JP6068185B2 - Vehicle driving support device - Google Patents

Description

  The present invention relates to a vehicle driving support apparatus that sets a steering angle so as to travel appropriately based on a recognized white line.

  In recent years, various driving support devices have been developed and put to practical use in vehicles with the development of electronics technology. In such a driving assistance device, when a white line is recognized by a camera mounted on the vehicle and it is determined that the host vehicle may deviate from the white line, an alarm is output, a predetermined steering force is applied, automatic steering, Alternatively, a lane departure prevention function (LDP) that prevents the vehicle from deviating from the lane through the addition of a predetermined braking force, etc., or the vehicle traveling path is estimated based on the recognized white line, and a predetermined steering force is applied. Alternatively, there is a vehicle equipped with a lane keeping function (LKA) or the like that keeps the host vehicle in the center of the host vehicle traveling path through automatic steering.

  By the way, in this type of driving support device, for example, when a crossing (three-way crossing, crossroads, multi-way crossing more than five-way crossing) is passed, white lines continuously laid on the road are in a predetermined discontinuous state. When it becomes, it is common to stop or interrupt driving assistance control. As such a technique, for example, Patent Document 1 discloses a technique for prohibiting a lane departure prevention function when an intersection, a toll booth on an expressway, an interchange, a branch to a parking service area, or the like is detected. ing.

JP 2012-116436 A

  However, since the actual traffic environment is complex, as in the technique disclosed in Patent Document 1 described above, prohibiting driving support control every time an intersection or the like is detected always matches the driver's feeling. Not necessarily.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a driving support device for a vehicle that can continue necessary driving support control even at an intersection without giving a driver a sense of incongruity.

A vehicle driving support apparatus according to an aspect of the present invention recognizes a white line based on an imaging unit that images a traveling environment ahead of the host vehicle, and an image of the traveling environment captured by the imaging unit, and based on the recognized white line. The vehicle traveling path estimation means for estimating the vehicle traveling path, the lane maintenance control means for performing lane maintenance control for maintaining the host vehicle in the center of the vehicle traveling path, and the vehicle traveling path are defined. A lane departure prevention control means for determining a possibility of departure of the own vehicle from the white line and performing a departure prevention control for the white line when it is determined that there is a possibility of departure, and the lane keeping control when the own vehicle passes an intersection. And a control prohibition determination unit prohibiting execution of the departure prevention control, wherein the control prohibition determination unit is configured so that either one of the left and right white lines defining the own vehicle traveling path is before and after the intersection. Continuously And, the self right and left white lines defining the vehicle traveling road is be approximated by respective same white line approximation lines before and after the intersection the vehicle traveling road has a continuous sexual Te before and after the smell of the intersection When it is determined that , the execution of the lane keeping control is permitted, and the execution of the departure prevention control for the white line continuous before and after the intersection is permitted.

The vehicle driving support apparatus according to one aspect of the present invention recognizes a white line based on an imaging unit that images a traveling environment ahead of the host vehicle, and an image of the traveling environment captured by the imaging unit, and the recognized white line. Vehicle traveling path estimation means for estimating the vehicle traveling path based on the vehicle, lane maintenance control means for performing lane maintenance control for maintaining the vehicle in the center of the vehicle traveling path, and Control prohibition determining means for prohibiting the execution of the lane keeping control in the vehicle, wherein the control prohibition determination means is such that the left and right white lines defining the own vehicle traveling path are the same white line approximate lines before and after the intersection, respectively. when a possible approximation the own traveling path is determined to have a continuous sexual Te before and after the smell of the intersection, it is to allow the execution of the lane keeping control.

The vehicle driving support apparatus according to one aspect of the present invention recognizes a white line based on an imaging unit that images a traveling environment ahead of the host vehicle, and an image of the traveling environment captured by the imaging unit, and the recognized white line. When the vehicle traveling path estimation means for estimating the traveling path of the vehicle based on the vehicle and the possibility of deviation of the vehicle from the white line defining the traveling path of the vehicle are determined, and the possibility of departure is determined. Lane departure prevention control means for performing departure prevention control with respect to the white line; and control prohibition determination means for prohibiting execution of the departure prevention control when the host vehicle passes through an intersection. Either one of the left and right white lines defining the traveling path is continuous before and after the intersection, and the left and right white lines defining the own vehicle traveling path are the same white line approximation lines before and after the intersection, respectively. Near When it is possible the own traveling path is determined to have a continuous sexual Te before and after the smell of the intersection, intended to allow the execution of the deviation prevention control for the white line continuous before and after the intersection is there.

