving assistance ECU 1 performs image processing on an image ahead of the host vehicle mv imaged by the camera 3. Specifically, in step S15, the driving assistance ECU 1 performs a process of recognizing a road sign ahead of the host vehicle mv. Hereinafter, the process performed in step S15 will be described.

  FIG. 4 is a diagram illustrating an example of a front image 14 of the host vehicle mv captured by the camera 3 mounted on the host vehicle mv. In step S15, the driving assistance ECU 1 performs a Sobel filter process in a predetermined direction (for example, the vertical direction) of the front image 14, and uses the difference in luminance in the Sobel image after the process, from within the Sobel image. Processing for extracting vertical edge points is performed. At this time, the driving assistance ECU 1 may estimate a range where the road sign exists in the front image 14.

  Specifically, regarding the estimation of the range in which the road sign is present in the front image 14, for example, when the host vehicle mv on which the driving support device is mounted is used in Japan where left-hand traffic is used, the host vehicle mv It is highly probable that the object existing on the left side of the traveling direction is a road sign, so that the object may be estimated as a road sign or drawn on the traveling road surface on which the vehicle mv is traveling. You may estimate that a road sign exists on the basis of the position of a lane marking (especially left lane marking). In other words, a storage unit (not shown) of the driving assistance ECU 1 indicates in advance which position (height) is often installed on the road surface on which the vehicle travels. And a range for recognizing a road sign in an image captured by the camera 3 (for example, the forward image 14) may be determined in advance.

  Then, the driving assistance ECU 1 searches for the road sign 15 from the front image 14. For example, the driving assistance ECU 1 refers to a road sign template stored in advance in a storage unit (not shown) in the driving assistance ECU 1, and uses the edge points and edge lines extracted from the front image 14 and the template. The road sign 15 is recognized from the front image 14 by performing the pattern matching process.

  For example, a road sign template as shown in FIG. 5 is stored in advance in a storage unit (not shown) in the driving support ECU 1. Here, an example of the template memorize | stored in the memory | storage part which is not shown in driving assistance ECU1 is demonstrated. For example, FIG. 5A is an example of a road sign indicating an automobile-only road. In addition, explanations other than the road signs indicating the automobile-only roads shown in FIG. 5, that is, explanations about other road signs will be made as appropriate in the following explanation.

  Note that the road sign shown in FIG. 5 is an example, and in fact, a road sign template that may exist in Japan and abroad may be stored in advance in a storage unit (not shown) in the driving support ECU 1. .

  Moreover, although the above-mentioned description assumed the case where the vehicle in which the driving assistance device was mounted was used in Japan which is left-hand traffic, it is not restricted to this, and the own vehicle mv (vehicle) is right-hand traffic by the same way of thinking. In other countries, road signs can be recognized. Furthermore, the method of recognizing the road sign from the image captured by the camera 3 is an example, and the method is not limited to the above-described example, and a known method may be used.

  In the following description, unless otherwise specified, a road sign 15 in the front image 14 of the host vehicle mv first captured by the camera 3 mounted on the host vehicle mv is a sign indicating an automobile road (for example, FIG. 5). In other words, assuming that (a)), a sign indicating an automobile-only road is installed in front of the host vehicle mv, and the description will be continued from step S16 in FIG.

  Returning to the description of FIG. 3, in step S <b> 16, as a result of performing the process of recognizing the road sign ahead of the host vehicle mv in step S <b> 15, the driving assistance ECU 1 determines whether or not the reliability value is C1 or more. Judging. And driving assistance ECU1 advances a process to the following step S17, when the judgment of the said step S16 is affirmed (YES). On the other hand, if the determination in step S16 is negative (NO), the driving assistance ECU 1 advances the process to step S110.

  In step S17, the driving assistance ECU 1 performs display. Specifically, in step S17, the driving assistance ECU 1 controls the display device 12, and, for example, an illustration of a sign for a road dedicated to an automobile on a liquid crystal display provided in the instrument panel 112, or FIG. The image imitating is displayed. Then, the driving assistance ECU 1 proceeds to the next step S18.

  In step S18, the driving assistance ECU 1 further determines whether or not the reliability value is C2 or more as a result of performing the process of recognizing the road sign ahead of the host vehicle mv in step S15. And driving assistance ECU1 advances a process to the following step S19, when the judgment of the said step S18 is affirmed (YES). On the other hand, if the determination in step S18 is negative (NO), the driving assistance ECU 1 advances the process to step S110.

  The reliability value in step S18 is larger than the reliability value in step S16 (reliability value C2> reliability value C1).

  Here, the reliability in step S16 and step S18 will be described. The reliability in the step S16 and the step S18 means that the driving support ECU 1 performs the image processing on the image ahead of the host vehicle mv captured by the camera 3 in the step S15. It is a value indicating the degree of whether or not it has been correctly recognized and identified. As an example, it is assumed that the reliability value is set in the range of 1 to 10, and the higher the reliability value, the higher the reliability. As described above, the driving assistance ECU 1 refers to a road sign template stored in advance in a storage unit (not shown) in the driving assistance ECU 1. Thereafter, for example, as a result of performing pattern matching processing on the edge points and edge lines extracted from the front image 14 and the template, the reliability is determined according to the degree of coincidence. If the degree of coincidence is high, the reliability value increases, that is, it is determined that the road sign 15 shown in the front image 14 is highly likely to be a sign indicating an automobile-only road. Become.

  As described above, the driving support ECU 1 first performs display when the reliability value in the image processing is C1 or more, and further displays when the reliability value is C2 or more, which will be described later. Change the conditions of lane keeping control.

