JP7081339B2 - Vehicle control device and vehicle control method - Google Patents

Description

The present invention relates to a vehicle control device and a vehicle control method, and particularly to a steering assist technique.

Some vehicles such as automobiles have steering assist technology applied to avoid lane deviation as a kind of accident prevention technology. For example, Patent Document 1 discloses a technique for applying a steering force to prevent a vehicle from deviating from the lane when the vehicle is about to deviate from the lane.

In the technique disclosed in Patent Document 1, an in-vehicle camera detects a road outside line (partition line) and a roadside, and the roadside line is according to the width between the roadside line and the roadside (roadside band width). The starting point for applying steering force is set on the inside (lane side) of the.

In the technique disclosed in Patent Document 1, when the vehicle approaches the outside line of the lane, a steering force for returning the vehicle to the inside of the lane is applied, so that the vehicle moves toward the roadside side of the outside line of the lane. Deviation can be suppressed.

JP-A-2017-174017

However, in the technique disclosed in Patent Document 1, the driver may feel uncomfortable and annoyed, and may give a strong stress. Specifically, in the technique disclosed in Patent Document 1, steering force starts to be applied from a portion inside the roadside line regardless of whether the width between the roadside line and the roadside is wide or narrow. It is said that unnecessary intervention of steering assist may occur even in cases where the driver does not intend. In the technique disclosed in Patent Document 1 in which such a situation may occur, the driver may feel uncomfortable and annoyed, which may cause the driver to receive strong stress.

The present invention is intended to solve the above-mentioned problems, and makes the driver feel uncomfortable and annoyed while preventing accidents by suppressing deviation to the outside of the road. It is an object of the present invention to provide a vehicle control device and a vehicle control method that are less likely to cause stress.

The vehicle control device according to one aspect of the present invention is a vehicle control device that applies a steering force for suppressing the vehicle from deviating from the road according to a traveling situation to the vehicle, and is applied to the vehicle. The steering force generating unit that generates the steering force, the lane marking detection unit that detects the lane marking extending along the traveling direction of the vehicle on one side of the vehicle, and the side of the one side. A roadside detection unit that detects a roadside that is adjacent to the outside of the vehicle and extends along the traveling direction, and detections from the division line detection unit and the roadside detection unit. The results are sequentially acquired, and based on the acquired detection results, the roadside band width, which is the width in the vehicle width direction between the lane marking line and the roadside on the one side, is calculated. The vehicle control unit includes a width calculation unit and a vehicle control unit capable of instructing the steering force generation unit to apply the steering force to the vehicle, and the vehicle control unit responds to the roadside band width. Any part of the outer end of the division line and the part inside the outer end is selectively set as the starting point of applying the steering force in the vehicle width direction.

In the above-mentioned vehicle control device, the steering force is applied by the steering force generating unit from the outer end of the lane marking or the inside (lane side) of the lane marking, so that the vehicle deviates to the outside of the road. You can put it back in the lane before you do. Therefore, the above-mentioned vehicle control device can prevent accidents.

Further, in the above-mentioned vehicle control device, the steering force application start location is set to either the outer end of the lane marking line or the inner end portion of the outer end as described above according to the calculated roadside band width. Since it is set, the driver feels uncomfortable and annoyed as compared with the case where the steering force application start point is provided inside the lane marking regardless of the roadside band width as in the technique disclosed in Patent Document 1. Can be reduced, and the stress of the driver can also be reduced.

Therefore, in the vehicle control device according to the above aspect, it is difficult to give stress to the driver without causing a sense of discomfort and annoyance to the driver while preventing an accident by suppressing the deviation to the outside of the road.

In the vehicle control device according to the above aspect, when the vehicle control unit determines that the roadside band width is equal to or larger than a predetermined width, the vehicle control unit sets the steering force application start position at the outer end of the division line. When it is determined that the roadside band width is narrower than the predetermined width, the steering force application start location may be set to a location inside the division line.

In the above vehicle control device, when the roadside band width is equal to or larger than a predetermined width, the steering force application start point is set at the outer end of the lane marking, so that the steering force is not applied unless the vehicle exceeds the outer end of the lane marking. It is not given, and it is difficult for the driver to feel a sense of discomfort or annoyance.

On the other hand, in the above-mentioned vehicle control device, when the roadside band width is narrower than the predetermined width, the steering force application start point is set to the inside (lane side) of the lane marking, so that the vehicle goes out of the road. It is possible to surely suppress the occurrence of a situation that deviates from the above, and it is possible to ensure high safety.

In the vehicle control device according to the above aspect, the vehicle control unit applies a first steering force, which is the steering force based on the first steering characteristic, when the vehicle deviates from the application start point to the roadside side. When the vehicle is instructed to apply to the steering force generation unit and the vehicle deviates to the roadside side from the characteristic switching point set in the roadside zone between the division line and the roadside. , The steering force generation unit is instructed to apply the second steering force, which is the steering force larger than the first steering force, based on the second steering characteristic different from the first steering characteristic. In the vehicle width direction of the vehicle, it is also possible that the characteristic switching location is set at a location based on the road edge regardless of the width of the roadside band.