  According to the vehicle driving support device of the present invention, it is possible to continue the necessary driving support control even at an intersection without giving the driver an uncomfortable feeling.

Schematic configuration diagram of vehicle steering system Functional block diagram of the steering control unit Explanatory drawing showing white line candidate points and white line approximate lines Explanatory drawing of the deviation | shift amount from the center of the white line on either side in the predicted driving position of the own vehicle used by the feedback control of lane keeping control Illustration of the positional relationship of the vehicle with respect to the white line and the predicted deviation amount Illustration of steering control amount in lane departure control Flowchart showing a control prohibition determination routine (part 1) Flowchart showing a control prohibition determination routine (part 2) Explanatory diagram illustrating the state of the intersection and white line in front of the vehicle Explanatory diagram illustrating the state of the intersection and white line in front of the vehicle Explanatory diagram illustrating the state of the intersection and white line in front of the vehicle Explanatory diagram illustrating the state of the intersection and white line in front of the vehicle Explanatory diagram illustrating the state of the intersection and white line in front of the vehicle Explanatory diagram illustrating the state of the intersection and white line in front of the vehicle

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a schematic configuration diagram of a steering system of a vehicle, FIG. 2 is a functional block diagram of a steering control unit, and FIG. 3 is an explanatory diagram showing white line candidate points and white line approximation lines. 4 is an explanatory diagram of the amount of deviation from the center of the left and right white lines at the predicted travel position of the host vehicle used in the feedback control of the lane keeping control, and FIG. 5 is the positional relationship of the host vehicle with respect to the white line and the predicted deviation amount FIG. 6 is an explanatory diagram of a steering control amount in the lane departure control, FIGS. 7 and 8 are flowcharts showing a control prohibition determination routine, and FIGS. 9 to 14 are explanatory diagrams illustrating an intersection and a white line state in front of the own vehicle It is.

  In FIG. 1, reference numeral 1 denotes an electric power steering device in which a steering angle can be set independently of a driver input. In the electric power steering device 1, a steering shaft 2 is connected to a vehicle body frame (not shown) via a steering column 3. It is supported rotatably. One end of the steering shaft 2 extends toward the driver's seat, and a steering wheel 4 is fixed to one end of the steering shaft 2. On the other hand, the other end of the steering shaft 2 extends to the engine room side, and a pinion shaft 5 is connected to the other end of the steering shaft 2.

  A steering gear box 6 extending in the vehicle width direction is disposed in the engine room, and a rack shaft 7 is inserted into and supported by the steering gear box 6 so as to be reciprocally movable. A rack (not shown) is provided in the middle of the rack shaft 7, and a rackion and pinion type steering gear mechanism is engaged with a pinion (not shown) provided on the pinion shaft 5. It is configured.

  The left and right ends of the rack shaft 7 protrude from the steering gear box 6, and a front knuckle 9 is connected to the end of the rack shaft 7 via a tie rod 8. The front knuckle 9 rotatably supports left and right wheels 10L and 10R as steering wheels, and is supported by a vehicle body frame via a king pin (not shown) so as to be continuously hit. Accordingly, when the steering wheel 4 is operated and the steering shaft 2 and the pinion shaft 5 are rotated, the rack shaft 7 is moved in the left-right direction by the rotation of the pinion shaft 5, and the front knuckle 9 is moved to the king pin (not shown). ) And the left and right wheels 10L, 10R are steered in the left-right direction.

  In addition, an electric motor 12 is connected to the pinion shaft 5 via an assist transmission mechanism 11. The electric motor 12 assists the steering torque applied to the steering wheel 4 and has a set steering angle. Such a steering torque is added. The electric motor 12 is driven via a motor drive unit 21 so as to have a steering torque (control amount) Ti set by a steering control unit 20 described later. The steering control unit 20 also has a steering torque assist function as described above. However, in the present embodiment, the description of the steering torque assist function is omitted.

