WO2013129470A1 - 運転支援装置及び運転支援方法 - Google Patents
運転支援装置及び運転支援方法 Download PDFInfo
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- WO2013129470A1 WO2013129470A1 PCT/JP2013/055118 JP2013055118W WO2013129470A1 WO 2013129470 A1 WO2013129470 A1 WO 2013129470A1 JP 2013055118 W JP2013055118 W JP 2013055118W WO 2013129470 A1 WO2013129470 A1 WO 2013129470A1
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- travel lane
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
- G06V20/00—Scenes; Scene-specific elements
- G06V20/50—Context or environment of the image
- G06V20/56—Context or environment of the image exterior to a vehicle by using sensors mounted on the vehicle
- G06V20/588—Recognition of the road, e.g. of lane markings; Recognition of the vehicle driving pattern in relation to the road
Definitions
- the present invention relates to a driving support device and a driving support method that provide driving support to a driver of a vehicle.
- Patent Document 1 a system described in Patent Document 1 has been proposed. This device uses an image in the vehicle traveling direction imaged by an in-vehicle camera. Specifically, a travel lane on the road (for example, a white line) is detected from the image by image recognition, and driving assistance such as a warning is performed based on the positional relationship between the detected travel lane and the vehicle.
- a travel lane on the road for example, a white line
- driving assistance such as a warning is performed based on the positional relationship between the detected travel lane and the vehicle.
- driving support device that performs driving support based on detection of a driving lane
- driving support cannot be executed when the driving lane cannot be detected. Therefore, when a travel lane cannot be detected, it is conceivable to extrapolate a travel lane detected in the past to set an extrapolated travel lane and perform driving support using the extrapolated travel lane.
- the present invention has been made in view of the above points, and an object of the present invention is to provide a driving support apparatus that can appropriately perform driving support even when a travel lane cannot be detected.
- the driving support device supports driving of a vehicle traveling on a road, and the driving lane detecting means for detecting the driving lane on the road and the driving lane detecting means cannot detect the driving lane.
- an extrapolation means for setting an extrapolated travel lane formed by extrapolating a travel lane detected in the past is provided.
- the driving support device determines an extrapolation time for determining a length of time for setting the extrapolated travel lane based on the distance between the travel lane and the vehicle detected in the past and / or the lateral speed of the vehicle. And a departure determination means for determining whether the vehicle departs from the travel lane detected by the travel lane detection means or the extrapolation travel lane set by the extrapolation means within a preset reference time. .
- this driving support device can perform driving support using the extrapolated driving lane.
- the driving support device determines the length of time for setting the extrapolated travel lane based on the distance between the travel lane and the vehicle detected in the past and / or the lateral speed of the vehicle.
- the time for setting the travel lane can be appropriately determined.
- the driving support method according to another aspect has the same effects as described above.
- FIG. 1 is a block diagram illustrating a configuration of a driving support apparatus according to an embodiment.
- FIG. 2 is a flowchart showing a driving support process executed by the driving support device.
- FIG. 3 is a flowchart showing a driving lane detection process executed by the driving support device.
- FIG. 4 is a flowchart showing an alarm control process executed by the driving support device.
- FIG. 5 is a flowchart showing an extrapolation process executed by the driving support device.
- FIG. 6 is a flowchart showing display processing executed by the driving support device.
- FIGS. 7A and 7B are explanatory diagrams showing a traveling lane, an extrapolated traveling lane, and an extrapolated frame.
- FIGS. 9A and 9B are explanatory views showing display on the display device and explanatory views showing another display on the display device.
- the structure of the driving assistance apparatus 1 is demonstrated based on FIG.
- the driving support device 1 is an in-vehicle device that is mounted on the vehicle 3 and supports driving of the vehicle 3 traveling on the road.
- the driving support device 1 includes a camera 5 (corresponding to a traveling lane detecting means), a vehicle speed detecting device 7, a yaw detecting device 9, a steering torque detecting device 11, an LDW (lane departure assisting) / LKA (lane keeping assist) switch 13.
- Display device 15 (corresponding to display means), steering torque generating device 17, buzzer generating device 19 (corresponding to alarm means), brake depression amount sensor 21, turn signal switch 23, steering angle detecting device 24, and driving support ECU 25 (Functionally constituting a traveling lane detecting means, extrapolating means, extrapolating time determining means, and deviation judging means).
