JP7241727B2 - Driving support device - Google Patents

Description

The present invention relates to a driving assistance device.

Conventionally, there is known a lane departure prevention device for suppressing a vehicle from deviating from a lane in which the vehicle is traveling (for example, Patent Literature 1). The lane departure prevention device according to the invention of Patent Document 1 stops the lane departure prevention device when the driver decides to intentionally change the lane, and the vehicle is steered based on the driver's operation. be done.

JP 2006-264686 A

By the way, as in the above-mentioned Patent Document 1, when the lane departure prevention device is stopped when the driver intends to change lanes, it is necessary to restart the operation of the lane departure prevention device at an appropriate timing. However, the above-mentioned Patent Document 1 does not specify the timing for resuming the operation of the lane departure prevention device.

Here, if the timing for restarting the operation of the lane departure prevention device is, for example, after the lane change, there is a problem that lane departure cannot be prevented for a certain period of time after the lane change is completed. . Therefore, there is still room for improvement in the timing of restarting the lane departure prevention device that was stopped when changing lanes. Therefore, the lane departure prevention device according to Patent Document 1 has a problem that the lane departure prevention processing cannot be performed at an appropriate timing.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a driving support device capable of performing lane departure suppression processing at an appropriate timing when changing the lane in which the vehicle is traveling.

(1) A driving assistance device of the present invention provided to solve the above-described problems includes a lane recognition unit that recognizes a lane that forms a boundary between lanes in which a vehicle can travel; and a lane departure suppression unit that performs a lane departure suppression function by steering control to suppress the vehicle from departing from the lane in which the vehicle is traveling based on an intention determination unit that determines the driver's intention and lane change direction for the lane change, and a detection unit that detects that the vehicle crosses the lane that forms the boundary of the lane in which the vehicle is traveling, The lane departure prevention unit deactivates the lane departure prevention function on condition that the intention determination unit determines that there is an intention to change the lane while the lane departure prevention function is being executed. and detecting, by the detecting unit, that the own vehicle has crossed a lane on the lane change direction side determined by the intention determining unit, among the lanes forming the boundary of the lane in which the own vehicle is traveling. provided that the lane departure suppression function is switched to an operating state.

The above-described driving support device of the present invention deactivates the lane departure prevention function on condition that the intention determination unit determines that there is an intention to change lanes while the lane departure prevention function is being executed. After temporarily disabling the lane departure suppression function in this way, the driving assistance device of the present invention selects the lane determined by the intention determination unit, out of the lanes forming the boundary of the lane in which the vehicle is traveling. The lane departure suppression function is activated under the condition that the detection unit detects that the vehicle has crossed the lane in the direction of change (that is, before the vehicle completely enters the lane in the direction of change). switch. By performing such operation control, the driving support device of the present invention can switch the lane departure suppression function in the other adjacent lane to the operating state before the entire host vehicle enters the other adjacent lane. can be done. As a result, the vehicle can be smoothly guided from the current lane to another adjacent lane. Therefore, according to the driving support device of the present invention, when moving from the lane in which the vehicle is traveling to another adjacent lane, the lane deviation suppression function in the other adjacent lane is started before the vehicle enters the other lane. can do.

Here, it is considered that the traveling speed of vehicles passing through the passing lane adjacent to the lane in which the own vehicle travels is higher than the lane in which the own vehicle travels. On the other hand, in a non-overtaking lane that is different from the lane for overtaking that is adjacent to the lane in which the vehicle is traveling, the traveling speed of the passing vehicle is equal to or lower than the traveling speed in the lane in which the vehicle is traveling. It is believed that there is. Therefore, when the own vehicle moves from the current lane to another adjacent lane, it should be possible to control the acceleration and deceleration of the own vehicle according to the traveling speed of the vehicle traveling in the destination lane. If so, it is considered that the movement from the lane in which the vehicle is traveling to another adjacent lane can be performed more smoothly and safely.

