WO2017002758A1 - 車線逸脱回避装置 - Google Patents

車線逸脱回避装置 Download PDF

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Publication number
WO2017002758A1
WO2017002758A1 PCT/JP2016/069003 JP2016069003W WO2017002758A1 WO 2017002758 A1 WO2017002758 A1 WO 2017002758A1 JP 2016069003 W JP2016069003 W JP 2016069003W WO 2017002758 A1 WO2017002758 A1 WO 2017002758A1
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WIPO (PCT)
Prior art keywords
lane
curvature
condition
threshold value
avoidance device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2016/069003
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English (en)
French (fr)
Japanese (ja)
Inventor
和道 岡
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
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Denso Corp
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Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Priority to US15/740,321 priority Critical patent/US10821974B2/en
Publication of WO2017002758A1 publication Critical patent/WO2017002758A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/10—Path keeping
    • B60W30/12—Lane keeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/072—Curvature of the road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/40—Photo, light or radio wave sensitive means, e.g. infrared sensors
    • B60W2420/403—Image sensing, e.g. optical camera
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/30—Road curve radius
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/114—Yaw movement

Definitions

  • the present invention relates to a lane departure avoidance device.
  • the steering control described above continues until the control end condition is satisfied after the control start condition is satisfied.
  • the control start condition includes a condition that the distance (lateral position) between the host vehicle and the lane boundary line is smaller than a predetermined threshold value. Further, the control end condition includes a condition that the lateral position becomes larger than a predetermined threshold value.
  • the lateral position is more likely to fluctuate than when traveling on a straight line or a curve with a small curvature, and the above control start conditions and control end conditions are satisfied.
  • Cheap As a result, when the driver of the host vehicle is traveling on a curve with a large curvature, the start timing and end timing of steering control are earlier than when traveling on a straight line or a curve with a small curvature. I feel uncomfortable.
  • the present invention has been made in view of the above, and an object of the present invention is to provide a lane departure avoidance device in which a driver does not feel uncomfortable even when the lane curvature is large when driving on a curve.
  • the lane departure avoidance device acquires the position of the host vehicle in a traveling lane and prevents the departure from the lane after the control start condition is satisfied and the control end condition is satisfied.
  • a control execution unit that executes until a lane curvature, a curvature acquisition unit that acquires the curvature of the lane, and a condition setting unit that sets a control start condition and / or a control end condition based on the curvature acquired by the curvature acquisition unit .
  • the lane departure avoidance device sets the control start condition and / or the control end condition as described above, so that the start timing and end timing of control for preventing the departure from the lane differ depending on the curvature of the lane. It is possible to suppress the driver's uncomfortable feeling.
  • FIG. 5 is a graph showing the relationship between curvature and threshold value T. It is a top view showing lateral position D, threshold B, etc. It is a flowchart showing the control end judgment process which a lane departure avoidance apparatus performs. It is a graph showing the relationship between curvature and threshold value B. 3 is a graph showing the relationship between curvature and threshold value C. It is a top view showing lateral position D, threshold B, lateral velocity v, yaw angle ⁇ , and the like. It is a graph which divides and represents the relationship between a curvature and the threshold value A when the own vehicle is inside the curve, and when it is outside the curve. It is a graph showing the relationship between a curvature and the threshold value A.
  • 5 is a graph showing the relationship between curvature and threshold value T.
  • 5 is a graph showing the relationship between curvature and threshold value T.
  • It is a graph showing the relationship between curvature and threshold value B.
  • It is a graph showing the relationship between curvature and threshold value B.
  • 3 is a graph showing the relationship between curvature and threshold value C.
  • 3 is a graph showing the relationship between curvature and threshold value C.
  • the lane departure avoidance device 1 is an in-vehicle device mounted on a vehicle.
  • the vehicle on which the lane departure avoidance device 1 is mounted is referred to as the own vehicle.
  • the lane departure avoidance device 1 is a known computer including a central processing unit (CPU), a random access memory (RAM), a read-only memory (ROM), and the like (not shown).
