JP6658235B2 - Lane keeping device - Google Patents

Description

  The present invention relates to a lane keeping device.

  2. Description of the Related Art Conventionally, there has been proposed a device for preventing a vehicle from departing from a lane defined by a lane boundary such as a white line. For example, Patent Literature 1 discloses a device that issues an alarm when a vehicle deviates from a determination line set to extend substantially parallel to a recognized lane. Generally, in a continuous curve, the driver of the vehicle may intentionally drive the vehicle at the side edge of the lane in order to reduce the curvature of the route on which the vehicle travels and reduce the acceleration to the side of the vehicle. Is being done.

  Therefore, in the device of Patent Document 1, when the lane is a straight line, a first determination line is set as a determination line. When the lane is a continuous curve, the first determination line is set in the width direction of the lane more than the first determination line. An outer second determination line is set. Thus, when the lane is a continuous curve, even if the vehicle is traveling on the side end of the lane, it is more difficult to be alerted than when the lane is a straight line.

JP 2009-234543 A

  By the way, even when the lane is a continuous curve, the vehicle may deviate from the lane. However, in the above-described technology, it is difficult to be alerted when the lane is a continuous curve, and there is a possibility that the vehicle departure from the lane may not be prevented, and improvement is desired.

  Accordingly, the present invention provides a lane keeping device that can prevent the vehicle from deviating from the lane while reducing unnecessary lane keeping control contrary to the driver of the vehicle in a continuous curve. The purpose is to:

  The present invention provides a side distance measuring unit that measures a distance between a vehicle on a side of a vehicle and a lane boundary that divides a lane in which the vehicle travels, and the vehicle on the side of the vehicle approaches the lane boundary. An arrival time that calculates the time until the vehicle reaches the lane boundary from the distance measured by the approach speed measuring unit that measures the speed, the distance measured by the side distance measuring unit, and the speed measured by the approach speed measuring unit. A calculation unit, a continuous curve determination unit that determines whether the lane in which the vehicle travels is a lane in which a right turn is continuous from left to right or a lane in which a left turn is continuous, and a lane boundary line in which the vehicle is approaching Is a curve inside determination unit that determines whether the vehicle is on the inside lane boundary line or the outside lane boundary line of either a right turn or a left turn, based on the time calculated by the arrival time calculation unit. Prevent deviation A lane that performs any one of lane keeping control of alerting, providing information, automatic steering operation not depending on the manual driving operation of the vehicle driver, and automatic braking operation not depending on the manual driving operation of the vehicle driver A lane keeping control unit, wherein the lane keeping control unit determines by the continuous curve determining unit that the lane in which the vehicle travels is one of a lane in which a right turn is continuous from left to right and a lane in which left to right is continuous. When the inside determination unit determines that the lane boundary line to which the vehicle approaches is the outside lane boundary line of either right turn or left turn, the time calculated by the arrival time calculation unit is equal to or less than the first threshold. When the lane keeping control is performed, the continuous curve determination unit determines that the lane in which the vehicle travels is one of a lane where a right turn is continuous from left turn and a lane where a left turn is continuous right turn and If the lane boundary line to which the vehicle approaches is determined to be an inner lane boundary line of either a right turn or a left turn, the time calculated by the arrival time calculation unit is longer than the first threshold. A lane keeping device that performs lane keeping control when the value is equal to or smaller than a small second threshold value.

  According to this configuration, the lane in which the vehicle travels is determined to be a continuous curve by the continuous curve determination unit, and the lane boundary line to which the vehicle approaches is determined to be the lane boundary line inside the curve by the inside curve determination unit. If the time calculated by the arrival time calculation unit is equal to or smaller than the second threshold smaller than the first threshold when the vehicle approaches the lane boundary outside the curve in the continuous curve, the lane keeping is performed. Lane keeping control is performed by the control unit. In other words, when the driver of the vehicle intentionally causes the vehicle to approach the lane boundary inside the curve, the start timing of the lane keeping control is delayed, and the lane boundary outside the curve in the continuous curve is delayed. , The timing of starting the lane keeping control is advanced. Thus, it is possible to prevent the vehicle from deviating from the lane while reducing unnecessary lane keeping control against the driver of the vehicle in the continuous curve.

  ADVANTAGE OF THE INVENTION According to the lane keeping apparatus of this invention, the deviation | departure from the lane of a vehicle can be prevented, reducing the unnecessary lane keeping control contrary to the driver | operator's intention of a vehicle being performed in a continuous curve.

