JP7268465B2 - Travel control device and travel control method - Google Patents

Description

The present invention relates to a travel control device and a travel control method for controlling travel of a vehicle.

In recent years, in order to realize comfortable and appropriate traffic, for example, driving control functions such as a lane departure prevention function that controls driving so that it does not deviate from the lane and a follow-up driving function that controls driving so that it follows the preceding vehicle have been introduced. being researched and developed. As one of them, a function for avoiding obstacles around the own vehicle is known, which is disclosed in Patent Document 1, for example.

The vehicle driving assist device disclosed in Patent Document 1 includes vehicle position detection means for detecting the relative positional relationship of the vehicle with respect to the vehicle lane, and information regarding other vehicles traveling in adjacent lanes adjacent to the vehicle lane. and a steering reaction force control means for controlling a steering reaction force generated in a steering wheel based on signals from the own vehicle position detection means and the other vehicle detection means, and the steering The reaction force control means changes the steering reaction force according to the relative positional relationship of the own vehicle with respect to the own lane detected by the own vehicle position detection means, and changes the steering reaction force according to the relative positional relationship of the own vehicle with respect to the own lane detected by the own vehicle position detection means. The sensitivity of the change characteristic of the steering reaction force is changed according to the presence or absence of the vehicle. More specifically, with respect to steering reaction force control, a reaction force control amount corresponding to the degree of approach of the host vehicle to the lane marker is generated at the steering wheel, and furthermore, when there is another vehicle in the adjacent lane, the lane marker A value obtained by adding a reaction force control amount according to the degree of approach to the parallel running vehicle to the reaction force control amount by , is generated in the steering wheel as a steering reaction force (see, for example, paragraph [0014]).

Japanese Patent Application Laid-Open No. 2004-331022

By the way, when one's own vehicle changes lanes, there is a possibility that it will come into contact with or abnormally approach (approaching enough to come into contact with) another vehicle traveling in the new lane. In order to avoid this, it is conceivable to control the steering reaction force by the technology disclosed in Patent Document 1. It is conceivable that the vehicle is controlled to return to the driving lane. For example, when changing to the left lane, it is conceivable to control the left steering to return to the right. If the lane width is narrower than expected (designed) due to such avoidance steering, there is a risk that the host vehicle will deviate from the lane to the opposite side of the lane to which the vehicle is to be changed.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a cruise control apparatus and a cruise control method capable of reducing lane departure even when avoidance steering is performed.

As a result of various studies, the inventors of the present invention have found that the above object can be achieved by the present invention described below. That is, the cruise control device according to one aspect of the present invention avoids at least one of contact and abnormal approach of the subject vehicle to another vehicle traveling in the destination lane when the subject vehicle changes lanes. A device having an avoidance steering function for controlling steering, comprising: a direction change detection unit for detecting a lane change; and when the start of a lane change is detected by the direction change detection unit, the avoidance steering function is executed. an avoidance steering unit , a lane departure prevention unit that executes a lane departure prevention function that controls traveling so that the vehicle does not deviate from the lane in which the vehicle is traveling, and inputs to start and cancel the lane departure prevention function. an input unit, and an operation control unit that operates the lane departure prevention unit when a cancellation of the lane departure prevention function is input by the input unit after the avoidance steering function is performed and the lane departure prevention unit is not operating. wherein the operation control unit stops the operation of the lane departure prevention unit when a predetermined end condition is satisfied after operating the lane departure prevention unit. Preferably, the above-described travel control device further includes an imaging unit arranged to be capable of imaging lane markings (lane markers) for demarcating lanes on the travel path, and for generating an image of the travel path. The unit extracts a pair of left and right lane markings that partition the own lane on the traveling road from the image generated by the imaging unit, and controls the vehicle so that the vehicle runs within the extracted pair of left and right lane markings. Control the running of the vehicle. Preferably, the lane departure prevention unit controls travel of the vehicle so that the vehicle does not cross the pair of left and right marking lines. Preferably, the lane departure prevention unit is configured such that a predetermined first position set on the vehicle (for example, a central position in the vehicle width direction of the vehicle) is set to a predetermined second position set on the pair of left and right marking lines. (For example, the vehicle is controlled so as to be in the center position in the width direction within the pair of left and right lane markings (own lane)). Preferably, the lane departure prevention section controls travel of the vehicle such that the vehicle travels within a set area set within the pair of left and right marking lines.

Since such a cruise control device operates the lane departure prevention section after executing the avoidance steering function, even if avoidance steering is performed by the avoidance steering function, lane deviation can be reduced by the lane departure prevention function.

If the lane departure prevention unit is not operating, it can be assumed that the driver is not considering using the lane departure prevention function. In such a case, if the lane departure prevention unit continues to operate, the driver may feel annoyed. Since it stops, it is possible to prevent the driver from feeling annoyed.

In another aspect, in the above-described cruise control device, the predetermined end condition is that the lane marking of the own lane and the traveling direction of the own vehicle become parallel. Preferably, in the above-described travel control device, the predetermined end condition is that a predetermined first position (for example, a center position of the vehicle in the vehicle width direction) set to the own vehicle is reached at a plurality of consecutive timings. It is to coincide with a predetermined second position set in the own lane (for example, a center position in the width direction of the own lane).

If the lane markings and the traveling direction of the vehicle are parallel, the vehicle is considered to be traveling within the lane. Since the predetermined end condition is that the marking lines of the own lane and the traveling direction of the own vehicle are parallel, the above-described travel control device operates the lane departure prevention unit after appropriately returning to the own lane. can be stopped.

In another aspect, in the above-described travel control device, the lane departure prevention unit operated by the operation control unit prevents departure from the own lane based on the marking line of the own lane on the lane change side. control running. Preferably, in the above-described travel control device, the lane departure prevention unit operated by the operation control unit controls travel so that the own vehicle does not cross the marking line of the own lane on the lane change side. Preferably, in the above-described cruise control device, the lane departure prevention unit operated by the operation control unit automatically moves within a set area set inward of a marking line of the own lane on the lane change side by a predetermined length. Control the running so that the vehicle runs.

Since such a cruise control device executes the lane deviation prevention function based on the lane marking of the own lane on the lane change side, the lane marking of the own lane on the opposite side of the lane change side can be detected. Even if it is not, the lane departure prevention function can be executed.