  Note that the reliability evaluation in the image processing in step S16 is referred to as a first evaluation, and the reliability evaluation in the image processing in step S18 is referred to as a second evaluation. Further, as described above, since the reliability value is in the relationship of reliability value C2> reliability value C1, the second evaluation criterion is set stricter than the first evaluation criterion. Yes. That is, when the first evaluation criterion is satisfied, the driving support ECU 1 indicates that the road sign 15 in the front image 14 of the host vehicle mv captured by the camera 3 mounted on the host vehicle mv is a sign indicating an automobile-only road. It is determined that there is a high possibility that it is. Further, when the second evaluation criterion is satisfied, the driving assistance ECU 1 indicates that the road sign 15 in the front image 14 of the host vehicle mv captured by the camera 3 mounted on the host vehicle mv is a sign indicating an automobile-only road. Is determined to be higher, and the lane keeping control is changed to the one corresponding to the road for exclusive use of the automobile in the process in step S19 described later.

  In other words, when the road sign 15 in the front image 14 of the host vehicle mv captured by the camera 3 mounted on the host vehicle mv is unlikely to be a sign indicating an automobile-only road, display and lane keeping control are performed. The condition is not changed.

  Returning to the description of FIG. 3, in step S <b> 19, the driving assistance ECU 1 changes the condition of the lane keeping control, and advances the process to the next step S <b> 110.

  Specifically, since the road sign 15 in the forward image 14 of the host vehicle mv captured by the camera 3 mounted on the host vehicle mv satisfies the criterion that it is a sign indicating an automobile-only road, the driving support ECU 1 Will change the lane keeping control to the one corresponding to the road for exclusive use of the car.

  Lane maintenance control, particularly LKA control, is provided to assist the EPS 10 so that the vehicle 10 can travel in the vicinity of the center of the lane by continuously applying a small steering force so that the vehicle mv can travel safely in the lane. However, the own vehicle mv traveling on the automobile exclusive road is less likely to cause an unnecessary operation on the automobile exclusive road compared to the case of traveling on the general road. Therefore, even if the steering force by the EPS 10 for driving safely in the lane is strong, it is difficult to bother the user.

  Therefore, in step S19, the driving assistance ECU 1 changes the LKA control conditions so that the steering force applied so that the host vehicle mv can travel safely in the lane is stronger than that performed on the general road. To do. That is, when the road sign 15 in the front image 14 satisfies the standard that is a sign indicating an automobile-only road, it is assumed that the host vehicle mv is running on the automobile-only road, and travels other than the automobile-only road. Unlike the case where the vehicle is traveling on the road surface, the steering force applied is changed to a strong one so that the host vehicle mv can travel safely in the lane.

  Further, in the lane keeping control, in particular, LDW control, in general, when the driver of the host vehicle mv unintentionally determines that the vehicle is about to depart from the lane, or when it is determined that the driver will depart, the driver of the host vehicle mv in advance In response to this, a warning is issued via the audio output device 13 or the like. Specifically, for example, when it is determined that the front wheel of the host vehicle mv reaches the right lane line or the left lane line after T seconds. In other words, since it is expected that the front wheel of the host vehicle mv will reach the right lane line or the left lane line after T seconds (depart from the lane line), a warning is given to the driver of the host vehicle mv in advance. It is. However, the own vehicle mv traveling on the automobile exclusive road is less likely to cause an unnecessary operation on the automobile exclusive road compared to the case of traveling on the general road. Therefore, the timing of giving a warning that the front wheels of the host vehicle mv reach the right lane line or the left lane line is less troublesome even if it is performed at an earlier timing than when traveling on a general road.

  Therefore, in step S19, the driving assistance ECU 1 sets the LDW so that the timing for warning that the front wheels of the host vehicle mv reach the right lane line or the left lane line is earlier than that performed on the general road. Change the control conditions. Specifically, the driving support ECU 1 warns when the front wheel of the host vehicle mv reaches the right lane line or the left lane line after 1 second on a general road, for example, after 2 seconds The LDW control condition is changed so as to warn when it is determined that the mv front wheel reaches the right lane line or the left lane line. As a result, the driving assistance ECU 1 can make the timing of warning that the front wheels of the host vehicle mv reach the right lane line or the left lane line earlier.

  By doing so, for example, when driving on an automobile-only road, the steering force of the steering assist is made stronger than when driving on a general road, or the front wheels of the host vehicle mv are Alternatively, it is possible to make the timing for giving a warning to reach the left lane line earlier than when driving on a general road. Therefore, LKA control and LDW control corresponding to the traveling environment of the host vehicle mv can be performed, and safer driving can be supported.

  Returning to the description of FIG. 3, in step S <b> 110, the driving assistance ECU 1 determines whether or not the IG of the host vehicle mv is turned off. If it is determined that IG is OFF (YES), the processing in the flowchart is terminated. On the other hand, when it is determined that the IG of the host vehicle mv is not turned off (NO), the driving assistance ECU 1 returns the process to step S12.

  By the way, the scene where it is desired to change the conditions of the LKA control and the LDW control in step S19 according to the traveling environment of the host vehicle mv, that is, the road sign 15 in the front image 14, is limited to the above-described automobile-only road. I can't. In other words, in the lane keeping control, since the image is taken by the camera 3 mounted on the host vehicle mv, the recognition of the right lane line and the left lane line as a reference of the lane on which the host vehicle mv should travel is prevented from being recognized. In the case of a road sign indicating the presence of anything, the conditions of LKA control and LDW control may be changed.