In the vehicle control device described above, the characteristic switching location is set to a location based on the road edge so as not to be affected by the width of the roadside band. Therefore, unless the vehicle exceeds the characteristic switching point, a relatively strong second steering force is not applied, and it is difficult for the driver to feel discomfort and annoyance.

On the other hand, when the vehicle exceeds the characteristic switching point, a relatively strong second steering force is applied to the vehicle, so that the vehicle can be more reliably suppressed from deviating to the outside of the road.

In the vehicle control device according to the above aspect, each of the first steering characteristic and the second steering characteristic has a steering force increasing portion in which the steering force gradually increases from the side of the lane marking to the side of the roadside. At least, the first steering characteristic has a steering force maintaining portion in which the steering force is maintained at a predetermined magnitude on the roadside side of the region where the steering force increasing portion is provided. The characteristic switching portion is a portion set on the steering force maintenance unit of the first steering characteristic, and the vehicle control unit maintains the steering force of the first steering characteristic in the vehicle width direction of the vehicle. It is also possible to widen or narrow the setting area of the portion according to the roadside band width.

In the above-mentioned vehicle control device, since the setting area of the steering force maintaining portion of the first steering characteristic is widened according to the roadside band width, the steering force increasing portion of the first steering characteristic and the steering of the second steering characteristic are steered. The steering force is sufficiently applied to the vehicle as compared with the case where the setting area of the force increasing portion is widened and narrowed. Therefore, the above-mentioned vehicle control device can more reliably suppress the vehicle from deviating to the outside of the road, and is suitable for ensuring high safety.

The vehicle control method according to one aspect of the present invention is a vehicle control method for imparting a steering force to the vehicle for suppressing the vehicle from deviating from the road according to a traveling situation, and is one of the vehicles. A lane marking detection step for detecting a lane marking extending along the traveling direction of the vehicle on the side of the side, and a lane marking detection step on the side of the one side, adjacent to the outside of the vehicle and above the lane marking, and The steering force can be applied to the vehicle based on the roadside detection step for detecting the roadside extending along the traveling direction and the detection results detected in the lane marking detection step and the roadside detection step. The steering force applying step includes a steering force applying step, which calculates a roadside band width which is a width in the vehicle width direction of the vehicle between the dividing line and the roadside on the one side. The vehicle has a roadside band width calculation sub-step, and in the steering force applying step, any part of the outer end of the division line and the part inside the outer end is set according to the roadside band width. It is selectively set as a starting point for applying the steering force in the width direction.

In the above vehicle control method, since the steering force is applied in the steering force application step from the outer end of the lane marking or the inside (lane side) of the lane marking, the vehicle deviates to the outside of the road. You can put it back in the lane before you do. Therefore, the above vehicle control method can prevent accidents.

Further, in the above-mentioned vehicle control method, the steering force application start point is set to the outer end of the lane marking line or a place inside the outer end as described above according to the roadside band width calculated in the roadside band width calculation substep. Since it is set at any of the above locations, the operation is performed as compared with the case where the steering force application start location is provided inside the lane marking regardless of the roadside band width as in the technique disclosed in Patent Document 1. It is possible to reduce the discomfort and annoyance that the person remembers, and it is also possible to reduce the stress of the driver.

Therefore, in the vehicle control method according to the above aspect, it is difficult to give stress to the driver without causing a sense of discomfort and annoyance to the driver while preventing an accident by suppressing the deviation to the outside of the road.

In the vehicle control method according to the above aspect, in the steering force application step, when it is determined that the roadside band width is equal to or larger than a predetermined width, the steering force application start location is set at the outer end of the division line. When it is determined that the roadside band width is narrower than the predetermined width, the steering force application start location may be set to a location inside the division line.

In the above vehicle control method, when it is determined in the steering force application step that the roadside band width is equal to or larger than a predetermined width, the steering force application start point is set at the outer end of the lane marking, so that the vehicle is on the lane marking. Steering force is not applied unless it exceeds the outer end, and it is difficult for the driver to feel discomfort or annoyance.

On the other hand, in the above vehicle control method, when it is determined in the steering force application step that the roadside band width is narrower than the predetermined width, the steering force application start location is set to a location inside the lane marking line (lane side). Therefore, it is possible to reliably suppress the occurrence of a situation in which the vehicle deviates to the outside of the road, and it is possible to ensure high safety.

In the vehicle control method according to the above aspect, the steering force applying step is a first steering force which is the steering force based on the first steering characteristic when the vehicle deviates from the application start point to the roadside side. When the vehicle deviates from the characteristic switching point set in the roadside zone between the lane marking line and the roadside to the roadside side, the first steering force applying substep is applied. Based on the second steering characteristic different from the first steering characteristic, the steering force further includes a second steering force applying substep for imparting a second steering force which is the steering force larger than the first steering force. In the granting step, the characteristic switching portion in the vehicle width direction of the vehicle may be set to a location based on the roadside regardless of the width of the roadside band.

In the above vehicle control method, the characteristic switching point is set to the point based on the road edge so as not to be affected by the width of the roadside band. Therefore, unless the vehicle exceeds the characteristic switching point, a relatively strong second steering force is not applied, and it is difficult for the driver to feel discomfort and annoyance.