A travel control method according to another aspect of the present invention avoids at least one of contact and abnormal approach of the own vehicle to another vehicle traveling in the lane to be changed when the own vehicle changes lanes. A method having an avoidance steering function for controlling steering, comprising a direction change detection step of detecting a lane change, and executing the avoidance steering function when the start of lane change is detected by the direction change detection step. an avoidance steering step; a lane departure prevention step of executing a lane departure prevention function for controlling travel so as not to deviate from the lane in which the vehicle is traveling; and an input step of inputting cancellation of the lane departure prevention function. and an execution control step of executing the lane departure prevention step when the cancellation of the lane departure prevention function is input in the input step after the avoidance steering function is performed and the lane departure prevention step is not being executed. The execution control step stops execution of the lane departure prevention step when a predetermined end condition is satisfied after executing the lane departure prevention step.

In this travel control method, the lane departure prevention process is executed after the avoidance steering function is performed, so even if the avoidance steering function is used to perform the avoidance steering, the lane departure prevention function can reduce lane departure.

The cruise control device and the cruise control method according to the present invention can reduce lane departure even during avoidance steering.

1 is a block diagram showing the configuration of a travel control device in an embodiment; FIG. It is a figure for demonstrating the radar apparatus and imaging device in the said cruise control apparatus attached to the vehicle. It is a figure for demonstrating the avoidance steering function in the said cruise control apparatus. As an example, it is a figure for demonstrating a lane deviation function. 4 is a flow chart showing the operation of the travel control device; 4 is a time chart for explaining the operation status of the lane departure function;

One or more embodiments of the invention are described below with reference to the drawings. However, the scope of the invention is not limited to the disclosed embodiments. It should be noted that the configurations denoted by the same reference numerals in each figure indicate the same configurations, and the description thereof will be omitted as appropriate. In the present specification, reference numerals with suffixes omitted are used when referring to generically, and reference numerals with suffixes are used when referring to individual configurations.

The cruise control device in the embodiment controls steering so as to avoid at least one of contact and abnormal approach of the host vehicle to another vehicle traveling in the destination lane when the host vehicle changes lanes. It is a device with an evasive steering function. The abnormally approaching means that the two vehicles come close enough to touch each other. In the present embodiment, the travel control device includes a lane departure prevention unit that controls travel so that the vehicle does not deviate from the lane in which the vehicle travels, and an operation control unit that operates the lane departure prevention unit when the prevention unit is not operating. Such a travel control device will be described in more detail below.

FIG. 1 is a block diagram showing the configuration of a travel control device according to an embodiment. FIG. 2 is a diagram for explaining a radar device and an imaging device in the cruise control device attached to the vehicle. FIG. 3 is a diagram for explaining the avoidance steering function in the cruise control device. FIG. 3A shows, as an example, the running situation before the lane change, FIG. 3B shows, as an example, the running trajectory of the own vehicle by the avoidance steering function when the own vehicle changes lanes into the oncoming lane, and FIG. As an example, the travel locus of the own vehicle by the avoidance steering function when the own vehicle changes lanes to the adjacent lane in the same direction is shown. FIG. 4 is a diagram for explaining the lane departure function as an example. FIG. 4A is a schematic diagram of an image, and FIG. 4B is a schematic diagram of a travel path and the host vehicle viewed from above.

For example, as shown in FIG. 1, the traveling control device D in the embodiment includes a radar device 1 (1-1 to 1-4), an imaging device 2, a direction switching detection unit 4, a control processing unit 5, Further, in this embodiment, a vehicle speed measuring unit 3 is provided to control traveling, and a power unit 6a, a power transmission unit 6b, a braking unit 7, and a steering unit 8 are provided to make the vehicle travel. It has an input section 9 and an output section 10 for performing predetermined inputs and outputs.

The radar device 1 is connected to the control processing unit 5, and according to the control of the control processing unit 5, transmits a predetermined transmission wave around the vehicle and receives a reflected wave of the transmission wave reflected by an object, thereby Detecting an object and measuring the direction of the object and the distance to the object, thereby measuring the position of the object (the relative position of the object with respect to the own vehicle (relative direction, relative distance)). It is a device. In this embodiment, the radar device 1 also obtains the relative velocity of the object with respect to the own vehicle based on the Doppler shift of the reflected wave with respect to the transmitted wave. For convenience of explanation, the vehicles VC are appropriately referred to as "own vehicle VCs", "other vehicle VCp", "front other vehicle VCo", and "rear other vehicle VCb", etc., when it is necessary to distinguish them. do. For example, in this embodiment, as shown in FIG. 2, the radar device 1 includes four first to fourth radar devices 1-1 to 1-4 arranged at four corners of the vehicle VC. . More specifically, the first radar device 1-1 is provided at a front end (for example, a right front corner) on one side of the vehicle VC, and is centered on a first direction FR obliquely ahead of the vehicle width direction on the one side. , the object is measured in a predetermined 1-1st object range R1-1. The second radar device 1-2 is provided at the other side front end (for example, left front corner) of the vehicle VC, and is arranged in a predetermined first direction FL centering on a second direction FL obliquely forward of the vehicle width direction of the other side. -2 Measure the object in the object range R1-2. The third radar device 1-3 is provided at a rear end (for example, a right rear corner) of the one side of the vehicle VC, and is arranged at a predetermined number centered on a third direction BR obliquely rearward from the vehicle width direction of the one side. 1-3 Measure the object in the object range R1-3. The fourth radar device 1-4 is provided at the rear end (for example, the left rear corner) of the other side of the vehicle VC, and is arranged at a predetermined number centered on a fourth direction BL obliquely rearward from the vehicle width direction of the other side. 1-4 Measure the object at object range R1-4. These first to fourth radar devices 1-1 to 1-4 respectively scan, for example, transmission waves in the millimeter wave band in the 1-1 to 1-4 target ranges R1-1 to R1-4. a transmitter for transmitting a signal, a receiver for receiving a reflected wave of the transmitted wave reflected by an object, and a direction of the object and a distance to the object based on the transmitted wave and the reflected wave. and a signal processing unit for determining the position of the object. The signal processing unit obtains the direction of the object from the transmission direction of the transmission wave in scanning the first target range R1 (R1-1 to R1-4), the transmission timing of the transmission wave and the reception of the reflected wave. Based on the time difference from the timing, the distance to the object is obtained (TOF (Time-Of-Flight) method). Note that the radar device 1 (1-1 to 1-4) is not limited to such a configuration, and may be an appropriate type of radar. For example, the radar device 1 may be a laser radar using laser light instead of a millimeter wave band, and the radar device 1 may include a plurality of receiving antennas, and the reflected waves received by the plurality of receiving antennas may be It may be a device that obtains the direction of the object from the phase difference. The first to fourth radar devices 1-1 to 1-4 output the relative position (relative direction, relative distance) and relative velocity of the object thus measured to the control processing unit 5, respectively.