(2) Based on such knowledge, the above-described driving support device performs follow-up control for causing the own vehicle to follow a preceding vehicle traveling in front of the own vehicle by accelerating or decelerating the own vehicle. , or a running control unit that executes either one or both of constant vehicle speed running control that accelerates and decelerates the own vehicle so that a predetermined vehicle speed is maintained, and in another lane adjacent to the lane in which the own vehicle runs and a preceding vehicle recognizing unit that recognizes whether or not there is a preceding vehicle ahead of the vehicle in the traveling direction, and the driving control unit determines whether the intention of the driver regarding the lane change is determined by the intention determining unit. and the preceding vehicle recognizing unit recognizes that the preceding vehicle does not exist in the passing lane adjacent to the lane in which the own vehicle is traveling, the own vehicle is traveling. On the condition that the detection unit detects that the vehicle has crossed the lane forming the boundary between the lane and the overtaking lane, the travel control unit is permitted to control the vehicle to accelerate, and The intention determination unit determines that there is an intention of the driver regarding the lane change, and the preceding vehicle recognition unit determines that the vehicle is in a non-overtaking lane different from the passing lane adjacent to the lane in which the host vehicle travels. When it is recognized that the preceding vehicle does not exist in the driving lane, the detection unit detects that the vehicle has crossed a lane forming a boundary between the lane in which the vehicle is traveling and the non-overtaking lane. It is preferable that the control for accelerating the own vehicle by the travel control unit is stopped or suppressed on condition that the vehicle is detected by the above.

According to such a configuration, when the own vehicle moves from the lane in which the own vehicle is traveling to another adjacent lane, the acceleration or deceleration of the own vehicle is controlled until the own vehicle enters the other lane. It is possible to smoothly and safely transition to a running state corresponding to the running speed in the lane.

Specifically, in the above-described driving support device, when there is no preceding vehicle in the overtaking lane and the lane is changed to the overtaking lane, the driving control unit accelerates the own vehicle. It is considered to allow control to allow In addition, the above-described driving support device performs acceleration as described above on the condition that it is detected that the vehicle has crossed the lane that forms the boundary between the lane in which the vehicle is traveling and the lane for overtaking. control. By performing such operation control, the own vehicle can be accelerated according to the running speed in the overtaking lane until the entire own vehicle enters the adjacent overtaking lane. Therefore, according to the driving support device described above, it is possible to smoothly and safely shift the lane to the overtaking lane.

Further, the above-described driving support device is configured to stop or suppress control for accelerating the own vehicle when the lane is changed to a non-overtaking lane adjacent to the lane in which the own vehicle is traveling. In addition, the above-described driving support device can detect that the vehicle has crossed the lane that forms the boundary between the lane in which the vehicle is traveling and the non-overtaking lane. Acceleration control. By performing such operation control, the own vehicle can adapt to the traveling speed in the non-overtaking lane and travel appropriately until the entire own vehicle enters the adjacent non-overtaking lane. can control the acceleration of Therefore, according to the above-described driving support device, even when the lane is changed to the non-overtaking lane, the transition can be made smoothly and safely.

(3) In the above-described driving support device, the lane departure suppression unit performs steering control based on the lane recognized by the lane recognition unit so that the vehicle maintains the lane it is traveling in and travels. a lane keeping support unit, and a follow-up running control for causing the own vehicle to follow a preceding vehicle traveling in front of the own vehicle by accelerating and decelerating the own vehicle, and accelerating the own vehicle so that a predetermined vehicle speed is maintained. and a running control unit that performs either one or both of constant vehicle speed running control for deceleration, and either one or both of them.

According to such a configuration, it is possible to perform control by the lane maintenance support section and the travel control section until the entire host vehicle enters another adjacent lane. As a result, the lane can be changed smoothly and safely.

Advantageous Effects of Invention According to the present invention, it is possible to provide a driving support device capable of performing lane deviation suppression processing at appropriate timing when changing lanes in which the host vehicle travels.

1 is a configuration diagram of a main part of a vehicle equipped with a driving support device according to an embodiment of the present invention; FIG. FIG. 7 is an explanatory diagram and a chart diagram showing the operation when changing lanes to a passing lane in the driving support device according to the embodiment of the present invention; 1 is an operation flow diagram of a driving assistance device according to an embodiment of the present invention; FIG. FIG. 4 is an operation flow diagram following the operation flow diagram of FIG. 3 ;

A driving assistance device 1 according to an embodiment of the present invention will be described in detail below with reference to FIGS. 1 to 4. FIG.

≪About the configuration of the vehicle≫
FIG. 1 is a configuration diagram of a main part showing a schematic configuration of a vehicle 2 provided with a driving assistance device 1. As shown in FIG. The vehicle 2 has a driving assistance device 1 and a control unit 3 that controls the vehicle 2 . The vehicle 2 also includes a drive source 4 such as an engine or a motor, a steering device 5, a brake 6, an information output device 7 such as a display, and the like. The vehicle 2 has an appropriate transmission (not shown), a drive control device, etc., in addition to those described above.

