JP7075245B2 - Lane departure prevention control device - Google Patents

Description

The present invention relates to a lane departure prevention control device that prevents deviation from the lane in which the own vehicle travels.

Vehicles such as automobiles are equipped with a steering device such as an electric power steering device that can control the steering angle via an electric motor, and the driver's steering operation is based on the external environment around the vehicle recognized by the camera, radar device, etc. Steering support control is known to support.

As one of the steering support controls, there is a lane departure prevention control that prevents the vehicle from deviating from the driving lane, but depending on the shape of the driving road, the execution of the lane departure prevention control may give the driver a sense of discomfort. In some cases.

Therefore, for example, in Patent Document 1, when there is a tendency to deviate in the inner direction of the curved road and there is an approaching vehicle traveling in substantially the same direction as the own vehicle behind the lane in the deviating direction, the self. A technology that realizes lane deviation prevention control that does not give the driver a sense of discomfort by applying a yaw moment to the vehicle, avoiding deviation by applying the yaw moment, and then decelerating the own vehicle. It has been disclosed.

Japanese Patent No. 4380301

However, when the towed vehicle is connected to the rear part of the own vehicle and towed, when passing through the curve, the deviation to the inside of the curve due to the difference in the inner ring of the towed vehicle or the side of the towed vehicle In order to prevent contact with pedestrians, motorcycles, etc., the driver may intentionally steer the vehicle to make a large turn and try to deviate the vehicle slightly toward the outside of the curve. In such a case, if the lane departure prevention control intervenes against the driver's intention, not only the driver feels uncomfortable, but also it becomes difficult for the driver to travel on the desired route.

The present invention has been made in view of the above circumstances, and is a lane departure prevention control that is contrary to the driver's steering intention against a deviation toward the outside of the curve when passing through a curve in a towed vehicle with a towed vehicle connected. The purpose is to provide a lane departure prevention control device that can suppress the intervention of the driver and reduce the discomfort to the driver while ensuring safety.

The lane deviation prevention control device according to one aspect of the present invention is a lane deviation prevention control device for a vehicle having a lane deviation prevention control unit that executes lane deviation prevention control for preventing deviation from the lane in which the own vehicle is traveling. A traction travel determination unit that determines whether or not the vehicle is towed by connecting the towed vehicle to the rear of the own vehicle, and a traction travel determination unit that determines whether or not the approach state of the own vehicle to the curve during the traction travel is safe and self. When it is determined that the vehicle's approach to the curve is safe, the lane deviation prevention control can be changed only for the lane marking outside the curve among the left and right lane markings forming the lane. The approach state determination unit, the curve outer deviation determination unit that determines whether or not to deviate from the lane marking outside the curve among the left and right lane markings forming the lane during the towing, and the curve. The deviation allowance calculation unit that calculates the deviation allowance that defines the allowance limit of the deviation amount of the own vehicle from the outer lane, and the approach state of the own vehicle to the curve are judged to be safe, and the own vehicle When it is determined that the vehicle deviates from the lane marking outside the curve, the lane deviation prevention control unit allows the vehicle to deviate from the lane marking outside the curve up to the deviation allowance and deviates from the lane. It is equipped with a lane departure allowance instruction unit that instructs to execute prevention control.

According to the present invention, when a towed vehicle is connected and towed to pass through a curve, the intervention of lane departure prevention control contrary to the driver's steering intention is suppressed for a deviation toward the outside of the curve, and the vehicle is safe. It is possible to reduce the discomfort to the driver while ensuring the above.

Configuration diagram of vehicle driving control system Explanatory drawing showing the running state toward the inside of the curve when towing the trailer Explanatory drawing showing a running state that allows deviation to the outside of the curve when towing a trailer Block diagram showing the functional configuration of the lane departure prevention control device Explanatory drawing showing characteristic example of curve approach speed threshold Lane departure prevention control flowchart

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In FIG. 1, reference numeral 1 is a vehicle such as an automobile, and a hitch 2 for connecting a towed vehicle (trailer) 100 is provided at the rear portion of the vehicle body. The vehicle (own vehicle) 1 can travel while towing the trailer 100 by connecting the joint 101 of the trailer 100 to the hitch ball 2a of the hitch 2.