  The steering control unit 20 includes, for example, a front recognition device 31 that recognizes the front environment including the left and right white lines ahead of the host vehicle and the preceding vehicle, a vehicle speed sensor 32 that detects the vehicle speed V, and a yaw rate that detects the yaw rate (dθ / dt). A sensor 33 and a lateral acceleration sensor 34 for detecting the lateral acceleration Gy are connected.

  For example, the front recognition device 31 is attached to the front of the ceiling in the vehicle interior with a certain interval, and a pair of CCD cameras 31L and 31R (stereo cameras: imaging means) for stereo imaging of objects outside the vehicle from different viewpoints; A stereo image processing device 31a that processes image data from the CCD cameras 31L and 31R is included.

  In the forward recognition device 31, the processing of image data from the CCD cameras 31L and 31R in the stereo image processing device 31a is performed as follows, for example. That is, first, the stereo image processing device 31a obtains distance information from the amount of deviation of the corresponding position for a pair of image pairs in the traveling direction of the host vehicle imaged by the CCD cameras 31L and 31R, and generates a distance image. .

  In recognizing the white line data, the stereo image processing device 31a evaluates the luminance change of the pixels in the width direction of the road based on the knowledge that the white line is brighter than the road surface, and the left and right in the image plane. The position of the white line candidate point is specified on the image plane. The position (x, y, z) of the white line candidate point in the real space is well known based on the position (i, j) on the image plane and the parallax (that is, distance information) calculated with respect to this position. Calculated by coordinate conversion formula. The coordinate system of the real space set based on the position of the host vehicle is, for example, with the road surface directly below the center of the right camera 31R as the origin, the vehicle width direction as the X axis, the vehicle height direction as the Y axis, and the vehicle length direction. Is defined as the Z-axis (see, for example, FIG. 3). Then, the white line candidate points converted into the coordinate system of the real space are grouped, for example, for each point sequence adjacent to each other, and approximated to a quadratic curve (white line approximate line) using a least square method or the like. Then, the stereo image processing device 31a estimates the own vehicle traveling path based on the left and right white lines extending in front of the own vehicle. Thus, in this embodiment, the front recognition apparatus 31 has a function as a self-vehicle traveling path estimation means.

  In recognition of side wall and three-dimensional object data, the stereo image processing device 31a compares the data on the distance image with prestored frames (windows) such as three-dimensional side wall data and three-dimensional object data. Then, while extracting side wall data such as guardrails and curbs extending along the road, the three-dimensional objects are classified and extracted as other three-dimensional objects such as automobiles, two-wheeled vehicles, pedestrians, and power poles. In the extraction of the three-dimensional object data, the stereo image processing device 31a calculates the relative speed with the own vehicle from the ratio of the temporal change in the distance (relative distance) from each own vehicle, and the relative speed and the own vehicle speed V are calculated. Is added to calculate the speed of each three-dimensional object. At this time, in particular, the three-dimensional object classified as a vehicle has a forward direction of the own vehicle as positive from the speed, a vehicle having a speed of approximately 0 is a stopped vehicle, and a speed is positive (a vehicle traveling in the same direction as the own vehicle). Thus, the vehicle closest to the host vehicle is recognized as a preceding vehicle, and the vehicle having a negative speed (vehicle coming toward the host vehicle) is recognized as an oncoming vehicle. Each information obtained in this way, that is, white line data (including own vehicle traveling path, etc.), side walls data such as guardrails and curbs existing along the road, and three-dimensional object data (type, distance, speed, own vehicle and The relative speed, the preceding vehicle information, etc.) are input to the steering control unit 20.

  The steering control unit 20 performs steering support such as automatic steering control based on the above-described input signals. That is, the steering control unit 20 sets the steering angle independently of the driver based on the white line ahead of the host vehicle, for example, thereby maintaining the host vehicle at the center of the host vehicle traveling path (LKA). ), And lane departure control (LDP) for preventing the departure of the own vehicle from the own vehicle traveling route (deviation of the own vehicle from the white line defining the own vehicle traveling route).