In the vehicle 2 , acceleration/deceleration control and constant speed control are performed in accordance with the operation of the accelerator (not shown) and brake 6 by the driver and commands from the vehicle 2 . Further, the vehicle 2 can steer the wheels (not shown) by operating the steering device 5 by the driver or by operating the steering device 5 based on a command from the vehicle 2 side. Thereby, the vehicle 2 can turn and change the traveling direction.

The control unit 3 includes an ECU (Electronic Control Unit) and the like, and controls the vehicle 2 as a whole. Note that the control unit 3 may be configured not only by a single unit but also by a plurality of units for each function. The driving support device 1, the drive source 4, the steering device 5, the brake 6, the information output device 7, and the like are connected to the control unit 3. FIG. The information output device 7 is, for example, a display device such as a meter, and can display the running speed, the state of the drive source 4, and the like.

≪About the driving support device≫
As shown in FIG. 1 , the driving assistance device 1 includes a lane recognition unit 10 , a lane departure suppression unit 20 , an intention determination unit 30 , a detection unit 40 and a preceding vehicle recognition unit 70 . The lane departure suppression unit 20 also includes a travel control unit 24 and a lane keeping support unit 22 .

The lane recognition unit 10 is, for example, a stereo camera (also simply called a camera) provided on the upper part of the windshield or the like. The lane recognizing unit 10 can recognize the lane bordering the lane in which the vehicle 2 is currently traveling, based on the image obtained by the camera. The lane recognition unit 10 can also use a monocular camera instead of the stereo camera. Recognition of the lane 81 by the lane recognition unit 10 will be described below.

As shown in FIG. 2, when the host vehicle 2a is traveling in a non-overtaking lane 80a (also referred to as a lane 80a), the lane recognition unit 10 recognizes lanes 81L and 81M that form the boundaries of the lane 80a. The image of the vehicle is acquired by a camera and image-processed by an appropriate image processing means (not shown), so that the lane 81L and the lane 81M can be recognized. Further, when the own vehicle 2a is traveling in the overtaking lane 80b, the lane recognition section 10 can recognize the lane 81M and the lane 81R by the same processing as described above. Information about the lanes 81L, 81M, 81R recognized by the lane recognition unit 10 in this way is sent to the control unit 3 and used for the lane departure suppression function of the lane departure suppression unit 20, which will be described later.

As shown in FIG. 1, the lane departure prevention unit 20 has a lane departure prevention function called a lane departure prevention (LDP) function or the like. Based on the lanes 81L and 81M recognized by the lane recognition unit 10, the lane departure suppression unit 20 performs a lane departure suppression function for suppressing the departure of the vehicle 2a from the lane 80a in which it is traveling by steering control. can be done. The lane departure suppression function executes steering control in the direction in which the vehicle 2a is returned to the lane 80a when the lane departure suppression unit 20 is in the operating state. It is stopped without performing control execution. Therefore, when intentional steering control by the driver is required, the lane departure suppression function is switched from the operating state (ON) to the non-operating state (OFF). Note that the steering control is not limited to the steering system 5 (steering system), but includes control of the brake system (for example, control to steer in an arbitrary direction by giving a difference in the number of rotations of the left and right wheels). is.

In addition to the above-described lane departure suppression function, the lane departure suppression unit 20 includes a lane maintenance support unit 22 and a travel control unit 24 as a configuration for exhibiting a function for assisting the driving of the own vehicle 2a. It has

The lane maintenance support unit 22 is also called a lane keep assist (LKA), and assists the vehicle 2a to maintain the central portion of the lane 80a in which it is traveling (vehicle behavior is controlled by steering control, braking control, etc.). control).

As shown in FIG. 2, the lane keeping support unit 22 performs steering control so that the host vehicle 2a runs while maintaining the lane 80a in which the vehicle 2a is traveling, based on the lanes 81L and 81M recognized by the lane recognition unit 10. It can be carried out. The control by the lane maintenance support unit 22 is performed, for example, so that the vehicle body side faces are separated from the lanes 81L and 81M in the lane 80a on which the vehicle 2a is traveling by a predetermined distance d (eg, 50 cm).