The traveling of the own vehicle 1 is controlled by a traveling control system including a plurality of control devices, and driving support is provided to the driver even when the trailer 100 is towed. Each control device constituting the travel control system of the vehicle 1 is mainly composed of a microcomputer, and mainly includes an external environment recognition device 11, an occupant state detection device 12, a navigation device 13, a drive control device 14, and a steering support control device 15. It is configured to be connected so as to be capable of bidirectional communication via a communication bus 50 forming an in-vehicle network.

The external environment recognition device 11 includes detection information of objects around the own vehicle by various sensors that detect objects around the own vehicle such as a camera and a radar device, traffic information acquired by infrastructure communication such as road-to-vehicle communication and vehicle-to-vehicle communication, and Positioning information of the own vehicle position based on signals from GPS satellites and the like, map information from the navigation device 13, for example, road shape data such as road curvature, lane width, road shoulder width, road azimuth angle, section for dividing lanes. The external environment around the vehicle is recognized by high-definition map information including driving control data such as the type of line and the number of lanes.

In the present embodiment, the external environment recognition device 11 recognizes the external environment around the own vehicle mainly by performing image recognition processing by an in-vehicle camera and adding map information, traffic information, and the like from the navigation device 13. The recognition information outside the own vehicle by the external environment recognition device 11 is sent to the drive control device 14, and is used for steering control such as automatic running and follow-up running along the route and brake control for preventing collision with obstacles. It is used as control data.

As an in-vehicle camera, the own vehicle 1 is equipped with a front camera 3 that captures a front region outside the vehicle, a rear camera 4 that captures a rear region of the own vehicle 1, and an in-vehicle camera 5 that captures the state of the driver. Each image captured by the front camera 3 and the rear camera 4 is sent to the external environment recognition device 11 for processing, and the image captured by the in-vehicle camera 5 is sent to the occupant state detection device 12 for processing.

In the present embodiment, the front camera 3 is a stereo camera composed of two cameras 3a and 3b that capture images of the same object from different viewpoints (hereinafter, the front camera 3 is appropriately referred to as a stereo camera 3). May be described as). The two cameras 3a and 3b constituting the stereo camera 3 are shutter-synchronized cameras having an image pickup element such as a CCD or CMOS. For example, a predetermined baseline length is provided in the vicinity of the rearview mirror inside the front window in the upper part of the vehicle interior. It is fixed and arranged with.

The external environment recognition device 11 obtains the pixel shift amount (misparity) of the corresponding positions of the left and right images by stereo matching processing for a set of stereo image pairs in the traveling direction of the own vehicle 1 captured by the stereo camera 3, and pixels. A distance image is generated by converting the amount of deviation into brightness data or the like. Based on the principle of triangular survey, points on the distance image are points in real space where the vehicle width direction, that is, the left-right direction is the X axis, the vehicle height direction is the Y axis, and the vehicle length direction, that is, the distance direction is the Z axis. The white lines, obstacles such as guard rails and side walls on the side of the road, and the preceding vehicle traveling in front of the own vehicle 1 are three-dimensionally converted to the left and right division lines that form the lane in which the own vehicle 1 travels. Be recognized.

The white line as a dividing line forming a lane can be recognized by extracting a point cloud that is a candidate for the white line from the image and calculating a straight line or a curve connecting the candidate points. For example, in the white line detection area set on the image, an edge whose brightness changes by a predetermined value or more is detected on a plurality of search lines set in the horizontal direction (vehicle width direction), and one set of white lines is set for each search line. The start point and the white line end point are detected, and the region in the middle between the white line start point and the white line end point is extracted as a white line candidate point.