- the camera 5 is mounted on the center front side of the vehicle 3 and images a landscape including a road ahead of the vehicle 3 and outputs the image data.
- the vehicle speed detection device 7 detects the vehicle speed of the vehicle 3.
- the yaw detection device 9 detects an angular velocity (yaw rate) in the turning direction of the vehicle 3.
- the steering torque detection device 11 detects a steering torque amount M applied to the steering by the driver of the vehicle 3.
- the LDW / LKA switch 13 is a switch that can be turned ON / OFF by the driver of the vehicle 3, and when it is ON, the driving support device 1 executes driving support processing described later, and when it is OFF, it is not executed.
- the display device 15 includes a liquid crystal display, and displays a predetermined display (for example, a display ⁇ or a display ⁇ described later) in a driving support process described later.
- the steering torque generating device 17 applies a weak steering torque for warning to the steering of the vehicle 3 in a direction opposite to the departure direction described later in the driving support processing described later.
- the buzzer generator 19 generates an alarm buzzer in the driving support process described later.
- the brake depression amount sensor 21 detects a brake operation state in the vehicle 3.
- the turn signal switch 23 detects the operation state of the turn signal of the vehicle 3.
- the steering angle detection device 24 detects the steering angle (cutting angle).
- the driving support ECU 25 executes a driving support process, which will be described later, in response to an input from each unit.
- the driving support ECU 25 is a known microprocessor including a CPU, ROM, RAM, EEPROM, DSP (digital signal processor) and the like.
- a driving support process executed by the driving support device 1 will be described with reference to FIGS.
- the driving support process is started when the power source of the vehicle 3 is turned on, and is then repeatedly executed every predetermined time (for example, 100 msec).
- the exposure of the camera 5 is controlled.
- the exposure of the camera 5 is controlled so that the luminance difference between the road lane and the road surface is sufficiently large in the road lane detection process described later.
- step 20 a traveling lane detection process is executed. This travel lane detection process will be described with reference to FIG.
- the camera 5 captures the traveling direction of the vehicle 3 and captures the image. In the image, a road in the traveling direction of the vehicle 3 is included.
- an edge extraction process which is a process for extracting edges in the image captured in step 110.
- a differential value is calculated using a differential filter for each horizontal line (all pixels having the same vertical coordinate value) in the image. That is, the change rate of the luminance value between adjacent pixels is calculated in a plurality of pixels constituting the horizontal line.
- the camera 5 is a color camera
- the RGB signal output from the color camera or the change rate of the color difference signal when the RGB signal is converted into a luminance signal and a color difference signal may be calculated. .
- the differential value is equal to or greater than a predetermined threshold value. If the differential value is equal to or greater than the threshold value, it is assumed that the luminance value has greatly changed between adjacent pixels, and the coordinate value of the pixel is determined. Register as an edge. The above processing is executed for all the pixels in the image.
- white line candidates are extracted based on the edges registered in step 120 by a known straight line extraction Hough transform process or the like.
- a plurality of white line candidates may be extracted from one frame image.
- a composite line is detected by known pattern matching (image processing), and a driving lane (lane boundary) is determined.
- step 140 the travel lane detected in step 130 is stored in a RAM provided in the driving support ECU 25. On the other hand, if the travel lane cannot be detected in step 130, the fact that it has not been detected is registered.
- step 30 alarm control processing is executed.
- This alarm control process will be described with reference to FIG.
- step 210 of FIG. 4 it is determined based on input information from the brake depression amount sensor 21 and the winker switch 23 whether the brake operation state or the winker operation state is present. If the determination is affirmative (YES), step 300 is performed. If NO (NO) (in neither the brake operation state nor the winker operation state), the process proceeds to step 220.
- step 220 it is determined whether at least one of the following condition A and condition B is satisfied.
- Condition A A traveling lane was detected in any of the previous three frames.
- Condition B An extrapolated travel lane (described later) is set, and the extrapolated frame (described later) has not been completed yet.
- One frame means one execution of the driving support process.
- the frame interval is a fixed time (for example, 100 ms).
- condition A or condition B If affirmative (YES, condition A or condition B is satisfied), the process proceeds to step 230. If negative (NO, neither condition A or condition B is satisfied), the process proceeds to step 300.
