KR20140006564A - Lane keeping assist method and apparatus for vehicles - Google Patents

Abstract

The present invention provides a lane-keeping control method and a device for a vehicle. The lane-keeping control method comprises: a reference path setting step for setting a reference path in advance while varying the front orientation angle of a vehicle from a lane disposed at the front to make the vehicle do not get out of the lane while receiving the position information of the lane disposed at the front to which the vehicle is oriented; a driving path output step for outputting a driving path while receiving the position information of the lane disposed at the front to which the vehicle is oriented and varying the front orientation angle of the vehicle from the lane disposed at the front when the vehicle is driven along the lane; a driver condition determining step for determining the condition of a driver as an abnormal state when a phase difference of the orientation angle increases by comparing the orientation angle of the vehicle applied to output the driving path and the orientation angle of the vehicle applied to set the reference path when the reference path and the driving path are compared; and a control setting value change step for expanding at least one among a lane departure warning range or an steering assistance control range and changing the same when the driver is in abnormal condition. [Reference numerals] (AA) Orientation angle; (BB,DD) Lane; (CC) Reference path

Description

Lane Keeping Control Method and Device for Vehicles {LANE KEEPING ASSIST METHOD AND APPARATUS FOR VEHICLES}

The present invention relates to a lane keeping control method, and more particularly, to a lane keeping control method and apparatus for a vehicle for predicting and controlling a driver's state in a lane keeping system.

As shown in FIG. 1, the lane keeping support system is a system for instructing a steering request torque value to control a steering actuator of a vehicle so that the vehicle does not leave the lane using lane information recognized by a sensor.

When using the MDPS (Motor Driven Power Steering) as the actuator in the lane keeping support system, the required torque value is generated continuously. At this time, the required torque value of the system is transmitted to the driver's steering wheel to achieve lane keeping performance. The driver feels the steering heterogeneity.

However, if the driver's steering intention is measured with a torque value higher than a certain value, the required torque value is reduced or changed from the lane keeping mode to the driver driving mode so that the required torque value is changed to '0' to transfer control to the driver. do.

In addition, when the speed at which the vehicle leaves the predetermined control area increases, the control area may be arbitrarily changed, thereby increasing the reliability of the lane keeping system and the usability of the system.

However, the conventional lane guidance system merely maintains and controls the lane by comparing and comparing the torque value according to the driver's steering intention with the preset reference torque value, and is closely related to the safe driving such as the driver's current state or fatigue level. Since the various input factors involved were not considered, there was an extremely passive limit on how to maintain the lane.

It should be understood that the foregoing description of the background art is merely for the purpose of promoting an understanding of the background of the present invention and is not to be construed as an admission that the prior art is known to those skilled in the art.

The present invention has been made to solve the above-mentioned problems, and predicted the abnormal state of the driver and grafting it to the lane keeping system, the vehicle lane maintenance control method and apparatus for actively assisting the driver's safe driving To provide.

The configuration of the present invention for achieving the above object, receives the position information of the lane located in front of the vehicle, the front of the vehicle with respect to the lane located in front so that the vehicle can travel without leaving the lane A reference path setting step of setting a reference path in advance while varying the orientation angles; A driving route outputting step of receiving a position information of a lane located in front of the vehicle to which the vehicle is directed along the lane, and outputting a driving route while varying a forward direction angle of the vehicle with respect to the lane located in front of the vehicle; When comparing the reference path and the driving path, when the phase difference between the directing angle is increased by comparing the directing angle of the vehicle applied to output the driving path with the directing angle of the vehicle applied to setting the reference path, A driver state determination step of determining an abnormal state; And a control setting value changing step of expanding and changing at least one of a lane departure warning range and a steering assistance control range when the driver is in an abnormal state.

The driver state determination step may further include a fatigue determination step of determining a driver's fatigue degree in consideration of time information or season information measured when the vehicle is driven.

In the fatigue determining step, the driver may be tired by predicting a sleepy time according to a current time measured when the vehicle is driven.

The fatigue determination step may determine that the driver is tired by predicting a sleepy time based on the current season information and the current time information measured when the vehicle is driven.

The fatigue determining step may determine that the driver is tired by calculating the vehicle running time.

The vehicle running time may be calculated after starting the vehicle for the corresponding driving.

As the driving time of the vehicle increases, the fatigue may increase.

In the vehicle driving time, the time traveled by the driver without being directly involved in driving by the autonomous driving system installed in the vehicle may be calculated by subtracting from the vehicle driving time.