Then, a model that approximates the left and right white lines is calculated by processing the time-series data of the spatial coordinate positions of the white line candidate points based on the amount of vehicle movement per unit time, and the white lines are recognized by this model. As the approximate model of the white line, an approximate model in which linear components obtained by Hough transform are connected or a model approximated by a curve such as a quadratic equation can be used.

For example, when the white line is approximated by a quadratic curve, the least squares method can be applied to the data point cloud of the white line candidate point, and the white line can be represented by the quadratic curve as shown in the following equation (1). .. Here, the left and right white lines are represented by the equation (1), but in detail, the coefficients A, B, and C in the equation (1) are obtained for each of the left and right white lines.
X = A ・ Z ² ＋ B ・ Z ＋ C… (1)

The coefficients A, B, and C in the equation (1) represent the path components of the lane formed by the white line. The coefficient A represents the curvature component of the lane, the coefficient B is the yaw angle component of the lane with respect to the own vehicle 1 (the angle component between the front-rear axis of the own vehicle 1 and the tangent of the lane), and the coefficient C is the lane with respect to the own vehicle 1. Represents a position component (horizontal position component) in the lateral direction (X-axis direction) of.

In the present embodiment, an example of recognizing a white line of a road as an image of a lane forming lane will be described. However, the lane is not limited to the white line, and the lane information acquired from the map data can be used. The line may be set based on the position information of the own vehicle 1 or the like.

The occupant state detection device 12 detects the state of the driver during driving from the image of the driver captured by the in-vehicle camera 5, and determines whether or not the driver state is normal. For example, changes in the driver's line-of-sight behavior and changes in the pupil area are detected from the captured image of the in-vehicle camera 5, and it is determined whether or not the driver is in an awake state based on these changes.

For example, when the driver's line-of-sight behavior is detected to determine the driver state, the movement of the virtual image on the cornea in parallel by the eye movement is detected with reference to the center of the pupil. Then, the variation in the line-of-sight behavior of the driver with respect to the preceding vehicle or the like detected by the front camera 3 is evaluated, and it is determined whether or not the driver is in the awake state.

Further, when the driver state is determined from the change in the pupil area of the driver, the reduction rate of the pupil area of the driver in the image captured by the in-vehicle camera 5 is calculated. Then, when the time when the reduction rate of the pupil area exceeds the threshold value becomes a certain time or more within a predetermined time, it is determined that the driver's arousal degree is lowered.

The navigation device 13 includes a map database 13a, and positions the position of its own vehicle 1 based on signals from a plurality of navigation satellites such as GPS satellites and signals from in-vehicle sensors (gyro sensor, vehicle speed sensor, etc.), and maps database. Check with 13a. Then, based on the position information on the map and the traffic information acquired by infrastructure communication such as road-to-vehicle communication and vehicle-to-vehicle communication, the travel route guidance and traffic information are displayed on the display device (not shown) and presented to the driver. ..

Further, in the map database 13a, in addition to the map data for navigation referred to when the route guidance to the driver and the current position of the vehicle are displayed, the driving control is referred to when performing driving support control including automatic driving. High-definition map data is stored.

In the map data for navigation, the previous node and the next node are linked to the current node via links, and each link includes traffic lights, road signs, buildings, etc. installed on the road. Information about is stored.

On the other hand, the high-definition map data for travel control has a plurality of data points between one node and the next node. At this data point, road shape data such as the curvature, lane width, and road shoulder width of the road on which the own vehicle 1 travels, and travel control data such as the road azimuth angle, the type of white line on the road, and the number of lanes are included in the data. It is retained together with attribute data such as reliability and data update date.

The drive control device 14 controls an engine, an automatic transmission, a brake device, and the like based on signals from various sensors and various control information transmitted via the communication bus 50. The drive control device 14 here is a general term for a group of devices that individually control an engine, an automatic transmission, and a brake device.

Engine control includes, for example, fuel injection control, ignition timing control, and electronically controlled throttle valve based on intake air amount, throttle opening, engine water temperature, intake temperature, air-fuel ratio, crank angle, accelerator opening, and other vehicle information. The control such as the opening control of the above is mainly executed.

