JP2003081115A - Lane departure handling device - Google Patents

Abstract

(57) [Problem] To provide a lane departure handling device capable of reducing unnecessary warnings and corrective steering for a driver by early and highly accurate driver steering intervention determination. SOLUTION: A steering angular velocity absolute value | dθ |
When the steering angle θ is equal to or larger than the set steering angle θ1 after the set time T1 after the angle becomes equal to or larger than θ1, it is determined that the steering intervention is performed by the driver. When the driver steering intervention is determined, the driving of the alarm device and the driving of the steering actuator are stopped. I did it.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a lane departure coping device for providing a driver with an alarm for a departure avoidance operation or a correction steering in a departure avoidance direction when a vehicle is determined to deviate from a road. Belongs to the technical field of.

[0002]

2. Description of the Related Art Conventionally, as a lane departure coping device, for example, a device described in Japanese Patent Laid-Open No. 5-294250 is known. This publication detects whether there is a rear vehicle on the traveling road on the side that moves due to a departure operation from the traveling road on which the vehicle travels when the driver operates a turn signal, and when there is a rear vehicle, an alarm is issued. The warning is not given when there is no vehicle behind. Further, when there is no turn signal operation, it is detected whether or not there is a rear vehicle in the traveling path on the side where the vehicle deviates from the traveling path on which the vehicle travels. When there is a rear vehicle, the vehicle is traveling. It is described that corrective steering is performed to prevent deviation from the traveling road that keeps traveling on the traveling road, and an alarm is issued when there is no vehicle behind.

[0003]

However, in the conventional lane departure response apparatus, the control is switched between the presence of the correction steering, the presence of the alarm and the absence of the alarm depending on the presence or absence of the operation of the turn signal and the presence or absence of the vehicle behind. However, there is a problem that if the direction indicator is not operated, the correction steering or the alarm is activated regardless of the driver's intention.

That is, when the steering intervention is performed to steer the vehicle in a direction deviating from the traveling road without the operation of the turn signal, if the correction steering is performed, the steering is performed in the direction opposite to the intervention direction by the driver. Torque is applied, which hinders the steering intervention that is performed with the intention of changing the lane.

Further, if the driver operates the steering intervention to steer the vehicle in a direction deviating from the traveling path without operating the turn signal, when the alarm is activated, the driver intervenes while knowing that the vehicle is deviating from the lane. As a result, the number of unnecessary warnings for the driver will increase.

The present invention has been made by paying attention to the above-mentioned problems, and an object of the present invention is to promptly and accurately determine a steering intervention of a driver to give an unnecessary warning or a correction steering to the driver. It is to provide a lane departure coping device that can reduce the number.

[0007]

In order to achieve the above object, in the invention according to claim 1, when the deviation determining means determines that the vehicle is in a tendency to deviate from the traveling road, the lane departure responding means notifies the driver. On the other hand, in a lane departure handling device which gives an alarm for prompting a departure avoidance operation or corrective steering in a departure avoidance direction, a steering angle detection means for detecting a steering angle, a steering angular velocity detection means for detecting a steering angular velocity, and a steering angular velocity are set. When the steering angle is equal to or more than the set steering angle after the set time after the threshold value is exceeded, it is determined that the driver intervention is the steering intervention by the driver, and the driver steering intervention determination means determines the steering intervention by the driver. If determined, lane departure response stopping means for stopping the operation of the lane departure response means regardless of the departure determination result, Characterized in that it comprises.

Here, the lane departure coping means gives an alarm for prompting the driver to perform a departure avoidance operation by operating an alarm buzzer, turning on an alarm lamp, applying vibration to a steering wheel, applying a lateral jerk, etc., individually or in combination. Means or means for positively correcting the steering by the steering actuator in the direction of avoiding the departure when the lane departure is determined, or braking / driving force of each wheel in the direction of avoiding the departure when the lane departure is determined. Braking / driving force control means for adjusting the distribution of

The inventions according to claims 2, 3, and 4 are inventions in which the set threshold value of the steering angular velocity is given as a variable value in the driver steering intervention determination, respectively.
The invention according to claim 6 is an invention which provides a variable value for a set time from when the steering angular velocity is equal to or higher than a set threshold value in the driver steering intervention determination until the steering angle is determined, and the invention according to claim 7 is The invention uses the change amount based on the steady value as the steering angle information in the driver steering intervention determination.