The time traveled by the cruise control in the vehicle running time may be calculated by subtracting the vehicle running time.

The time traveled by the inter-vehicle distance control system (ACC) or the intelligent cruise control (SSC) from the vehicle travel time may be calculated by subtracting from the vehicle travel time.

The time traveled by the Lane Keeping Assist System (LKAS) in the vehicle running time may be calculated by subtracting from the vehicle running time.

The time information may be measured by a clock or a navigation device connected to the controller of the vehicle.

The seasonal information may be measured by calendar information or location information of a navigation device connected to a control unit of a vehicle.

In the driver state determining step, the driver may determine an abnormal state of the driver by detecting a sudden change in the steering angle when the vehicle is driven.

In the control setting value changing step, when the driver is in an abnormal state, the lane departure warning area may be extended from the normal lane departure warning area to the vehicle side.

In the control setting value changing step, when the driver is in an abnormal state, the steering assist control region may be extended from the steering assist control region in the normal state to the vehicle side.

In the control setting value changing step, when the driver is in an abnormal state, the steering assist torque amount may be set larger than the steering assistance torque amount in the normal state.

In the control setting value changing step, when the driver is in an abnormal state, the lane departure warning range or the steering assistance control range may be differently set according to the type of the abnormal state.

On the other hand, receiving the position information of the lane located in front of the vehicle, the reference path is set in advance while varying the forward direction angle of the vehicle with respect to the lane located in front so that the vehicle can travel without leaving the lane, When driving the vehicle along the lane, the vehicle receives the position information of the lane located in front of the vehicle, and outputs the driving route while varying the forward direction angle of the vehicle with respect to the lane located in front of the vehicle, When comparing the driving paths, when the phase difference between the directing angles is increased by comparing the directing angles of the vehicle applied to output the driving paths with the directing angles of the vehicle applied to setting the reference path, the driver's state is determined to be abnormal. When the driver is in an abnormal state, at least one of the lane departure warning area and the steering assistance torque amount It may be characterized by including a control unit configured to enlarge and change the above.

The present invention through the above-described problem solving means, by detecting the phase difference of the change in the direction angle of the vehicle in response to the lane change, if the phase difference due to the driver's steering is increased to determine the drowsiness or careless state of the driver, There is an effect that can be actively assisted.

Furthermore, by using time information and / or date information, the driver can predict and judge the fatigue level of the driver and, when it is determined that the fatigue level is high, widen the range of warning and steering assistance of the lane keeping system to provide safer lane keeping control performance. On the other hand, there is also an effect of improving the marketability of the lane keeping control system.

1 is a view for explaining a lane keeping control system according to the prior art.
2 is a view for explaining a state in which driving while changing the direction angle of the vehicle in accordance with the lane change for lane keeping control according to the present invention.
3 is a view showing a state in which the reference path and the driving path set by the change of the direction angle of the vehicle according to the lane change in the present invention and the phase difference between the reference path and the driving path are increased.
Figure 4 is a diagram showing the hourly sleepiness probability statistics according to the present invention.
5 is a view showing the sleepiness probability statistics by region and date according to the present invention.
6 is an exemplary view illustrating and calculating the relationship between vehicle running time and fatigue degree according to the present invention.
7 is a view for explaining a steering inflection state at the time of sharp steering angle change according to the present invention.
8 is a view for explaining an example of changing the lane departure warning area when determining the abnormal state of the driver by the present invention.
FIG. 9 is a view for explaining an example of changing a lane departure warning area according to an abnormal state type when determining an abnormal state of a driver according to the present invention; FIG.
10 is a view for explaining an example of changing the steering assist control area and the steering assist torque amount when the driver determines the abnormal state.
FIG. 11 is a view for explaining an example of changing a steering assist control area and a steering assist torque amount according to an abnormal state type when determining an abnormal state of a driver according to the present invention; FIG.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

In the lane maintenance control method for a vehicle of the present invention as shown in FIGS. 2 to 11, a lane located in front of the vehicle receives the position information of the lane located in front of the vehicle, and the vehicle is located in front of the lane so that the vehicle can travel without leaving the lane. A reference path setting step of presetting a reference path while varying a forward direction angle of the vehicle with respect to the vehicle; A driving route outputting step of receiving a position information of a lane located in front of the vehicle to which the vehicle is directed along the lane, and outputting a driving route while varying a forward direction angle of the vehicle with respect to the lane located in front of the vehicle; When comparing the reference path and the driving path, when the phase difference between the directing angle is increased by comparing the directing angle of the vehicle applied to output the driving path with the directing angle of the vehicle applied to setting the reference path, A driver state determination step of determining an abnormal state; And a control set value changing step of changing at least one of a lane departure warning area and a steering assistance torque when the driver is in an abnormal state.