It is a block diagram showing the composition of the lane keeping device concerning an embodiment. 3 is a flowchart illustrating an operation of the lane keeping device of FIG. 1. It is a figure which shows the example of the continuous curve which the vehicle carrying the lane keeping apparatus of FIG. 1 runs. 3 is a flowchart illustrating an operation of determining whether or not the curve is the continuous curve of FIG. 2. (A) is a diagram showing a road sign with right (or left) backward bending, (B) is a diagram showing a road sign with right (or left) backward bending, and (C) is a right ( (Or left) It is a figure which shows the road sign with a twist. FIG. 4 is a diagram showing a route of a vehicle by an automatic steering operation when the vehicle approaches a lane boundary outside a left turn by a manual driving operation in the continuous curve of FIG. 3. FIG. 4 is a diagram in which a vehicle path by an automatic steering operation is overlapped on the continuous curve in FIG. 3.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. As shown in FIG. 1, the lane keeping device 100 of the embodiment is mounted on a vehicle V such as a passenger car. The lane keeping device 100 is a device for preventing the vehicle V from departing from the lane. As shown in FIG. 1, the lane keeping apparatus 100 includes an external sensor 1, a GPS (Global Positioning System) receiving unit 2, an internal sensor 3, a map database 4, a navigation system 5, an actuator 6, an HMI (Human Machine Interface) 7, An auxiliary device U and an ECU 10 are provided.

  The external sensor 1 is a detection device that detects an external situation that is information about the surroundings of the vehicle V. The external sensor 1 includes at least a camera. The external sensor 1 may include a radar (Radar) or a lidar (LIDAR: Laser Imaging Detection and Ranging).

  The camera is an imaging device that captures an external situation of the vehicle V, such as a lane boundary that divides the lane in which the vehicle V travels. The camera is provided, for example, behind the windshield of the vehicle V. The camera may be a monocular camera or a stereo camera. A stereo camera has, for example, two imaging units arranged to reproduce binocular parallax. The imaging information of the stereo camera also includes information on the depth direction. The camera outputs imaging information regarding the external situation of the vehicle V to the ECU 10.

  The radar detects an obstacle outside the vehicle V using radio waves. The radio wave is, for example, a millimeter wave. The radar transmits a radio wave around the vehicle V, receives the radio wave reflected by the obstacle, and detects the obstacle. The radar can output, for example, the distance or direction to the obstacle as obstacle information regarding the obstacle. The radar outputs detected obstacle information to the ECU 10. When performing sensor fusion, the reception information of the reflected radio wave may be output to the ECU 10.

  The rider detects an obstacle outside the vehicle V using the light. The rider transmits the light around the vehicle V, receives the light reflected by the obstacle, measures the distance to the reflection point, and detects the obstacle. The rider can output, for example, the distance or direction to the obstacle as obstacle information. The rider outputs the detected obstacle information to the ECU 10. When performing sensor fusion, the reception information of the reflected light may be output to the ECU 10. The camera, the rider, and the radar do not necessarily have to be provided in duplicate.

  The GPS receiver 2 receives signals from three or more GPS satellites and acquires position information indicating the position of the vehicle V. The position information includes, for example, latitude and longitude. The GPS receiver 2 outputs the measured position information of the vehicle V to the ECU 10. Note that, instead of the GPS receiving unit 2, another unit that can specify the latitude and longitude where the vehicle V exists may be used.

  The internal sensor 3 is a detector that detects information according to the traveling state of the vehicle V. The internal sensor 3 includes at least one of a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor in order to detect information according to the traveling state of the vehicle V.

  The vehicle speed sensor is a detector that detects the speed of the vehicle V. As the vehicle speed sensor, for example, a wheel speed sensor that is provided for a wheel of the vehicle V or a drive shaft that rotates integrally with the wheel and detects the rotation speed of the wheel is used. The vehicle speed sensor outputs vehicle speed information (wheel speed information) including the speed of the vehicle V to the ECU 10.

  The acceleration sensor is a detector that detects the acceleration of the vehicle V. The acceleration sensor includes, for example, a longitudinal acceleration sensor that detects the longitudinal acceleration of the vehicle V, and a lateral acceleration sensor that detects the lateral acceleration of the vehicle V. The acceleration sensor outputs acceleration information including the acceleration of the vehicle V to the ECU 10.