  • the lane departure avoidance device 1 executes various processes to be described later when the CPU executes a program stored in the ROM.
  • the lane departure avoidance device 1 includes a control execution unit 3, a curvature acquisition unit 5, a condition setting unit 7, and a lane width acquisition unit 9 as functional blocks. The function of each part will be described later.
  • the host vehicle includes a camera 11, a vehicle speed sensor 13, a yaw rate sensor 15, a driver operation detection sensor 17, a GPS 19, a navigation 21, and a steering device 23.
  • the camera 11 photographs the front of the host vehicle and creates an image.
  • the vehicle speed sensor 13 detects the vehicle speed V of the host vehicle.
  • the yaw rate sensor 15 detects the yaw rate of the host vehicle.
  • the driver operation detection sensor 17 detects a steering operation by the driver of the host vehicle. GPS19 acquires the positional information on the own vehicle.
  • the navigation 21 has a well-known route guidance function.
  • the steering device 23 acquires the steering torque from the lane departure avoidance device 1 and steers the host vehicle using the steering torque.
  • the lane departure avoidance device 1 acquires the position of the host vehicle in the traveling lane and executes steering control (hereinafter referred to as steering control) to prevent departure from the lane. Is possible.
  • the steering control is executed until a later-described control end condition is satisfied after a later-described control start condition is satisfied.
  • the lane departure avoidance device 1 repeats the control start determination process shown in FIG. 2 every predetermined time when the steering control is not being executed, and starts the steering control if it is determined that the control start condition is satisfied in the process. .
  • the curvature acquisition unit 5 acquires an image using the camera 11.
  • the image 25 is an image of a landscape in front of the host vehicle.
  • the image 25 includes a lane 27 in which the host vehicle is traveling and a lane boundary line 29 that divides the lane 27. , 31 are included.
  • step S2 the curvature acquisition unit 5 calculates the curvature of the lane boundary lines 29 and 31 using the image 25 acquired in step S1.
  • the curvatures of the lane boundary lines 29 and 31 mean the curvatures when the lane 27 is viewed from above.
  • the curvature calculated by this step S may be called the curvature of the lane 27 below.
  • about the positive / negative of the value of a curvature let the curvature when the lane 27 bends leftward in the image 25 shown in FIG. 3 be a positive value, and let the curvature when turning rightward be a negative value.
  • step S3 the lane width acquisition unit 9 acquires the width W of the lane using the image 25 acquired in step S1.
  • the lane width W is a distance between the lane boundary lines 29 and 31 in the lateral direction of the lane 27 (direction orthogonal to the traveling direction of the lane 27), as shown in FIG.
  • step S4 the condition setting unit 7 calculates the yaw angle ⁇ of the host vehicle based on the positions and orientations of the lane boundary lines 29 and 31 in the image 25 acquired in step S1.
  • the yaw angle ⁇ is an angle formed by the traveling direction ⁇ of the host vehicle 33 and the lane boundary lines 29 and 31.
  • the condition setting unit 7 is previously provided with a map that defines the relationship between the position and orientation of the lane boundary lines 29 and 31 in the image 25 and the yaw angle ⁇ , and the position and orientation of the lane boundary lines 29 and 31 in the image 25. Is input to the map to calculate the yaw angle ⁇ .
  • step S5 the condition setting unit 7 uses the vehicle speed sensor 13 to acquire the vehicle speed V of the host vehicle.
  • step S6 the condition setting unit 7 calculates the lateral speed v of the host vehicle using the yaw angle ⁇ calculated in step S4 and the vehicle speed V acquired in step S5.
  • the lateral speed v is a lateral component of the vehicle speed V in the lane 27.
  • the condition setting unit 7 calculates the lateral speed v by multiplying the vehicle speed V by sin ⁇ .
  • the value of the lateral velocity v the lateral velocity v in the direction from the center of the lane 27 toward the vehicle lane boundary 29, 31 closer to the host vehicle 33 (the lane boundary 29 in FIG. 4) is positive.
  • the lateral velocity v in the opposite direction is a negative value.
  • step S7 the condition setting unit 7 sets a threshold A that is a threshold related to distance.
  • the condition setting unit 7 includes a map that outputs a threshold value A in advance when a curvature, a lateral speed v, and a width W of the lane 27 are input.
  • the condition setting unit 7 inputs the curvature acquired in step S2, the width W of the lane 27 acquired in step S3, and the lateral speed v calculated in step S6 to the map, and obtains a threshold A. . That is, the condition setting unit 7 sets a threshold A (an example of a control start condition) based on the curvature, the width W of the lane 27, and the lateral speed v.
  • a threshold A an example of a control start condition
  • the threshold A is smaller as the absolute value of the curvature is larger. Further, when the curvature and the width W of the lane 27 are constant, the threshold A is larger as the lateral speed v is larger, as shown in FIG. 5B. When the curvature and the lateral speed v are constant, the threshold A is larger as the width W of the lane 27 is larger, as shown in FIG. 5C. In any case, the threshold value A is a positive value.