The lane keeping support unit 22 also has a lane departure suppression function. In this embodiment, the lane departure suppression function is executed by the lane keeping support unit 22 instead of the lane departure suppression function of the lane departure suppression unit 20. It is also possible to

As shown in FIG. 1, the travel control unit 24 has a function also called adaptive cruise control (ACC). The travel control unit 24 can execute follow-up travel control in which the own vehicle 2a travels so as to follow a preceding vehicle (not shown) traveling in front of the own vehicle 2a by accelerating and decelerating the own vehicle 2a. .

The traveling control unit 24 can be switched between an operating state (ON) and a non-operating state (OFF) by operating a main switch (not shown) provided in the driver's seat, for example. The traveling control unit 24 is also provided with a vehicle speed setting switch (not shown) for setting the current traveling speed to the steering wheel or the like.

When the travel control unit 24 is activated and the vehicle speed setting switch is operated, the vehicle speed of the host vehicle 2a is set as the set vehicle speed. The set vehicle speed can be changed. In addition to the set vehicle speed, for example, the inter-vehicle distance may be set.

When the set vehicle speed is set, the travel control unit 24 starts follow-up travel control for causing the own vehicle 2a to travel following the preceding vehicle ahead. In the follow-up travel control, follow-up travel to the preceding vehicle is executed with the set vehicle speed set as the upper limit vehicle speed, depending on the presence or absence of the preceding vehicle. During follow-up running, the host vehicle 2a is accelerated or decelerated so that the inter-vehicle distance between the host vehicle 2a and the preceding vehicle in front is maintained at the target inter-vehicle distance. As a result, the driver's steering burden can be reduced.

Further, the running control unit 24 is capable of executing constant vehicle speed running control that accelerates or decelerates the own vehicle 2a so as to maintain a predetermined vehicle speed, and either one or both of the follow-up running control and the constant vehicle speed running control. is executable. According to the follow-up running control or the constant vehicle speed running control, the own vehicle 2a can be run at a constant speed while the preceding vehicle follows the own vehicle 2a. As a result, for example, the driver's steering burden can be reduced while traveling on a highway.

Further, the travel control unit 24 detects that the vehicle 2a has crossed the lane 81M forming the boundary between the lane 80a in which the vehicle 2a is traveling and the lane 80b for passing. As a condition, control for accelerating the own vehicle 2a is permitted. As a result, the own vehicle 2a can smoothly change lanes in accordance with the flow of traffic at an appropriate timing and speed for lanes such as the overtaking lane 80b where the speed is considered to be high. , the driver does not feel uncomfortable. In addition, even if there is a following vehicle in the overtaking lane, it is possible to prevent the following vehicle from approaching the host vehicle 2a. The control that permits the acceleration of the own vehicle 2a can be performed by the travel control unit 24 or by a normal control means (not shown) that accelerates or decelerates the own vehicle 2a according to the operation of the driver. can.

Further, when the traveling control unit 24 recognizes that the preceding vehicle does not exist in the non-overtaking lane 80a, and when changing lanes to the non-overtaking lane 80a, the traveling control unit 24 stops the control for accelerating the own vehicle 2a. Alternatively, suppress control is executed. As a result, the host vehicle 2a can smoothly change lanes at an appropriate timing and at an appropriate speed for lanes such as the non-overtaking lane 80a where the speed is considered to be low. That is, the acceleration of the own vehicle 2a is suppressed (including the suspension of acceleration control) to a degree corresponding to at least one of the inter-vehicle distance and the relative speed to the preceding vehicle. Specifically, the shorter the inter-vehicle distance between the own vehicle 2a and the preceding vehicle and the higher the relative speed between the own vehicle 2a and the preceding vehicle, the greater the suppression of the acceleration of the own vehicle 2a. Therefore, when the lane is changed, it is possible to prevent the own vehicle 2a from approaching the preceding vehicle, and to prevent the driver from feeling uneasy. Note that the fact that there is no preceding vehicle includes the case where the preceding vehicle is separated from the own vehicle 2a by a predetermined distance or more to the extent that the preceding vehicle is not a target to be followed by the own vehicle 2a.

When stopping or suppressing the control for accelerating the own vehicle 2a described above, the own vehicle 2a crosses the lane 81M forming the boundary between the lane 80b in which the own vehicle 2a is traveling and the lane 80a for non-overtaking travel. The condition may be that the detection unit 40 detects that this is the case. As a result, it is possible to smoothly change lanes by stopping or suppressing acceleration at an appropriate timing for lanes such as the non-overtaking lane 80a where the traveling speed is considered to be low. Here, the suspension or suppression of the control for accelerating the host vehicle 2a is performed by the travel control unit 24, or by normal control means (not shown) that accelerates or decelerates the host vehicle 2a according to the driver's operation. can be used.