  Hereinafter, with reference to the drawings, in the lane keeping control, since the image is captured by the camera 3 mounted on the host vehicle mv, the right lane line and the left lane line that are the reference for the lane on which the host vehicle mv should travel from the image. A description will be given of how the LKA control and LDW control conditions are changed in the case of a road sign indicating the presence of an obstacle to recognition. That is, the LKA control and the LDW for the road sign indicating that the recognition accuracy of the lane on which the host vehicle mv should travel may decrease due to the presence of other than the right lane line and the left lane line drawn on the road surface. A change mode of the control condition will be described.

  First, there is a road sign indicating that there is a pedestrian crossing as shown in (b) and (c) of FIG. Also in this case, the conditions for the LKA control and the LDW control may be changed.

  Here, with reference to FIG. 6 and FIG. 3 again, how to change the conditions of LKA control and LDW control in the case of a road sign indicating that there is a pedestrian crossing will be described. FIG. 6 is a diagram showing an example of a traveling road surface with a pedestrian crossing. For example, the road sign 15 in the front image 14 of the host vehicle mv captured by the camera 3 mounted on the host vehicle mv is a sign indicating that there is a pedestrian crossing (for example, (b) and (c) in FIG. 5). Assuming that there is, the process after step S18 of FIG. 3 is affirmed will be described. In this case, the processing from step S11 to step S18 in FIG. 3 may be performed in the same manner as the above-described processing, and thus the description thereof is omitted, and the processing from step S19 in FIG. 3 will be described.

  In step S19 in FIG. 3, the road sign 15 in the front image 14 of the host vehicle mv captured by the camera 3 mounted on the host vehicle mv satisfies the standard that is a sign indicating a pedestrian crossing. Change the lane maintenance control to one corresponding to the pedestrian crossing. Specifically, it is as follows.

  As described above, the lane keeping control recognizes the lane (the area between the right lane line and the left lane line) on which the host vehicle mv should travel from the image captured by the camera 3 mounted on the host vehicle mv. If the vehicle mv takes appropriate measures so that it can travel safely in the lane (LKA control), or if it is determined that it is likely to deviate from the lane, or if it is determined that it deviates, A warning is given to the driver via the audio output device 13 or the like (LDW control). In other words, the lane keeping control is performed by recognizing the right lane line and the left lane line drawn on the traveling road surface on which the host vehicle mv is traveling from the image because they are captured by the camera 3 mounted on the host vehicle mv. .

  Therefore, as surrounded by the broken line L in FIG. 6, the white line drawn on the road surface for the pedestrian crossing may be recognized as the right lane line and / or the left lane line on which the vehicle mv is traveling. There is a possibility that the recognition accuracy of the lane in which the host vehicle mv should travel may be lowered. Therefore, the driving assistance ECU 1 changes the lane keeping control to that in which the pedestrian crossing is on the traveling road surface of the host vehicle mv.

  Specifically, the driving assistance ECU 1 sets the conditions for the LKA control so that the steering force applied so that the host vehicle mv can travel safely in the travel lane is weaker than that performed on the general road. change. That is, assuming that the host vehicle mv is or is about to travel on a road surface with a pedestrian crossing, the driving assistance ECU 1 is added so that the host vehicle mv can travel safely in the lane. The LKA control condition is temporarily changed so that the steering force to be weakened, or the steering assist is temporarily prohibited. Further, the driving support ECU 1 temporarily prohibits LDW control (specifically, warning).

  Furthermore, as a road sign indicating that there is an obstacle on the road surface that may obstruct the recognition of the right lane line and the left lane line as a reference of the lane on which the host vehicle mv should travel, FIG. Each of the labels shown in FIG. Specifically, the lane keeping control conditions are changed in the same manner as in the case of road signs indicating that each sign shown in FIG. 7 also has a pedestrian crossing. Hereinafter, further description will be given with reference to FIG.

  FIG. 7 is a list of examples in which the lane keeping control condition is changed similarly to the case of a road sign indicating that there is a pedestrian crossing, and shows LKA control and LDW control in the case of each sign and the sign. Is. Although not described because it has been described above, FIG. 7 again shows a road sign indicating that there is a pedestrian crossing as shown in (b) and (c) of FIG.

  In the case of a road sign indicating that there is a railroad crossing as shown in FIG. 7D, the vehicle mv travels safely in the travel lane in the same manner as the road sign indicating that there is a pedestrian crossing. It may be changed temporarily so that the applied steering force becomes weak, the steering assist may be temporarily prohibited, or the LDW control may be temporarily prohibited.

  Further, as shown in FIG. 7E, a road sign indicating that the vehicle can travel in a tram lane (tram track), or a sign indicating that there is a right / left turn lane (in FIG. 7F, as an example, a left turn lane There is a sign indicating that there is a sign), a sign indicating that the work is underway as shown in FIG. 7G, and an intersection as shown in FIG. 7H and i. In the case of a sign as shown or a sign as shown in FIG. 7J indicating that there is a rotary, the driving assistance ECU 1 is added so that the host vehicle mv can travel safely in the travel lane. The steering assist may be temporarily prohibited or the LDW control may be temporarily prohibited.

  In the case of the signs shown in FIGS. 7E to 7J, the LKA control is temporarily performed so that the steering force applied so that the host vehicle mv can safely travel in the lane is weakened. It is preferable to prohibit the steering assist without changing the conditions. This is because the white line drawn on the road surface is recognized as the right lane line and / or the left lane line on which the host vehicle mv is traveling, as compared with the signs in FIGS. 7B to 7D. This is because there is a higher possibility of being lost.