The imaging device 2 is a device that is connected to the control processing unit 5 and generates an image (image data) under the control of the control processing unit 5 . The imaging device 2 is mounted on the vehicle VC so as to capture an image of the front (driving direction) of the vehicle VC and to capture the marking lines (lane markers) for demarcating the lanes on the traveling road. For example, in the present embodiment, as shown in FIG. 2, the imaging device 2 is mounted on the ceiling surface (inner surface of the roof) in the vicinity of the windshield inside the vehicle VC, with the front (driving direction) of the vehicle VC in a predetermined second direction. It is arranged so as to capture an image in the target range (angle of view) R2. In one example, the imaging device 2 includes an imaging optical system that forms an optical image of a subject (object) on a predetermined imaging plane, a light receiving surface that is aligned with the imaging plane, and an optical image of the subject. A digital camera comprising an area image sensor that converts an image into an electrical signal, and an image processing unit that processes the output of the area image sensor to generate image data representing the image of the subject. . The imaging device 2 outputs the generated image to the control processing section 5 .

The vehicle speed measurement unit 3 is a device that is connected to the control processing unit 5 and measures the speed of the vehicle under the control of the control processing unit 5 . The vehicle speed measurement unit 3 is, for example, a wheel speed sensor or the like that includes a rotary encoder and its peripheral circuits and measures the wheel speed (rotational speed of the wheel) from the rotational displacement amount of the wheel (axle) per unit time. The vehicle speed measurement unit 3 outputs the measured wheel speed to the control processing unit 5 . In this embodiment, the control processing unit 5 converts the wheel speed into the vehicle speed based on the wheel size, but the conversion from the wheel speed to the vehicle speed may be performed by the vehicle speed measurement unit 3 having a wheel speed sensor, or , the control processor 5 may treat the wheel speed as the vehicle speed.

The direction change detection unit 4 is a device that is connected to the control processing unit 5 and detects lane switching under the control of the control processing unit 5 . The direction change detection unit 4 includes, for example, a direction indicator switch and its peripheral circuits, and detects the direction of lane change, the start of lane change, and the end of lane change by turning on/off the direction indicator switch. Alternatively, for example, the direction change detection unit 4 includes a turn angle sensor attached to the steering unit 8 and a peripheral circuit thereof, detects the direction of lane change based on the turn angle detected by the turn angle sensor, and detects the turn direction. When the steering angle detected by the sensor is equal to or greater than a preset threshold value (steering angle determination threshold value) and continues to be equal to or greater than a preset threshold value (first steering time determination threshold value), lane change is performed. The end of lane change is detected when the start is detected and the snake angle detected by the above-mentioned snake angle sensor continues to return by a preset threshold value (second steering time determination threshold value) or more. Alternatively, for example, the direction change detection unit 4 includes the direction indicator switch, the turning angle sensor, and peripheral circuits thereof, and detects the direction of the lane change, the start of the lane change, and the end of the lane change by the combination of the above. Also good.

The power unit 6 a is a device that is connected to the control processing unit 5 and generates power for driving (moving) the vehicle under the control of the control processing unit 5 . The power unit 6a includes, for example, a prime mover such as an engine, a motor, and a hybrid device thereof, and accessories thereof. The power transmission unit 6b is a mechanism for transmitting the power generated by the power unit 6a to the driving wheels, is connected to the control processing unit 5, and is controlled by the control processing unit 5 to switch the traveling direction of the vehicle, change the gear ratio and Includes a transmission that switches gear ratios. The power generated by the power section 6a in this manner is transmitted to the drive wheels via the power transmission section 6b, thereby rotating the drive wheels.

The braking unit 7 is a device that is connected to the control processing unit 5 and applies braking force to the vehicle according to the control of the control processing unit 5 to decelerate the vehicle. The braking unit 7 can stop the vehicle as a result of decelerating the vehicle, and can also keep the vehicle stopped as a result of continuing to apply braking force while the vehicle is stopped. The braking unit 7 includes, for example, brake devices such as disc brakes and regenerative brakes, and accessories thereof. In addition, the braking portion 7 includes a function of a so-called parking brake device.

The steering section 8 is a device that is connected to the control processing section 5 and performs steering of the vehicle according to the control of the control processing section 5 . The steering unit 8 includes a steering device for changing the direction of the steered wheels of the vehicle and its accessories.

By controlling the power section 6a and the braking section 7 respectively, the acceleration of the vehicle is adjusted, and the wheel speed and the speed of the vehicle (vehicle speed) are adjusted. By controlling the transmission of the power transmission section 6b, the gear ratio and the traveling direction of the vehicle (forward, backward) are adjusted. By controlling the steering unit 8, the traveling direction of the vehicle is adjusted.

The input unit 9 is connected to the control processing unit 5, and includes, for example, a command for instructing the start or cancellation of driving assistance (for example, a lane deviation prevention function, a follow-up running function, an avoidance steering function, etc.), or a command for starting or canceling automatic driving. It is a device that inputs various commands such as a command to instruct cancellation and various data such as data necessary for executing the driving support and automatic driving to the cruise control device D. For example, a plurality of functions assigned in advance switches and the like. The output unit 10 is a device that is connected to the control processing unit 5 and outputs commands, data, etc. input from the input unit 9 according to the control of the control processing unit 5. For example, a liquid crystal display (LCD), an organic EL display, or the like. display device, a speaker for outputting sound, and the like.

The storage unit 11 is a circuit that is connected to the control processing unit 5 and stores various predetermined programs and various predetermined data under the control of the control processing unit 5 . The various predetermined programs include, for example, a control program for controlling each section 1 to 4, 6 (6a, 6b) to 11 of the cruise control device D according to the function of each section, and a lane change control program for the own vehicle. an avoidance steering program for controlling the steering of the own vehicle so as to avoid at least one of contact and abnormal approach of the own vehicle to another vehicle traveling in the lane to be changed, and the running of the own vehicle. After executing the lane departure prevention program for controlling the running of the vehicle so that the vehicle does not deviate from the own lane, which is the lane in which the vehicle is deviated, and the avoidance steering function by the avoidance steering program, the lane departure prevention function by the lane departure prevention program operates. A control processing program such as an operation control program for activating the lane departure prevention function when the lane departure prevention function is not activated. The various predetermined data include data necessary for executing each program, such as predetermined thresholds, which will be described later. The storage unit 11 includes, for example, a ROM (Read Only Memory) that is a non-volatile memory element, an EEPROM (Electrically Erasable Programmable Read Only Memory) that is a rewritable non-volatile memory element, and the like. The storage unit 11 includes a RAM (Random Access Memory) or the like that serves as a so-called working memory of the control processing unit 5 for storing data generated during execution of the predetermined program.