[0010]

According to the invention of claim 1, in the driver steering intervention determining means, the steering angle detecting means outputs the steering angle detecting means a set time after the steering angular speed from the steering angular speed detecting means becomes equal to or more than a set threshold value. If the steering angle is equal to or greater than the set steering angle, it is determined that the driver's steering intervention is involved, and if the driver steering intervention determination means determines that the driver is involved in steering, the lane departure response stopping means determines the departure determination result. Regardless of this, the operation of the lane departure response means is stopped.

That is, in general, when the steering angular velocity is temporarily generated due to a disturbance from the road surface or the like, the steering angular velocity is not maintained at a certain value or more thereafter, so that the steering angular velocity is set. When the steering angle is equal to or more than the set steering angle after the set time after the threshold value is exceeded, it is determined that the steering intervention is performed by the driver, so that the steering wheel movement caused by the driver's steering intervention and the steering wheel movement caused by the disturbance are detected. Can be distinguished. Moreover, since the steering intervention determination is distinguished from the steering due to the disturbance, the setting threshold value of the steering angular velocity for the steering intervention determination can be set to a small value.

As a result, the driver's steering intervention determination can be performed at an early stage and with high accuracy, and the number of warnings and correction steering unnecessary for the driver can be reduced.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, an embodiment for realizing a lane departure coping device in the present invention corresponds to a first embodiment corresponding to claims 1 and 7 and claims 2, 5, 6, and 7. Second
An explanation will be given based on an embodiment, a third embodiment corresponding to claims 3, 5, 6, and 7, and a fourth embodiment corresponding to claims 4, 5, 6, and 7.

(First Embodiment) First, the structure will be described. FIG. 1 is a schematic configuration diagram showing a lane departure handling apparatus of the first embodiment. In the figure, 100 is a steering actuator, 101 is an imaging device, 102 is a control unit, 103 is a vehicle speed sensor (vehicle speed detecting means), and 104 is Steering wheel angle sensor (steering angle detection means), 105 is a turn signal switch, 106 is a brake pedal switch, 107
Is a hydraulic power steering device, 108 is a lateral acceleration sensor, 109 is a yaw rate sensor, 110 is a right front wheel, 11
1 is the left front wheel, 112 is the steering rack, 113 is the steering wheel, 114 is the navigation device (traveling path shape detection means), 115 is the steering shaft,
116 is a buzzer speaker (means for lane departure), 1
Reference numeral 17 denotes an image processing device (traveling road shape detecting means).

The image pickup device 101 mounted toward the front of the vehicle captures an image of the front of the vehicle, and the captured image of the front of the vehicle is input to an image processing device 117 integrated with the image pickup device 101. Information on the road shape and lane markings (white lines) obtained by the image processing apparatus 117 is input to the control unit 102. The individually described imaging device 101 is, for example, a CCD camera, and the control unit 102 is, for example, a microcomputer.

Information on the vehicle speed from the vehicle speed sensor 103 and the steering wheel angle from the steering wheel angle sensor 104 is also input to the control unit 102, and based on these information, the control unit 102 shows the state of the vehicle. Calculate the amount. In addition, as a signal input to the control unit 102, in order to improve the accuracy of the estimated or calculated vehicle state quantity,
Lateral acceleration from the lateral acceleration sensor 108, vehicle yaw rate from the yaw rate sensor 109, and road curve information, branch / merge information from the navigation device 114 may be added.

The control unit 102 estimates or calculates the vehicle state quantity, and when it is determined that the vehicle is deviating from the lane based on the vehicle speed, the vehicle position, and the direction of the vehicle, Determine the steering actuator drive current to encourage the driver to avoid lane departure. The control unit 102 can not only prompt the driver to perform the departure avoidance operation, but also extend the departure margin time and, in some cases, determine the steering actuator drive current so as to prevent the departure.