On the other hand, when it is determined that the vehicle exceeds the characteristic switching point, a relatively strong second steering force is applied to the vehicle, so that the vehicle can be more reliably suppressed from deviating to the outside of the road. ..

In the vehicle control method according to the above aspect, each of the first steering characteristic and the second steering characteristic has a steering force increasing portion in which the steering force gradually increases from the side of the lane marking to the side of the roadside. At least, the first steering characteristic has a steering force maintaining portion in which the steering force is maintained at a predetermined magnitude on the roadside side of the region where the steering force increasing portion is provided. The characteristic switching portion is a portion set on the steering force maintaining portion of the first steering characteristic, and in the steering force applying step, the steering force maintaining portion of the first steering characteristic is used as the vehicle of the vehicle. It is also possible to set the setting area in the width direction so as to widen or narrow according to the roadside band width.

In the above vehicle control method, in the steering force applying step, the setting area of the steering force maintaining portion of the first steering characteristic is widened according to the roadside band width, so that the steering force increasing portion of the first steering characteristic and the first 2 The steering force is sufficiently applied to the vehicle as compared with the case where the setting area of the steering force increasing portion of the steering characteristic is widened and narrowed. Therefore, the above-mentioned vehicle control method can more reliably suppress the vehicle from deviating to the outside of the road, and is suitable for ensuring high safety.

In each of the above aspects, it is difficult to give stress to the driver without causing a sense of discomfort and annoyance to the driver while preventing an accident by suppressing the deviation to the outside of the road.

It is a schematic diagram which shows the schematic structure of the vehicle which concerns on embodiment. It is a block diagram which shows the control composition of a vehicle. It is a schematic diagram for demonstrating the detection of a lane marking and a roadside by an outdoor camera. It is a schematic diagram which shows the position of a vehicle and a lane marking and a roadside. It is a flowchart which shows the steering control method which a control unit executes. It is a schematic diagram which shows the relationship between the position of a lane marking and a roadside, and the steering torque applied. (A) is a schematic diagram showing a state in which the vehicle has begun to deviate to the roadside side beyond the lane marking line, and (b) shows a state in which the vehicle further deviates from the roadside zone to the roadside side. It is a schematic diagram. It is a flowchart which shows the setting method of the 1st steering torque application start place by a control unit. It is a schematic diagram which shows the reference table stored in the table storage part. (A) is a schematic diagram showing a first steering torque application start point when the roadside band width is relatively wide, and (b) is a first steering torque when the roadside band width is narrower than when (a). It is a schematic diagram which shows the grant start place. It is a schematic diagram which shows the 1st steering torque application start place in the case where the roadside band width is narrower than the case of FIG. 10B.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. The form described below is an example of the present invention, and the present invention is not limited to any of the following forms except for its essential configuration.

In the figures used in the following description, "Fr" is the front (direction of travel) of the own vehicle, "Re" is the rear of the own vehicle, "Le" is the left side of the own vehicle, and "Ri" is the right side of the own vehicle. Show the direction.

[Embodiment]
1. 1. Schematic Configuration of Vehicle 1 The schematic configuration of vehicle 1 according to the present embodiment will be described with reference to FIGS. 1 and 2.

As shown in FIG. 1, the vehicle 1 includes an engine 2 as a power source. In the vehicle 1 according to the present embodiment, a multi-cylinder gasoline engine is adopted as an example of the engine 2.

A transmission 3 is connected to the engine 2, and a differential gear 4 is connected to the transmission 3. A drive shaft 5 extends from the differential gear 4 in the left-right direction. Left and right front wheels 6l and 6r are attached to the ends of the drive shaft 5.

The drive shaft 5 is provided with a left front brake 7l in a portion close to the left front wheel 6l and a right front brake 7r in a portion close to the right front wheel 6r.

Left and right rear wheels 8l and 8r are arranged behind the vehicle 1. Each of the left and right rear wheels 8l and 8r is attached to a rear arm (not shown). The shaft that pivotally supports the left rear wheel 8l (not shown) is provided with a left rear brake 9l, and the shaft that pivotally supports the right rear wheel 8r (not shown) is provided with a right rear brake 9r. There is.

As shown in FIG. 1, a steering handle 10 is arranged in the front portion of the driver's seat in the vehicle interior of the vehicle 1. The steering handle 10 is attached to the tip end portion of the steering shaft 11. The other end of the steering shaft 11 is connected to the steering gear 12. Further, a steering actuator 14 is connected to the steering shaft 11, and steering torque (steering force) can be applied to the steering shaft 11. That is, in the vehicle 1, the steering actuator 14 functions as a steering force generating unit that generates steering force.

A tie rod 13 is connected to the steering gear 12. As the tie rod 13 moves to the left and right, the directions of the front wheels 6l and 6r are changed.

As shown in FIG. 1, the vehicle 1 is provided with three radars 15, 16 and 17 and an outdoor camera (imaging device) 18. Of the three radars 15, 16 and 17, the radar 15 is arranged in the front portion of the vehicle 1, and the remaining two radars 16 and 17 are arranged in the side portion of the vehicle 1. These radars 15, 16 and 17 have a function of detecting vehicles around the own vehicle (vehicle 1) and detecting the relative speed and relative distance between the vehicle 1 and the surrounding vehicles.