  • step S8 the control execution unit 3 acquires the lateral position D of the host vehicle using the image 25 acquired in step S1.
  • the lateral position D refers to the lane boundary lines 29 and 31 that are closer to the host vehicle 33 (the lane boundary line 29 in FIG. 4) and the lane boundary line of the host vehicle 33. This is the distance in the lateral direction from the closest portion 33A.
  • the lateral position D is a positive value, and when the portion 33A is outside the lane 27, the lateral position D is a negative value.
  • step S9 the control execution unit 3 compares the threshold A set in step S7 with the lateral position D acquired in step S8. As shown in FIG. 4, when the lateral position D is smaller than the threshold A, the process proceeds to step S10, and when the lateral position D is greater than or equal to the threshold A, the present process is terminated.
  • step S10 the control execution unit 3 uses the driver operation detection sensor 17 to detect the steering operation by the driver of the host vehicle. If there is no steering operation, the process proceeds to step S11. If there is a steering operation, this process is terminated.
  • step S11 the control execution unit 3 determines that the control start condition is satisfied. After that, the control execution unit 3 starts steering control. The steering control continues until the control end condition is satisfied.
  • the control execution unit 3 sets a target value for the position of the host vehicle (lateral position D) in the lane 27 and a target value for the lateral speed v under the assumption that the lane 27 is a straight line.
  • the target value of the lateral position D is a value larger than the threshold value A and a threshold value B described later.
  • the target value of the lateral speed v is a value whose absolute value is sufficiently small.
  • the control execution unit 3 calculates a steering torque (hereinafter referred to as a first steering torque) necessary to reach the target value of the lateral position D and the target value of the lateral speed v (feed forward processing). .
  • a steering torque hereinafter referred to as a first steering torque
  • the lateral position D, lateral velocity v, yaw rate, etc. at that time are used.
  • control execution unit 3 calculates the final steering torque by adding the first steering torque and the second steering torque.
  • the control execution unit 3 outputs the steering torque to the steering device 23.
  • the steering device 23 steers the host vehicle using the steering torque.
  • control execution unit 3 periodically calculates the difference between the target value of the lateral position D and the lateral speed v and the actual value, and appropriately increases or decreases the steering torque so that the difference can be reduced. (Feedback processing) With the steering control described above, the host vehicle 33 can be steered in a direction that prevents deviation from the lane 27.
  • step S ⁇ b> 31 of FIG. 6 the curvature acquisition unit 5 acquires the image 25 illustrated in FIG. 3 using the camera 11.
  • step S32 the curvature acquisition unit 5 calculates the curvature of the lane 27 using the image 25 acquired in step S31.
  • the condition setting unit 7 sets a threshold value B that is a threshold value related to the distance.
  • the threshold value B is a positive number and a fixed value.
  • the threshold value B is larger than the threshold value A.
  • the condition setting unit 7 sets a threshold value T that is a threshold value related to time.
  • the condition setting unit 7 includes a map that outputs a threshold value T when a curvature is input.
  • the condition setting unit 7 inputs the curvature acquired in step S32 to the map, and obtains a threshold value T. That is, the condition setting unit 7 sets a threshold T (an example of a control end condition) based on the curvature.
  • the characteristic of the map is that the threshold value T is larger as the absolute value of the curvature is larger.
  • step S36 the control execution unit 3 compares the threshold value B set in step S33 with the lateral position D acquired in step S35. As shown in FIG. 8, when the lateral position D is larger than the threshold value B, the process proceeds to step S37, and when the lateral position D is less than the threshold value B, the process proceeds to step S40.
  • step S37 the control execution unit 3 counts up a timer counter (cumulative time).
  • This counter is the accumulated time starting from the time point reset in step S40 described later.
  • the counter means a duration time in which the lateral position D is larger than the threshold value B.
  • step S38 the control execution unit 3 compares the counter counted up in step S37 with the threshold T set in step S34.
  • the process proceeds to step S39, and when the counter is equal to or smaller than the threshold T, the process proceeds to step S31.
  • step S39 the control execution unit 3 determines that the control end condition is satisfied. After that, the control execution unit 3 ends the steering control that has been executed. On the other hand, if a negative determination is made in step S36, the counter is reset in step S40 (the counter is reset to 0).