The control processing unit 5 controls each unit 1 to 4, 6 (6a, 6b) to 11 of the travel control device D according to the function of each unit, and when the vehicle changes lanes, the lane to be changed is selected. An avoidance steering function is executed to control the steering of the own vehicle so as to avoid at least one of contact and abnormal approach of the own vehicle to another traveling vehicle, and deviate from the own lane, which is the lane in which the own vehicle travels. This is a circuit for executing a lane departure prevention function that controls the running of the own vehicle so as to prevent the vehicle from deviating from the lane. The control processing unit 5 is configured by, for example, a CPU (Central Processing Unit) and its peripheral circuits. The control processing unit 5 functionally includes a control unit 51, an avoidance steering unit 52, a lane departure prevention unit 53, and an operation control unit 54 by executing the control processing program.

The control unit 51 controls each unit 1 to 4, 6 (6a, 6b) to 11 of the cruise control device D according to the function of each unit, and controls the cruise control device D as a whole.

The avoidance steering unit 52 controls steering so as to avoid at least one of contact and abnormal approach of the own vehicle to another vehicle traveling in the destination lane when the own vehicle changes lanes. It performs the steering function. In this embodiment, the avoidance steering section 52 executes the avoidance steering function based on the detection result of the radar device 1 (1-1 to 1-4).

In this embodiment, the avoidance steering function includes, for example, a forward other vehicle avoidance steering function (OCP, ON Coming Prevention) and a rear other vehicle avoidance steering function (BSP, Blind Spot Prevention). For example, as shown in FIG. 3A, two lanes on one side with first to third lanes DW1 to DW3 partitioned by first to fourth lane markings (lane markers) LM1 to LM4 (one lane on the right end of the paper is not shown) When the host vehicle CVs traveling in the second lane DW2 changes lanes to the third lane DW3, for example, to overtake a preceding vehicle or avoid an obstacle in front, the dashed line As indicated by the future travel locus MLo, the own vehicle VCs may come into contact with or come abnormally close to the forward other vehicle VCo traveling in the third lane DW3, which is the oncoming lane. In such a case, the OCP is executed, and as shown in FIG. Controlled to return to the lane DW2, the host vehicle VCs travels as indicated by the travel locus ML1. More specifically, in the execution of such OCP, first, the avoidance steering unit 52 moves to the destination lane based on the detection result of the radar device 1 corresponding to the destination detected by the direction change detection unit 4. It is determined whether or not there is another vehicle CVo ahead. In the example shown in FIG. 3B , the lane is changed from the second lane DW2 to the third lane DW3 on one side (right side). Based on the detection result of the radar device 1-1, it is determined whether or not there is another vehicle CVo ahead on the third lane DW3 to be changed. When the radar device 1 (in this example, the first radar device 1-1) has detected an object based on the detection result of the radar device 1, the avoidance steering unit 52 controls the other vehicle VCp (in this example, the one-side vehicle VCp). It is determined that there is another vehicle (VCo) ahead. When it is determined that there is another vehicle VCo in front, the avoidance steering unit 52 obtains an index (risk determination index) for determining whether or not the own vehicle VCs will contact or approach abnormally. Subsequently, the avoidance steering unit 52 determines whether or not the obtained risk determination index satisfies a predetermined first risk determination condition (forward risk determination condition). When the forward risk determination condition is satisfied, the avoidance steering unit 52 basically changes to the lane (the third lane DW3 in this example) based on the current vehicle speed (wheel speed) so as not to turn the steering wheel sharply. A running locus (running locus ML1 in this example) returning from the original lane (in this example, the second lane DW2) is set. Then, the avoidance steering unit 52 controls the steering unit 8 so as to follow this travel locus. The risk determination index is, for example, a value (collision delay time) obtained by dividing the relative distance of the preceding other vehicle VCo to the own vehicle VCs by its relative speed (TTC=relative distance/relative speed). The forward risk determination condition is, for example, that the risk determination index exceeds the first risk determination threshold Thttc1 and falls below the second risk determination threshold Thttc2 (Thttc1<TCC<Thttc2). These first and second risk determination thresholds Thttc1 and Thttc2 are set to appropriate values in advance from a plurality of samples.

On the other hand, as shown in FIG. 3A, when the host vehicle CVs traveling in the second lane DW2 changes lanes to the first lane DW1 in order to overtake a preceding vehicle or avoid an obstacle ahead, for example, As indicated by the dashed line in the future travel locus MLb, the own vehicle VCs may come into contact with or come abnormally close to another vehicle VCb behind the other vehicle VCb traveling in the first lane DW1, which is the lane in the same direction. In such a case, the BSP is executed, and as shown in FIG. Controlled to return to the lane DW2, the host vehicle VCs travels as indicated by the travel locus ML2. More specifically, in the execution of such BSP, first, the avoidance steering section 52 changes to the lane of the change destination based on the detection result of the radar device 1 corresponding to the change destination detected by the direction change detection section 4. It is determined whether or not there is another vehicle CVb behind. In the example shown in FIG. 3C , the lane is changed from the second lane DW2 to the first lane DW1 on the other side (left side). Based on the detection result of the radar device 1-4, it is determined whether or not there is another vehicle CVb behind in the first lane DW1 to be changed. When the radar device 1 (in this example, the fourth radar device 1-4) detects an object based on the detection result of the radar device 1, the avoidance steering unit 52 controls the other vehicle VCp (in this example, the other vehicle VCp). It is determined that there is another vehicle VCb) behind. When it is determined that there is another vehicle VCb behind, the avoidance steering unit 52 obtains the risk determination index. Subsequently, the avoidance steering unit 52 determines whether or not the obtained risk determination index satisfies a predetermined second risk determination condition (backward risk determination condition). When the rearward risk determination condition is satisfied, the avoidance steering unit 52 basically controls the lane to be changed to (the first lane DW1 in this example) based on the current vehicle speed (wheel speed) so as not to turn the steering wheel sharply. A running locus (running locus ML2 in this example) returning from the original lane (in this example, the second lane DW2) is set. Then, the avoidance steering unit 52 controls the steering unit 8 so as to follow this travel locus. The backward risk determination condition is, for example, that the risk determination index exceeds a third risk determination threshold Thttc3 and falls below a fourth risk determination threshold Thttc4 (Thttc3<TCC<Thttc4). These third and fourth risk determination thresholds Thttc3 and Thttc4 are set to appropriate values in advance from a plurality of samples.