The vehicle outdoor camera 18 detects the lane marking and the roadside in front of the vehicle 1. That is, in the vehicle 1 according to the present embodiment, the lane marking detection unit (roadway outside line detection unit, roadway center line detection unit) that detects the lane markings (roadway outside line, roadway center line, etc.) on both sides of the traveling lane. It is a roadside detection unit that detects a roadside located on the outer side of the lane marking.

Further, the vehicle 1 is provided with a map information storage unit 19. The map information storage unit 19 stores information about the road on which the vehicle 1 travels. The map information stored in the map information storage unit 19 also includes lane information on the road.

The map information storage unit 19 may have a function of communicating with an external server, and can sequentially communicate with the server to acquire information related to road information and the like. It is also possible to configure to.

Further, the vehicle 1 is provided with an alarm device 20 capable of issuing an alarm to the occupants on board.

Further, the vehicle 1 is also provided with a control unit (vehicle control unit) 21. The control unit 21 includes a microprocessor composed of a CPU, a ROM, a RAM, and the like, and as shown in FIGS. 1 and 2, the radars 15, 16, 17, the outdoor camera 18, and the vehicle outdoor camera 18. It is connected to the map information storage unit 19 and the like, and is configured to receive various types of information.

Further, the control unit 21 can give a command to the engine 2, the steering actuator 14, the alarm device 20, and the brakes 7l, 7r, 9l, 9r based on the received information.

Further, as shown in FIG. 2, the control unit 22 includes a first steering torque applying unit (first steering force applying unit) 211, a second steering torque applying unit (second steering force applying unit) 212, and a roadside band width calculation. It has a unit 213, a first steering torque application start location setting unit 214, and a table storage unit 215. These will be described later.

2. 2. Detection of lane markings DLL, _DLR and roadside _ERL by the outdoor camera 18 Detection of lane _{markings DLL} , _DLR and roadside _ERL by the outdoor camera 18 will be described with reference to FIG. FIG. 3 is a schematic diagram for _explaining the detection of the lane markings _DLL , _DLR and the roadside ERL by the vehicle outdoor camera 18.

As shown in FIG. 3, the vehicle outdoor camera 18 provided on the vehicle interior side of the front windshield of the vehicle 1 can detect the range θ ₁₈ on the front side of the vehicle 1.

Here, in the present embodiment, as an example, the vehicle 1 is traveling in the left traveling lane (lane) LN. A left lane marking line (roadway outside line) DLL is provided on the left side of the lane _LN , and a right lane marking line (roadway center line) _DLR is provided on the right side of the lane LN. Further, on the left side of the roadside line _DLL , there is a roadside _ERL with the roadside zone RS in between.

The outdoor camera 18 can at least detect the roadway outer line _DLL , the roadway center line _DLR , and the roadside _ERL . In the detection of the roadway outer line DLL and the roadway center line DLL by the vehicle outdoor camera 18, the _outer ends _EDLL and _EDLR of the respective lane _{markings DLL} and _DLR can also be detected.

The roadside _ERL is a boundary between the roadside zone RS on the left side (outside) of the roadside line _DLL and the roadside OR. As for the roadside _ERL , various forms are stored in the control unit 21 according to the road condition, and finally, the road information acquired by the control unit 21 from the map information storage unit 19 is also taken into consideration. , It is determined that the roadside is _ERL .

3. 3. Driving condition of vehicle 1 Next, the traveling condition of vehicle 1, which is assumed as an example, will be described with reference to FIG. FIG. 4 is a schematic diagram showing the positions of the vehicle 1 and the lane _{markings DLL} , _DLR and the roadside ERL when the vehicle 1 is viewed from the rear.

As shown in FIG. 4, the vehicle 1 is traveling in the lane LN. The roadside line DLL detected by the vehicle outdoor camera 18 is on the left side of the vehicle 1, and the _{roadside ERL} is on the left side. In the present embodiment, as an example, the roadside OR outside the roadside _ERL is one step higher than the roadside zone RS between the lane _LN and the roadside _ERL and the roadside ERL due to the curb. .. Further, the roadway center line _DLR exists on the right side of the vehicle 1.

The width between the left side end _EVCL of the vehicle, which is the left side end of the vehicle 1 (the side end of the vehicle 1), and the left side division line outer end _EDL of the road outside line _DLL is W1L. Further, the width between the vehicle left end _EVCL and the roadside _ERL in the vehicle 1 is W2L. Then, in the situation shown in FIG. 4, the width of the roadside zone RS is W3L (= W2L-W1L).

On the other hand, the width between the vehicle right end _EVCR , which is the outer end on the right side of the vehicle 1, and the right side division line outer end _EDLR of the roadway center line _DLR is W1R.