  • the lane departure avoidance device 1 sets the control start condition more severely as the curvature of the lane 27 is larger. That is, the larger the curvature of the lane 27, the smaller the threshold value A, making it difficult to satisfy the control start condition.
  • the lane departure avoidance device 1 can suppress the driver's uncomfortable feeling that the start timing of the steering control differs depending on the curvature of the lane 27 by setting the threshold value A as described above.
  • the lane departure avoidance device 1 sets the control end condition more severely as the curvature of the lane 27 is larger. That is, the larger the curvature of the lane 27 is, the larger the threshold T is, and it is difficult to satisfy the control end condition.
  • the lane departure avoidance device 1 can suppress the driver's uncomfortable feeling that the end timing of the steering control differs depending on the curvature of the lane 27 by setting the threshold T as described above.
  • the lane departure avoidance device 1 sets the threshold value A smaller as the width W of the lane 27 is narrower.
  • the lane departure avoidance device 1 suppresses the driver's uncomfortable feeling that the start timing of the steering control differs depending on the narrowness of the width W of the lane 27 by setting the threshold A to be smaller as the width W of the lane 27 is narrower. it can.
  • step S ⁇ b> 41 of FIG. 9 the curvature acquisition unit 5 uses the camera 11 to acquire the image 25 illustrated in FIG. 3.
  • step S42 the curvature acquisition unit 5 calculates the curvature of the lane 27 using the image 25 acquired in step S41.
  • step S43 the condition setting unit 7 sets a threshold value B that is a threshold value for the lateral position D.
  • the condition setting unit 7 is provided with a map that outputs a threshold value B when a curvature is input.
  • the condition setting unit 7 inputs the curvature obtained in step S42 to the map and obtains a threshold value B. That is, the condition setting unit 7 sets a threshold value B (an example of a control end condition) based on the curvature.
  • the characteristic of the map is that the threshold value B is larger as the absolute value of the curvature is larger.
  • the condition setting unit 7 sets a threshold value C related to the lateral speed v.
  • the condition setting unit 7 includes a map that outputs a threshold value C when a curvature is input.
  • the condition setting unit 7 inputs the curvature acquired in step S42 to the map, and obtains a threshold value C. That is, the condition setting unit 7 sets a threshold value C (an example of a control end condition) based on the curvature.
  • the characteristic of the map is that the threshold value C is smaller as the absolute value of the curvature is larger.
  • step S45 the control execution unit 3 acquires the lateral position D of the host vehicle using the image 25 acquired in step S41.
  • the lateral position D refers to the lane boundary lines 29 and 31 that are closer to the host vehicle 33 (the lane boundary line 29 in FIG. 12) and the lane boundary line of the host vehicle 33. This is the distance in the lateral direction from the closest portion 33A.
  • step S46 the condition setting unit 7 calculates the yaw angle ⁇ of the host vehicle based on the positions and orientations of the lane boundary lines 29 and 31 in the image 25 acquired in step S41.
  • the yaw angle ⁇ is an angle formed by the traveling direction ⁇ of the host vehicle 33 and the lane boundary lines 29 and 31.
  • step S ⁇ b> 47 the condition setting unit 7 acquires the vehicle speed V of the host vehicle using the vehicle speed sensor 13.
  • step S48 the condition setting unit 7 calculates the lateral speed v of the host vehicle using the yaw angle ⁇ calculated in step S46 and the vehicle speed V acquired in step S47.
  • step S49 the control execution unit 3 determines whether or not the first condition is satisfied.
  • the first condition is a condition relating to the lateral position D, and is a condition that the lateral position D acquired in step S45 is larger than the threshold value B set in step S43.
  • the process proceeds to step S50, and when it is not satisfied, the present process is terminated.
  • step S50 the control execution unit 3 determines whether or not the second condition is satisfied.
  • the second condition is a condition relating to the lateral speed v, and is a condition that the lateral speed v calculated in step S48 is smaller than the threshold C set in step S44. If the second condition is satisfied, the process proceeds to step S51. If not satisfied, the process ends.
  • step S51 it is determined that the control end condition is satisfied. After that, the control execution unit 3 ends the steering control that has been executed.
  • the lane departure avoidance device 1 sets the control end condition more severely as the curvature of the lane 27 is larger. That is, as the curvature of the lane 27 increases, the threshold value B is increased and the threshold value C is decreased to make it difficult to satisfy the control end condition.