In the above description, the other vehicle VCb on the other side (the left side in the example shown in FIG. 3C) of the vehicle VCs is stopped by the BSP. BSP for the other vehicle VCb on one side (the right side in the example shown in FIG. 3C) behind the host vehicle VCs is also executed in the same manner as when traveling in the second lane DW2 or when there are three or more lanes on one side.

In the above-described OCP and BSP, the travel loci ML1 and ML2 are set, and the steering unit 8 is controlled along these travel loci ML1 and ML2. A yaw rate from the destination lane to the source lane may be set based on the vehicle speed (wheel speed), and the steering unit 8 may be controlled according to the set yaw rate for a period of time based on the current vehicle speed (wheel speed). .

Further, in the above description, the case where the avoidance steering unit 52 is used to drive the vehicle on the left side has been described. By using the detection results of the second and fourth radar devices 1-2 and 1-4, the avoidance steering unit 52 can be similarly explained.

Further, in this embodiment, the cruise control device D includes four first to fourth radar devices 1-1 to 1-4. is a dedicated vehicle specialized for left-hand traffic, the second radar device 1-2 provided at the left front end is not necessarily required and may be omitted. Similarly, if the vehicle VC is a dedicated vehicle specialized for driving on the right side of the vehicle, the first radar device 1-1 provided at the front end on the right side may be omitted. In this embodiment, the vehicle VC is provided with first and second radar devices 1-1 and 1-2 so that it can be used for both left-hand traffic and right-hand traffic.

Further, in the above description, in order to more appropriately detect the presence or absence of another vehicle VCp in the vicinity of the own vehicle VCs, the four radar devices 1-1 to 1-4 acquire images in the same direction as the first to fourth radar devices 1-1 to 1-4, respectively. The first to fourth imaging devices may be further provided in the vehicle VC, and the images generated by these first to fourth imaging devices 1-1 to 1-4 may be used. In this case, the avoidance steering section 52 determines whether or not the vehicle is reflected in an image area of a predetermined size corresponding to the position of the object detected by the radar device 1 in the image generated by the imaging device. do. For example, the avoidance steering section 52 determines whether or not the vehicle is reflected in the image area by determining whether or not a predetermined feature amount related to the vehicle is extracted from the image area. More specifically, for example, edges are extracted from the image region by an edge filter, straight lines are extracted from the extracted edges by Hough transform of the straight lines, and a rectangle formed by the extracted straight lines represents the contour shape of the vehicle. It is determined whether or not to be extracted as the feature amount to represent. Further, for example, a template representing a vehicle is prepared in advance, and the avoidance steering section 52 performs template matching on the image area to determine whether the vehicle is extracted or not. determine whether Further, for example, a machine learning model (for example, a convolutional neural network model (CNN model), etc.) that has undergone machine learning (for example, deep learning, etc.) to extract a vehicle is prepared in advance, and the avoidance steering unit 52 extracts the vehicle from the image area. It is determined whether or not the vehicle is reflected in the image area based on whether or not the vehicle is extracted by the machine learning model. Then, if the result of the determination is that a vehicle is reflected in the image area, the avoidance steering section 52 sets the selected object as the other vehicle VCp. For example, in the detection of the other vehicle VCb behind the vehicle on one side, the avoidance steering unit 52 detects the third radar device 1-3 in the image generated by the third imaging device that acquires the image in the same direction as the third radar device 1-3. It is determined whether or not the vehicle is reflected in an image area of a predetermined size corresponding to the position of the detected object in -3, and if the vehicle is reflected in the image area, the detected object is It is assumed that the other vehicle VCb on the one side is behind.

The lane departure prevention unit 53 executes a lane departure prevention function for controlling the travel of the vehicle so that the vehicle does not deviate from the lane in which the vehicle travels. In this embodiment, the lane departure prevention unit 53 executes the lane departure prevention function based on the image generated by the imaging device 2 .

More specifically, the lane departure prevention unit 53 first detects a pair of left and right marking lines that divide the own lane on the travel path from the image captured by the imaging device 2 . Then, the lane departure prevention unit 53 controls the running of the vehicle so that the vehicle runs within the detected pair of left and right marking lines.

As control for the vehicle to run within the pair of left and right lane markings, for example, the lane departure prevention section 53 controls the running of the vehicle so that the vehicle does not cross the pair of left and right lane markings. More specifically, for example, first, the lane departure prevention unit 53 acquires an image from the imaging device 2, and as shown in FIG. , to the pair of left and right marking lines LM11 and LM12 in the vehicle width direction. For example, on the image, pixel positions Ps2 and Ps1 corresponding to one side edge (right edge) and the other side edge (left edge) of the vehicle VCs in the vehicle width direction are stored in advance in the storage unit 11, and the detected The number of pixels between the pixel position of the one side (right side) marking line LM12 and the pixel position Ps2 of the one side end (right side end) is the distance to the one side (right side) marking line LM12 in the vehicle width direction ( One side distance (right side distance)), and the number of pixels between the detected pixel position of the other side (left side) marking line LM11 and the other side end (left side end) pixel position Ps1 is the number of pixels in the vehicle width direction. is obtained as the distance (other side distance (left side distance)) to the other side (left side) marking line LM11. Subsequently, the lane departure prevention unit 53 compares the obtained one-side distance and the other-side distance with a predetermined threshold value (departure determination threshold value). As a result of this comparison, if the obtained one-side distance is equal to or less than the deviation determination threshold value, the lane departure prevention unit 53 steers the vehicle to the other side for a preset time at a preset yaw rate. On the other hand, if the obtained other side distance is equal to or less than the departure determination threshold value, the lane departure prevention unit 53 is set in advance at a predetermined yaw rate. The steering unit 8 is controlled so as to steer to one side only for the time. Such control is repeatedly executed at predetermined time intervals during execution of the lane departure prevention function. As a result, the running of the vehicle VCs is controlled so that the vehicle VCs does not cross the pair of left and right lane markings LM11 and LM12.