4. Steering control by the control unit 21 An example of steering control by the control unit 21 will be described with reference to FIGS. 5 to 7. FIG. 5 is a flowchart showing a steering control method executed by the control unit 21, and FIG. 6 is a schematic diagram showing the relationship between the positions of the roadside line _DLL and the roadside _ERL and the applied steering torque. 7 (a) is a schematic diagram showing a state in which the vehicle 1 has begun to deviate from the roadside zone beyond the roadside line _DLL , and FIG. 7 (b) is a schematic diagram showing a state in which the vehicle 1 further crosses the roadside zone. It is a schematic diagram which shows the state which deviated to the roadside _ERL side.

As shown in FIG. 5, the control unit 21 _acquires the detection results (detection results of the roadway outer line DLL, the roadway center line _DLR , and the roadside _ERL ) from the vehicle outdoor camera 18 (step S1). .. The control unit 21 calculates each value W1L, W1R, W2L, W3L shown in FIG. 4 based on the acquired detection result. The roadside band width W3L is calculated by the roadside band width calculation unit 213 (see FIG. 2).

The control unit 21 determines whether or not the vehicle left end E _VCL exceeds (or deviates from) the road end _ERL side of the left side section line outer end _EDL of the roadside outer line _DLL (step S2).

In the example of steering control shown in FIGS. 5 to 7, the left side section line outer end _EDL of the road outside line _DLL is set as a “location with reference to the section line”. The method of setting this "location based on the lane marking" will be described later.

The control unit 21 returns when it is determined that the vehicle left end _EVCL does not deviate from the roadside _ERL side of the roadside line DLL ₍ step S2: No).

On the other hand, when the control unit 21 determines that the vehicle left end _{EVCL deviates} from the left side division line outer end EDL of the roadside outer line _DLL to the roadside _ERL side (step S2: Yes), the first step is made. The steering torque applying unit 211 commands the steering actuator 14 to apply steering torque (first steering force) based on the first steering characteristic (step S3). As shown in FIG. 7A, the steering actuator 14 that has received the command moves the vehicle 1 that is about to deviate to the roadside _ERL side as shown by arrow A to the center side of the lane LN as shown by arrow ST1. Apply steering torque to return.

As shown in FIG. 6, in the first steering characteristic CH1, the steering torque is set according to the position in the direction toward the roadside _ERL with the left side division line outer end _EDL of the roadside outer line _DLL as the base point. It is a characteristic that has been made. Specifically, the first steering characteristic CH1 includes a torque increase part (steering force increase part) L1 that gradually increases to the first torque value TO1 in the range from the left side section line outer end _EDLL to the point P2 in the roadside band RS. It has a torque maintenance unit L2 in which the first torque value TO1 is maintained in the range from the point P2 to the point (characteristic switching point) P1. The characteristic switching point P1 is set to a place based on the roadside _ERL in the roadside zone RS in the vehicle width direction of the vehicle 1.

As shown in FIG. 6, in the present embodiment, the inclination of the torque increasing portion L1 in the first steering characteristic CH1 is (TO1 / W6).

Returning to FIG. 5, the control unit 21 is instructed to apply the steering torque (first steering force) based on the first steering characteristic to the steering actuator 14, and the left end _EVCL of the vehicle is the characteristic switching point. It is determined whether or not the vehicle protrudes (deviations) from P1 to the outside (roadside _ERL side) (step S4). When the control unit 21 determines that the vehicle left end _EVCL does not deviate from the characteristic switching point P1 to the roadside _ERL side (step S4: No), the control unit 21 returns to the determination in step S2.

Here, by applying the steering torque (first steering torque) based on the first steering characteristic CH1, the left side division line outer end _EDLL of the vehicle 1 is on the right side of the left side division line outer end _EDLL of the road outside line _DLL . When returning to the center side of the lane LN), the determination in step S2 becomes “No”, the vehicle returns, and the command for applying the steering torque to the steering actuator 14 is also canceled.

On the other hand, when the control unit 21 determines that the vehicle left end _EVCL deviates from the characteristic switching point P1 to the roadside _ERL side (step S4: Yes), the second steering torque applying unit 212 is the steering actuator. 14 is instructed to apply steering torque (second steering force) based on the second steering characteristic (step S5). That is, the control unit 21 commands the steering actuator 14 to switch from the first steering characteristic CH1 to the second steering characteristic and apply steering torque (second steering force).

As shown in FIG. 7B, the steering actuator 14 that has received the command moves the vehicle 1 that is about to deviate further toward the roadside _ERL side as shown by arrow B toward the center side of the lane LN as shown by arrow ST2. A stronger steering torque (second steering force) than before (than the first steering force) is applied so as to return.

As shown in FIG. 6, the second steering characteristic CH2 is a characteristic in which the steering torque is set corresponding to the position in the direction toward the roadside _ERL with the location P3 in the roadside zone RS as the base point. Specifically, the second steering characteristic CH2 has a torque increasing portion (steering force increasing portion) L3 that gradually increases to the second torque value _TO2 in the range from the location P3 to the roadside _ERL , and the outer side of the roadside ERL (the steering force increasing portion) L3. It has a torque maintenance unit L4 in which the second torque value TO2 is maintained in the range of the roadside OR).

As shown in FIG. 6, in the present embodiment, the inclination of the torque increasing portion L3 in the second steering characteristic CH2 is (TO2 / W7), and in the present embodiment, as an example, the above-mentioned first steering characteristic It is set to be substantially the same as the inclination (TO1 / W6) of the torque increasing portion L1 in CH1.