- step 230 the driving lane detected in the previous three frames and stored in the RAM provided in the driving assistance ECU 25 (see step 140) or set as described later and stored in the RAM provided in the driving assistance ECU 25.
- An extrapolated traveling lane (hereinafter referred to as a traveling lane or the like) that has been used is acquired.
- the extrapolated travel lanes to be acquired are only those for which the extrapolated frame has not yet ended.
- the predicted travel locus of the vehicle 3 is calculated as follows.
- the vehicle speed input from the vehicle speed detection device 7 is V (m / sec)
- the yaw rate input from the yaw detection device 9 is ⁇ (rad / sec)
- the traveling direction at the current position of the vehicle 3 is the Y direction
- the vehicle width direction is In the X direction
- the vehicle 3 moves forward by 0.1 V in 0.1 seconds
- the rotation angle angle of the traveling direction of the vehicle 3 with respect to the traveling lane increases by 0.1 ⁇ during that time.
- the vehicle position (X (T), Y (T)) after T seconds when the origin is used is expressed as follows.
- X (T) 0.1V (sin 0.1 ⁇ + sin 0.2 ⁇ + ... + Sin (T-0.1) ⁇ ))
- Y (T) 0.1V (cos 0.1 ⁇ + cos 0.2 ⁇ + ... + Cos (T-0.1) ⁇ ))
- the trajectory of the vehicle position is the predicted travel trajectory of the vehicle 3.
- a departure time Td that is a time required for the vehicle 3 to depart from the travel lane or the like is calculated based on the travel lane or the like acquired in step 230 and the predicted travel locus calculated in step 240. .
- the departure time Td is the time from the time point until the predicted travel locus exceeds the travel lane or the like.
- step 260 the departure direction (right or left) of the vehicle 3 is detected depending on whether the predicted travel locus exceeds the left or right travel lane when the departure time Td is calculated in step 250.
- step 270 it is determined whether or not the steering torque M detected by the steering torque detection device 11 is equal to or greater than a preset reference threshold value Mc. If it is greater than or equal to the reference threshold Mc, the process proceeds to step 300, and if it is less than the reference threshold Mc, the process proceeds to step 280.
- step 280 it is determined whether or not the departure time Td calculated in step 250 is equal to or less than a preset reference time Tc. If it is less than the reference time Tc, the process proceeds to step 290, and if it exceeds the reference time Tc, the process proceeds to step 300.
- step 290 driving assistance is generated. That is, the buzzer generator 19 generates a buzzer and the steering torque generator 17 applies a steering torque to the steering in a direction opposite to the departure direction detected in the step 260. Thereafter, this process is terminated.
- step 290 driving support is terminated. That is, the buzzer of the buzzer generator 19 is stopped and the steering torque of the steering torque generator 17 is set to zero. Thereafter, this process is terminated.
- step 40 the travel lane could not be detected in the previous step 20 (in the same frame), and the travel lane could be detected in the step 20 in the previous frame (that is, the travel lane). It is determined whether or not a condition that the state has been detected has changed from a state in which it was detected to a state in which it cannot be detected) is satisfied. If the determination is affirmative (YES), the process proceeds to step 50. If the determination is negative (NO), the process proceeds to step 60.
- step 50 extrapolation processing is executed. This extrapolation process will be described with reference to FIG. In step 310 of FIG. 5, the position information of the traveling lane detected in the previous frame is acquired.
- step 320 the steering angle (vehicle information) is acquired from the steering angle detection device 24, and the vehicle speed (vehicle information) is acquired from the vehicle speed detection device 7.
- step 330 the distance in the vehicle width direction (hereinafter referred to as DTLB) from the tire of the vehicle 3 (the tire on the traveling lane side) to the traveling lane acquired in step 310 is calculated.
- step 340 the speed in the lateral direction (vehicle width direction) of the vehicle 3 (hereinafter referred to as lateral speed) is calculated from the steering angle and vehicle speed acquired in step 320.
- an extrapolated frame is determined based on the DTLB calculated in step 330 and the lateral velocity calculated in step 340.
- the extrapolated frame is the number of frames that maintain the extrapolated travel lane set in step 380 described later (that is, the length of time for setting the extrapolated travel lane).
- a map for outputting an extrapolated frame corresponding to the DTLB is stored, and the extrapolated frame is determined using this map.