  The yaw rate sensor is a detector that detects a yaw rate (rotational angular velocity) around a vertical axis of the center of gravity of the vehicle V. For example, a gyro sensor is used as the yaw rate sensor. The yaw rate sensor outputs yaw rate information including the yaw rate of the vehicle V to the ECU 10.

  The map database 4 is a database including map information. The map database 4 is formed in, for example, an HDD (Hard disk drive) mounted on the vehicle V. The map information includes, for example, road position information, road shape information, and intersection and branch point position information. The information on the road shape includes, for example, the number of lanes of the road, the type of the road lane being straight or curved, the curvature of the lane of the road, and the road lane is bent backward or bent backward. And the type of whether the sheet is folded or folded. The map database 4 may be stored in a computer of a facility such as an information processing center that can communicate with the vehicle V.

  The navigation system 5 is a device that provides guidance to a destination set on a map by the driver of the vehicle V to the driver of the vehicle V. The navigation system 5 calculates the traveling route of the vehicle V based on the position information of the vehicle V measured by the GPS receiving unit 2 and the map information of the map database 4. The navigation system 5 calculates, for example, a target route from the position of the vehicle V to the destination, and notifies the driver of the target route by displaying a display on the HMI 7 and outputting sound from a speaker of the HMI 7. The navigation system 5 outputs, for example, information on a target route of the vehicle V to the ECU 10.

  The actuator 6 is a device that controls the traveling of the vehicle V. The actuator 6 includes a steering actuator, a throttle actuator, and a brake actuator.

  The steering actuator controls driving of an assist motor for controlling a steering angle in the electric power steering system according to a control signal from the ECU 10. Thus, the steering actuator controls the steering angle of the vehicle V. The steering angle of the vehicle V controlled by the steering actuator may include the steering angle of the rear wheels of the vehicle V in addition to the steering angle of the front wheels of the vehicle V. The steering actuator may control the steering angle of the vehicle V, and at the same time, rotate the steering wheel of the vehicle V in accordance with the steering angle of the vehicle V to apply a reaction force to the steering wheel.

  The throttle actuator controls the amount of air supplied to the engine (throttle opening) according to a control signal from the ECU 10 to control the driving force of the vehicle V. When the vehicle V is a hybrid vehicle or an electric vehicle, the driving force is controlled by inputting a control signal from the ECU 10 to a motor as a power source without including a throttle actuator.

  The brake actuator controls the brake system according to a control signal from the ECU 10 and controls the braking force applied to the wheels of the vehicle V. As the brake system, for example, a hydraulic brake system can be used. The brake actuator may control the braking force and, at the same time, change the height (stepping amount) of the brake pedal of the vehicle V in accordance with the braking force of the vehicle V.

  The HMI 7 is an interface for outputting and inputting information between the occupant including the driver of the vehicle V and the lane keeping device 100. The HMI 7 includes, for example, a display panel for displaying image information to an occupant, a speaker for outputting sound, an operation button or a touch panel for the occupant to perform an input operation, and the like. The HMI 7 may output information to the occupant using a portable information terminal wirelessly connected, or may receive an input operation by the occupant using the portable information terminal.

  The auxiliary device U is usually a device that can be operated by the driver of the vehicle V. The auxiliary device U is a general term for devices not included in the actuator 6. The auxiliary device U here includes, for example, a direction indicator light, a headlight, a wiper, and the like.

  The ECU 10 controls the operation of the lane keeping device 100. The ECU 10 is an electronic control unit having a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like. The ECU 10 includes a side distance measurement unit 11, an approach speed measurement unit 12, an arrival time calculation unit 13, a continuous curve determination unit 14, a curve inside determination unit 15, and a lane keeping control unit 16. In the ECU 10, the programs stored in the ROM are loaded into the RAM and executed by the CPU, thereby controlling the respective units such as the side distance measuring unit 11 described above. The ECU 10 may include a plurality of electronic control units.

  The side distance measurement unit 11 measures a distance between the vehicle V and a lane boundary that divides a lane in which the vehicle V runs on the side of the vehicle V. The side distance measurement unit 11 recognizes a lane boundary from an image outside the vehicle V captured by the camera of the external sensor 1, and measures the distance between the vehicle V and the lane boundary. The lane boundary includes a white line, a yellow line, a dashed line, a double line, and the like.