Further, as transmission control, the hydraulic pressure supplied to the automatic transmission is controlled and set in advance based on signals from sensors that detect the shift position, vehicle speed, etc. and various control information transmitted via the communication bus 50. The automatic transmission is controlled according to the shift characteristics.

As brake control, for example, the four-wheel brake device (not shown) is controlled independently of the driver's brake operation based on the brake switch, four-wheel wheel speed, steering wheel angle, yaw rate, and other vehicle information. do. Further, the brake fluid pressure of each wheel is calculated based on the braking force of each wheel, and anti-lock braking control, side slip prevention control, and the like are performed.

The steering support control device 15 executes driving support control that supports the automatic driving of the own vehicle 1 and the driving of the driver. For example, a target course on which the own vehicle 1 travels is set based on the recognition result of the external environment, steering control is performed so as to follow this target course, assist torque for assisting the steering operation of the driver, and steering for automatic driving. The torque is output via the electric power steering (EPS) device 30.

The EPS device 30 is a well-known device having an electric motor connected to a steering mechanism such as a rack and pinion type and a control unit for driving and controlling the electric motor, and detailed description thereof will be omitted.

The target course in the steering control of the steering support control device 15 is set based on the recognition result of the external environment by the external environment recognition device 11. For example, in the lane keeping control for maintaining the own vehicle 1 in the center of the lane, the center position in the width direction of the left and right white lines of the own vehicle 1 is set as the target course.

The steering support control device 15 sets a target steering angle that matches the center position of the own vehicle 1 in the vehicle width direction with the target course, and the motor drive current of the EPS device 30 so that the steering angle of the steering control becomes the target steering angle. To control. The target course may be set by another control device such as the external environment recognition device 11 instead of the steering support control device 15.

Further, the steering support control device 15 executes lane departure prevention control for preventing deviation from the lane of the own vehicle 1 in addition to lane keeping control for maintaining the own vehicle 1 in the center of the lane. Specifically, the steering support control device 15 has left and right lane markings (left and right white lines) in which the traveling direction of the own vehicle 1 forms a lane based on the information from the external environment recognition device 11 and the driving state of the own vehicle 1. ), The lane deviation estimated time Ttlc until the own vehicle 1 crosses the lane marking (white line) in the deviation direction is calculated, and the lane deviation estimated time Ttlc is the vehicle speed of the own vehicle 1. When the value is equal to or less than the threshold value determined by V and the lane curvature κ, the lane deviation prevention control is started.

Here, when the trailer 100 is connected to the rear part of the own vehicle 1 and the driver passes the curve by towing, the driver may intentionally cause the own vehicle 1 to protrude outside the curve and steer it so as to make a large turn. is assumed. Therefore, the steering support control device 15 changes the intervention form of the lane departure prevention control between the inside direction of the curve and the outside direction of the curve, thereby reducing the sense of discomfort to the driver while ensuring safety.

That is, as shown in FIG. 2, when the own vehicle 1 may deviate from the lane marking Lin inside the curve, the steering support control device 15 intervenes in the lane departure prevention control as in the conventional case to lane. Prevent deviation from. On the other hand, as shown in FIG. 3, for the lane marking Lout outside the curve, the steering support control device 15 may deviate from the lane marking Lout depending on the situation. The deviation of the own vehicle 1 from Lout is allowed within a predetermined range.

Therefore, as shown in FIG. 4, the steering support control device 15 has a lane departure prevention control unit 16 that executes normal lane departure prevention control to prevent deviation from the lane, depending on the situation during traction. It is equipped with a functional part to allow deviation from the lane marking outside the curve. Specifically, in addition to the normal lane departure prevention control unit 16, the steering support control device 15 includes a traction travel determination unit 17, a curve approach state determination unit 18, a curve outside deviation determination unit 19, and a deviation allowance calculation unit 20. The lane departure allowance instruction unit 21 is provided.