- the extrapolated frame is set shorter as the DTBL is shorter under the same lateral speed. Further, the extrapolated frame is set shorter as the lateral speed increases under the same DTBL condition.
- step 360 it is determined whether or not the extrapolated frame determined in step 350 is within a preset upper limit value (for example, 10). If it is within the upper limit, the process proceeds to step 380, and if it exceeds the upper limit, the process proceeds to step 370.
- a preset upper limit value for example, 10
- step 370 the upper limit value used in step 360 is set as an extrapolated frame instead of the value determined in step 350.
- an extrapolated travel lane is set.
- the extrapolated travel lane 103 is a virtual travel lane formed by extrapolating the travel lane 101 acquired in step 310.
- the travel lane 101 acquired in step 310 is a straight line
- a straight line obtained by extending the travel lane in the traveling direction of the vehicle 3 becomes the extrapolated travel lane 103.
- the travel lane 101 acquired in step 310 is a curve
- a curve obtained by extending the travel lane in the traveling direction of the vehicle 3 with the same curvature becomes the extrapolated travel lane 103.
- the extrapolated travel lane 103 may be a straight line regardless of the shape of the travel lane 101.
- the set extrapolation travel lane is maintained only during the extrapolation step determined in step 350 or step 370.
- the extrapolation step is set to be shorter as the DTBL is shorter under the same lateral speed.
- the extrapolated frame is set shorter as the lateral speed is larger under the same DTBL conditions.
- step 60 display processing is executed. This display process will be described with reference to FIG. In step 410 in FIG. 6, it is determined whether or not a travel lane has been detected in the previous step 20 (in the same frame). If it is detected, the process proceeds to step 420. If it is not detected, the process proceeds to step 430.
- step 430 it is determined whether an extrapolated travel lane has been set in the past (in the previous or previous frame) and the extrapolated frame has not ended at that time. If the extrapolated frame has not ended, the process proceeds to step 420; otherwise, the process proceeds to step 440.
- step 420 the display ⁇ shown in FIG. This display indicates that a traveling lane is detected or an extrapolated traveling lane is set.
- step 440 the display ⁇ shown in FIG. This display indicates that a traveling lane cannot be detected and an extrapolated traveling lane is not set. This completes the driving support process.
- the extrapolated frame can be set to an appropriate value. For example, according to the driving support device 1, when the DTLB is short or when the lateral speed is high (when an extrapolated traveling lane is used, it is easy to generate driving assistance processing that is originally unnecessary), the extrapolating frame Therefore, it is possible to prevent the originally unnecessary driving support process from being executed in a state where the travel lane cannot be detected.
- the driving support device 1 when the DTLB is long or when the lateral speed is low (when it is highly possible that the driving support process can be appropriately executed), the extrapolated frame is lengthened, so that the driving lane is detected. Even in a state where it cannot be performed, appropriate driving support processing can be executed for a long time.
- the driving support device 1 displays the display ⁇ during the period when the extrapolated driving lane is set, as in the case where the driving lane is detected. Therefore, for example, in a state where the traveling lane is basically detected, even if a time zone in which the traveling lane is not detected occurs for a short time, the display on the display device 15 is maintained as the display ⁇ . . Therefore, the display on the display device 15 does not change in a short cycle, and the user does not feel uncomfortable.
- the camera may be a side or rear camera in addition to the front.
- the driving assistance may be one of generation of a buzzer by the buzzer generator 19 and generation of steering torque by the steering torque generator 17.
- step 340 the curvature of the traveling lane detected in step 130 may be calculated, and the lateral speed may be calculated from the curvature and the speed of the vehicle 3.
- an extrapolated frame may be determined based on one of DTLB and lateral velocity.
- the distance between a predetermined position in the vehicle 3 (for example, the center position in the vehicle width direction of the vehicle 3, the position of the driver, the end of the body in either the left or right direction) and the travel lane is determined. It may be used.
- step 380 not only the travel lane detected in the previous frame but also a plurality of past travel lanes detected in a plurality of past frames (for example, from the nth previous frame to the previous frame). May be extrapolated to set an extrapolated travel lane.
- the n may be any one of 2, 3, 4, 5, 6,.