The intention determination unit 30 determines the intention of the driver to change lanes. The intention determination unit 30 can determine the driver's intention and the lane change direction regarding the lane change from the lane 80a in which the host vehicle 2a is traveling to another adjacent lane 80b. As a result, it is possible to accurately determine the intention of the driver to change lanes, and to reflect the timing of the lane change in the switching from the operating state to the non-operating state of the lane departure suppression function.

Here, in the present embodiment, the intention determination unit 30 uses a direction indicator capable of detecting the driver's intention of changing lanes. Instead of the direction indicator, the intention determination unit 30 can use one that detects the movement of the driver's line of sight, gestures, etc. obtained by image input means such as various input switches and a camera. In addition, the intention determination unit 30 can use various means such as those that directly or indirectly determine the driver's intention to change lanes.

The detection unit 40 (see FIG. 1) is used to detect the timing of switching the lane departure suppression function in the driving assistance device 1 from the non-operating state to the operating state.

As shown in FIG. 2, the detection unit 40 detects that the own vehicle 2a crosses the lanes 81L and 81M forming the boundaries of the lane 80a in which the vehicle 2a is traveling. Here, the detection of the lanes 81L and 81M by the detection unit 40 can be performed, for example, by image recognition using a stereo camera. The detection unit 40 can use the lane recognition unit 10 described above.

By detecting the lanes 81L and 81M in the detection unit 40, it is possible to grasp the timing at which the own vehicle 2a crosses the lane 81M when changing lanes from the non-overtaking lane 80a to the overtaking lane 80b. . That is, when the own vehicle 2a changes lanes, it is possible to grasp the timing of switching the lane deviation suppression function at an early stage before the entire own vehicle 2a enters the passing lane 80b (before the lane change is completed).

On the other hand, although not shown, when the lane is changed from the overtaking lane 80b to the non-overtaking lane 80a, the timing at which the own vehicle 2a crosses the lane 81M can be grasped. As a result, when the own vehicle 2a changes lanes, it is possible to grasp the timing of switching the lane deviation suppression function at an early stage before the own vehicle 2a enters the non-overtaking lane 80a (before the lane change is completed). .

<<Preceding vehicle recognition unit>>
The preceding vehicle recognition unit 70 (see FIG. 1) can recognize the presence or absence of a preceding vehicle ahead of the own vehicle 2a in the traveling direction in another lane 80b adjacent to the lane 80a in which the own vehicle 2a is traveling. The presence or absence of a preceding vehicle can be recognized using various recognition means such as a millimeter wave radar, a laser radar, a compound eye camera such as a stereo camera, and a monocular camera, as long as the preceding vehicle can be recognized. In this embodiment, the preceding vehicle recognition unit 70 uses a stereo camera. The preceding vehicle recognition unit 70 can use the lane recognition unit 10 and the detection unit 40 .

A stereo camera is a camera capable of continuously photographing still images at a predetermined frame rate, and is capable of detecting the distance to the position of a target in the photographed images from parallax information. The stereo camera is installed, for example, on the windshield behind the rearview mirror in the center of the front part of the vehicle interior so as to be able to capture a wide-angle image of the front of the vehicle 2 . Further, the vehicle 2 may be provided with a millimeter wave radar or a laser radar as the preceding vehicle recognition unit 70 instead of or in addition to the stereo camera. These radars are installed, for example, in front of the vehicle 2 and can detect the situation in a predetermined search range in front of the vehicle 2 .

When a millimeter wave radar or laser radar is used for the preceding vehicle recognition unit 70, the search range is irradiated with millimeter waves or laser, and the preceding vehicle is recognized from the reflected wave. As described above, by including the preceding vehicle recognition unit 70 in the driving assistance device 1, it is possible to provide appropriate driving assistance that reflects the presence or absence of the preceding vehicle.

Next, a case where the vehicle 2 equipped with the driving support device 1 of the present invention changes from the non-overtaking lane 80a to the overtaking lane 80b will be described below with reference to FIG. In the present embodiment, the lane recognition unit 10, the lane departure suppression unit 20 (including the driving control unit 24 and the lane keeping support unit 22), the detection unit 40, and the preceding vehicle recognition unit 70 in the driving support device 1 are in an operating state. will be described as starting with .