  For example, in the case of a traveling road surface with a sign indicating that the construction is in progress as shown in FIG. 7G, a construction pylon is installed on the traveling road surface or the right side on the traveling road surface for the construction. The lane marking and the left lane marking may be drawn irregularly, and there is a high possibility that the right lane marking and the left lane marking as the reference of the lane on which the vehicle mv should travel cannot be accurately recognized. Because.

  In addition, in the intersection, the right lane line and the left lane line, which serve as a reference for the lane on which the host vehicle mv should travel, are not drawn and are captured by the camera 3 mounted on the host vehicle mv. The right lane line and the left lane line may not exist, and there is a possibility that the right lane line and the left lane line that are the lane reference in the lane keeping control cannot be recognized. Therefore, in the case of a sign indicating that there is an intersection as shown in FIGS. 7 (h) and (i), the steering force applied so that the host vehicle mv can travel safely in the lane is weak. It is preferable to prohibit the steering assist without temporarily changing the LKA control conditions.

  As described above, since the image is captured by the camera 3 mounted on the host vehicle mv, the recognition of the right lane line and the left lane line as the reference of the travel lane of the host vehicle mv from the image is obstructed. Since the LKA control and LDW control conditions are changed even in the case of a road sign indicating presence, LKA control and LDW control corresponding to the traveling environment of the host vehicle mv can be performed, and safer driving can be supported. it can.

  Further, in the lane keeping control, since the image is taken by the camera 3 mounted on the own vehicle mv, the recognition of the right lane line and the left lane line as the reference of the lane on which the own vehicle mv should travel is obstructed from the image. In addition to road signs that indicate the presence of a vehicle, the road markings that indicate that the right lane marking and / or the left lane marking itself that changes the driving lane depending on the road environment also change the conditions for LKA control and LDW control, respectively. It may be changed.

  Hereinafter, in the lane keeping control, with reference to the drawings, the right lane line and / or the left lane line that serves as a reference for the lane on which the host vehicle mv should travel from the image captured by the camera 3 mounted on the host vehicle mv. A description will be given of how the LKA control and LDW control conditions are changed in the case of a road sign indicating that the vehicle itself changes.

  First, there is a road sign indicating a merge as shown in FIG. Hereinafter, with reference to FIG. 9 and FIG. 10, a description will be given of how the LKA control and LDW control conditions are changed in the case of a road sign indicating merging.

  FIG. 9 is a diagram illustrating an example of the host vehicle mv and the other vehicle ov that are traveling in the merging section. Specifically, FIG. 9 is a diagram illustrating a situation where the host vehicle mv is traveling on the main line and the other vehicle ov is traveling on the merged lane in order to merge with the main line.

  First, FIG. 9 will be described. As shown in FIG. 9, it is temporarily assumed that the other vehicle ov is traveling in the direction of the arrow arS1 in order to join the main line. In this case, for the sake of safety, the driver of the host vehicle mv is on the right side (opposite to the direction in which the other vehicle ov enters, as indicated by the arrow arC, in order to keep a distance from the other vehicle ov trying to join the main line. The steering torque tends to be easily applied in the direction of On the other hand, in the LKA control, a small steering force is applied by the EPS 10 so that the host vehicle mv travels near the center of the main line. This hinders the driver's handle operation as described above. Therefore, in the case of a road sign indicating a merge as shown in FIG. 8 (k), the driving assistance ECU 1 temporarily performs LKA control so that the steering force applied so as to travel near the center of the main line is weakened. The condition of the vehicle is changed or steering assist is temporarily prohibited.

  In addition, if the driver of the host vehicle mv approaches the right lane line RL1 for safety, the driver will approach the right lane line RL1 if he / she moves to the right to take a distance from the other vehicle ov trying to join the main line. May be warned). Therefore, in the case of a road sign indicating a merge as shown in FIG. 8 (k), the driving assistance ECU 1 delays the timing for warning of the LDW control or temporarily prohibits the LDW control.

  Next, FIG. 10 will be described. FIG. 10 is a diagram illustrating an example of the host vehicle mv traveling in the merge lane in the direction of the arrow arS2 in order to merge with the main line. As described above, the lane keeping control is performed by recognizing the lane on which the host vehicle mv should travel from the image taken by the camera 3 mounted on the host vehicle mv. In FIG. 10, the lane markings that serve as the reference for the lane that the host vehicle mv should travel are the right lane marking RL2 and the left lane marking LL2.

  However, when the host vehicle mv travels in the direction of the arrow arS2 in order to join the main line, in the lane keeping control, as shown in FIG. 10, a broken line Rf indicating the end of the merged lane is shown on the lane where the host vehicle mv should travel. May be recognized as a lane marking that serves as a reference. In other words, when recognizing the lane to be traveled by the host vehicle mv from the image captured by the camera 3 mounted on the host vehicle mv, the lane marking that serves as the reference for the lane to travel by the host vehicle mv is defined as the left partition. There is a possibility that the line LL2 and the broken line Rf are generated.

  Therefore, since the broken line Rf approaches the own vehicle mv from the own vehicle mv traveling in the direction of the arrow arS2, the own vehicle mv travels between the left partition line LL2 and the broken line Rf in the LKA control. In this way, a small steering force is applied in the direction of the left lane marking LL2 by the EPS 10. In addition, as shown in FIG. 10, if the lane markings that serve as the reference for the lane of the host vehicle mv are set as the left lane marking LL2 and the broken line Rf, the interval between the left lane marking LL2 and the broken line Rf gradually increases. Since it becomes narrower (the interval w1 to the interval w2 in FIG. 10), the travel lane in which the host vehicle mv should travel cannot be recognized, and the LKA control may end.