  Therefore, for example, as shown in FIG. 2, the steering control unit 20 includes a lane keeping control unit 20LKA as a lane keeping control unit, and a lane departure prevention control unit 20LDP as a lane departure prevention control unit. Furthermore, the steering control unit 20 includes a control prohibition determination unit 20g that determines prohibition of the lane keeping control and the lane departure control according to preset conditions.

  The lane keeping control unit 20LKA, for example, variably sets a control gain for automatic steering control based on each input signal described above, and uses the variably set control gain to recognize the left and right recognized by the front recognition device 31. An output value corresponding to the recognized shape of the white line is calculated as a feedforward output value Iff, and an output value corresponding to the recognized shape of the left and right white lines recognized by the front recognition device 31 based on the predicted traveling position of the host vehicle is obtained. The feedback output value Ifb is calculated, and a value obtained by adding these values is converted into a torque value and output to the motor drive unit 21 as a steering torque Ti (Ti_lka).

  Therefore, the lane keeping control unit 20LKA includes, for example, a control gain setting control unit 20a, a feedforward control unit 20b, a feedback control unit 20c, and a steering torque calculation unit 20d as shown in FIG. It is configured.

  The control gain setting control unit 20 a receives various recognition data from the front recognition device 31, receives a vehicle speed V from the vehicle speed sensor 32, and receives a yaw rate (dθ / dt) from the yaw rate sensor 33. Then, the control gain setting control unit 20a variably sets various control gains based on the input information, and outputs the set control gains to the feedforward control unit 20b and the feedback control unit 20c, respectively. In the present embodiment, the control gain setting control unit 20a refers to, for example, a map set based on experiments or the like in advance, and sets the control gain Gff related to feedforward control and the control gain Gfb related to feedback control. Set.

The feedforward control unit 20b receives image information from the front recognition device 31, and receives a control gain Gff from the control gain setting control unit 20a. Then, for example, according to the following equation (1), an output value corresponding to the recognized shape of the left and right white lines is calculated as the feedforward output value Iff and output to the steering torque calculator 20d.
Iff = Gff. (Rr + Rl) / 2 (1)
Here, Rr is a curvature component due to the right white line, and Rl is a curvature component due to the left white line. Specifically, the curvature components Rr and Rl of the left and right white lines are the coefficients of the quadratic terms calculated by the second least square method for the candidate points constituting each of the left and right white lines as shown in FIG. It is determined by using.

  The feedback control unit 20 c receives image information from the front recognition device 31, receives a vehicle speed V from the vehicle speed sensor 32, receives a yaw rate (dθ / dt) from the yaw rate sensor 33, and receives a lateral acceleration Gy from the lateral acceleration sensor 34. The control gain Gfb is input from the control gain setting control unit 20a. Then, for example, according to the following equation (2), an output value corresponding to the shape of the left and right white lines based on the predicted travel position of the host vehicle recognized by the front recognition device 31 is calculated as the feedback output value Ifb, and steering is performed. The torque is output to the torque calculator 20d.

Ifb = Gfb. (Xr-xl-xv) (2)
In this equation (7), xv is the x coordinate in the z coordinate of the forward gazing point of the vehicle. In the present embodiment, for example, as shown in FIG. 4, the forward gaze point is predicted that the host vehicle is present after a preset preview time T (for example, 1.2 seconds) has elapsed. Is a point. The z coordinate zv at the forward gazing point is calculated by, for example, zv = T · V. In addition, it is good also as a point of the distance set ahead ahead simply.

Accordingly, the x coordinate zv of the forward gazing point can be calculated by the following equation (3), for example.
xv = xi + V · (β + θ) · T
+ (1/2) · ((dθ / dt) + ((dβ / dt) · V · T ² (3)
Here, xi is the current x-coordinate of the vehicle, and (dβ / dt) is the vehicle slip angular velocity, which can be calculated by the following equation (4), for example.

(Dβ / dt) = (Gy / V) − (dθ / dt) (4)
The vehicle slip angle β is calculated by integrating the vehicle slip angular velocity (dβ / dt).

The steering torque calculator 20d receives the feedforward output value Iff from the feedforward controller 20b and the feedback output value Ifb from the feedback controller 20c. Then, for example, the steering torque Ti is calculated by the following equation (5) and output to the motor drive unit 21.
Ti = Gt · (Iff + Ifb) (5)
Here, Gt is a preset conversion coefficient.