Referring to FIG. 2 and FIG. 3, before the vehicle travels along the lane, the reference path is set in advance so that the vehicle can be used as a reference for driving along the center of the lane.

In order to set the reference path, first, the location information of the lane located in the position where the front of the vehicle is directed from the current position of the vehicle is received. At this time, if the lane located in front of the vehicle is curved by the curvature of the lane, the angle formed by the vehicle's forward angle and the lane will be narrowed or widened. Thus, the vehicle's forward angle is varied according to the curvature of the lane so that the vehicle can travel at regular intervals from the lane while following the lane.

That is, the forward direction angle of the vehicle is displayed while being changed in a myriad of point shapes while following the lane, and thus, when the forward direction angles of the vehicle in the form of a myriad of point forms are connected to each other, a reference path in the form of a line can be set.

In this case, the location information of the lane may be measured by a camera or an image sensor installed in the vehicle, in addition to this may be measured by a known technical means for measuring or confirming various locations.

In addition, when driving the vehicle along the lane in which the reference route is set, the driving route is set by the driver's steering characteristic.

Specifically, when the vehicle travels along the lane, the vehicle receives position information of the lane located in front of the vehicle from the current position at which the vehicle travels. At this time, when the lane located in front of the vehicle is curved by the curvature of the lane, the driver tries to drive the vehicle along the center of the lane by steering the steering wheel, and as a result, the vehicle follows the lane as the vehicle follows the lane. By driving at intervals, the vehicle's forward angle is varied according to the curvature of the lane.

In other words, the forward direction angle of the vehicle is displayed while being changed in a myriad of point shapes while following the lane while the vehicle is running, and thus, when the forward direction angle of the vehicle which appears in the form of a myriad of points is connected, the driving path in the form of a line can be measured. do.

Accordingly, while driving the vehicle, the driving path is compared with the reference path, and the abnormal state of the driver is determined by analyzing the large change of the phase angle and the frequency analysis. That is, when the phase difference between the orientation angle for measuring the driving route and the orientation angle for setting the reference route increases, the driver determines that the driver is in an abnormal state such as drowsiness or driving sub-circumference.

When the driver's state is determined to be an abnormal state, as shown in FIGS. 8 to 11, the lane departure warning area within the normal range is changed to alert the driver more frequently, or the amount of steering assistance torque that is within the normal range is changed. To make the steering assistance larger.

Therefore, when it is determined that the driver's condition is abnormal, the driver may change the control setting value of the lane keeping system to cope with the driver's abnormal condition, thereby actively assisting the driver's safe driving.

On the other hand, the setting of the reference path described above, the output of the driving path, determination of the abnormal state of the driver and change of the control setting value may be made through the control unit installed in the vehicle.

Specifically, the control unit receives position information of a lane located in front of the vehicle and directs the reference path while varying the forward direction angle of the vehicle with respect to the lane located in front of the vehicle so that the vehicle can travel while following the lane. Pre-set, when driving the vehicle along the lane, receives the position information of the lane located in front of the vehicle, and outputs the driving route while varying the forward direction angle of the vehicle with respect to the lane in front of the lane, When comparing the reference path and the driving path, when the phase difference between the directing angle is increased by comparing the directing angle of the vehicle applied to output the driving path with the directing angle of the vehicle applied to setting the reference path, Determination of abnormal state, when the driver is in an abnormal state, lane departure warning area or steering assistance torque It may be configured to change at least either one or more.

However, although the configuration of the control unit is described as being controlled by integrating through one unit, the control unit may be configured by separating the unit for each control function.

On the other hand, the driver state determination step of the present invention may further comprise a fatigue determination step of determining the fatigue degree of the driver in consideration of the time information or season information measured when the vehicle driving.

In detail, the fatigue determining step may determine that the driver is tired when driving at the corresponding time by predicting and setting a sleepy time according to the current time measured when the vehicle is driven.