Specifically, the lane departure prevention control unit 16 calculates a target yaw rate γtgt, which is a target turning amount for preventing deviation from the lane. As shown in the following equation (2), the target yaw rate γtgt is calculated by adding the yaw rate γturn that causes the own vehicle 1 to suppress the lane deviation and the yaw rate γlane according to the curvature of the lane.
γtgt ＝ γturn ＋ γlane… (2)

In the equation (2), the yaw rate γturn that causes the behavior of suppressing the lane deviation is, for example, the yaw angle (anti-lane yaw angle) θyaw with respect to the lane of the own vehicle 1 as described above, as shown in the following equation (3). It can be calculated based on the estimated lane deviation time Ttlc.
γturn ＝ θyaw / Ttlc… (3)

Further, the yaw rate γlane according to the curvature of the lane is, for example, the vehicle speed V of the own vehicle 1 detected by the vehicle speed sensor 6 and the curvature of the lane acquired by the external environment recognition device 11 as shown in the following equation (4). It can be calculated based on κ.
γlane ＝ κ ・ V… (4)

Further, the lane departure prevention control unit 16 calculates the target steering torque Ttgt for realizing the target yaw rate γtgt, and outputs it as an instruction torque to the EPS device 30. The EPS device 30 controls the drive current of the electric motor so that the steering torque output from the steering mechanism becomes the target steering torque Ttgt.

The target steering torque Ttgt is, for example, the feedback torque Tfb based on the deviation between the target yaw rate γtgt and the actual yaw rate γ of the own vehicle 1 detected by the yaw rate sensor 7, and the vehicle speed V and the lane, as shown in the following equation (5). It is calculated by adding the feed forward torque Tff obtained by torque-converting the yaw rate γ lane based on the curvature κ of.
Ttgt = Tfb + Tff ... (5)

The towing travel determination unit 17 detects whether or not the trailer 100 is connected to the rear part of the own vehicle 1 based on the image behind the own vehicle 1 captured by the rear camera 4, and is in a state where the trailer 100 is connected. Determine if you are driving on. For example, the presence of an object of a predetermined size or larger is recognized in the image captured by the rear camera 4, and the region of the object in the image changes to a predetermined value or more with respect to the steering angle while the own vehicle 1 is traveling. If not, it can be determined that the trailer 100 is connected to the rear part of the own vehicle 1 and the vehicle is towed.

The function of the towing travel determination unit 17 may be provided in the external environment recognition device 11 instead of being provided in the steering support control device 15.

In this case, for example, an electric switch that turns on when the joint 101 of the trailer 100 is connected to the hitch 2 may be provided, and the connection of the trailer 100 may be detected by turning the switch on and off, but mechanically. The connecting mechanism may limit the trailers that can be connected. In the present embodiment, since the connection of the trailer 100 is detected by the image of the rear camera 4, the restriction on the trailer side to be connected can be reduced.

The curve approach state determination unit 18 examines the state of the driver driving the own vehicle 1, the vehicle speed before entering the curve, and the brake operation state of the driver, and determines whether or not the curve approach state of the own vehicle 1 during towing is safe. do. If the driver's condition detected by the occupant condition detection device 12 is not normal, it is determined that the own vehicle 1 cannot safely drive on the curve, and the lane departure prevention control unit 16 is notified to prepare for the lane departure and drive control. The process shifts to the evacuation control via the device 14.

When the driver's state detected by the occupant state detection device 12 is normal, at least the vehicle speed (speed before entering the curve) V of the own vehicle 1 before entering the curve is a threshold value (curve approach speed) at which the vehicle can safely travel on the curve. Threshold) It is determined whether or not the approach state of the own vehicle 1 to the curve is safe depending on whether or not it is Vsafe or less. When the speed V before entering the curve is equal to or less than the curve approach speed threshold Vsafe, it is determined that the curve approaching state of the own vehicle 1 is safe and the vehicle can safely travel on the curve.