  The lane departure prevention control unit 20LDP calculates, for example, a departure amount (white line departure amount) yL from the own vehicle traveling path based on each of the above-described input signals, and the intersection amount between the departure amount yL and the own vehicle and the white line. A steering control amount AS corresponding to α is calculated. The lane departure prevention control unit 20LDP converts the steering control amount AS into a torque value and outputs it as a steering torque Ti (Ti_ldp) to the motor drive unit 21.

  For this reason, the lane departure prevention control unit 20LDP includes, for example, a white line departure amount calculation unit 20e and a steering torque calculation unit 20f as shown in FIG.

The white line departure amount calculation unit 20e receives various recognition data from the front recognition device 31 and receives the vehicle speed V from the vehicle speed sensor 32. Then, the white line departure amount calculation unit 20e calculates the foreseeing distance Lx by the following equation (6), for example.
Lx = V · t (6)
Here, t is a preset preview time. That is, the foreseeing distance Lx is a distance to a position where the host vehicle is estimated to exist after the foreseeing time t (see FIG. 5). Note that the foreseeing distance Lx is not limited to the distance calculated by the above equation (6).

When the foreseeing distance Lx is calculated, the white line deviation amount calculating unit 20e is based on the white line data input from the forward recognition device 31, and the deviation amount yL from the white line of the host vehicle at the foreseeing distance Lx according to the following equation (7). Is calculated.
yL = Lx · sin (α) −yL0 (7)
Here, α is the intersection angle between the vehicle and the white line, and yL0 is the distance from the center of the current vehicle traveling path to the white line (see FIG. 5).

  The steering torque calculation unit 20f receives the departure amount yL and the intersection angle α from the white line departure amount calculation unit 20e. Then, the steering torque calculation unit 20f refers to a map of the steering control amount AS set in advance based on, for example, experiments and calculations, and sets the steering control amount AS using the deviation amount yL and the intersection angle α as parameters. calculate. Then, the steering torque calculation unit 20f converts the steering control amount AS into a torque value and outputs it to the motor drive unit 21 as the steering torque Ti (Ti_ldp). Here, for example, as shown in FIG. 6, the steering control amount AS is set so that the map of the steering control amount increases as the deviation amount yL increases and increases as the crossing angle α increases.

  For example, when the lane keeping control unit 20LKA and the lane departure prevention control unit 20LDP are both turned on and effective steering torque Ti (Ti_lka, Ti_ldp) is output from both of them, the motor drive unit 21 sets in advance. One of the steering torques Ti is selected based on the priority order, and the electric motor 12 is driven based on the selected steering torque Ti.

  The control prohibition determination unit 20g is, for example, used by the driver to prevent the lane maintenance control by the lane maintenance control unit 20LKA or the lane departure prevention control by the lane departure prevention control unit 20LDP from interfering with the driver's steering more than necessary. When the steering torque exceeds a preset lane keeping control prohibition condition steering torque threshold Tth, the execution of the lane keeping control and the lane departure prevention control is temporarily prohibited (HALT). Further, the control prohibition determination unit 20g determines whether or not to prohibit the execution of the lane keeping control by the lane keeping control unit 20LKA and the lane departure preventing control by the lane departure preventing control unit 20LDP when passing the intersection by the own vehicle. It functions as prohibition determination means.

Next, the control prohibition determination executed in the control prohibition determination unit 20g when the host vehicle passes the intersection will be described with reference to the flowchart of the control prohibition determination routine shown in FIGS.
This routine is repeatedly executed every set time. When the routine is started, the control prohibition determination unit 20g first determines in step S101 whether or not an intersection exists immediately before the own vehicle. For example, in a vehicle equipped with a navigation device, the intersection can be determined based on navigation information. Or even if the vehicle is not equipped with a navigation device, for example, whether there is a stop line or a pedestrian crossing on the own vehicle traveling path, whether there is a traffic light above the own vehicle traveling path, etc. It is possible to determine the presence or absence of an intersection based on the information.