That is, FIG. 4 is a data illustrating the driver's drowsiness probability according to time, and as shown in the late evening, midnight, and dawn times, not only the driver but also most people are sleeping, driving at the corresponding time. In this case, the driver feels higher fatigue and drowsiness. Therefore, when driving during this time, the driver's fatigue may be judged to be high.

Specifically, between 12 am and 3 am, approximately 50% of drivers feel sleepy, and between 3 am and 5 am, about 80% of drivers feel sleepy. have. In addition, about 40% of drivers feel sleepy between 12 pm and 2 pm at lunch. Therefore, this time zone can be set to the time when the driver feels high fatigue and drowsiness, and when driving at this time when a certain probability of drowsiness (eg about 40%) is calculated or predicted, the controller controls the driver's state. Recognize it as abnormal condition and change the control setting value.

In the present invention, the fatigue determination step may determine that the driver is tired by predicting and setting a sleepy time according to the current season information and the current time information measured when the vehicle is driven.

That is, FIG. 5 is a data illustrating an example of the drowsiness probability of the driver for each month in the region where the driver is located. As shown, even if the same month is shown, the probability of the driver's drowsiness may vary by region (by latitude) where the driver is located. do.

Specifically, about 20% of sleepiness can be predicted if a driver drives in January at a latitude of 60 °, and about 70% of sleepiness if a driver drives in June at the same latitude. Probability can be predicted. On the other hand, if a driver drives in June at a latitude of 20 °, a 15% chance of drowsiness can be predicted.

Therefore, referring to the data described in FIGS. 4 and 5, when calculating and predicting the driver's drowsiness probability, the driver's drowsiness probability according to the season and region (60 degrees latitude) when the driver drives at 12 am in the 60 ° latitude region We can calculate the drowsiness probability reflecting the seasonal information and the clock information by multiplying the sleepiness probability of 20% (region, January) and the 50% drowsiness probability of 12 hours (12 AM).

Therefore, when driving on the date and time zone in the region, if the probability of sleepiness over a predetermined schedule is calculated and predicted, the controller recognizes the driver's state as abnormal and changes the control set value.

As illustrated in FIG. 6, the fatigue determination step in the present invention may determine that the driver is tired by calculating a vehicle driving time. Here, the vehicle running time is calculated after starting the vehicle for the corresponding driving. That is, the calculation of measuring the vehicle running time starts from the moment when the vehicle is started for driving, and when the vehicle stops starting, the measurement time of the vehicle running time can be reset after the vehicle running time is finished.

The present invention can be calculated that the fatigue increases as the vehicle travel time increases. That is, as the driving time increases after the vehicle is started, it may be determined that the fatigue of the driver increases proportionally. However, after a certain vehicle running time, it may be determined that the fatigue of the driver gradually increases or the fatigue does not increase any more.

According to the present invention, the time traveled by the driver without being directly involved in driving by the autonomous driving system installed in the vehicle in the vehicle driving time can be calculated by subtracting from the vehicle driving time.

Specifically, the time traveled by the cruise control in the vehicle running time may be calculated as the fatigue degree is reduced by subtracting from the vehicle running time.

As an example of calculating the fatigue level, the driving time is calculated by multiplying the driving time used by the cruise control device with respect to the total driving time by a specific weight (for example, 0.2), and the driving time is subtracted from the total driving time. The fatigue is calculated. That is, it may be determined that the longer the driving time used for the cruise control device, the less the fatigue of the driver.

In addition, the time traveled by the inter-vehicle distance control system (ACC) or the intelligent cruise control (SSC) from the vehicle driving time may be calculated as a reduction in fatigue by taking out from the vehicle driving time.

As an example of calculating the fatigue level, the driving time driven by the Adaptive Cruise Control (ACC) or the Smart Cruise Control (SSC) for a total vehicle driving time is a specific weight (for example, 0.3). The driving time is calculated by multiplying by and the time is subtracted from the total driving time to calculate the fatigue for the driving time. That is, it may be determined that the fatigue of the driver decreases as the driving time with which the inter-vehicle distance control system or the intelligent automatic driving system is used increases.

In addition, the time traveled by the Lane Keeping Assist System (LKAS) in the vehicle driving time may be calculated as the fatigue degree is reduced by extracting from the vehicle driving time.

As an example of calculating the fatigue level, the driving time is calculated by multiplying the driving time by the Lane Keeping Assist System (LKAS) by a specific weight (for example, 0.2) with respect to the total driving time. It is subtracted from the total vehicle running time to calculate fatigue for driving time. That is, it may be determined that the driver's fatigue decreases as the driving time for which the lane departure prevention system is used increases.