Alternatively, for example, as control for the vehicle to run within the pair of left and right lane markings, the lane departure prevention unit 53 may be set to a predetermined first position set for the vehicle (for example, the center position of the vehicle in the vehicle width direction). ) becomes a predetermined second position set on the pair of left and right marking lines (for example, the central position in the width direction within the pair of left and right marking lines (own lane)). More specifically, for example, when the vehicle is traveling in the center of the lane on the image, the pixel position Ps corresponding to the center position of the vehicle VCs in the vehicle width direction is stored in the storage unit 11 in advance. As described above, the lane deviation prevention unit 53 detects a pair of left and right marking lines LM11 and LM12 from the image SP acquired from the imaging device 2, as shown in FIG. Subsequently, the lane departure prevention unit 53 obtains a pixel position Pc corresponding to the central position of the pair of left and right marking lines LM11 and LM12 detected. Then, the lane departure prevention unit 53 stores the pixel position Pc corresponding to the center position of the detected pair of left and right marking lines LM11 and LM12 and the center position of the own vehicle VCs in the vehicle width direction stored in the storage unit 11. The steering unit 8 is controlled so that the difference in the vehicle width direction (travel road width direction) from the corresponding pixel position Ps is eliminated. Such control is repeatedly executed at predetermined time intervals during execution of the lane departure prevention function. As a result, the running of the vehicle VCs is controlled such that the central position Ps in the vehicle width direction is the central position Pc between the pair of left and right marking lines LM11 and LM12.

Alternatively, for example, as control for the vehicle to run within the pair of left and right lane markings, the lane departure prevention unit 53 controls the vehicle to run within a set area set within the pair of left and right lane markings. to control. More specifically, the number of pixels LG corresponding to the distance between each of the pair of left and right demarcation lines and the set area is stored in advance in the storage unit 11. As shown in FIG. 4, a pair of left and right partition lines LM11 and LM12 are detected from an image SP acquired from the imaging device 2 . Subsequently, the lane departure prevention unit 53 places the detected pair of left and right partition lines inwardly from each of the detected left and right partition lines LM11 and LM12 at a position separated by the number of pixels LG stored in the storage unit 11. By setting a pair of left and right imaginary lines FL1 and FL2 parallel to the lines LM11 and LM12, respectively, an area FS inside the pair of left and right imaginary lines FL1 and FL2 is set as the setting area. The lane departure prevention unit 53 controls the running of the vehicle VCs so that the vehicle VCs does not cross the pair of left and right imaginary lines FL1 and FL2. If the pair of left and right imaginary lines FL1 and FL2 are regarded as the pair of left and right marking lines LM11 and LM12, this control is performed by: Since it is the same as the method for controlling the running of the own vehicle, the explanation thereof is omitted. Such control is repeatedly executed at predetermined time intervals during execution of the lane departure prevention function. Thus, the running of the own vehicle VCs is controlled so as to run within the set area FS set within the pair of left and right demarcation lines LM11 and LM12.

A known processing method is used for the processing of extracting the division lines from the image. For example, as disclosed in the above-mentioned Patent Document 1, a template image showing white lines, which are marking lines, is prepared in advance, and matching is performed between the template image and an image obtained by a camera to detect the position of the white line. A white line is determined using a matching method. Alternatively, for example, as disclosed in Japanese Unexamined Patent Application Publication No. 7-85249, a change in brightness is searched in the horizontal direction within the white line search area, and a portion with very little change in brightness is determined to be a road portion. A portion of the road adjacent to a road portion with extremely low brightness is determined to be a white line, which is a marking line. Alternatively, for example, as disclosed in Japanese Unexamined Patent Application Publication No. 2007-220013, a structure that is a candidate for a white line that is a demarcation line is detected by edge detection from an image on the traveling road, and a structure that is a candidate for the white line. It is determined whether or not a predetermined structure exists at each of a plurality of predetermined relative positions with respect to the position of the object, and based on this determination result, it is determined whether or not the structure that is a candidate for the white line is a white line. be judged. Here, the plurality of predetermined relative positions and the predetermined structure are determined based on the specific relative positional relationship of the plurality of structures on the road.

The operation control unit 54 operates the lane departure prevention unit 53 when the lane departure prevention unit 53 is not operating after the avoidance steering function is performed by the avoidance steering unit 52 .

Basically, the lane departure prevention unit 53 operates and executes the lane departure prevention function when an input from the input unit 9 to start driving assistance of the lane departure prevention function is input. On the other hand, when the avoidance steering function is executed by the avoidance steering unit 52 and the host vehicle is returned to the lane DW from which the change was made (in this example, the second lane DW2 in this example) as shown in FIGS. The driver can manually steer the vehicle so that the vehicle runs in the lane from which the change was made, but if the lane width is narrower than expected (designed) due to avoidance steering, the own vehicle will move to the opposite side of the lane to be changed. There is a risk that the vehicle may deviate from the lane. Therefore, in the present embodiment, the operation control unit 54 controls the lane departure prevention unit 53 when the lane departure prevention unit 53 is not operating after the avoidance steering function is performed by the avoidance steering unit 52 as described above. to operate.

In this embodiment, the operation control unit 54 operates the lane departure prevention unit 53 as described above, and then, when a predetermined end condition is satisfied, causes the lane departure prevention unit 53 to operate. Stop. In the present embodiment, the predetermined end condition is that the marking line of the own lane and the traveling direction of the own vehicle become parallel. Note that the predetermined end condition is not limited to this, and may be set as appropriate. etc.) may coincide with a predetermined second position set in the own lane (for example, a center position in the width direction of the own lane). Such a termination condition is such that the lane deviation prevention unit changes the predetermined first position set for the own vehicle to the predetermined second position set for the pair of left and right marking lines in order to prevent lane departure. This is suitable when controlling the travel of the host vehicle as described above.

Next, the operation of this embodiment will be described. FIG. 5 is a flow chart showing the operation of the cruise control device. FIG. 6 is a time chart for explaining the operation status of the lane departure function. The upper part of FIG. 6 shows the start timing T1 after OCP and BSP, the middle part of FIG. 6 shows the end timing T2 that satisfies the conditions for terminating the lane departure prevention function, and the lower part of FIG. 6 shows the operation status of the lane departure function. .

When the vehicle VC starts to operate, the travel control device D initializes necessary parts and starts to operate. By executing the control processing program, the control processing unit 5 is functionally configured with a control unit 51 , an avoidance steering unit 52 , a lane departure prevention unit 53 and an operation control unit 54 .

5, when the direction change detection unit 4 detects the start of lane change (S1), the control processing unit 5 acquires various output signals, and stores the acquired output signals in the storage unit 11 ( S2). In this embodiment, each output signal is acquired from the first to fourth radar devices 1-1 to 1-4, an image is acquired from the imaging device 2, the vehicle speed (wheel speed) is acquired from the vehicle speed measurement unit 3, These are stored in the storage unit 11 . Here, the case of left-hand traffic will be described, but the same can be said for the case of left-hand traffic.