  The side of the vehicle V is not necessarily limited to a direction at an angle of 90 ° left and right from the front-rear direction of the vehicle V. For example, a direction at an arbitrary angle of 30 ° to 90 ° left and right from the front-rear direction of the vehicle V included. The distance to the lane boundary means, for example, the shortest distance among the distances between the respective portions of the side surface of the vehicle V and the lane boundary. The distance to the lane boundary is the distance between the center of gravity of the vehicle V and the lane boundary, the shortest distance between the front and rear center lines of the vehicle V and the lane boundary, the vehicle V May be the longest distance among the distances between the respective parts on the side opposite to the lane boundary line and the lane boundary line.

  The approach speed measuring unit 12 measures the speed at which the vehicle V approaches the lane boundary on the side of the vehicle V. The approach speed measuring unit 12 recognizes a lane boundary from an image outside the vehicle V captured by the camera of the external sensor 1, and measures the speed at which the vehicle V approaches the lane boundary. The lateral direction of the vehicle V for which the approach speed measuring unit 12 measures the speed coincides with the lateral direction of the vehicle V for which the lateral distance measuring unit 11 measures the distance.

  The arrival time calculation unit 13 calculates the time until the vehicle V reaches the lane boundary from the distance measured by the side distance measurement unit 11 and the speed measured by the approach speed measurement unit 12. The arrival time calculation unit 13 calculates the time until the vehicle V reaches the lane boundary by dividing the distance measured by the side distance measurement unit 11 by the speed measured by the approach speed measurement unit 12. .

  Note that when the vehicle V reaches the lane boundary, the side distance measuring unit 11 determines that the shortest distance among the distance between each part of the side surface of the vehicle V and the lane boundary is the distance between the vehicle V and the lane boundary. When it is measured as, it means that one of the side surfaces of the vehicle V reaches the lane boundary. The vehicle V reaches the lane boundary when the lateral distance measurement unit 11 measures the distance between the center of gravity of the vehicle V and the lane boundary as the distance between the vehicle V and the lane boundary. Means that the center of gravity of the vehicle reaches the lane boundary. When the vehicle V reaches the lane boundary, the lateral distance measuring unit 11 determines that the shortest distance among the distance between each of the front and rear center lines of the vehicle V and the lane boundary is the vehicle V and the lane boundary. When it is measured as a distance from the vehicle V, it means that any part of the center line before and after the vehicle V reaches the lane boundary. When the vehicle V reaches the lane boundary, the lateral distance measurement unit 11 determines that the longest distance among the distances between the respective parts on the side opposite to the lane boundary of the vehicle V and the lane boundary is determined by the vehicle. When measured as the distance between V and the lane boundary, it means that the entire vehicle V goes out of the lane boundary.

  The continuous curve determination unit 14 determines whether the lane in which the vehicle V travels is either a lane where right turns to left turns are continuous or a lane where left turns to right turns are continuous. In the following description, a lane in which a right turn is continuous from a left turn and a lane in which a left turn is continuous are referred to as a continuous curve. Continuous curves include right (or left) backward bending, right (or left) backward bending, and right (or left) serpentine folds. The continuous curve determination unit 14 recognizes, for example, the road sign and the lane boundary of the lane in which the vehicle V travels by using the camera of the external sensor 1, and determines whether the lane in which the vehicle V travels is a continuous curve. judge. The continuous curve determination unit 14 determines whether the lane in which the vehicle V travels is a continuous curve based on the shape of the lane included in the map information in the map database 4 at the position of the vehicle V measured by the GPS receiving unit 2. It may be determined whether or not.

  The inside-of-curve determination unit 15 determines whether the lane boundary line to which the vehicle V approaches is an inner lane boundary line or an outer lane boundary line of either a right turn or a left turn. The curve inside determination unit 15 recognizes a lane boundary from an image outside the vehicle V captured by the camera of the external sensor 1, and based on the recognized shape of the lane boundary (the direction in which the lane boundary turns). It is determined whether the lane boundary line to which the vehicle V approaches is an inner lane boundary line or an outer lane boundary line of either a right turn or a left turn. In addition, the inside-of-curve determination unit 15 determines whether the lane boundary line to which the vehicle V is approaching turns right or left based on the shape of the lane included in the map information of the map database 4 at the position of the vehicle V measured by the GPS receiving unit 2. May be determined as either the inner lane boundary or the outer lane boundary.

  Based on the time calculated by the arrival time calculation unit 13, the lane keeping control unit 16 issues a warning to prevent the vehicle V from departing from the lane, provides information, and performs a manual driving operation of the driver of the vehicle V. The lane keeping control is performed for either an automatic steering operation that does not depend on the vehicle, or an automatic braking operation that does not depend on the manual driving operation of the driver of the vehicle V.