  • the lane departure avoidance device 1 can suppress the driver's uncomfortable feeling that the steering control end timing differs depending on the curvature of the lane 27 by setting the threshold B and the threshold C as described above.
  • the control start condition may be more difficult to satisfy when the host vehicle is inside the curve than when the host vehicle is outside the curve.
  • the relationship between the curvature of the lane 27 and the threshold A is represented by L1
  • the relationship between the curvature of the lane 27 and the threshold A can be represented by L2.
  • the threshold A is smaller when the vehicle is inside the curve than when the host vehicle is outside the curve, compared with the same curvature (the control start condition is less likely to be satisfied).
  • the control start condition is more easily satisfied, and the start timing of the steering control is more likely to be earlier. If the threshold value A is set as described above, it is possible to prevent the steering control start timing from becoming too early when the host vehicle is inside the curve.
  • the lane departure avoidance device 1 may acquire the curvature of the lane 27 by another method. For example, map information in which the curvature is stored for each place is stored in advance, and the curvature corresponding to the position information of the vehicle acquired by the GPS 19 can be read from the map information.
  • the threshold A may be set to be smaller as the curvature is larger.
  • the aspect shown to FIG. 14A and 14B may be sufficient.
  • the mode in which the threshold value A is set to be smaller as the curvature is larger includes a mode in which the threshold value A is changed in the entire range of curvature, and the threshold value A is changed in a part of the range of the curvature. Then, an aspect in which the threshold A is constant is also included.
  • the threshold T may be set larger as the curvature is larger.
  • the aspect shown to FIG. 15A and 15B may be sufficient.
  • the aspect in which the threshold value T is set to be larger as the curvature is larger includes an aspect in which the threshold value T changes in the entire range of the curvature, and the threshold value T changes in a part of the curvature range, and other ranges. Then, an aspect in which the threshold T is constant is also included.
  • the threshold value B may be set larger as the curvature is larger.
  • the aspect shown to FIG. 16A and 16B may be sufficient.
  • the aspect in which the threshold value B is set to be larger as the curvature is larger includes an aspect in which the threshold value B is changed in the entire curvature range, and the threshold value B is changed in a part of the curvature range, and other ranges. Then, a mode in which the threshold value B is constant is also included.
  • the threshold C may be set smaller as the curvature is larger.
  • the aspect shown to FIG. 17A and 17B may be sufficient.
  • the aspect in which the threshold C is set to be smaller as the curvature is larger includes an aspect in which the threshold C is changed in the entire range of curvature, and the threshold C is changed in a part of the curvature, and other ranges are included. Then, an aspect in which the threshold C is constant is also included.
  • the lane departure avoidance device 1 may set one of the control start condition and the control end condition based on the curvature, and the other may be a fixed condition.
  • the threshold value B may be a value that varies according to the curvature, like the threshold value B in the second embodiment.
  • the threshold A may be constant even if the width W of the lane 27 changes.
  • the condition setting unit 7 loosens the control start condition and / or the control end condition as the curvature obtained in Step S2 is larger (the condition is more easily satisfied). ) May be set.
  • the control start condition may be set looser by increasing the threshold A as the absolute value of the curvature increases.
  • the control end condition may be set looser by decreasing the threshold value T as the absolute value of the curvature increases.
  • the control end condition may be set looser by decreasing the threshold value B and increasing the threshold value C as the absolute value of the curvature increases.
  • step S9 when an affirmative determination is made in step S9, the process may always proceed to step S11.
  • the functions of one constituent element in the above embodiment may be distributed as a plurality of constituent elements, or the functions of a plurality of constituent elements may be integrated into one constituent element. Further, at least a part of the configuration of the above embodiment may be replaced with a known configuration having the same function. Moreover, you may abbreviate

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PCT/JP2016/069003 2015-06-29 2016-06-27 車線逸脱回避装置 Ceased WO2017002758A1 (ja)

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Application Number Priority Date Filing Date Title
US15/740,321 US10821974B2 (en) 2015-06-29 2016-06-27 Lane departure avoidance apparatus

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JP2015-130159 2015-06-29
JP2015130159A JP6413953B2 (ja) 2015-06-29 2015-06-29 車線逸脱回避システム

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CN106740869A (zh) * 2017-02-06 2017-05-31 福建省汽车工业集团云度新能源汽车股份有限公司 一种汽车防跑偏方法和系统

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