On the other hand, when the pre-curve speed V exceeds the curve approach speed threshold Vsafe, the driver operates the brake reliably to reduce the vehicle speed V of the own vehicle 1 to the curve approach speed threshold Vsafe or less. Check if it is occurring. Then, when the deceleration that sets the speed V before entering the curve to be equal to or less than the curve approach speed threshold Vsafe is generated by the braking operation, it is determined that the own vehicle 1 can safely travel on the curve.

The curve approach speed threshold value Vsafe defines the upper limit of the speed at which a curve having a curvature κ can be safely traveled. For example, assuming a steady circular turn with a radius of curvature R (R = 1 / κ) at a vehicle speed V, and assuming that the lateral acceleration Ac in the following equation (6) is a safe value (constant) for road design, the vehicle enters a curve. The velocity threshold Vsafe has the characteristics shown in FIG. 5 with respect to the curvature κ.
1 / R = Ac × (1 / V ² )… (6)

The curve outer deviation determination unit 19 determines whether or not the own vehicle 1 deviates from the lane marking outside the curve during towing. As described above, whether or not the own vehicle 1 deviates from the lane (lane marking) can be determined by the lane deviation estimated time Ttlc, and the traveling direction of the own vehicle 1 can be determined with respect to the lane marking outside the curve. When the lane deviation estimated time Ttlc is equal to or less than the threshold value, it is determined that the own vehicle 1 deviates from the lane marking outside the curve.

The deviation allowance calculation unit 20 defines the allowable limit of the deviation amount of the own vehicle 1 with respect to the deviation from the lane marking outside the curve of the own vehicle 1 due to the driver's intentional large turning steering operation. Calculate the capacity Xover. The deviation allowance Xover may be a value separated by a certain distance in the vehicle width direction from the lane marking line outside the curve (for example, about 3 m from the white line on the deviation side), and the curvature of the curve and the own vehicle 1 and the trailer 100 may be set. It may be calculated based on at least one of the total length of the connected vehicle including the above.

When calculating the deviation allowance from the curvature of the curve and the total length of the connected vehicle, the larger the curvature of the curve, the larger the deviation allowance, and the longer the total length of the connected vehicle, the larger the deviation allowance. The total length of the connected vehicle is acquired based on the known total length of the own vehicle 1 and the total length of the trailer 100 by user input or the like.

However, if there are guardrails, side walls, etc. at the deviation destination outside the curve, or if a lane is further provided adjacent to the lane marking outside the curve, the adjacent lane runs toward the own vehicle 1. In the case of an oncoming lane of another vehicle, Xover = 0 is set and deviation is not allowed.

When the lane deviation allowance instruction unit 21 determines that the curve approach state of the own vehicle 1 is safe and the own vehicle 1 deviates from the section lane outside the curve, the lane deviation prevention control unit 16 informs the lane deviation prevention control unit 16. It is instructed to allow the deviation from the lane marking outside the curve of the vehicle 1 up to the deviation allowance Xover and execute the lane deviation prevention control.

Lane departure prevention control that allows deviation within a predetermined range is realized, for example, by modifying the lane departure estimation time Ttlc in Eq. (3) for the yaw rate γturn that causes the own vehicle 1 to behave as lane departure suppression. can do. For example, by setting a correction coefficient based on the deviation allowance Xover and the vehicle speed V and multiplying this correction coefficient by the lane deviation estimation time Ttlc, the lane deviation estimation time when the deviation is allowed can be corrected. In other words, a lane departure line is set with the horizontal position of the white line offset by the deviation allowance Xover with respect to the white line of the road, and lane departure prevention control is performed for the offset lane marking line. I can say.

Next, the lane departure prevention control in the steering support control device 15 will be described with reference to the flowchart of FIG.

In this lane departure prevention control, in the first step S1, the steering support control device 15 detects the presence or absence of the towed vehicle (trailer 100) based on the image captured by the rear camera 4, and in step S12, the trailer 100 is set. Judge whether or not the vehicle is being towed by connecting.