As shown in FIG. 2, when the intention determining unit 30 determines that the vehicle 2a intends to change lanes, the lane deviation suppressing unit 20 and the lane keeping support unit 22 are switched to the non-operating state. As a result, the driver is permitted to steer the vehicle 2a, and the lane change of the vehicle 2a from the non-passing lane 80a to the passing lane is started.

When the detection unit 40 detects that the vehicle 2a has crossed the lane 81M forming the boundary between the non-overtaking lane 80a and the overtaking lane 80b as the vehicle 2a changes lanes, the lane deviation suppression unit 20 into the active state. As a result, the lane departure suppression function can be activated before the host vehicle 2a enters the overtaking lane 80b.

When the lane change to the overtaking lane 80b for the own vehicle 2a is completed, the lane departure suppression unit 20 is deactivated and the lane maintenance support unit 22 is switched to the activation state. As a result, the lane deviation suppression function and the lane keeping support function by the lane keeping support unit 22 are executed. Completion of the lane change can be detected by the lane recognition unit 10 or the like.

<<Operation flow of the driving support device>>
Next, a preferred operation flow of the driving assistance system 1 including lane change to the overtaking lane 80b described above will be described below with reference to FIGS. 3 and 4. FIG. In this operation flow, it is assumed that the left side is the non-overtaking lane 80a and the right side is the overtaking lane 80b. Further, in the following description, it is assumed that the driving support device 1 is in an operating state (on state).

As shown in FIG. 3, first, the intention determination unit 30 (see FIG. 1) determines whether or not the driver has an intention to change lanes (operation of the direction indicator in this embodiment) (step 1).

If the driver does not intend to change lanes, the process ends. Alternatively, the process may be returned to step 1 without terminating the process.

If the driver intends to change lanes, it is determined whether or not the lane change direction is to the left (step 2).

When it is determined that the direction of the lane change is the left side (determined that the lane 80b for overtaking is running), the lane departure suppression function by the lane departure suppression unit 20 is switched to a non-operating state (OFF) and the lane maintenance support is performed. The lane keeping support function by the unit 22 is switched to a non-operating state (step 3). If the lane change direction is not the left, the process proceeds to step 11 in FIG. 4, which will be described later.

It is determined whether or not the driver has steered the vehicle to cross the left lane 81M (step 4). If crossing into the left lane 81M is not detected, the process ends.

When the detection unit 40 (see FIG. 1) detects that the vehicle 2a has crossed the lane 81M, it is determined whether or not there is a preceding vehicle in the left lane 80a (step 5).

When the preceding vehicle is recognized in the left lane 80a, the driving control unit 24 (see FIG. 1) stops or suppresses the acceleration control (step 6), and the lane departure suppression function by the lane departure suppression unit 20 is activated. Switch to state (ON) (step 7).

In step 5, when the preceding vehicle is not recognized in the left lane 80a (including the case where the preceding vehicle is separated from the own vehicle 2a by a predetermined distance or more so that the own vehicle 2a cannot be followed), the lane departure suppression unit 20 to the operating state (ON) (step 7). As a result, the lane departure suppression function can be restarted early before the lane change is completed. Also, the own vehicle 2a is smoothly guided to the lane 80a.

When the processing in step 7 is completed, the lane maintenance support unit 22 is switched to the operating state and the control by the lane maintenance support unit 22 is resumed (step 8). When the process in step 8 is completed, the series of processes of the driving assistance device 1 is ended, and the process from step 1 is repeated again.

In step 2 above, if the lane change direction is not to the left, the process proceeds to step 11 in FIG. In step 11, it is determined whether or not the lane change direction is to the right (toward the overtaking lane 80b).

When it is determined that the lane change direction is to the right (ie, the lane 80a for non-overtaking travel is determined to be traveling), the lane departure suppression unit 20 is switched to the non-operating state (OFF), and the lane maintenance support unit 22 is disabled. Switch to the active state (step 12). If the lane change direction is not to the right, the process ends. Alternatively, the process may be returned to step 1 without terminating the process.

Subsequently, it is determined whether or not the vehicle 2a has crossed the right lane 81M by steering by the driver (step 13). If the crossing of the vehicle 2a into the right lane 81M is not detected, the series of processes of the driving support system 1 is ended, and the process from step 1 is repeated again.

When the detection unit 40 (see FIG. 1) detects that the vehicle 2a has crossed the lane 81M, it is determined whether or not there is a preceding vehicle in the right lane 80b (step 14).