- the travel lane detection process (step 20) and the extrapolation process (step 50) are performed independently for the left travel lane and the right travel lane of the vehicle 3, respectively. Alternatively, it may be executed for one traveling lane. In the display process (step 60), detection / non-detection may be displayed for each of the left and right traveling lanes.
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Abstract
Description
運転支援装置1の構成を図1に基づいて説明する。運転支援装置1は、車両3に搭載され、道路上を走行する車両3の運転を支援する車載装置である。運転支援装置1は、カメラ5(走行レーン検出手段に対応する)、車速検出装置7、ヨー検出装置9、操舵トルク検出装置11、LDW(lane departure warning)/LKA(lane keeping assist)用スイッチ13、表示装置15(表示手段に対応する)、操舵トルク発生装置17、ブザー発生装置19(警報手段に対応する)、ブレーキ踏込量センサ21、ウインカースイッチ23、ステアリング角度検出装置24、及び運転支援ECU25(機能的に走行レーン検出手段、外挿手段、外挿時間決定手段、逸脱判断手段を構成する)を備える。
運転支援装置1が実行する運転支援処理を図2~図9に基づいて説明する。運転支援処理は、車両3の電源がON状態にされると開始され、その後、一定時間(例えば100msec)毎に繰り返し実行される。図2のステップ10では、カメラ5の露出を制御する。カメラ5の露出は、後述する走行レーン検出処理において、道路における走行レーンと
路面の輝度差が充分大きくなるよう制御される。
が未だ終了していないものだけである。
0.1V(sin0.1ω+sin0.2ω+・・・
+sin(T-0.1)ω))
Y(T)=
0.1V(cos0.1ω+cos0.2ω+・・・
+cos(T-0.1)ω))
上記の車両位置の軌跡が、車両3の予測走行軌跡である。
ステップ280では、前記ステップ250で算出した逸脱時間Tdが、予め設定されていた基準時間Tc以下であるか否かを判断する。基準時間Tc以下である場合はステップ290に進み、基準時間Tcを超える場合はステップ300に進む。ステップ290では、運転支援を発生させる。すなわち、ブザー発生装置19によりブザーを発生させるとともに、操舵トルク発生装置17により、前記ステップ260で検出した逸脱方向とは反対方向に、ステアリングに操舵トルクをかける。その後、本処理を終了する。
(1)運転支援装置1は、DTLB、及び車両3の横速度に基づいて、外挿フレームを決定するので、外挿フレームを適切な値とすることができる。例えば、運転支援装置1によれば、DTLBが短い場合や、横速度が大きい場合(外挿走行レーンを使用すると、本来は不必要な運転支援処理の実行が生じ易い場合)に、外挿フレームを短くするので、走行レーンを検出できない状態において、本来は不必要な運転支援処理の実行を防止することができる。
(2)運転支援装置1は、走行レーンを検出していない場合でも、外挿走行レーンが設定されている期間中は、走行レーンを検出している場合と同様に、表示αを示す。そのため、例えば、基本的には走行レーンを検出できている状態において、走行レーンを検出していない時間帯が短時間生じたとしても、表示装置15の表示は、表示αのままに保たれる。よって、表示装置15の表示が短い周期で変化するようなことがなく、ユーザに違和感を与えない。
例えば、カメラは前方以外にも側方、後方用カメラであってもよい。
7・・・車速検出装置、
9・・・ヨー検出装置、11・・・操舵トルク検出装置、
13・・・LDW/LKA用スイッチ、15・・・表示装置、
17・・・操舵トルク発生装置、19・・・ブザー発生装置、
21・・・ブレーキ踏込量センサ、23・・・ウインカースイッチ、
24・・・ステアリング角度検出装置、25・・・運転支援ECU、
101・・・走行レーン、103・・・外挿走行レーン
Claims (5)
- 道路上を走行する車両(3)の運転を支援する運転支援装置(1)であって、
前記道路における走行レーンを検出する走行レーン検出手段(5、25)と、
前記走行レーン検出手段により前記走行レーンを検出できなかった場合、過去に検出した前記走行レーンを外挿して成る外挿走行レーンを設定する外挿手段(25)と、
過去に検出した前記走行レーンと前記車両との間の距離、及び/又は、前記車両の横速度に基づいて、前記外挿走行レーンを設定する時間の長さを決定する外挿時間決定手段(25)と、
予め設定された基準時間内に、前記車両が前記走行レーン検出手段により検出した走行レーン、又は前記外挿手段により設定した外挿走行レーンを逸脱するか否かを判断する逸脱判断手段(25)と、
を備えることを特徴とする運転支援装置。 - 前記外挿手段は、前記走行レーンを検出していた状態から、検出しない状態に変化したときに、直前に検出していた前記走行レーンを外挿して前記外挿走行レーンを設定することを特徴とする請求項1記載の運転支援装置。
- 前記走行レーン検出手段が前記走行レーンを検出している場合、又は前記外挿走行レーンが設定されている場合に、所定の表示を行う表示手段(15)を備えることを特徴とする請求1又は2記載の運転支援装置。