Further, since the first steering characteristic CH1 and the second steering characteristic CH2 overlap in the range from the location P3 to the characteristic switching location P1, the steering torque based on the second steering characteristic CH2 is actually applied. It is the range of the width _W5 from the characteristic switching point P1 to the roadside ERL.

Further, the width W8 from the outer end EDL of the left side division line to the location P3 which is the base point of the second steering characteristic CH2 changes in conjunction with the width (W4-W6) which changes according to the width _W3L of the roadside zone RS. ..

Returning to FIG. 5, the control unit 21 is instructed to apply the steering torque (second steering force) based on the second steering characteristic CH2 to the steering actuator 14, and the vehicle left end _EVCL is on the roadside. It is determined whether or not the vehicle is close to the _ERL (step S6). When the control unit 21 determines that the left end _EVCL of the vehicle is not close to the roadside _ERL (step S6: No), the control unit 21 returns to the determination of step S4. The "proximity" in the determination in step S6 can be changed depending on the road condition, the vehicle speed, and the like. As an example, it is possible to specify a state of being close to 1 to 5 cm.

Here, when returning to the determination in step S4, by applying the steering torque (second steering torque) based on the second steering characteristic CH2, the left side section line outer end _EDLL of the vehicle 1 is on the right side of the characteristic switching point P1. When returning to (the center side of the lane LN), the determination in step S4 becomes “No”, and the determination returns to step S2. Then, similarly to the above, by applying the steering torque based on the second steering characteristic CH2, the left side division line outer end _{EDL of the vehicle 1 is on the right side of the left side division line outer end EDLL of the road outside line DLL ( of} the lane LN). When returning to the center side), the determination in step S2 becomes “No”, the vehicle returns, and the command for applying the steering torque to the steering actuator 14 is also canceled.

On the other hand, when the control unit 21 determines that the vehicle left end _EVCL is close to the roadside ERL (step S6: Yes), the control unit 21 activates the brakes _7l , 7r, 9l, 9r to operate the engine 2. The vehicle speed is decelerated by reducing the number of revolutions (step S7), and the alarm device 20 is instructed to issue an alarm (step S8).

5. How to set the first steering torque application start location P4 by the control unit 21 The method of setting the first steering torque application start location P4 executed by the first steering torque application start location setting unit 214 in the control unit 21 is shown in FIGS. 11 will be described. FIG. 8 is a flowchart showing a method of setting the first steering torque application start location P4 by the first steering torque application start location setting unit 214 of the control unit 21, and FIG. 9 is a reference stored in the table storage unit 215. It is a schematic diagram which shows the table Tab. Further, FIG. 10A is a schematic diagram showing a first steering torque application start location P4 when the width W3L of the roadside zone RS is relatively wide, and FIG. 10B is a schematic diagram showing the width W3L of the roadside zone RS. It is a schematic diagram which shows the 1st steering torque application start point P4 when it is narrower than the case of FIG. 10 (a), and FIG. 1 It is a schematic diagram which shows the steering torque application start point P4.

As shown in FIG. 8, the first steering torque application start location setting unit (steering force application start location setting unit) 214 of the control unit 21 has a detection result (roadside line _DLL , roadside E) from the vehicle outdoor camera 18. The imaged data regarding the _RL ) is acquired (step S11), and it is determined whether or not the roadside line (section line) _DLL and the roadside _ERL are detected (step S12). When it is determined that one or both of the roadside line _DLL and the roadside _ERL are not detected (step S12: No), the first steering torque application start location setting unit 214 returns.

On the other hand, when the first steering torque applying start point setting unit 214 of the control unit 21 determines that both the roadside line _DLL and the roadside _ERL are detected (step S12: Yes), the roadside band width The calculation unit 213 calculates the width W3L of the roadside zone RS (step S13).

Whether the width (W4 + W5) of the first steering torque application start location setting unit 214 of the control unit 21 is equal to or less than the width W3L using the calculation result of the width W3L of the roadside band RS calculated by the roadside band width calculation unit 213. It is determined whether or not (step S14).

When the first steering torque applying start location setting unit 214 determines in step S14 that the width (W4 + W5) is the width _W3L or less (step S14: Yes), the left side of the road outside line (partition line) DLL. The first steering torque application start point P4 is set so as to match the lane marking outer end E _DLL . In this way, the first steering torque application start point P4 is set so as to match the left side section line outer end _EDL of the road outer line (section line) _DLL , that is, No. in the reference table Tab shown in FIG. .. This is the case of 9 to 34.

Here, as in the reference table Tab, in the vehicle 1 according to the present embodiment, the minimum value of the width W4 is set to "40 cm". Therefore, when the width _W3L of the roadside zone RS is “75 vm” or more, the first steering torque is applied to the start point P4 so as to match the left side section line outer end EDL of the roadside outer line (section line) _DLL . Is set.