  The notification of the warning means, for example, outputting, by a speaker of the HMI 7, an audible sound indicating that the vehicle V is about to deviate from the lane to a passenger including the driver of the vehicle V. The provision of the information means that a voice guidance for notifying that the vehicle V is about to deviate from the lane is output by a speaker of the HMI 7, and an image for notifying that the vehicle V is about to depart from the lane is displayed on the display of the HMI 7. Is to be displayed. In the voice guidance and the image, the direction in which the vehicle V departs from the lane, the time until the vehicle V departs from the lane, the driving operation for avoiding the vehicle V from departure from the lane, and the lane keeping control unit 16 are performed. The content of the lane keeping control to be performed may be included. The content of the lane keeping control is, for example, a level of support for the occupant of the vehicle V, such as a warning notification and an automatic steering operation.

  The automatic steering operation that does not depend on the manual driving operation of the driver of the vehicle V refers to, for example, driving the steering actuator of the actuator 6 so that the vehicle V returns to the center of the lane so that the vehicle V does not deviate from the lane. This is to control the steering angle of the vehicle V so as to travel in the center of the lane. In the automatic steering operation, at the same time as controlling the steering angle of the vehicle V, the steering actuator rotates the steering wheel of the vehicle V in accordance with the steering angle of the vehicle V to apply a reaction force to the steering wheel, thereby driving the vehicle V. The vehicle V may be instructed to perform a steering operation for avoiding the vehicle V deviating from the lane.

  The automatic braking operation that does not depend on the manual driving operation of the driver of the vehicle V is, for example, controlling the braking force of the vehicle V so that the vehicle V does not deviate from the lane by driving the brake actuator of the actuator 6. is there. In the automatic braking operation, at the same time as controlling the braking force of the vehicle V, the height of the brake pedal of the vehicle V is changed in accordance with the braking force of the vehicle V by the brake actuator, and the driver of the vehicle V receives the vehicle V. A braking operation for avoiding departure from the lane may be taught. The notification of the alarm, the provision of the information, the automatic steering operation, and the automatic braking operation may be performed in combination of two or more of these. For example, the automatic steering operation and the automatic braking operation may be performed simultaneously, and the automatic steering operation and the automatic braking operation may be performed simultaneously with the provision of the information.

  Hereinafter, the operation of the lane keeping device 100 of the present embodiment will be described. The operation described below is repeatedly performed every several [ms] to several hundred [ms]. As shown in FIG. 2, the side distance measurement unit 11 of the ECU 10 of the lane keeping device 100 measures the distance between the vehicle V and the lane boundary that divides the lane in which the vehicle V runs on the side of the vehicle V ( S1).

In the following description, it is assumed that the vehicle V travels in a lane 200 defined by a lane boundary 201 and a lane boundary 202 as shown in FIG. When the vehicle V enters the continuous curve entrance 210, a left turn 211 and a right turn 212 continue. Even after the lane 200 has passed the right turn 212, the lane 200 is a zigzag fold in which left turn (not shown) and right turn (not shown) are alternately continued. For example, the lateral distance measuring unit 11, in a continuous curve entrance 210, the distance d _in the vehicle V and the lane boundary lines 201 which corresponds to the inside of the left turn 211, the vehicle V and the lane boundary line corresponding to the outside of the turn 202 And the distance d _out between the two.

In the example of FIG. 3, in order to reduce the steering angle of the vehicle V when passing through the left turn 211 and the right turn 212 to reduce the acceleration to the side of the vehicle V, the driver of the vehicle V needs to be manually operated. the driving directions _{R M1,} the vehicle V in a continuous curve entrance 210 is located close to the lane line 202 serving as the outer turn 211, the vehicle V in the left turn 211 in close proximity to the inside of the lane boundary 201 left turn 211 To position.

Further, the vehicle V is positioned close to the lane boundary 201 outside the right turn 212 when the vehicle is turned left, and the vehicle V is turned right 212 when the vehicle is turned right by the manual driving route _RM2 by the manual driving operation of the driver of the vehicle V. Is located close to the lane boundary line 202 inside. Further, by the manual driving route _RM3 by the manual driving operation of the driver of the vehicle V, in the right turn 212, the vehicle V is located close to the lane boundary 202 outside the left turn (not shown) connected to the right turn 212, and turns right. The vehicle V is located closer to the lane boundary 201 inside a left turn (not shown) that is continuous with the right turn 212 as the vehicle V moves away from the 212.