The steering actuator 100 is provided on a steering column via a reduction gear, an electromagnetic clutch, etc., and transmits a steering torque corresponding to an actuator drive current supplied from the control unit 102 to the steering shaft 115, so that the left and right steering shafts 115 are driven. Front wheels 110, 11
1 can be steered.

FIG. 2 is a block diagram of a control system of the lane departure support apparatus of the first embodiment, in which 1 is a steering angle detecting means (FIG. 1).
2 corresponds to the vehicle speed detecting means (corresponding to the vehicle speed sensor 103 in FIG. 1), 3
Is a white line detecting means (corresponding to the image pickup apparatus 101 and the image processing apparatus 117 in FIG. 1), and 4 is a turn signal detecting means (see FIG. 1).
Of the turn signal switch 105), 5 is vehicle state estimating means (corresponding to the control unit 102 in FIG. 1), 6 is departure determining means (corresponding to the control unit 102 in FIG. 1), and 7 is steering actuator drive commanding means ( 1 corresponds to the control unit 102), 8 a steering torque adding means (corresponding to the steering actuator 100 in FIG. 1), 9 a vehicle, 10 a brake operation detecting means (FIG. 1).
(Corresponding to the brake pedal switch 106), 11 is a lateral acceleration detecting means (corresponding to the lateral acceleration sensor 108 in FIG. 1),
Reference numeral 12 denotes a yaw rate detecting means (the yaw rate sensor 1 in FIG. 1).
09), 14 is a deviation warning signal generating means (corresponding to the control unit 102 in FIG. 1), and 15 is a warning sound generator (corresponding to the buzzer / speaker 114 in FIG. 1).

In the vehicle state estimating means 5, the steering wheel angle θ obtained by the steering angle detecting means 1, the own vehicle speed V obtained by the own vehicle speed detecting means 2, the road shape information obtained by the white line detecting means 3, White line information is entered,
Based on these pieces of information, the vehicle state estimating means 5 calculates the state quantity of the host vehicle (lateral displacement ycr from the center of the running lane serving as a reference, lateral speed dycr, yaw angle φ, yaw rate γ = dφ). . As a signal input to the vehicle state estimating means 5, in order to improve the accuracy of the state quantity of the vehicle, the lateral acceleration obtained by the lateral acceleration detecting means 11, the yaw rate obtained by the yaw rate detecting means, and the navigation not shown in the figure. Information is added.

The deviation determining means 6 determines the vehicle position (distance ycd from the white line or distance ycr from the center of the lane) of the vehicle state quantity and the vehicle position calculation result estimated by the vehicle state estimating means 5, Based on the direction of the vehicle (yaw angle φr) and the vehicle speed V from the vehicle speed detection means 2, it is determined which of the left and right lane directions the vehicle tends to deviate from. here,
When determining the lane departure tendency, the driver has the intention of changing lanes (steering intervention) depending on the presence or absence of a turn signal signal obtained by the turn signal detection means 4 and the presence or absence of a brake operation obtained by the brake operation detection means 10. ), And if it is determined that the driver intends to change lanes, processing such as stopping the departure warning and stopping the actuator drive current is performed.

The steering actuator drive command means 7
Is the vehicle position (distance ycd from the white line, out of the lane departure tendency determination result by the departure determination means 6 and the vehicle state amount and the own vehicle position calculation result estimated by the vehicle state estimation means 5.
Alternatively, the drive current Ir to be applied to the steering torque adding means 8 is determined based on the distance ycr from the center of the lane), the direction of the vehicle (yaw angle φr), and the vehicle speed V from the vehicle speed detecting means 2.

The steering torque adding means 8 applies the drive current Ir calculated by the steering actuator drive command means 7 to the motor for the current application time T similarly calculated by the steering actuator drive command means 7 to obtain a desired value. The steering torque .tau. Of the vehicle can be transmitted to the steering column, which is a component of the vehicle, and a lateral movement of the vehicle can be generated or the steering wheel 113 can be vibrated as a lane departure warning that notifies the driver of the lane departure. .