As shown in FIGS. 10A and 10B, when the width (W4 + W5) is the width _W3L or less, the first steering torque application start point P4 is the left side section of the road outer line (section line) DLL. It is set to match the _EDL at the outer end of the line. Then, as shown in FIGS. 10 (a) and 10 (b), the distance between the first steering torque application start point P4 and the characteristic switching point P1 according to the width W3L of the roadside band RS. (Width W4) is variable. In other words, as shown in FIG. 8, the position of the characteristic switching point P1 is set to the inside (step _S16 ) by the width _W5 from the roadside ERL (step S16), and the roadside band RS. Not variable by width W3L.

On the other hand, when the first steering torque applying start location setting unit 214 determines in step S14 that the width (W4 + W5) is wider than the width _W3L (step S14: No), the road outside line (partition line) DLL The first steering torque application start point P4 is set at a place closer to the inside (center side of the lane LN) by the width (W4 + W5-W3L) than the outer end _EDLL of the left side division line (step S17). Also in this case, the setting of the characteristic switching point P1 is the same as above (step S16).

As described above, the first steering torque application start point P4 is set inside the road outside line _DLL in No. 1 in the reference table Tab shown in FIG. This is the case of 1 to 8. Then, as shown in FIG. 11, the first steering torque application start location P4 is set inside the DLL on the outside line of the road.

In the vehicle 1 that executes the steering control as described above, the steering torques ST1 and ST2 are applied from the steering actuator 14 to the outer end (left side lane outer end _EDLL ) of the lane marking (laneway outer line _DLL ) or the roadway. Since it is decided to start from the first steering torque application start point P4 inside the outside line DLL (on the lane _LN side), the vehicle 1 can be returned to the lane LN before deviating to the off-road OR. .. Therefore, in the vehicle 1 according to the present embodiment, it is possible to prevent accidents.

Further, in the vehicle 1 according to the present embodiment, the first steering torque ST1 application start location P4 is set to the roadside zone width calculation unit 213 according to the width _W3L of the roadside zone RS as described above. Since it is variable inside and outside of the above, the driver feels a sense of discomfort as compared with the case where the steering force application start point is provided inside the lane marking regardless of the roadside band width as in the technique disclosed in Patent Document 1. It is possible to reduce the annoyance and stress of the driver.

Therefore, in the vehicle 1 according to the present embodiment, while suppressing the deviation to the off-road OR as described above to prevent an accident, the driver does not feel uncomfortable and annoyed, and stress is applied. Hard to give.

[Modification example]
In the above embodiment, the setting of the first steering torque application start location P4 by the control unit 21 is referred to the reference table Tab in which the first steering torque application start location P4 and the width W3L of the roadside zone RS are associated with each other. Although it has been decided, the present invention is not limited thereto. For example, the calculated width W3L of the roadside zone RS may be sequentially calculated for the first steering torque application start point P4 via an arithmetic expression set in the control unit in advance.

Further, in the above embodiment, when the vehicle left end _EVCL is close to the roadside _ERL , the vehicle speed is reduced and an alarm is issued, but these are not essential. Further, only one of the deceleration of the vehicle speed and the issuance of an alarm may be performed.

Further, in the above embodiment, the torque maintaining unit L4 is also provided for the second steering characteristic CH2, but this is also not essential. For example, when the left end of the vehicle comes into contact with or exceeds the road edge, the vehicle may be stopped without applying steering torque.

Further, when the left end of the vehicle is close to the roadside, the alarm 20 is instructed to issue an alarm, and the engine 2 and the brakes 7l, 7r, 9l, 9r are instructed to issue an alarm. It is also possible to instruct the vehicle to slow down.

Further, in the above embodiment, the engine 2 is adopted as the power source of the vehicle 1, but the present invention is not limited to this. For example, it is also applicable when an electric motor is used as a drive source.

Further, in the above embodiment, it is assumed that the vehicle 1 is traveling in the left lane LN, but the present invention is not limited to this. For example, it can be applied to the case of right-hand traffic. In this case, the first steering torque application start point can be set based on the width of the roadside band between the lane marking on the right side and the road end on the right side of the lane marking line.

Further, in the above embodiment, the steering torque (steering force) applied to the vehicle 1 by the combination of the steering torque ST1 based on the first steering characteristic CH1 and the steering torque ST2 based on the second steering torque CH2 is used. The present invention is not limited thereto. For example, only the steering torque based on the first steering characteristic may be applied to the vehicle, or conversely, only the steering torque based on the second steering characteristic may be applied to the vehicle. Further, the steering torque based on the characteristics different from the first steering characteristic and the second steering characteristic may be applied to the vehicle. As an example of the different characteristics, the steering torque value gradually increases from the lane side to the roadside side, and the steering torque of a certain strength is continuously applied from the steering torque application start point to the roadside. Characteristics can also be adopted.