In the present invention, the time information may be measured by a watch or navigation installed in the vehicle. That is, the time information may be provided through a clock electrically connected to the controller of the vehicle, or may be provided through a navigation device electrically connected to the controller of the vehicle.

In the present invention, the seasonal information may be measured by the calendar information or location information of the navigation connected to the control unit of the vehicle. That is, the seasonal information may be measured by calendar information provided in the navigation, or may be measured by location information such as latitude and longitude provided by the GPS of the navigation device.

In the present invention, the driver state determining step may detect an abnormal steering angle of the driver when the vehicle is driven to determine an abnormal state of the driver.

That is, while driving drowsy driving or careless driving as shown in Figure 7, the driver is surprised at the moment when the drowsiness is awake or returned to the attention state can be steered steering wheel steeply, and the steering angle is sharply changed A sharp inflection point is formed. Therefore, when the steering angle is suddenly changed by the driver's steering force, the driver's state can be determined as an abnormal state.

Here, the sudden steering angle change of the driver can be detected through a torque sensor or a known vehicle behavior sensor.

On the other hand, in the control setting value changing step of the present invention, when the driver is in an abnormal state, the setting may be changed so that the lane departure warning area is expanded from the normal lane departure warning area to the vehicle side.

That is, in the lane keeping control system as shown in FIG. 8, the lane departure warning area is set close to the lane side so as to minimize the malfunction and sensitivity of the lane departure warning in the normal state, but when the driver's state is determined to be abnormal, The departure warning area is changed closer to the vehicle side from the lane side. Therefore, the lane departure warning is provided to the driver more often, thereby helping to drive safely. Here, the lane departure warning may be various types of alarms such as sound, vibration, and time.

In the control setting value changing step of the present invention, when the driver is in an abnormal state, the steering assist control region is extended from the steering assist control region in the normal state to the vehicle side, and the steering assist torque amount is set to be larger than the steering assist torque in the normal state. Can be.

That is, as shown in FIG. 10, the lane keeping control system is set to be close to the lane side while the steering assist control area is set close to the lane side so as to minimize the driver's steering heterogeneity in the normal state, and the steering assist torque amount is set to be suitable for the steering assist control area described above. However, if it is determined that the driver's state is abnormal, the steering assist control area is changed from the lane side to the vehicle side, and the steering assist torque amount is also changed to be larger than the usual steering assistance torque amount. Therefore, the steering assist action is more frequently involved in the driver's steering force, the steering assist force is also applied with a greater force than usual, helping to drive the driver safe driving in an abnormal state.

In the present invention, in the control setting value changing step, when the driver is in an abnormal state, the lane departure warning range or the steering assistance control range may be differently set according to the type of the abnormal state.

First, an example of setting the lane departure warning range will be described with reference to FIG. 9. When the driver is determined to be in a normal state, the lane departure warning area is set close to the lane side, but when the driver is determined to be inadvertent. The lane departure warning area is set closer to the vehicle side from the normal lane departure warning area. In addition, when the driver is determined to be a drowsy driving state, the lane departure warning area may be set closer to the vehicle side by a predetermined distance from the lane departure warning area that is set as a driving careless state.

In addition, an example of setting the steering assist control range will be described with reference to FIG. 11. When the driver is determined to be in a normal state, the steering assist control area is set close to the lane side, but when the driver is determined to be inadvertent. The steering assist control region is set closer to the vehicle side from the steering assist control region in the normal state by a predetermined distance. When the driver is determined to be a drowsy driving state, the lane departure warning area may be set closer to the vehicle side by a predetermined distance from the steering assistance control area set to the driving careless state.

In addition, another example of the setting of the steering assist control range will be described. When the driver is determined to be in a normal state, the steering assist torque amount is set to a constant torque, but the steering assist torque amount is determined when the driver is inadvertently driven. It can be set, for example, about 10% larger than the steady state steering auxiliary volume. When the driver is determined to be a drowsy driving state, the steering assistance torque may be set to about 20% larger than the steering assistance torque in the normal state.

However, detailed numerical values and calculation methods for changing the lane departure area, the steering assist control area, and the steering assist torque amount described above are adjustable by tuning parameters, and may be variously changed.

On the other hand, the present invention has been described in detail only with respect to the specific examples described above it will be apparent to those skilled in the art that various modifications and variations are possible within the technical scope of the present invention, it is natural that such variations and modifications belong to the appended claims. .