  If it is determined in step S101 that there is no intersection immediately before the host vehicle, the control prohibition determination unit 20g directly exits the routine.

  On the other hand, if it is determined in step S101 that there is an intersection immediately before the own vehicle, the control prohibition determining unit 20g proceeds to step S102 and determines the continuity of the own vehicle traveling path before and after the intersection based on the determination up to step S104. By checking, the control prohibition determination for the lane keeping control is performed.

  That is, in step S102, the control prohibition determination unit 20g checks whether left and right white lines are recognized before and after the intersection.

  In Step S102, when it is determined that at least one of the left and right white lines is not recognized before and after the intersection, the control prohibition determination unit 20g has continuity in the vehicle traveling path before and after the intersection. It judges that there is no, and progresses to step S107.

  On the other hand, if it is determined in step S102 that all the left and right white lines are recognized before and after the intersection, the control prohibition determination unit 20g proceeds to step S103, and the left and right white lines before and after the intersection are the same white line. It is examined whether or not approximation is possible with an approximation line. This determination is made, for example, based on whether or not the curvature of the white line approximation line that approximates the white line before the intersection matches the curvature of the white line approximation line that approximates the white line after the intersection.

  In step S103, when it is determined that at least one of the left and right white lines before and after the intersection cannot be approximated by the same white line approximate line, the control prohibition determination unit 20g continues the vehicle traveling path before and after the intersection. The process proceeds to step S107. 9 to 14, the left and right white lines shown in FIG. 12, the right white line shown in FIG. 13, and the left and right white lines shown in FIG. 14 are the same white line approximation before and after the intersection. Corresponds to a white line that cannot be approximated by a line.

  On the other hand, when it is determined in step S103 that the left and right white lines before and after the intersection can be approximated by the same white line approximate line, the control prohibition determination unit 20g proceeds to step S104, and the left and right white lines are parallel, and Check whether the road width is the same before and after the intersection.

  In Step S104, when it is determined that the left and right white lines are not parallel, or when it is determined that the road width is not equal before and after the intersection, the control prohibition determination unit 20g continues the vehicle traveling path before and after the intersection. The process proceeds to step S107. Although not shown, the case where the left and right white lines are not parallel, or the case where the road widths are not equal before and after the intersection, for example, corresponds to a branch road that branches in a Y shape.

  On the other hand, when it is determined in step S104 that the left and right white lines are parallel, the road widths before and after the intersection are equal, and the road widths before and after the intersection are equal, the control prohibition determination unit 20g Proceeding to step S105, it is determined whether to continue the lane keeping control within the intersection. That is, for example, as shown in FIGS. 9 to 11, when at least one of the left and right white lines is continuous in the intersection (for example, see FIG. 10), the left and right white lines are the intersection. Even if the vehicle is discontinuous, the lane is also determined when it is determined by the determination in steps S102 to S104 that the own vehicle traveling path has preset continuity before and after the intersection. It is determined whether the maintenance control is continued.

  Then, when proceeding from step S105 to step S106, the control prohibition determination unit 20g changes the lane keeping prohibition condition steering torque threshold for the driver's steering torque to a value relatively lower than the value outside the intersection, and then step S108. Proceed to As a result, the lane keeping control is continued as much as possible in the intersection, and the lane keeping control is promptly prohibited (HALT) when the driver makes a right or left turn or the like in the intersection.

  Further, when the process proceeds from step S102, step S103, or step S104 to step S107, the control prohibition determination unit 20g proceeds to step S108 after determining execution prohibition of the lane keeping control.

  When the process proceeds from step S106 or step S107 to step S108, the control prohibition determination unit 20g checks whether or not the right white line is continuous in the intersection.

  If it is determined in step S108 that the right white line is discontinuous in the intersection, the control prohibition determination unit 20g proceeds to step S111. For example, in each white line illustrated in FIGS. 9 to 14, the right white line illustrated in FIGS. 9 and 11 to 14 is determined to be discontinuous within the intersection.

  On the other hand, if it is determined in step S108 that the right white line is continuous within the intersection, the control prohibition determination unit 20g proceeds to step S109, and the left and right white lines before and after the intersection are the same white line approximation line. Check whether approximation is possible.