The departure warning signal generating means 14 determines the vehicle position (white line) among the lane departure tendency determination result by the departure determining means 6, the vehicle state quantity estimated by the vehicle state estimating means 5 and the own vehicle position calculation result. Departure distance warning signal to be applied to the alarm sound generator 15 based on the distance ycd from the vehicle or the distance ycr from the center of the lane, the direction of the vehicle (yaw angle φr), and the vehicle speed V from the vehicle speed detection means 2. Is generated.

The warning sound generator 15 produces a warning sound according to the lane departure condition by the departure warning signal generated by the departure warning signal generating means 14.

Next, the operation will be described.

[Lane Departure Handling Control Processing] FIG. 3 is an overall flowchart showing the lane departure handling control processing executed by the control unit 102. The lane departure handling control process is executed as a timer interrupt process every predetermined time (for example, 10 msec).

First, at step 12, the steering wheel angle θ is read from the steering wheel angle sensor 104, the own vehicle speed V is read from the vehicle speed sensor 103,
The white line detection coordinates are read from the image processing device 117, and the process proceeds to step 15.

Next, at step 15, the vehicle state estimating means 5 uses the steering wheel angle θ, the own vehicle speed V, and the white line detection coordinates to determine the state quantity of the own vehicle (the lateral amount from the center of the running lane serving as a reference). Displacement ycr, lateral velocity dycr, yaw angle φ, yaw rate γ = dφ) is calculated, and the next step 1
At 6, the distance ycd from the vehicle to the white line is calculated based on these vehicle state quantities.

In the next step 17, the yaw angle φr calculated in step 16 and the distance ycd from the vehicle to the white line
Based on the vehicle speed V obtained from the vehicle speed sensor 103, the turn signal signal obtained from the turn signal switch 105, etc., the departure determination means 6 determines a lane departure not intended by the driver (FIG. 4). Then, the process proceeds to step 18.

In step 18, by step 17,
An alarm signal is generated when it is determined that the driver does not intend to depart from the lane. Here, the alarm signal is a drive signal for a buzzer device or the like attached to the vehicle, and when the buzzer continues to sound for a certain period of time, when it is an intermittent sound, its pattern (ON time) And the setting of the OFF time, the number of repetitions, etc.) are performed. These warning signals may be a single tone using one buzzer, or may be a plurality of buzzers that are switched according to the departure direction of the vehicle to notify the driver of the departure direction. . Further, when the audio device can be used and the left and right speakers can be independently sounded, a signal for switching the alarm sound to the left or right according to the departure direction of the lane may be generated. For example, if the vehicle tends to deviate to the right of the lane, the right speaker outputs, and if the vehicle tends to depart to the left of the lane, the left speaker outputs two types of warning signals. To generate. Further, the warning signal set here is not limited to the voice signal from the buzzer or the audio device, and when it is determined in step 17 that the driver does not intend to depart from the lane, the steering torque is steered in the direction in which the deviating lane is avoided. A process of setting the drive current value of the steering actuator 100 may be performed so as to be input to the shaft 115 (correction steering). In addition, the operation actuator 100
The drive current value may be set to a sine wave (or a repeating waveform of a triangular wave or a rectangular wave) that causes the steering wheel 113 to vibrate slightly. When the alarm signal is generated in step 18, the process proceeds to step 19.

In the next step 19, the alarm device is activated. When a buzzer is used as a warning sound generator, a drive voltage is supplied to the buzzer, and when an audio device is used as a warning sound generator, communication is performed with the head unit of the audio device. And sends a command that causes an alarm sound to be output from the speaker.

Finally, in step 19, the servo processing of the current is performed so that the actuator drive current Ir determined in step 17 and the current actually applied to the actuator (motor) match.