  The approach speed measuring unit 12 of the ECU 10 of the lane keeping device 100 measures the speed v at which the vehicle approaches the lane boundary lines 201 and 202 on the side of the vehicle V (S2). In the example of FIG. 3, at the continuous curve entrance 210 and the left turn 211, the approach speed measuring unit 12 measures the speed v at which the vehicle V approaches the lane boundary 201, and at the right turn 212, the approach speed measuring unit 12 determines that the vehicle V The speed v approaching the lane boundary 202 is measured.

The arrival time calculation unit 13 of the ECU 10 of the lane keeping device 100 determines whether the vehicle V is in the lane based on the distances d _in and d _out measured by the side distance measurement unit 11 and the speed v measured by the approach speed measurement unit 12. The time to reach the boundaries 201 and 202 is calculated (S3).

  The continuous curve determination unit 14 of the ECU 10 of the lane keeping device 100 determines whether the lane 200 on which the vehicle V travels is a continuous curve (S4). Hereinafter, an operation in which the continuous curve determination unit 14 determines whether or not the lane 200 in which the vehicle V travels is a continuous curve will be described. As shown in FIG. 4, the continuous curve determination unit 14 uses the camera of the external sensor 1 to make a road sign 221 with a right (or left) backward bending as shown in FIG. It is determined whether a road sign 222 with right (or left) backward bending as shown in FIG. 5 or a road sign 223 with right (or left) winding as shown in FIG. 5C is recognized (S41). ).

  For example, in the example of FIG. 3, since the winding road sign 223 shown in FIG. 5C is recognized, the continuous curve determination unit 14 determines that the lane 200 is a continuous curve (S42). On the other hand, when the road signs 221, 222, and 223 are not recognized, the continuous curve determination unit 14 determines that the lane 200 is not a continuous curve (S43).

  When the continuous curve determination unit 14 determines that the lane 200 is a continuous curve (S42), the continuous curve determination unit 14 recognizes the shapes of the lane boundary lines 201 and 202 using the camera of the external sensor 1. The continuous curve determination unit 14 recognizes that the curve in one of the left and right directions has continued for a certain distance or more based on the image captured by the camera of the external sensor 1 (S44), and that the straight line has continued for a certain distance or more. When it is recognized (S45), the section of the continuous curve ends, and it is determined that the lane 200 is not a continuous curve (S43). The continuous curve determination unit 14 multiplies the elapsed time from when the one-way curve or straight line is recognized by the image captured by the camera of the external sensor 1 by the vehicle speed of the vehicle V detected by the vehicle speed sensor of the internal sensor 3. , The distance between a curve and a straight line in one direction can be calculated.

  On the other hand, when the continuous curve determination unit 14 does not recognize that the curve in one of the left and right directions has continued for a certain distance or more based on the image captured by the camera of the external sensor 1 (S44), When it is not recognized that the vehicle is running (S45), the section of the continuous curve is continued, and the process ends with determining that the lane 200 is a continuous curve.

  Returning to FIG. 2, when the continuous curve determination unit 14 determines that the lane 200 is a continuous curve (S4), the inside-of-curve determination unit 15 of the ECU 10 of the lane keeping device 100 determines the lane boundary where the vehicle V approaches. It is determined whether the lines 201 and 202 are the inner lane boundary lines 201 and 202 or the outer lane boundary lines 201 and 202 of the right turn 212 and the left turn 211 (S5).

  The continuous curve determination unit 14 determines that the lane 200 on which the vehicle V travels is a continuous curve (S4), and the curve inside determination unit 15 determines whether the lane boundary lines 201 and 202 approaching the vehicle V are right turn 212 or left turn 211. If it is determined that the lane boundary lines 201 and 202 are outside the vehicle (S5), and if the time calculated by the arrival time calculation unit 13 is equal to or less than the first threshold (S6), the lane keeping device 100 The lane keeping control unit 16 of the ECU 10 notifies a warning to prevent the vehicle V from deviating from the lane 200, provides information, an automatic steering operation that is not based on a manual driving operation of a driver of the vehicle V, and a vehicle V. One of the lane keeping controls of the automatic braking operation not depending on the driver's manual driving operation is performed (S8). When the time calculated by the arrival time calculation unit 13 exceeds the first threshold (S6), the lane keeping control unit 16 ends the process without performing the lane keeping control.