  In step S109, when it is determined that at least one of the left and right white lines before and after the intersection cannot be approximated by the same white line approximate line, the control prohibition determination unit 20g continues the vehicle traveling path before and after the intersection. The process proceeds to step S111.

  On the other hand, if it is determined in step S109 that the left and right white lines before and after the intersection can be approximated by the same white line approximation line, the control prohibition determination unit 20g sets the continuity set in advance before and after the intersection of the host vehicle. The process proceeds to step S110, and after determining the continuation of the lane departure prevention control for the right white line in the intersection, the process proceeds to step S112.

  Further, when the process proceeds from step S108 or step S109 to step S111, the control prohibition determination unit 20g determines prohibition of the lane departure prevention control for the white line on the right side in the intersection, and then proceeds to step S112.

  When the process proceeds from step S110 or step S111 to step S112, the control prohibition determination unit 20g checks whether the left white line is continuous in the intersection.

  If it is determined in step S112 that the left white line is discontinuous in the intersection, the control prohibition determination unit 20g proceeds to step S115.

  On the other hand, if it is determined in step S112 that the left white line is continuous within the intersection, the control prohibition determination unit 20g proceeds to step S113, and the left and right white lines before and after the intersection are the same white line approximation line. Check whether approximation is possible.

  In Step S113, when it is determined that at least one of the left and right white lines before and after the intersection cannot be approximated by the same white line approximate line, the control prohibition determination unit 20g continues the vehicle traveling path before and after the intersection. The process proceeds to step S115.

  On the other hand, when it is determined in step S113 that the left and right white lines before and after the intersection can be approximated by the same white line approximation line, the control prohibition determination unit 20g sets the continuity set in advance before and after the intersection of the host vehicle. The process proceeds to step S114, and it is determined to continue the lane departure prevention control for the white line on the right side in the intersection, and then the process proceeds to step S116.

  Further, when the process proceeds from step S112 or step S113 to step S115, the control prohibition determination unit 20g checks whether the left white line is continuous in the intersection.

  When the process proceeds from step S114 or step S115 to step S116, the control prohibition determination unit 20g checks whether or not the host vehicle has passed the intersection. If it is determined that the vehicle has not yet passed, the control prohibition determination unit 20g stands by.

  On the other hand, when it is determined in step S116 that the host vehicle has passed the intersection, the control prohibition determination unit 20g proceeds to step S117, and when control prohibition is determined for the lane keeping control and the lane departure prevention control. Cancels the determination, and returns the lane keeping prohibition condition steering torque threshold to a value outside the intersection when the lane keeping prohibition condition steering torque threshold is changed in accordance with the prohibition of control of the lane keeping control. After that, exit the routine.

  According to such an embodiment, when the own vehicle passes through the intersection, either one of the left and right white lines defining the own vehicle traveling path is continuous before and after the intersection, and the own vehicle traveling path is the intersection of the intersection. When there is continuity preset in front and back, the execution of lane keeping control is permitted (determination of maintaining lane keeping control) and the execution of lane departure prevention control for white lines continuing before and after the intersection is permitted ( By determining whether to maintain the lane departure prevention control), it is possible to continue the necessary driving support control even at the intersection. As a result, it is possible to reduce the driver's uncomfortable feeling and annoyance that the driving support control is prohibited every time the vehicle passes through the intersection.

  In this case, even if the left and right white lines that define the vehicle traveling path are not continuous before and after the intersection, the vehicle traveling path has a predetermined continuity before and after the intersection. By permitting the execution of the lane keeping control, the lane keeping control can be continued in a wide range of scenes when passing the intersection.

  In addition, this invention is not limited to each embodiment described above, A various deformation | transformation and change are possible, and they are also in the technical scope of this invention. For example, in the above-described embodiment, an example in which continuation of control is determined under set conditions even when passing an intersection has been described for lane keeping control and lane departure prevention control. It is also possible to perform only maintenance control or only lane departure prevention control.

  Further, the driving support control such as the lane keeping control and the lane departure prevention control is not limited to that performed through the steering control, and may be performed through, for example, an alarm or a brake control.