Claims (19)

Receives the location information of the lane located in front of the vehicle, the reference path setting to preset the reference path while varying the forward direction angle of the vehicle for the lane located in front of the vehicle so that the vehicle can travel without leaving the lane step;
A driving route outputting step of receiving a position information of a lane located in front of the vehicle to which the vehicle is directed along the lane, and outputting a driving route while varying a forward direction angle of the vehicle with respect to the lane located in front of the vehicle;
The driver's state when the phase difference between the direction angle of the vehicle is increased by comparing the direction angle of the vehicle applied to output the driving path with the direction angle of the vehicle applied to set the reference path when comparing the reference path and the driving path. Driver status determination step of determining the abnormal state; And
And a control set value changing step of expanding and changing at least one of a lane departure warning range and a steering assistance control range when the driver is in an abnormal state. The method according to claim 1,
The driver state determination step may further include a fatigue determination step of determining a driver's fatigue degree in consideration of time information or season information measured when the vehicle is driven. The method according to claim 2,
The fatigue determination step, the vehicle lane maintenance control method for the vehicle characterized in that it determines that the driver is tired by predicting the sleepy time according to the current time measured when the vehicle is running. The method according to claim 2,
The fatigue determining step, the vehicle lane maintenance control method characterized in that it is determined that the driver is tired by predicting the sleepy time according to the current location information and current time information for each location measured during the driving of the vehicle. The method according to claim 2,
The fatigue determining step, the vehicle lane maintenance control method characterized in that it determines that the driver is tired by calculating the vehicle running time. The method according to claim 5,
And the vehicle driving time is calculated after starting the vehicle for the corresponding operation. The method according to claim 5,
The vehicle lane maintenance control method characterized in that the fatigue is increased as the vehicle running time increases. The method of claim 7,
The vehicle lane maintenance control method according to claim 1, wherein the time traveled by the driver without being directly involved in driving by the autonomous driving system installed in the vehicle is calculated by subtracting from the vehicle driving time. The method of claim 7,
And the time traveled by the cruise control from the vehicle running time is calculated by subtracting from the vehicle running time. The method of claim 7,
The vehicle lane maintenance control, wherein the time traveled by the inter-vehicle distance control system (ACC: Adaptive Cruise Control) or the intelligent cruise control (SSC) is calculated by subtracting from the vehicle travel time. Way. The method of claim 7,
And the time traveled by the Lane Keeping Assist System (LKAS) in the vehicle running time is calculated by subtracting the vehicle running time from the vehicle running time. The method according to claim 2,
The time information is measured by a clock or navigation connected to the control unit of the vehicle lane maintenance control method for a vehicle. The method according to claim 2,
The season information is measured by the calendar information or location information of the navigation connected to the control unit of the vehicle lane maintenance control method for a vehicle. The method according to claim 1,
The driver state determining step, the vehicle lane maintenance control method characterized in that for determining the abnormal state of the driver by detecting a sudden steering angle change of the driver while the vehicle is driving. The method according to claim 1,
In the control setting value changing step, the lane departure warning area is expanded from the normal lane departure warning area to the vehicle side when the driver is in an abnormal state. The method according to claim 1,
The control setting value changing step, wherein the steering assist control region is extended to the vehicle side from the steering assist control region in the normal state when the driver is in an abnormal state. The method according to claim 1,
In the control setting value changing step, when the driver is in an abnormal state, the steering assist torque amount is set to be larger than the steering assist torque amount in the normal state. The method according to claim 1,
In the control setting value changing step, when the driver is in an abnormal state, the lane departure warning range or the steering assistance control range is set differently according to the type of the abnormal state. Receives the location information of the lane located in front of the vehicle, the reference path is set in advance while varying the vehicle's forward angle to the lane located in front of the vehicle so that the vehicle can travel without leaving the lane,
When driving the vehicle along the lane, receives the position information of the lane located in front of the vehicle, and outputs the driving route while varying the forward angle of the vehicle with respect to the lane located in front of the vehicle,
When comparing the reference path and the driving path, when the phase difference between the directing angle is increased by comparing the directing angle of the vehicle applied to output the driving path with the directing angle of the vehicle applied to setting the reference path, Judging by the abnormal state,
And a control unit configured to change at least one of a lane departure warning area and a steering assistance torque when the driver is in an abnormal state.

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