For example, as shown in FIG. 6, when the vehicle V approaches the lane boundary 202 outside the left turn 211 by the manual driving routes _RM4 and _RM5 by the manual driving operation of the driver of the vehicle V, the vehicle V The distance d _out between the vehicle and the lane boundary 202 is relatively long, and the time required for the vehicle V to reach the lane boundary 202 is relatively long. However, since the time required for the vehicle V to reach the lane boundary 202 is equal to or less than the first threshold set to a relatively large value, the lane keeping control unit 16 sets the automatic driving route R by the automatic steering operation. _{By A3} , lane keeping control is performed so that the vehicle V does not deviate from the lane 200.

  As shown in FIG. 2, even when the continuous curve determination unit 14 determines that the lane 200 on which the vehicle V travels is not a continuous curve (S5), the lane keeping control unit 16 also calculates the arrival time calculation unit 13. When the time calculated by is equal to or less than the first threshold (S6), the lane keeping control is performed (S8). When the lane 200 is not a continuous curve, it may be determined whether or not the lane keeping control is performed based on a threshold set to a value different from the first threshold. Further, when the lane 200 is not a continuous curve, it may be determined whether or not the lane keeping control is performed based on thresholds set to different values depending on whether the lane 200 is a straight line or a curve.

  The continuous curve determination unit 14 determines that the lane 200 on which the vehicle V travels is a continuous curve (S4), and the lane boundary lines 201 and 202 to which the vehicle V approaches approach the right turn 212 and left turn 211 by the curve inside determination unit 15. If it is determined that the vehicle is on one of the inner lane boundaries 201 and 202 (S5), the lane keeping control is performed when the time calculated by the arrival time calculator 13 is equal to or less than the second threshold (S7). The unit 16 performs lane keeping control (S8). When the time calculated by the arrival time calculation unit 13 exceeds the second threshold (S7), the lane keeping control unit 16 ends the process without performing the lane keeping control.

For example, as shown in FIG. 7, when the vehicle V approaches the lane boundary 201 inside the left turn 211 by the manual driving route _RM1 by the manual driving operation of the driver of the vehicle V, the vehicle V and the lane boundary is relatively short distance d _in the line 201, the vehicle V is a relatively short time to reach the lane boundary 201. If the automatic steering operation of the lane keeping control is performed, the vehicle V is caused to travel in the center of the lane 200 by the automatic driving route _RA1 by the automatic steering operation. However, since the time required for the vehicle V to reach the lane boundary 201 exceeds the second threshold set to a value smaller than the first threshold, as shown in FIG. Not done.

Similarly, when the vehicle V approaches the lane boundary 202 inside the right turn 212 by the manual driving route _RM2 by the manual driving operation of the driver of the vehicle V, the distance d between the vehicle V and the lane boundary 202 _in is relatively short, and the time required for the vehicle V to reach the lane boundary 202 is relatively short. If the automatic steering operation of the lane keeping control is performed, the vehicle V is caused to travel in the center of the lane 200 by the automatic driving route _RA2 by the automatic steering operation. However, since the time required for the vehicle V to reach the lane boundary 202 exceeds the second threshold set to a value smaller than the first threshold, as shown in FIG. Not done.

  Note that the second threshold may be set to 0, and the lane keeping control may be performed when the vehicle V reaches the lane boundaries 201 and 202. Further, when the side distance measurement unit 11 measures the distance between the center of gravity of the vehicle V and the lane boundary as the distance between the vehicle V and the lane boundary 201 or 202, or when the side distance measurement unit 11 When the shortest distance among the distances between the center line and the lane boundary is measured as the distance between the vehicle V and the lane boundary 201 or 202, or the side distance measuring unit 11 detects the lane boundary of the vehicle V. When the longest distance among the distances between the respective parts on the side surface opposite to the lines 201 and 202 and the lane boundary lines 201 and 202 is measured as the distance between the vehicle V and the lane boundary lines 201 and 202, By appropriately setting the threshold value of 2, the lane keeping control may be performed when the vehicle V crosses the lane boundaries 201 and 202 or when the vehicle V goes out of the lane boundaries 201 and 202.