Next, the control processing unit 5 causes the avoidance steering unit 52 to determine whether or not there is another vehicle VCp in the lane of the change destination based on the detection result of the radar device 1 corresponding to the change destination detected by the direction change detection unit 4. (S3).

More specifically, when changing lanes to one side (right side), first, in order to determine whether or not the OCP is necessary, the avoidance steering section 52 moves the first radar device 1- 1 determines whether or not an object has been detected as the other vehicle VCo in front. If no object is detected, it is determined that there is no other vehicle VCo ahead. In order to determine whether the BSP is necessary, the avoidance steering unit 52 determines whether or not an object is detected as the other vehicle VCb behind by the third radar device 1-3 provided at the rear end on one side. As a result of this determination, when the object is detected, it is determined that there is another vehicle VCb behind on one side, and when the object is not detected, the one side Then, it is determined that there is no other vehicle VCb behind. When it is determined that there is no other vehicle VCp as a result of the determination in the process S3 (that is, when there is no other vehicle VCo and VCb behind the other vehicle on one side, No), the control processing unit 5 , then the process S5 is executed. On the other hand, if it is determined that there is another vehicle VCp as a result of the determination (that is, if there is either the front other vehicle VCo or the rear other vehicle VCb on one side, Yes), the control processing unit 5 then executes the process S4.

On the other hand, when changing lanes to the other side (left side), the avoidance steering unit 52 determines whether or not an object is detected as the other vehicle VCb behind by the fourth radar device 1-4 provided at the rear end of the other side. As a result of this determination, when the object is detected, it is determined that there is another vehicle VCb behind the other side, and when the object is not detected, the other vehicle is determined. It is determined that there is no rear other vehicle VCb on the side of the vehicle. If it is determined that there is no other vehicle VCp as a result of the determination in the process S3 (that is, if there is no other vehicle VCb behind the other side, No), the control processing unit 5 next performs the process Execute S5. On the other hand, if it is determined that there is another vehicle VCp as a result of the determination (that is, if there is another vehicle VCb behind on the other side, Yes), the control processing unit 5 next executes processing S4. do.

Note that the map information is further stored in the storage unit 11, and a position measuring unit (for example, GPS, etc.) for measuring the position of the own vehicle VCs is further provided. is the oncoming lane, the determination of the presence or absence of the other vehicle VCb behind can be omitted. can be omitted.

In the process S4, the control processing unit 5 determines whether avoidance steering by the avoidance steering unit 52 is necessary.

More specifically, when changing lanes to one side (right side), first, if it is determined that there is another vehicle VCo in front, the avoidance steering section 52 outputs the output signal of the first radar device 1-1. A risk determination index TCC (=relative distance/relative velocity) is obtained based on the relative position (relative direction, relative distance) and relative velocity acquired and stored from the . Then, the avoidance steering unit 52 determines whether avoidance steering is necessary by determining whether the obtained risk determination index TCC satisfies the forward risk determination condition Thttc1<TCC<Thttc2. Further, when it is determined that there is another vehicle VCb behind, the avoidance steering section 52 stores the relative position (relative direction, relative distance) and the relative position obtained from the output signal of the third radar device 1-3. A risk determination index TCC (=relative distance/relative speed) is obtained based on the speed. Then, the avoidance steering unit 52 determines whether avoidance steering is necessary by determining whether the obtained risk determination index TCC satisfies the backward risk determination condition Thttc3<TCC<Thttc4. As a result of this determination, if it is determined that the forward risk condition or the rearward risk condition is satisfied and avoidance steering is required (Yes), the control processing unit 5 next executes processing S6. On the other hand, if it is determined that the forward risk condition and the rearward risk condition are not satisfied and the avoidance steering is not required (No), the control processing unit 5 next executes the process S5.

On the other hand, when the lane is changed to the other side (left side), the avoidance steering unit 52 operates based on the relative position (relative direction, relative distance) and relative speed acquired from the output signal of the fourth radar device 1-4 and stored. , the risk determination index TCC is obtained, and it is determined whether or not the obtained risk determination index TCC satisfies the backward risk determination condition, thereby determining whether or not the avoidance steering is necessary. As a result of this determination, when it is determined that the rearward risk condition is satisfied and avoidance steering is required (Yes), the control processing unit 5 next executes processing S6. On the other hand, if it is determined that the rearward risk condition is not satisfied and avoidance steering is not required as a result of the determination (No), the control processing unit 5 next executes processing S5.

In the process S<b>5 , the control processing unit 5 determines whether or not the lane change is completed based on the output signal of the direction change detection unit 4 . result of this judgment. If the lane change has not been completed (No), the control processing unit 5 returns the process to the process S2. The unit 5 ends this process.

In the processing S6, the control processing unit 5 executes the avoidance steering function by the avoidance steering unit 52, and then executes the processing S7. More specifically, the avoidance steering unit 52 controls the steering unit 8 so that the steering toward the destination lane is returned to the original lane in which the host vehicle VCs was traveling. As a result, in the OCP execution, the own vehicle VCs travels, for example, along the travel locus ML1 shown in FIG. 3B, and in the BSP execution, the own vehicle VCs travels, for example, along the travel locus ML2 shown in FIG. 3C.

In the process S7 following the process S6, the control processing unit 5 causes the lane departure prevention unit 53 to start executing the lane departure prevention function by the operation control unit 54, and then executes the process S8. More specifically, the lane departure prevention unit 53 detects a pair of left and right marking lines that divide the own lane on the traveling road from the image captured by the imaging device 2, The running of the own vehicle is controlled so that the own vehicle runs.

In the process S8 following the process S7, the control processing unit 5 causes the lane departure prevention unit 53 to determine whether or not the predetermined termination condition for terminating the lane departure prevention function is satisfied. More specifically, in this embodiment, the lane departure prevention unit 53 determines whether or not the lane markings of the host vehicle are parallel to the traveling direction of the host vehicle. For example, when the distance between the vehicle VCs and the marking line in the vehicle width direction is obtained from the image at a plurality of timings different from each other, and the plurality of distances obtained at the plurality of timings match within a predetermined range. , it can be determined that the marking line of the own lane and the traveling direction of the own vehicle are parallel. Alternatively, for example, a gyro sensor is provided, and whether or not the marking line of the own lane is parallel to the traveling direction (vehicle length direction) of the own vehicle is determined from the so-called yaw output signal of the gyro sensor. I can judge. As a result of this determination, if the predetermined end condition is satisfied (Yes), the control processing unit 5 causes the operation control unit 54 to cause the lane departure prevention unit 53 to end the execution of the lane departure prevention function. After executing the process S9, the process ends. On the other hand, as a result of the determination, if the predetermined termination condition is not satisfied (No), the control processing section 5 returns the process to the process S8. Therefore, the lane departure prevention function continues to be executed until the predetermined end condition is satisfied.