  Therefore, in order to reduce the driver's uncomfortable feeling, the driving assistance ECU 1 temporarily sets the LKA control condition so that the added steering force becomes weak in the case of a road sign indicating a merge as shown in FIG. Or change steering temporarily or prohibit steering assist temporarily. In addition, the driving assistance ECU 1 delays the timing of warning of the LDW control or temporarily prohibits the LDW control.

  In the description of FIGS. 9 and 10, it is assumed that the vehicle is a left-hand traffic (for example, Japan), that is, the case where another vehicle ov enters from the left side of the own vehicle mv. The present invention is not limited to this, and it goes without saying that the present invention can also be applied to a case in which another vehicle ov enters from a country (for example, the United States, Europe, etc.) where the vehicle is on the right side, that is, the right side of the own vehicle mv.

  Further, as a road sign indicating that the right lane line and / or the left lane line itself as a reference of the driving lane changes depending on the road environment, a road sign indicating a decrease in the number of lanes as shown in FIG. A road sign indicating a decrease in lane width as shown in FIG. Similarly, on the road surface with the signs shown in (l) and (m) of FIG. 8, the lane to be traveled by the host vehicle mv is recognized from the image captured by the camera 3 mounted on the host vehicle mv. At this time, there is a possibility that the lane marking that serves as a reference for the lane in which the host vehicle mv should travel may be erroneously recognized. That is, even on the traveling road surface with the signs shown in (l) and (m) of FIG. 8, the lane marking that the vehicle lane should travel on changes, so the vehicle mv should travel. There is a possibility of misrecognizing the lane markings that serve as the lane reference.

  Also in this case, the driving assistance ECU 1 temporarily changes the LKA control so as to weaken the steering force applied to the steering wheel, or temporarily prohibits the steering assist. In addition, the driving assistance ECU 1 may delay the timing of warning of the LDW control or temporarily prohibit the LDW control.

  Furthermore, road markings that indicate a road surface that may misrecognize a lane marking serving as a reference for a lane on which the host vehicle mv should travel include road surface unevenness as shown in FIG. There may also be mentioned road signs and the like. For example, when the host vehicle mv travels on a traveling road surface with a road sign indicating that there is a road surface unevenness as shown in FIG. 8 (n), the vehicle mv swings up and down due to the road surface unevenness. The camera 3 mounted on the vehicle mv is also expected to swing up and down.

  For this reason, the camera 3 mounted on the host vehicle mv cannot accurately capture an image ahead of the host vehicle mv, and as a result, the right lane line and the left lane line that serve as a reference for the lane on which the host vehicle mv should travel. It may not be recognized correctly. Therefore, also in this case, the driving assistance ECU 1 may temporarily change the LKA control condition so as to weaken the applied steering force, or temporarily prohibit the steering assist. In addition, the driving assistance ECU 1 may delay the timing of warning of the LDW control or temporarily prohibit the LDW control.

  It should be noted that when a warning is given by LDW control, particularly by a vibration device, according to an instruction from the driving support ECU 1, the driver of the host vehicle mv may not notice the vibration caused by the vibration device due to the unevenness of the road surface. You may increase the strength.

  Unlike the road sign indicating that the right lane marking and / or the left lane marking as a reference of the driving lane changes depending on the road environment as described above, for example, as shown in FIG. Also in the case of a road sign or the like indicating a serious speed limit, the condition of the lane keeping control may be changed.

  In FIG. 8 (o), a road sign indicating that the speed limit is 50 km / h is shown as an example. For example, a road with a speed limit of 30 km / h (a road with a road sign indicating that the speed limit is 30 km / h) and a road with a speed limit of 60 km / h (the speed limit is 60 km / h) Compared with roads with a speed limit of 30 km / h, infrastructure facilities (partition lines, etc.) are generally compared with roads with a speed limit of 60 km / h. Are often maintained. In other words, in general, a road with a speed limit of 30 km / h may be inferior in infrastructure facilities (partition line, etc.) to a road with a speed limit of 60 km / h. Therefore, on a road with inferior infrastructure (such as a lane marking), the camera 3 mounted on the host vehicle mv cannot accurately capture an image ahead of the host vehicle mv, and as a result, the host vehicle mv should travel. There is a possibility that the right lane line and the left lane line as the lane reference cannot be accurately recognized.

  Therefore, as a result of recognizing the sign indicating the speed limit, if the speed limit is, for example, a road sign of 30 km / h or less, the driving assistance ECU 1 temporarily sets the LKA control condition so that the added steering force becomes weak. The steering assist may be temporarily prohibited. In addition, the driving assistance ECU 1 may delay the timing of warning of the LDW control or temporarily prohibit the LDW control.

(Second Embodiment)
Next, a second embodiment according to the present invention will be described with reference to FIGS. Specifically, the second embodiment according to the present invention recognizes a road sign from the image taken by the camera 3. Then, when the recognized road sign is, for example, a sign indicating the position of the center line that divides the oncoming lane as shown in (p) of FIG. 11 (hereinafter simply referred to as a sign indicating the center line). The lane keeping control, especially the LDW control conditions are changed.

  Hereinafter, an example of the flow of processing performed in the driving support ECU 1 of the driving support device according to the second embodiment will be described with reference to FIG. FIG. 12 is a flowchart illustrating an example of a process flow in the driving support ECU 1 of the driving support apparatus according to the second embodiment. The flowchart shown in FIG. 12 is performed, for example, when the driving assistance ECU 1 executes a predetermined program stored in a storage unit (not shown) provided in the driving assistance ECU 1. 12 is started when the power of the driving assistance ECU 1 is turned on (for example, the ignition switch of the host vehicle mv on which the driving assistance device is mounted). The processing shown in the flowchart is terminated when the power of the driving assistance ECU 1 is turned off (for example, the ignition switch of the host vehicle mv on which the driving assistance device is mounted is turned off). In the following description, the ignition switch is referred to as IG.