- 前記逸脱判断手段が逸脱すると判断した場合、警報を発する警報手段(19)を備えることを特徴とする請求項1~3のいずれか1項記載の運転支援装置。
- 道路上を走行する車両(3)の運転を支援する運転支援方法(1)であって、
前記道路における走行レーンを検出することを試み、
前記走行レーンを検出できなかった場合、過去に検出した前記走行レーンを外挿して成る外挿走行レーンを設定し、
過去に検出した前記走行レーンと前記車両との間の距離、及び/又は、前記車両の横速度に基づいて、前記外挿走行レーンを設定する時間の長さを決定し、
予め設定された基準時間内に、前記車両が、検出した前記走行レーン、又は、設定された外挿走行レーンを逸脱するか否かを判断する、
ステップを有することを特徴とする運転支援方法。
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DE112013001221.9T DE112013001221T5 (de) | 2012-02-29 | 2013-02-27 | Fahrunterstützungsvorrichtung und Fahrunterstützungsverfahren |
US14/381,658 US9536431B2 (en) | 2012-02-29 | 2013-02-27 | Driving support apparatus and driving support method |
CN201380010882.3A CN104126196B (zh) | 2012-02-29 | 2013-02-27 | 驾驶辅助装置及驾驶辅助方法 |
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JP2015162127A (ja) * | 2014-02-27 | 2015-09-07 | マツダ株式会社 | 車線逸脱防止支援装置 |
EP3088268A4 (en) * | 2013-12-24 | 2017-07-19 | LG Electronics Inc. | Vehicle driving aid device and vehicle having same |
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JP6395393B2 (ja) * | 2014-02-13 | 2018-09-26 | 株式会社小糸製作所 | 車両の運転支援装置 |
CN103871243A (zh) * | 2014-04-16 | 2014-06-18 | 武汉欧普威科技有限公司 | 基于主动安全平台的无线车辆管理系统及方法 |
JP6583121B2 (ja) * | 2016-04-21 | 2019-10-02 | 株式会社デンソー | 運転支援装置 |
JP6775188B2 (ja) * | 2016-08-05 | 2020-10-28 | パナソニックIpマネジメント株式会社 | ヘッドアップディスプレイ装置および表示制御方法 |
JP6250120B1 (ja) * | 2016-09-12 | 2017-12-20 | 三菱電機株式会社 | 車線維持支援装置および車線維持支援方法 |
DE102019002595A1 (de) | 2019-04-09 | 2019-10-17 | Daimler Ag | Verfahren zur Spurhalteunterstützung für ein Kraftfahrzeug, Computerprogrammprodukt sowie Kraftfahrzeug |
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2013
- 2013-02-27 CN CN201380010882.3A patent/CN104126196B/zh not_active Expired - Fee Related
- 2013-02-27 US US14/381,658 patent/US9536431B2/en active Active
- 2013-02-27 DE DE112013001221.9T patent/DE112013001221T5/de not_active Ceased
- 2013-02-27 WO PCT/JP2013/055118 patent/WO2013129470A1/ja active Application Filing
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JP2015162127A (ja) * | 2014-02-27 | 2015-09-07 | マツダ株式会社 | 車線逸脱防止支援装置 |
Also Published As
Publication number | Publication date |
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CN104126196A (zh) | 2014-10-29 |
JP5966440B2 (ja) | 2016-08-10 |
DE112013001221T5 (de) | 2015-01-08 |
CN104126196B (zh) | 2017-05-03 |
US20150054638A1 (en) | 2015-02-26 |
US9536431B2 (en) | 2017-01-03 |
JP2013182327A (ja) | 2013-09-12 |
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