DESCRIPTION OF SYMBOLS 1 ... Electric power steering apparatus 2 ... Steering shaft 3 ... Steering column 4 ... Steering wheel 5 ... Pinion shaft 6 ... Steering gear box 7 ... Rack shaft 8 ... Tie rod 9 ... Front knuckle 10L, 10R ... Left and right wheel 11 ... Assist transmission mechanism 12 ... Electric motor 20 ... Steering control unit 20LDP ... Lane departure prevention control unit (lane departure prevention control means)
20LKA ... Lane maintenance control section (lane maintenance control means)
20a ... Control gain setting control unit 20b ... Feed forward control unit 20c ... Feedback control unit 20d ... Steering torque calculation unit 20e ... White line deviation amount calculation unit 20f ... Steering torque calculation unit 20g ... Control prohibition determination unit (control prohibition determination unit)
DESCRIPTION OF SYMBOLS 21 ... Motor drive part 31 ... Forward recognition apparatus 31L, 31R ... Camera (imaging means)
31a: Stereo image processing apparatus (own vehicle traveling path estimation means)
32 ... Vehicle speed sensor 33 ... Yaw rate sensor 34 ... Lateral acceleration sensor

Claims (4)

Imaging means for imaging the traveling environment ahead of the vehicle;
Recognizing a white line based on the image of the driving environment imaged by the imaging means, and a self-vehicle traveling path estimating means for estimating the own vehicle traveling path based on the recognized white line;
Lane maintaining control means for performing lane maintaining control for maintaining the host vehicle in the center of the host vehicle traveling path;
A lane departure prevention control means for determining the possibility of departure of the own vehicle with respect to the white line defining the own vehicle traveling path, and performing departure prevention control with respect to the white line when it is determined that there is a possibility of departure;
Control prohibition determining means for prohibiting execution of the lane keeping control and the departure prevention control when the own vehicle passes an intersection,
The control prohibition determining means is configured such that any one of the left and right white lines defining the own vehicle traveling path is continuous before and after the intersection, and the left and right white lines defining the own vehicle traveling path are the intersection. when each is capable approximated by the same white line approximation line the own traveling path before and after it is determined to have a continuous sexual Te before and after the smell of the intersection, as well as permit the execution of the lane keeping control A vehicle driving support device that permits execution of the departure prevention control for the white line continuous before and after the intersection.   The control prohibition judging means has the continuity set in advance before and after the intersection even if the left and right white lines defining the own vehicle traveling path are not continuous before and after the intersection. The vehicle driving support device according to claim 1, wherein when the vehicle has the lane maintenance control, the lane keeping control is permitted to be executed. Imaging means for imaging the traveling environment ahead of the vehicle;
Recognizing a white line based on the image of the driving environment imaged by the imaging means, and a self-vehicle traveling path estimating means for estimating the own vehicle traveling path based on the recognized white line;
Lane maintaining control means for performing lane maintaining control for maintaining the host vehicle in the center of the host vehicle traveling path;
Control prohibition determining means for prohibiting execution of the lane keeping control when the host vehicle passes through an intersection,
Said control prohibition determination unit, the left and right continuous sexual Te before and after the smell of each may be approximated by the same white line approximation line the own traveling path before and after said intersection of the white line is the intersection defining a vehicle traveling path When it is determined that the vehicle has a lane, the lane keeping control is permitted to be executed. Imaging means for imaging the traveling environment ahead of the vehicle;
Recognizing a white line based on the image of the driving environment imaged by the imaging means, and a self-vehicle traveling path estimating means for estimating the own vehicle traveling path based on the recognized white line;
A lane departure prevention control means for determining the possibility of departure of the own vehicle with respect to the white line defining the own vehicle traveling path, and performing departure prevention control with respect to the white line when it is determined that there is a possibility of departure;
Control prohibition determining means for prohibiting execution of the departure prevention control when the host vehicle passes through an intersection,
The control prohibition determining means is configured such that any one of the left and right white lines defining the own vehicle traveling path is continuous before and after the intersection, and the left and right white lines defining the own vehicle traveling path are the intersection. when each is capable approximated by the same white line approximation line the own traveling path before and after it is determined to have a continuous sexual Te before and after the smell of the intersection, for said white line continuous before and after the intersection A vehicle driving support device that permits execution of the departure prevention control.

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