By executing each of the processes S6 to S9, for example, as shown in FIG. At the timing T2 when the condition is satisfied, the operation of the lane departure prevention unit 53 is terminated, and the lane departure prevention unit 53 is stopped again. As a result, for example, as shown in FIG. 3B, after the host vehicle VCs travels along a travel locus ML1 indicated by a solid line by executing the avoidance steering function, the lane departure prevention function causes the own vehicle CVs to travel on a travel locus indicated by a broken line. It is possible to reduce the deviation of the own vehicle VCs from the second lane DW2 to the first lane DW1 on the opposite side of the third lane DW3, which is the destination of the change, by traveling as in ML1a. Further, for example, as shown in FIG. 3C, after the own vehicle VCs indicated by the solid line by executing the avoidance steering function travels along the traveling locus ML2, the own vehicle CVs is shown by the dashed line by executing the lane departure prevention function. It is possible to reduce the deviation of the own vehicle VCs from the second lane DW2 to the third lane DW3 on the opposite side of the first lane DW1 to which the vehicle VC is to be changed, by traveling along the travel locus ML2a shown.

In the above description, each of the above processes is repeatedly executed during lane change, but each of the above processes may be executed only once when the start of lane change is detected. In this case, the above-described processing S5 is omitted, and if it is determined in processing S3 that there is no other vehicle in the lane to change to (No), and if it is determined that avoidance steering is not necessary in processing S4 ( No), the control processing unit 5 terminates this process.

As described above, the cruise control device D and the cruise control method implemented therein according to the embodiment operate the lane departure prevention unit 53 after the avoidance steering function is performed. , the lane departure prevention function can reduce lane departure.

For example, when the lane departure prevention unit 53 is not operating because the lane departure prevention function is turned off from the input unit 9, it can be assumed that the driver is not considering using the lane departure prevention function. In such a case, if the lane departure prevention unit 53 continues to operate, the driver may feel annoyed. Since the operation of the portion 53 is stopped, it is possible to prevent the driver from feeling annoyed.

If the lane markings and the traveling direction of the vehicle are parallel, the vehicle is considered to be traveling within the lane. In the cruise control device D and the cruise control method, since the predetermined end condition is that the marking line of the own lane and the traveling direction of the own vehicle become parallel, the vehicle is properly returned to the own lane before the lane is resumed. It is possible to stop the operation of the deviation prevention unit.

In the above-described embodiment, the lane departure prevention unit 53 controls the traveling of the vehicle so as not to deviate from the own lane based on the pair of left and right marking lines. The unit 53 may control traveling so as not to deviate from the own lane based on the marking line of the own lane on the lane change side. For example, the lane departure prevention unit 53 operated by the operation control unit 54 controls traveling so that the own vehicle does not cross the marking line of the own lane on the lane change side. Further, for example, the lane departure prevention unit 53 operated by the operation control unit 54 controls the vehicle so that it travels within a set area that is set inward of the marking line of the own lane on the lane change side by a predetermined length. , to control the running.

Since the cruise control device D and the cruise control method as described above execute the lane deviation prevention function based on the division line of the own lane on the lane change side, the lane departure prevention function is performed based on the division line of the own lane on the side opposite to the lane change side. Even if the line is not detected, the lane departure prevention function can be executed.

Although the present invention has been adequately and fully described above through embodiments with reference to the drawings in order to express the present invention, modifications and/or improvements to the above-described embodiments can easily be made by those skilled in the art. It should be recognized that it is possible. Therefore, to the extent that modifications or improvements made by those skilled in the art do not depart from the scope of the claims set forth in the claims, such modifications or improvements do not fall within the scope of the claims. is interpreted to be subsumed by

D Travel control device VC Vehicle VCs Own vehicle VCo Front other vehicle VCb Rear other vehicle 1 (1-1 to 1-4) Radar device 2 Imaging device 3 Vehicle speed measurement unit 4 Direction switching detection unit 5 Control processing unit 6a Power unit 6b Power Transmission unit 7 Braking unit 8 Steering unit 11 Storage unit 51 Control unit 52 Avoidance steering unit 53 Lane deviation prevention unit 54 Operation control unit

Claims (4)

Driving control having an avoidance steering function for controlling steering so as to avoid at least one of contact and abnormal approach of the own vehicle to another vehicle traveling in the lane of the destination when the own vehicle changes lanes. a device,
a direction change detection unit that detects a change of lanes ;
an avoidance steering unit that executes the avoidance steering function when the direction change detection unit detects the start of a lane change ;
a lane departure prevention unit that executes a lane departure prevention function that controls traveling so as not to deviate from the own lane, which is the lane in which the vehicle travels;
an input unit for inputting start and release of the lane departure prevention function ;
an operation control unit that operates the lane departure prevention unit when the lane departure prevention unit is not operating after the avoidance steering function is performed, and the lane departure prevention unit is not in operation due to input of cancellation of the lane departure prevention function by the input unit ;
The operation control unit stops the operation of the lane departure prevention unit when a predetermined termination condition is satisfied after operating the lane departure prevention unit.
travel control device. The predetermined end condition is that the lane marking of the own lane and the traveling direction of the own vehicle are parallel.
The traveling control device according to claim 1 . The lane departure prevention unit operated by the operation control unit controls traveling so as not to deviate from the own lane based on the marking line of the own lane on the lane change side.
The traveling control device according to claim 1 or 2 . Driving control having an avoidance steering function for controlling steering so as to avoid at least one of contact and abnormal approach of the own vehicle to another vehicle traveling in the lane of the destination when the own vehicle changes lanes. a method,
a direction change detection step of detecting a lane change ;
an avoidance steering step of executing the avoidance steering function when the direction change detection step detects the start of a lane change ;
a lane departure prevention step for executing a lane departure prevention function for controlling travel so as not to deviate from the own lane, which is the lane in which the vehicle travels;
an input step of inputting cancellation of the lane departure prevention function ;
an execution control step of executing the lane departure prevention step after the avoidance steering function has been implemented, if cancellation of the lane departure prevention function is input in the input step and the lane departure prevention step is not being executed,
The execution control step stops the execution of the lane departure prevention step when a predetermined end condition is satisfied after executing the lane departure prevention step.
travel control method.

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