  In the following description of FIG. 12, only differences from the process of the flowchart illustrating an example of the process flow in the driving support ECU 1 of the driving support apparatus according to the first embodiment described above will be described.

  In step S26 of FIG. 12, as a result of performing image processing on the image ahead of the host vehicle mv captured by the camera 3 (step S25 in FIG. 12), the driving support ECU 1 shows that the road sign in the front image of the host vehicle mv is Then, it is determined whether or not the mark indicates a center line.

  If the determination in step S26 is affirmative (YES), that is, if the road sign in the front image of the host vehicle mv is a sign indicating the center line, the driving support ECU 1 performs processing in the next step S27. Proceed. On the other hand, if the determination in step S26 is negative (NO), the driving assistance ECU 1 advances the process to step S28.

  In step S27, the driving assistance ECU 1 changes the conditions of the lane keeping control, particularly the LDW control.

  For example, as shown in FIG. 13, it is assumed that the host vehicle mv is traveling straight in the direction of the arrow arS3. In this case, the driving assistance ECU 1 recognizes the left lane line LL3 and the center line CL, and during LKA control, the EPS 10 causes the host vehicle mv to travel between the left lane line LL3 and the center line CL. A small steering force is added. On the other hand, during the LDW control, if it is determined that the host vehicle mv is likely to depart from the left lane marking LL3 or the center line CL, or if it is determined that the host vehicle mv deviates, an audio output device is provided to the driver of the host vehicle mv in advance. A warning is issued via 13 etc.

  By the way, in general, the magnitude of damage assumed when the host vehicle mv deviates from the lane line, for example, deviates from the center line CL as compared to the case of deviating from the left lane line LL3 as shown in FIG. There is a tendency for the case to be larger. In other words, when the vehicle departs from the center line CL as compared with the vehicle deviating from the left lane line LL3, as shown in FIG. 13, the oncoming vehicle (other vehicle ov) that travels straight in the direction of the arrow arS4 and the host vehicle mv A frontal collision is expected. The scale of the damage is larger than a collision with an out-of-road stop (guardrail or the like) that is assumed when the vehicle departs from the left marking line LL3.

  Therefore, when a sign indicating the center line is recognized, in order to support safer driving in LDW control, the timing for warning that the front wheel of the host vehicle mv reaches the center line CL is the timing of the host vehicle mv. This is performed at an earlier timing than the timing at which a warning that the front wheel reaches the left lane marking LL3.

  Specifically, in step S27, for example, the driving support ECU 1 warns when the front wheel of the host vehicle mv reaches the right lane line or the left lane line after 1 second. For the lane line on the right side in the traveling direction (center line CL in the example of FIG. 13), for example, a warning is given when it is determined that the front wheel of the host vehicle mv will reach the lane line on the right side in the traveling direction of the host vehicle mv after 2 seconds As described above, the LDW control condition is changed.

  In the description of FIG. 13, it is assumed that the vehicle has left-hand traffic (for example, Japan), that is, the center line is on the right side of the host vehicle mv. Needless to say, the present invention can also be applied to a certain country (for example, the United States, Europe, etc.), that is, a case where the center line is on the left side of the host vehicle mv.

  In this way, when the host vehicle mv is likely to deviate from the center line CL, for example, LDW control (specifically, a warning) is given to the driver of the host vehicle mv at an early stage. Can assist in driving. In addition, there is a method of recognizing whether it is a center line by distinguishing between the shape and color of the center line, specifically, distinguishing a solid line from a broken line or distinguishing a white line from a yellow line. The shape and color of the center line may differ from country to country, which complicates processing. Therefore, as described above, when the sign indicating the center line is recognized from the image captured by the camera 3, the method of changing the LDW control condition is more than the method of recognizing the center line from the shape, color, or the like. Convenient.

  In addition, the sign which recognizes a road sign from the image captured by the camera 3 and changes the condition of the lane keeping control, in particular, the LDW control according to the recognized road sign is the sign indicating the above-mentioned center line. Not limited. For example, a sign indicating the alternate traffic shown in FIG.

  FIG. 14 is a diagram showing a scene in which the host vehicle mv is traveling on an alternately passing road. On an alternating road, in general, the driver of the vehicle mv does not travel near the center of the alternating road as shown by the broken line in FIG. 14, but instead of the alternating road as shown by the solid line in FIG. I often drive to the left side of the road. That is, the driver who drives the host vehicle mv often approaches the left side of the road in advance so that the driver can pass safely when the oncoming vehicle comes.

  Therefore, when a sign indicating alternate traffic is recognized, in LDW control, the timing for giving a warning that the front wheels of the host vehicle mv reach the left lane line LL4 is the same as when the front wheels of the host vehicle mv are on the right lane line RL4. Compared to the timing for warning of arrival, the timing is delayed.

  Furthermore, as described above, the LKA control is, for example, in the case shown in FIG. 14, by setting an intermediate area between the right lane marking LL4 and the left lane marking RL4 and assisting in traveling in the area. is there. When a sign indicating alternate traffic is recognized, the area may be set slightly to the left instead of an intermediate area between the right lane marking LL4 and the left lane marking RL4.

  As a result, when an oncoming vehicle is headed, unnecessary LDW control due to traveling near the left side of the road in advance can be suppressed, or the host vehicle mv can be moved to the left side so that it can pass safely. By the EPS 10 so as to travel between the lane marking LL4 and the right lane marking RL4, a small steering force is not applied to an intermediate area direction between the right lane marking LL4 and the left lane marking RL4.