When a preceding vehicle is recognized in the right lane 80b, the travel control unit 24 (see FIG. 1) permits acceleration control (step 15), and the lane departure suppression unit 20 is switched to the operating state (ON). (Step 16).

In step 14, if no preceding vehicle is recognized in the right lane 80b, the lane departure suppression function of the lane departure suppression unit 20 is switched to the operating state (ON) (step 16). As a result, the lane departure suppression function can be restarted early before the lane change is completed. Also, the own vehicle 2a is smoothly guided to the lane 80b by the lane deviation suppression function.

When the processing in step 16 shown in FIG. 4 is completed, the lane keeping support unit 22 is switched to the operating state (ON), and the control by the lane keeping support unit 22 is restarted (step 17). As a result, the lane maintenance support is started, and the host vehicle 2a can stably travel within the lane 80b. When the process in step 17 is finished, the series of processes of the driving support system 1 is finished, and the process from step 1 (see FIG. 3) is repeated again.

The above is the embodiment of the driving assistance device 1 of the present invention, but the driving assistance device 1 of the present invention can be modified in various ways, such as the following first to third modifications. transformation can be performed.

<<First Modification>>
In the above-described embodiment, the preceding vehicle recognition unit 70 is configured to recognize the presence or absence of a preceding vehicle, but in the first modified example, the recognition of the preceding vehicle is not reflected. That is, the first modified example has a configuration without the preceding vehicle recognition unit 70 (including a configuration in which the preceding vehicle recognition unit 70 is in a non-operating state). Further, in the first modified example, the following travel control of the preceding vehicle by the travel control unit 24 is not performed. Even if the preceding vehicle is not recognized by the preceding vehicle recognition unit 70, the travel control unit 24 can execute the above-described control for suppressing the acceleration of the own vehicle 2a or the control for permitting the acceleration. be.

≪Second modification≫
In the above-described embodiment, the lane departure suppression unit 20 includes the travel control unit 24, but in the second modification, the lane departure suppression unit 20 does not include the travel control unit 24. . In the second modification, normal acceleration/deceleration control is performed by the driver's operation of the accelerator and brake 6 (see FIG. 1).

<<Third modification>>
In the above-described embodiment, the lane departure suppression unit 20 includes the lane keeping support unit 22, but in the third modification, the lane departure suppression unit 20 does not include the lane keeping support unit 22. ing. Even with such a configuration, the lane departure suppression unit 20 suppresses the lane departure within a predetermined range, so that the lane keeping support can be performed within the predetermined range. Various embodiments and modifications of the driving assistance device 1 of the present invention have been described above. appropriate changes can be made in

In this embodiment, the lane recognition unit 10 recognizes the lanes 81L and 81M that form the boundaries of the lane 80a in which the vehicle 2 is traveling. or a single lane on one side. In addition, the lane recognition unit 10 can use various means as long as it can recognize the lane, and the shape of the lane is not limited to the above embodiment, and can be applied to various types of lanes. .

In this embodiment, the intention determination unit 30 determines the lane change intention of the driver by operating the direction indicator, but various means can be used in place of the operation of the direction indicator. For example, the intention determination unit 30 acquires the movement of the driver's line of sight with a camera or the like, the driver's gesture, the lane change instruction signal received from the outside, map information, etc. It is also possible to detect information or the like that is set together.

In this embodiment, the detection unit 40 detects that the vehicle 2a crosses the lane 81 that forms the boundary of the lane in which the vehicle 2a is traveling. (For example, when the vehicle approaches a predetermined distance from the lane 81), detects when the wheel steps on the lane 81 (when the wheel crosses the lane), or detects when the wheel has passed the lane 81. Any device that can detect a point in time before the lane change is completed, such as a device that detects immediately after the lane change, may be used. Since the positions of the lateral sides and wheels of the own vehicle 2a are known from the positions where the stereo cameras are provided, it is possible to detect that the own vehicle 2a crosses the lane 81 forming the boundary of the lane in which the vehicle 2a is traveling.

Further, when the lane departure suppressing unit 20 includes the traveling control unit 24 and the lane keeping support unit 22, the lane departure suppressing unit 20, the traveling control unit 24, and the lane keeping support unit 22 are synchronously activated and deactivated. It may be possible to switch between the operating state and the non-operating state at different timings.