  In the present embodiment, the lane 200 on which the vehicle V travels is determined to be a continuous curve by the continuous curve determination unit 14, and the lane boundary lines 201 and 202 to which the vehicle V approaches are determined by the inside curve determination unit 15. When it is determined that the vehicle is on the lane boundary 201 or 202, the time calculated by the arrival time calculator 13 is based on the first threshold when the vehicle approaches the lane boundary 201 or 202 outside the curve in the continuous curve. Is smaller than or equal to the second threshold value, the lane keeping control unit 16 performs the lane keeping control. That is, when the driver of the vehicle V intentionally causes the vehicle V to approach the lane boundary lines 201 and 202 inside the curve, the start timing of the lane keeping control is delayed, and the curve of the curve in the continuous curve is reduced. When approaching the outside lane boundary lines 201 and 202, the timing of starting the lane keeping control is advanced. Thereby, it is possible to prevent the vehicle V from deviating from the lane 200 while reducing unnecessary lane keeping control against the driver of the vehicle V on the continuous curve.

  In the present embodiment, unnecessary lane keeping control is reduced, so that the number of drivers who feel lane keeping control is troublesome is reduced. Therefore, the reliability of the lane keeping device 100 for the driver is improved. By improving the reliability of the lane keeping apparatus 100 for the driver, the number of drivers who turn off the lane keeping apparatus 100 mounted on the vehicle V is reduced, and the deviation of the vehicle V from the lane 200 is prevented more. Is more likely.

  As described above, the embodiments of the present invention have been described. However, the present invention is not limited to the above embodiments, but may be embodied in various forms.

DESCRIPTION OF SYMBOLS 1 ... External sensor, 2 ... GPS receiving part, 3 ... Internal sensor, 4 ... Map database, 5 ... Navigation system, 6 ... Actuator, 7 ... HMI, 10 ... ECU, 11 ... Lateral distance measuring part, 12 ... Approach speed Measurement unit, 13: arrival time calculation unit, 14: continuous curve determination unit, 15: inside curve determination unit, 16: lane keeping control unit, 100: lane keeping device, 200: lane, 201: lane boundary line, 202: lane boundary, 210 ... continuous curve entrance, 211 ... turn left, 212 ... turn right, V ... vehicle, U ... auxiliary equipment, d _{in ...} distance, _{d out ...} distance, v ... _{speed, R M1, R M2, R} M3, R _M4 , _RM5 : manual operation route, R _A1 , R _A2 , R _A3 : automatic operation route.

Claims (1)

A side distance measurement unit that measures the distance between the vehicle and a lane boundary that divides the lane in which the vehicle travels on the side of the vehicle,
An approach speed measurement unit that measures the speed at which the vehicle approaches the lane boundary line on the side of the vehicle,
The distance measured by the side distance measurement unit, and the speed measured by the approach speed measurement unit, from the arrival time calculation unit that calculates the time until the vehicle reaches the lane boundary,
A continuous curve determination unit that determines whether the lane in which the vehicle travels is one of the lanes in which right turns and left turns are continuous and the left and right turns are continuous.
A curve inside determination unit that determines whether the lane boundary line to which the vehicle approaches is either the inside lane boundary line of either a right turn or a left turn or the outside lane boundary line,
Based on the time calculated by the arrival time calculation unit, an alarm is issued to prevent the vehicle from departing from the lane, information is provided, and automatic steering is not performed by a manual driving operation of a driver of the vehicle. Operation, and a lane keeping control unit that performs any lane keeping control of automatic braking operation not depending on the manual driving operation of the driver of the vehicle,
With
The continuous curve determination unit includes:
The lane in which the vehicle travels is not recognized as the lane in which a curve in one of right and left turns is continuous for a predetermined distance or more, and the lane in which the vehicle travels is a straight line for a predetermined distance or more. When not recognized as a lane, it is determined that the lane in which the vehicle travels is either the lane where right turns to left turns are continuous and the lane where left turns are continuous to right turns,
The lane keeping control unit,
The lane in which the vehicle travels is determined by the continuous curve determination unit to be one of the lane in which right turn to left turn is continuous and the lane in which left turn is continuous to right turn, and the vehicle is determined by the curve inside determination unit. When it is determined that the approaching lane boundary line is the lane boundary line outside any of a right turn and a left turn, when the time calculated by the arrival time calculation unit is equal to or less than a first threshold. Performing the lane keeping control,
The lane in which the vehicle travels is determined by the continuous curve determination unit to be one of the lane in which right turn to left turn is continuous and the lane in which left turn is continuous to right turn, and the vehicle is determined by the curve inside determination unit. If it is determined that the approaching lane boundary is the lane boundary inside any of a right turn or a left turn, the time calculated by the arrival time calculation unit is smaller than the first threshold. A lane keeping device that performs the lane keeping control when the threshold value is equal to or less than a threshold value of 2.

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