1 Vehicle 14 Steering actuator (steering force generator)
18 Outdoor camera (section line detection unit, roadside detection unit)
21 Control unit (vehicle control unit)
211 1st steering torque application unit 212 2nd steering torque application unit 213 Roadside band width calculation unit 214 1st steering torque application start location setting unit (steering force application start location setting unit)
215 Table storage part _DLL left side lane marking (outside line of the road)
E- _DLL left side division line outer end (partition line outer end)
_ERL Roadside P4 1st steering torque application start point LN lane (lane)
OR off-road RS roadside zone

Claims (8)

A vehicle control device that applies a steering force to the vehicle to prevent the vehicle from deviating from the road according to the driving situation.
A steering force generating unit that generates the steering force to the vehicle, and a steering force generating unit,
A lane marking detection unit that detects a lane marking extending along the traveling direction of the vehicle on one side of the vehicle.
A roadside detection unit that detects a roadside that is on one side of the vehicle, is adjacent to the outside of the vehicle from the lane marking line, and extends along the traveling direction.
Each detection result from the lane marking detection unit and the roadside detection unit is sequentially acquired, and based on the acquired detection result, the vehicle between the lane marking and the roadside on one side of the vehicle. A vehicle control unit that has a roadside band width calculation unit that calculates the roadside band width, which is the width in the vehicle width direction, and can instruct the steering force generation unit to apply the steering force to the vehicle.
Equipped with
The vehicle control unit uses any of the outer end of the section line and the portion inside the outer end as the starting point for applying the steering force in the vehicle width direction, depending on the roadside band width. Selectively set,
Vehicle control unit. In the vehicle control device according to claim 1,
The vehicle control unit
When it is determined that the roadside band width is equal to or larger than a predetermined width, the steering force application start location is set at the outer end of the division line.
When it is determined that the roadside band width is narrower than the predetermined width, the steering force application start location is set at a location inside the division line.
Vehicle control unit. In the vehicle control device according to claim 1 or 2.
The vehicle control unit applies the steering force, which is the steering force based on the first steering characteristic, when the vehicle deviates from the application start location to the roadside side. When the vehicle deviates to the roadside side from the characteristic switching point set in the roadside zone between the lane marking line and the roadside, the first steering characteristic is different from the first steering characteristic. Based on the second steering characteristic, the steering force generation unit is instructed to apply the second steering force, which is the steering force larger than the first steering force.
In the vehicle width direction of the vehicle, the characteristic switching location is set to a location with reference to the road edge regardless of the width of the roadside band.
Vehicle control unit. In the vehicle control device according to claim 3,
Each of the first steering characteristic and the second steering characteristic has a steering force increasing portion in which the steering force gradually increases from the side of the lane marking to the side of the roadside.
At least the first steering characteristic has a steering force maintaining portion in which the steering force is maintained at a predetermined magnitude on the roadside side of the region where the steering force increasing portion is provided.
The characteristic switching location is a location set on the steering force maintenance unit of the first steering characteristic.
The vehicle control unit widens and narrows the set area of the steering force maintaining unit of the first steering characteristic in the vehicle width direction of the vehicle according to the roadside band width.
Vehicle control unit. It is a vehicle control method in which a steering force for suppressing a vehicle from deviating from the road is applied to the vehicle according to a driving situation.
A lane marking detection step for detecting a lane marking extending along the traveling direction of the vehicle on one side of the vehicle, and a lane marking detection step.
A roadside detection step for detecting a roadside that is on one side of the vehicle, is adjacent to the outside of the vehicle from the lane marking line, and extends along the traveling direction.
A steering force applying step capable of applying the steering force to the vehicle based on the detection results detected in the lane marking detection step and the roadside detection step, and a steering force applying step.
Equipped with
The steering force applying step has a roadside band width calculation sub-step for calculating a roadside band width which is a width in the vehicle width direction of the vehicle between the section line and the roadside on one side. ,
In the steering force applying step, depending on the roadside band width, any of the outer end of the section line and the part inside the outer end is the starting point of applying the steering force in the vehicle width direction. Selectively set as,
Vehicle control method. In the vehicle control method according to claim 5,
In the steering force applying step,
When it is determined that the roadside band width is equal to or larger than a predetermined width, the steering force application start location is set at the outer end of the division line.
When it is determined that the roadside band width is narrower than the predetermined width, the steering force application start location is set at a location inside the division line.
Vehicle control method. In the vehicle control method according to claim 5 or 6.
The steering force applying step is
When the vehicle deviates from the application start point to the roadside side, the first steering force application sub-step for applying the first steering force, which is the steering force based on the first steering characteristic, and the vehicle are said to be said. The first steering characteristic is different from the first steering characteristic when the vehicle deviates to the roadside side from the characteristic switching portion set in the roadside zone between the lane marking line and the roadside. Further, it has a second steering force applying substep that imparts a second steering force that is the steering force larger than the steering force.
In the steering force applying step, the characteristic switching location in the vehicle width direction of the vehicle is set to a location with reference to the road edge regardless of the width of the roadside band width.
Vehicle control method. In the vehicle control method according to claim 7,
Each of the first steering characteristic and the second steering characteristic has a steering force increasing portion in which the steering force gradually increases from the side of the lane marking to the side of the roadside.
At least the first steering characteristic has a steering force maintaining portion in which the steering force is maintained at a predetermined magnitude on the roadside side of the region where the steering force increasing portion is provided.
The characteristic switching location is a location set on the steering force maintenance unit of the first steering characteristic.
In the steering force applying step, the setting area of the steering force maintaining portion of the first steering characteristic in the vehicle width direction of the vehicle is widened or narrowed according to the roadside band width.
Vehicle control method.

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