(Third embodiment)
Next, a third embodiment according to the present invention will be described with reference to FIGS.

  In general, in LKA control, a steering force corresponding to a curve radius is added so that the host vehicle mv can travel safely in a travel lane. Here, an example of a method for obtaining the curve radius from the lane marking will be described.

  For example, as shown in FIG. 15, the driving assistance ECU 1 obtains the lane width W from the right lane line RL5 and the left lane line LL5, and becomes a target track when the host vehicle mv travels from the lane width W. Set a central line AL. Then, the driving assistance ECU 1 calculates a deviation width D between the set virtual center line AL and the host vehicle mv.

  As an example of this process, as shown in FIG. 15, the driving assistance ECU 1 obtains a point P that intersects the virtual center line AL when a line is drawn horizontally from the center of gravity G of the host vehicle mv. Further, the driving assistance ECU 1 calculates a distance from the center of gravity G to the point P as a lateral deviation width D.

  Further, the driving assistance ECU 1 determines an angle θ (hereinafter referred to as a yaw angle θ) formed by a line drawn from the center of gravity G in the traveling direction of the host vehicle mv and a tangent at the point P, that is, the virtual The direction of the host vehicle mv with respect to the center line AL is calculated. Then, the driving assistance ECU 1 determines the virtual center line AL based on the virtual center line AL of the road on which the host vehicle mv is currently traveling and the virtual center line AL of the road that has traveled a little in the past. A curve radius R is calculated by approximating a typical center line AL as an arc and obtaining the radius of the arc.

  The above is an example of a method for obtaining a curve radius from a lane marking drawn on the traveling road surface of the host vehicle mv. In the third embodiment according to the present invention, the numerical value (for example, the curve radius shown in FIG. 16) indicated by the sign indicating the curve radius installed on, for example, an expressway is taken from the image taken by the camera 3. R = 500) is recognized and the lane (the area between the right lane line and the left lane line) on which the host vehicle mv should travel from the image is captured by the camera 3 mounted on the host vehicle mv. The condition of the filter process at the time of recognition is changed.

  Hereinafter, an example of the flow of processing performed in the driving support ECU 1 of the driving support device according to the third embodiment will be described with reference to FIG. FIG. 17 is a flowchart illustrating an example of a process flow in the driving support ECU 1 of the driving support device according to the third embodiment. The flowchart shown in FIG. 17 is performed, for example, when the driving assistance ECU 1 executes a predetermined program stored in a storage unit (not shown) provided in the driving assistance ECU 1. Further, the processing of the flowchart shown in FIG. 17 is started when the power of the driving support ECU 1 is turned on (for example, the ignition switch of the host vehicle mv in which the driving support device is mounted). The processing shown in the flowchart is terminated when the power of the driving assistance ECU 1 is turned off (for example, the ignition switch of the host vehicle mv on which the driving assistance device is mounted is turned off). In the following description, the ignition switch is referred to as IG.

  Hereinafter, in the description of FIG. 17, only differences from the processing of the flowchart illustrating an example of the processing flow in the driving support ECU 1 of the driving support device according to the first embodiment described above will be described.

  In step S35 of FIG. 17, the driving assistance ECU 1 performs image processing on the image ahead of the host vehicle mv imaged by the camera 3, and is indicated by a sign indicating a curve radius installed on an expressway, for example. Recognize numerical values.

  In step S36, the driving assistance ECU 1 determines whether or not the numerical value shown on the sign indicating the curve radius installed on the highway or the like is R or more. If the determination in step S36 is affirmative (YES), the driving support ECU 1 sets the curve flag to ON in the next step S37. On the other hand, if the determination in step S36 is negative (NO), the driving assistance ECU 1 sets the curve flag to OFF in the next step S38.

  In step S39, the driving assistance ECU 1 determines whether or not the curve flag is ON. If the determination in step S39 is affirmative (YES), the driving support ECU 1 sets the filtering process (A) in the next step S310. On the other hand, if the determination in step S39 is negative (NO), the driving assistance ECU 1 sets the filtering process (B) in the next step S311.

  Note that “set to filter processing (A)” means that when the driving assistance ECU 1 obtains a curve radius from a lane marking drawn on the traveling road surface of the host vehicle mv, the image is captured by the camera 3 and is subjected to image processing. Is set to 5 Hz, for example. On the other hand, “set to filter processing (B)” means that when the driving support ECU 1 obtains a curve radius from the lane marking drawn on the traveling road surface of the host vehicle mv, the image is captured by the camera 3 and is subjected to image processing. For example, the cut-off frequency of the low-pass filter is set to 1 Hz.

  In other words, the steeper curve (the larger the radius of the curve), the more stable the driving assistance ECU 1 obtains the curve radius from the lane marking drawn on the road surface of the host vehicle mv. When it is known in advance that the host vehicle mv enters the curve section from the numerical value indicated by the sign indicating the curve radius installed in the vehicle, the driving assistance ECU 1 loosens the filter. As a result, the driving support ECU 1 can reduce the processing load for obtaining the curve radius from the lane markings drawn on the traveling road surface of the host vehicle mv.

  In addition, when the value when the curve radius is calculated from the lane marking drawn on the road surface of the host vehicle mv is different from the numerical value shown on the sign indicating the curve radius installed on the expressway or the like, The driving assistance ECU 1 gives priority to the value when the curve radius is calculated from the lane marking drawn on the traveling road surface of the host vehicle mv. In other words, when the numerical value shown on the sign indicating the curve radius installed on the expressway or the like is larger than the value when the curve radius is calculated from the lane marking drawn on the road surface of the host vehicle mv The driving assistance ECU 1 does not perform the process of loosening the filter.