[Estimation method of vehicle state quantity] Step 1
The estimation method of the vehicle state quantity in 5 will be described. Dynamic system described by state equation and output equation Equation of state for some matrix L To calculate x ^. x ^ is an estimated value of the state variable x, and if L is determined so that the real part of the eigenvalue of the transition matrix A-LC becomes negative, after a sufficient time has elapsed, the state variable x
Matches Equation (3) is called an observer and is a method often used for estimating the state of a dynamic system. The equation of motion of the vehicle is described by However, I: yaw moment of inertia, m: vehicle weight, V:
Vehicle speed, β: vehicle side slip angle, dφ: yaw rate, C _f (C
_r ): Front (rear) wheel cornering power (for two wheels), _If
(I _r ): Distance between center of gravity and front (rear) wheels, δ: Actual steering angle of front wheels,
N: The imaging device 101 that recognizes the steering system gear ratio white line can detect the lateral displacement from the target track (center of the lane) at the gazing point of the front L _S [m]. An approximate expression when the vehicle travels in the vicinity of the target trajectory is described by the following equation using the lateral displacement ysr at the forward gazing point using the relative lateral displacement ycr from the target trajectory and the relative yaw angle φr. Where the state vector is yaw rate dφ, yaw angle φr,
Using the lateral velocity dycr from the target line and the lateral displacement ycr from the target line, When defined by, the following matrix corresponding to the matrices A, B, and C of the equation (3) is obtained. By applying these to the equation (3), the vehicle state quantity can be estimated from the steering angle and the front lateral displacement data based on the image data.

[Deviation determination processing] FIG. 4 shows step 1 of FIG.
7 is a flowchart showing a procedure of deviation determination processing executed in step 7, and each step will be described below.

First, in step 32, the driver's intervention operation is judged using the turn signal signal detected by the turn signal switch 105. If a turn signal is detected, proceed to step 38 and step 3
In 8, it is determined that the driver's intervention operation is performed, 0 is substituted in the departure determination flag F_dpt, and the departure determination process is ended. When the turn signal is not detected in step 32, it is determined that the driver's intervention operation has not been performed, and the process proceeds to step 33. Although only the turn signal has been described here, similarly, it may be determined that the driver's intervention operation is performed by detecting the driver's braking operation by the brake pedal switch 106.

In step 33, the driver's steering intervention determination process in the case where a lane change is attempted without a turn signal is performed (FIG. 6), and the process proceeds to the next step 34 (driver steering intervention determination means). .

In step 34, if it is determined in step 33 that the driver's steering intervention is performed, the process proceeds to step 38. In step 38, it is determined that the driver's intervention operation is performed, and the departure determination is made. Flag F_dp
Substitute 0 for t and terminate the deviation determination process. If it is determined that the steering intervention has not been performed, the process proceeds to step 35. Note that step 34 and step 38
Corresponds to a lane departure coping stop means.

In step 35, the vehicle speed V and the yaw angle φr
And the deviation determination threshold value yd is calculated based on the deviation margin time parameter set in advance (FIG. 5), and step 36
Move to.

At step 36, it is judged if the vehicle is liable to deviate in the right lane direction. The departure determination threshold value yd calculated in step 35 is compared with the lateral displacement of the right front wheel of the vehicle. If the distance between the right front wheel and the right lane is smaller than the departure determination threshold value yd, it is determined that there is a tendency to deviate in the right lane direction. ,
In step 39, 1 is assigned to the departure determination flag F_dpt, and the departure determination process ends. When the distance between the right front wheel and the right lane is larger than the departure determination threshold value yd, the process proceeds to step 37 to determine the departure tendency in the left lane direction.

In step 37, it is judged whether or not the vehicle tends to deviate in the left lane direction. The deviation determination threshold yd calculated in step 33 is compared with the lateral displacement of the left front wheel of the vehicle, and when the distance between the left front wheel and the left lane is smaller than the deviation determination threshold yd, it is determined that the vehicle is in the tendency to deviate in the left lane direction. ,
Proceeding to step 40, in step 40, -1 is assigned to the departure determination flag F_dpt, and the departure determination process ends. If the distance between the left front wheel and the left lane is greater than the departure determination threshold value yd, it is determined that the host vehicle is traveling in the center of the left and right lanes and is not in a departure tendency, and the process proceeds to step 41. The departure determination flag F_dpt is set to 0, and the departure determination process ends.