When the own vehicle 1 is traveling alone without connecting the trailer 100, the process proceeds from step S2 to step S12. In step S12, the steering support control device 15 determines whether or not the own vehicle 1 deviates from the lane, and if it is determined to deviate from the lane, executes normal lane departure prevention control for the lane on the deviating side.

On the other hand, when the trailer 100 is connected and towed, the process proceeds from step S2 to step S3, and the steering support control device 15 determines the curvature of the traveling path of the own vehicle 1 (the lane in which the own vehicle 1 travels). Get κ. In the present embodiment, the curvature κ of the traveling path is acquired for each of the left and right lane markings (white lines) forming the lane. When the white line is approximated by the above equation (1), the curvature of each of the left and right white lines can be obtained based on the coefficient A of the quadratic curve in the equation (1).

If the map database 13a has high-definition map data, read the curvature and lane width of the road at the current position of the own vehicle 1 from the map database 13a, and obtain the curvature of each of the left and right lane markings. You can do it.

After that, the process proceeds from step S3 to step S4, and it is examined whether or not the curvature κ acquired in step S3 is equal to or greater than the threshold value κs. The threshold value κs is a threshold value for determining whether or not the traveling path is a curved path, and for example, a radius of curvature of about 150 m or less is assumed as a curved path.

If it is determined in step S4 that the curvature κ is less than the threshold value κs and the road is a straight road, the process proceeds from step S4 to step S12, and normal lane departure prevention control can be executed. On the other hand, if the curvature κ is determined to be a curved path in step S4 with a threshold value κs or more, the process proceeds from step S4 to step S5, and the steering support control device 15 is in the driver state based on the information from the occupant state detection device 12. Check if is normal.

If some abnormality is detected in the driver by the occupant state detection device 12, and the driver state is not normal, the process proceeds from step S5 to the above-mentioned step S12, and normal lane departure prevention control can be executed in preparation for lane departure. And. On the other hand, if the driver state is normal, the process proceeds from step S5 to step S6.

In step S6, it is examined whether or not the speed V before entering the curve of the own vehicle 1 is equal to or less than the curve approach speed threshold value Vsafe, which is the threshold value at which the vehicle can safely travel on the curve. Then, when V> Vsafe, the process proceeds from step S6 to step S7, and it is examined whether or not the deceleration state (deceleration state before the curve) of the own vehicle 1 before entering the curve satisfies the preset deceleration condition. If the deceleration state before the curve does not satisfy the deceleration condition, the process proceeds from step S7 to step S12 to enable normal lane departure prevention control.

The deceleration condition for the pre-curve deceleration state is a condition in which the brake switch is on, the driver is surely stepping on the brake pedal, and the deceleration that can set the pre-curve speed V to be equal to or less than the curve approach speed threshold Vsafe can be obtained. Is. However, it is desirable that the deceleration at this time is, for example, about 0.1 G or less, with the deceleration not to cause destabilization of the vehicle behavior as the upper limit.

On the other hand, if V ≦ Vsafe in step S6, or if the deceleration condition for the pre-curve deceleration state is satisfied in step S7, the process proceeds from step S6 or step S7 to step S8. In step S8, the steering support control device 15 determines whether or not the own vehicle 1 may deviate from the lane marking outside the curve.

If it is determined that the own vehicle 1 is unlikely to deviate from the lane departure line outside the curve, the process proceeds from step S8 to step S12, and normal lane departure prevention control is performed in preparation for deviation from the lane departure line inside the curve. Is in an executable state. If it is determined that the own vehicle 1 may deviate from the lane marking outside the curve, the process proceeds from step S8 to step S9.

In step S9, the steering support control device 15 checks whether the deviation destination is an oncoming lane or whether there is an obstacle such as a guardrail or a side wall at the deviation destination. If the departure destination is an oncoming lane or there is an obstacle such as a guardrail or a side wall at the deviation destination, the process proceeds from step S9 to step S12 to enable normal lane departure prevention control.