  Moreover, although the example which recognizes a road sign was demonstrated in each 1st-3rd embodiment mentioned above, you may change the conditions of lane maintenance control also by the character etc. which were drawn on the road surface, for example.

  Furthermore, in the above explanation, depending on road signs (character signs indicating regulations etc. or signs drawn with illustrations) intended to be shown to the driver who drives the vehicle, characters drawn on the road surface, etc. The lane keeping control conditions were changed. However, what is not intended to be shown to the driver who drives the vehicle may be recognized by the camera, and the conditions of the lane keeping control may be changed. For example, if a sign or the like depicting a simple symbol (recognizable by image processing) can be installed for the lane maintenance control condition, the lane maintenance control condition set according to the symbol is changed. May be.

  The driving support ECU 1 captures the lane (the right lane line and the left lane line to be traveled) of the host vehicle mv from the image captured by the camera mounted on the host vehicle mv according to the recognized road sign. The processing for recognizing the area in between may be changed. For example, the signs shown in FIG. 7 are present on the road surface so as to obstruct the recognition of the right lane line and the left lane line as the reference of the driving lane of the host vehicle mv. For example, if the determination in step S18 in FIG. 3 is affirmed, the conditions of the LKA control and the LDW control may be temporarily interrupted instead of being changed, When a sign indicating a highway or the like is recognized, the sensitivity of the camera 3 may be increased.

  The aspect demonstrated by the said embodiment shows a specific example only, and does not limit the technical scope of this invention at all. Therefore, any configuration can be adopted within a range where the effect of the present application is achieved.

  The driving support device according to the present invention is mounted on a vehicle that can perform stable LKA control and LDW control even if there is something on the road surface that hinders image recognition in a simple manner. This is suitable for a driving support device.

1 ... Driving assistance ECU
DESCRIPTION OF SYMBOLS 2 ... Camera 3 ... Radar apparatus 4 ... Vehicle speed detection apparatus 5 ... Steering torque detection apparatus 6 ... Brake apparatus 7 ... Winker switch 8 ... LKA main switch 9 ... LDW main switch 10 ... EPS
11 ... Engine ECU
12 ... Display device 13 ... Audio output device

Claims (5)

A driving support device for controlling a vehicle so as to be able to travel along a traveling lane,
Imaging means for imaging the front of the vehicle;
A setting unit for detecting a lane marking on the road surface from an image captured by the imaging unit and setting the traveling lane;
Steering assist means for assisting a steering operation performed by a driver of the vehicle so that the vehicle can travel along the travel lane;
Warning means for warning if the vehicle is expected to deviate from the lane marking;
Road information calculation means for detecting at least one of a road sign and a road marking from an image captured by the imaging means, and calculating information based on the detection result as road information;
An operation suppression means for changing an operation condition of a warning operation performed by the warning means based on the road information,
When the road information is information indicating that the road information is a center line or an alternating traffic road sign, the operation suppression means performs timing of the warning operation performed when it is expected to deviate from the right lane marking. And the timing of the warning operation performed when it is expected to deviate from the left lane marking, based on a predetermined condition. A driving support device for controlling a vehicle so as to be able to travel along a traveling lane,
Imaging means for imaging the front of the vehicle;
A setting unit for detecting a lane marking on the road surface from an image captured by the imaging unit and setting the traveling lane;
Steering assist means for assisting a steering operation performed by a driver of the vehicle so that the vehicle can travel along the travel lane;
Warning means for warning if the vehicle is expected to deviate from the lane marking;
Road information calculation means for detecting at least one of a road sign and a road marking from an image captured by the imaging means, and calculating information based on the detection result as road information;
An operation suppressing unit that suppresses an auxiliary operation performed by the steering auxiliary unit and a warning operation performed by the warning unit when it is predicted that the recognition accuracy of the lane marking is expected to decrease based on the road information;
The operation suppression means is information indicating that the road information is a road sign for vehicle speed restriction, and a numerical value indicating the speed limit displayed on the road sign for the vehicle speed control is equal to or less than a predetermined value. In this case, the driving support device suppresses the auxiliary operation performed by the steering auxiliary unit and the warning operation performed by the warning unit. A driving support device for controlling a vehicle so as to be able to travel along a traveling lane,
Imaging means for imaging the front of the vehicle;
A setting unit for detecting a lane marking on the road surface from an image captured by the imaging unit and setting the traveling lane;
Steering assist means for assisting a steering operation performed by a driver of the vehicle so that the vehicle can travel along the travel lane;
Warning means for warning if the vehicle is expected to deviate from the lane marking;
Road information calculation means for detecting at least one of a road sign and a road marking from an image captured by the imaging means, and calculating information based on the detection result as road information;
An operation suppressing unit that suppresses an auxiliary operation performed by the steering auxiliary unit and a warning operation performed by the warning unit when it is predicted that the recognition accuracy of the lane marking is expected to decrease based on the road information;
When the road information is information indicating a road sign indicating road surface unevenness, the operation suppressing unit suppresses the auxiliary operation performed by the steering auxiliary unit and the warning operation performed by the warning unit. The driving support device according to claim 2, wherein the operation suppressing unit prohibits the auxiliary operation performed by the steering auxiliary unit or weakens the auxiliary operation. The driving support device according to claim 2, wherein the operation suppression unit prohibits the warning operation performed by the warning unit or delays the timing of performing the warning operation.

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