[Example of deviation determination processing] Here, step 35
An example of specific contents of calculation for calculating the deviation determination threshold value yd in (3) will be described with reference to FIG. In the first embodiment, the deviation margin time T is determined, and then the deviation determination threshold value yd is calculated using the following equation (8). In the first embodiment, the lane departure speed increases with an increase in the vehicle speed V even if the yaw angle φ is the same, so that the vehicle front wheel is changed according to the increase in the own vehicle speed V detected by the vehicle speed sensor 103. The deviation determination threshold value yd for determining the magnitude of the distance ycd from the lane is increased. yd = V × T × | φ | (8) According to the equation (8), the deviation determination threshold value yd is proportional to the yaw angle φ and the vehicle speed V, and the movement from the present time until the deviation margin time T elapses. It is the amount of lateral movement of the vehicle. When the distance between the front wheel of the vehicle and the lane becomes smaller than the departure determination threshold value yd, it is determined that the vehicle is in a departure tendency, and the conditional expression for the determination is given by the following equation (9).

Departure determination condition w / 2−yd <ycd (deviation in the right lane direction) ycd <−w / 2 + yd (deviation in the left lane direction) (9) where w is the width of the lane. In addition, ycd is the lateral displacement of the front wheel with reference to the center of the running lane, and ycd = ycr + H / 2 (right front wheel) ycd = ycr + H / 2 (left front wheel) (10) Displacement amount calculation means).

[Steering intervention determination process] FIG. 6 is a flowchart showing the procedure of the steering intervention determination process executed in step 33 of FIG. 4, and each step will be described below.

First, in step 53, the white line detecting means 3
Vehicle shape information and lane marking (white line) information obtained by the vehicle speed, vehicle speed V obtained by the vehicle speed detection means 2, steering wheel angle θ obtained by the steering angle detection means 1, and various sensor signals as input. Using the vehicle state quantity estimated by the state estimating means 5, the vehicle position calculation result, and the like, it is determined whether or not the vehicle is currently traveling stably along the lane. If the vehicle keeps driving to the right in the no lane or to the left, the driver may be approaching the white line because the driver's alertness has decreased. It is often the case that the driver's corrective steering is performed every time. Therefore, if it is likely that the vehicle will deviate from the lane, it is necessary to issue an alarm to prompt the driver to perform an appropriate operation, so that it is not determined that the vehicle is in steady running in step 53, and the intervention determination process ends. On the contrary, when the vehicle is in a steady traveling state with a certain lateral displacement maintained, the routine proceeds to step 54 to judge the steering intervention of the driver. At this time, the steady value of the steering angle may not become 0 even in the steady traveling state due to the influence of the road surface gradient and the curve of the road. When the routine proceeds to step 54, the steady value of the steering angle is stored, and for the steering angle used for later steering intervention determination, it is determined from the stored steady value whether the increase or decrease is larger or smaller than a predetermined threshold value. By doing so, it is possible to cope with any road surface environment.

At step 54, it is judged whether or not the intervention primary flag F_1 set by the establishment of the steering angular velocity condition is F_1 = 0. If YES, the routine proceeds to step 55, and if NO (F_1 = 1). ), The process proceeds to step 57.

In step 55, it is judged whether or not the absolute steering angular velocity value | dθ | for judging the driver's steering intervention is greater than or equal to a set threshold value dθ1 (predetermined fixed value).
In the case of ES, the process proceeds to step 56, and in the case of NO, this intervention determination process ends.

At step 56, the intervention primary flag F_1 is set to F_1 = 1 because the steering angular velocity condition of step 55 is satisfied even once.

In step 57, it is judged whether the timer counter value tmr is equal to or longer than the set time T1 (predetermined fixed value). If YES, the process proceeds to step 58, and if NO, the process proceeds to step 61. Step 61
Then, the timer counter value tmr is incremented by 1.

At step 58, it is judged whether or not the steering angle θ (the amount of change from the steady value) is not less than the set steering angle θ1.
If yes, then continue with step 59, if no, proceed with step 60.

In step 59, if the steering angle θ is equal to or greater than the set steering angle θ1 as determined in step 58, the set time T1 is set after the steering angular velocity dθ equal to or greater than the set threshold value dθ1 is generated, as shown in FIG. Since the steering angle is maintained even after the lapse of time and it is considered that the driver operates the steering wheel 113 to apply torque to either the left or the right, the steering angle condition of step 58 is satisfied. It is determined that there is driver steering intervention, and the steering intervention flag F_str is set to F_str = 1.