On the other hand, if the deviation destination is not the oncoming lane and there are no obstacles such as guardrails or side walls at the deviation destination, the process proceeds from step S9 to step S10, and the deviation allowance Xover from the lane marking outside the curve is calculated. .. Then, in step S11, the lane departure prevention control in consideration of the deviation allowance is executed, and the deviation from the lane marking outside the curve of the own vehicle 1 is allowed up to the deviation allowance Xover.

As described above, in the present embodiment, when the trailer 100 is connected and the trailer 100 is connected to pass the curve, if there is a possibility of deviating in the inward direction of the curve, the lane deviation prevention control is performed as in the conventional case. While intervening, if there is a possibility of deviating toward the outside of the curve, it is judged whether the curve approach state is safe, and if it is judged to be safe, the deviation from the lane marking outside the curve is deviated. Allows up to the allowable amount Xover, and suppresses the intervention of lane deviation prevention control contrary to the driver's steering intention for deviations toward the outside of the curve. As a result, it is possible to reduce the discomfort to the driver while ensuring safety, and it is possible to drive on the route desired by the driver.

1 Own vehicle 2 hitch 3 front camera 4 rear camera 5 in-vehicle camera 6 vehicle speed sensor 7 yaw rate sensor 11 external environment recognition device 12 occupant state detection device 13 navigation device 13a map database 14 drive control device 15 steering support control device 16 lane deviation prevention control Part 17 Towing running judgment part 18 Curve approach state judgment part 19 Curve outside deviation judgment part 20 Deviation allowance calculation part 21 Lane deviation allowance instruction part 30 EPS device 100 Trailer

Claims (5)

It is a lane departure prevention control device for a vehicle having a lane departure prevention control unit that executes lane departure prevention control to prevent deviation from the lane in which the own vehicle is traveling.
A towing travel judgment unit that determines whether or not the vehicle is towed by connecting the towed vehicle to the rear of the own vehicle.
When it is determined whether or not the approach state of the own vehicle to the curve is safe during the towing, and when it is determined that the approach state of the own vehicle to the curve is safe, the above-mentioned of the left and right lane markings forming the lane. A curve entry state determination unit that can change the lane departure prevention control only for the lane markings outside the curve,
A curve outer deviation determination unit that determines whether or not to deviate from the lane marking outside the curve among the left and right lane markings forming the lane during towing.
A deviation allowance calculation unit that calculates a deviation allowance that defines an allowance limit for the deviation amount of the own vehicle from the lane marking outside the curve, and a deviation allowance calculation unit.
When it is determined that the approach state of the own vehicle to the curve is safe and the own vehicle deviates from the lane marking outside the curve, the lane deviation prevention control unit informs the lane deviation prevention control unit of the lane outside the curve. A lane deviation prevention control device including a lane deviation allowance instruction unit that allows deviation of the own vehicle from the lane up to the deviation allowance and instructs the lane deviation prevention control to be executed. The deviation allowance calculation unit is opposed to another vehicle traveling facing the own vehicle when an obstacle exists at the deviation destination to the outside of the curve or adjacent to a lane marking outside the curve. The lane departure prevention control device according to claim 1 , wherein when a lane is provided, the deviation allowance is set to 0 . The deviation allowance calculation unit calculates the deviation allowance based on at least one of the curvature of the curve and the total length of the connected vehicle including the own vehicle and the towed vehicle, and the larger the curvature of the curve is, the more the deviation allowance is calculated. The lane deviation prevention control device according to claim 1 or 2 , wherein the deviation allowance is increased and the deviation allowance is increased as the total length of the connected vehicle becomes longer . According to claim 1 or 2 , the deviation allowance calculation unit calculates the deviation allowance as a value separated from the lane marking line outside the curve by a certain distance in the vehicle width direction. The described lane departure prevention control device. The curve approaching state determining unit determines whether the approaching state to the curve is safe or not, depending on whether or not the speed before entering the curve is at least equal to or less than the curve approaching speed threshold set based on the curvature of the curve. The lane deviation prevention control device according to any one of claims 1 to 4, wherein the lane deviation prevention control device is characterized in that .

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