Further, when the travel control unit 24 permits control for accelerating the own vehicle 2a, acceleration control by other control means may be used in addition to the acceleration by the travel control unit 24. FIG. In such a case, not only the case of accelerating the own vehicle 2a, but also the control of maintaining a constant speed or deceleration control may be used. On the other hand, when the travel control unit 24 stops or suppresses the control for accelerating the own vehicle 2a, not only the deceleration control by operating the brake 6 but also the control for maintaining a constant speed or the output of the drive source 4 may be maintained or weakened. The embodiments and modifications of the driving assistance device 1 of the present invention have been described above.

It should be noted that the present invention is not limited to those exemplified in the above-described embodiments and modifications, and those skilled in the art will recognize that other embodiments can be made from the teachings and spirit of the invention without departing from the scope of the claims. easy to understand.

INDUSTRIAL APPLICABILITY The driving assistance device of the present invention can be used for driving assistance in various automobiles such as engine vehicles, hybrid vehicles, electric vehicles, and self-driving vehicles. Further, the driving support device of the present invention can be used for vehicles traveling on various roads such as highways and general roads having a plurality of lanes.

Reference Signs List 1: driving support device 2: vehicle 2a: host vehicle 10: lane recognition unit 20: lane departure suppression unit 30: intention determination unit 40: detection unit 50: travel control unit 60: lane maintenance support unit 70: preceding vehicle recognition unit 80a : Lane (non-overtaking lane)
80b: Lane (overtaking lane)
81: Lane 81L: Lane 81M: Lane 81R: Lane

Claims (3)

a lane recognition unit that recognizes a lane that forms a boundary between lanes in which the vehicle can travel;
a lane departure suppression unit that performs a lane departure suppression function that suppresses the vehicle from departing from the lane in which the vehicle is traveling based on the lane recognized by the lane recognition unit;
an intention determination unit that determines the driver's intention to change lanes from the lane in which the host vehicle is traveling to another adjacent lane, and the lane change direction;
a detection unit that detects when the wheels of the vehicle cross the lane as the vehicle crosses the lane bordering the lane in which the vehicle is traveling;
has
The lane departure prevention unit deactivates the lane departure prevention function on condition that the intention determination unit determines that there is an intention to change the lane while the lane departure prevention function is being executed. , when the wheel of the own vehicle straddles the lane on the lane change direction determined by the intention determining unit, among the lanes forming the boundary of the lane in which the own vehicle is traveling, the detecting unit. is detected, the lane departure suppression function is switched to an operating state so as to suppress the departure of the vehicle from the adjacent lane when the wheels of the vehicle straddle the lane. A driving support device characterized by: By accelerating or decelerating the own vehicle, follow-up running control is performed to cause the own vehicle to follow a preceding vehicle traveling in front of the own vehicle, or the own vehicle is accelerated so as to maintain a predetermined vehicle speed. A travel control unit that executes either one or both of the constant vehicle speed travel control that decelerates,
a preceding vehicle recognition unit that recognizes the presence or absence of a preceding vehicle ahead of the own vehicle in the traveling direction in another lane adjacent to the lane in which the own vehicle travels;
has
The travel control unit is
The intention determination unit determines that the driver has an intention to change the lane, and the preceding vehicle recognition unit detects that the preceding vehicle is in an overtaking lane adjacent to the lane in which the host vehicle is traveling. On the condition that the detection unit detects that the vehicle has crossed the lane that forms the boundary between the lane in which the vehicle is traveling and the lane for overtaking when it is recognized that it does not exist, Allowing control for accelerating the host vehicle by the travel control unit,
The intention determination unit determines that there is the driver's intention for the lane change, and the preceding vehicle recognition unit determines that the lane is different from the overtaking lane adjacent to the lane in which the host vehicle travels. When it is recognized that the preceding vehicle does not exist in the overtaking lane, it is detected that the own vehicle has crossed a lane forming a boundary between the lane in which the own vehicle is traveling and the non-overtaking lane. 2. The driving support system according to claim 1, wherein, on the condition that the acceleration is detected by the driving control unit, the driving control unit stops or suppresses the control for accelerating the host vehicle. The lane departure suppression unit
a lane maintenance support unit that performs steering control so that the vehicle maintains the lane it is traveling on based on the lane recognized by the lane recognition unit;
Follow-up running control for causing the own vehicle to follow a preceding vehicle running in front of the own vehicle by accelerating and decelerating the own vehicle, and constant vehicle speed running control for accelerating and decelerating the own vehicle so that a predetermined vehicle speed is maintained. 3. The driving support device according to claim 1 or 2, comprising either one or both of a driving control unit that performs either one or both of.

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