In step 60, if the steering angle θ is less than the set steering angle θ1 as determined in step 58, the set threshold value d
After the steering angular velocity dθ of θ1 or more is generated, the set time T1
Since the steering angle has already been returned to the position where the steady running is maintained after passing, it is considered that the driver has only temporarily operated the steering wheel 113 in order to deal with the disturbance, so the intervention primary flag F_1 is set to , F_1 = 0 is cleared.

[Action for lane departure] When the vehicle is traveling without turn signals or driver steering intervention and without lane departure, in the flowchart of FIG. 4, step 32 → step 33 → step 34 →
The flow proceeds from step 35 → step 36 → step 37 → step 41. In step 41, 0 is assigned to the deviation determination flag F_dpt, and neither the warning device nor the steering actuator is driven.

If there is no turn signal or driver steering intervention and the vehicle is traveling to the right in the lane, step 32 →
The flow proceeds from step 33 → step 34 → step 35 → step 36 → step 39 to step 39.
In the above, 1 is substituted into the departure determination flag F_dpt, and similarly, when the vehicle is traveling in the left lane,
In the flowchart of FIG. 4, step 32 → step 33 → step 34 → step 35 → step 36 →
The flow proceeds from step 37 to step 40, and in step 40, -1 is assigned to the departure determination flag F_dpt. Therefore, the alarm device and the steering actuator are driven, and when the alarm device is driven, different alarms can be issued depending on whether the vehicle deviates to the right or to the left.

When the driver issues a turn signal to make a lane change or the like, the flow proceeds from step 32 to step 38 in the flowchart of FIG. 4, in which 0 is assigned to the deviation determination flag F_dpt, Neither the alarm device nor the steering actuator is driven. This is because the turn signal itself represents the driver's intention of steering intervention.

Although the turn signal is not issued, when the vehicle is traveling with steering intervention, the flow proceeds from step 32 to step 33 to step 34 to step 38 in the flowchart of FIG.
In 8, the deviation determination flag F_dpt is set to 0,
Neither the alarm device nor the steering actuator is driven. Here, the steering intervention determination performed in step 33 is
As shown in FIG. 6, when the steering angle θ is equal to or greater than the set steering angle θ1 after a set time T1 after the absolute value of the steering angular velocity | dθ | becomes equal to or greater than the set threshold value dθ1, it is determined that the steering intervention is performed by the driver. .

That is, in general, when the steering angular velocity is temporarily generated due to a disturbance from the road surface or the like, the steering angle is not maintained at a value higher than a certain value thereafter. The steering angle θ is set to the set steering angle θ1 after a set time T1 from when | dθ | becomes the set threshold dθ1 or more.
When it is determined that the steering intervention is performed by the driver in the above cases, the movement of the steering wheel 113 due to the steering intervention of the driver and the movement of the steering wheel 113 due to disturbance or the like can be distinguished. It is possible to make a steering intervention determination. Moreover, since the steering intervention determination is distinguished from the steering due to disturbance or the like, it is possible to set the steering angular velocity setting threshold value dθ1 for the steering intervention determination to a small value, which allows the driver's steering intervention determination to be performed early. You can

Next, the effect will be described.

(1) If the steering angle θ is equal to or greater than the set steering angle θ1 after a set time T1 after the absolute value of the steering angular velocity | dθ | becomes equal to or greater than the set threshold value dθ1, it is determined that the steering intervention is performed by the driver. Since the driving of the alarm device and the driving of the steering actuator are stopped at the time of determining the steering intervention, it is possible to reduce the warning and the correction steering unnecessary for the driver by the early and highly accurate determination of the steering intervention of the driver.

(2) In the driver steering intervention determination, as the steering angle θ after a set time T1 after the absolute value of the steering angular velocity | dθ | becomes equal to or greater than the set threshold value dθ1, the steady value of the steering angle in the steady running state is set. Since the change amount is used, it is possible to obtain appropriate steering angle information in any road surface environment without being affected by the road surface gradient or the curve.

(Second Embodiment) In the second embodiment, the setting threshold value dθ1 of the steering angular velocity that triggers the driver's steering intervention and the set time T1 for determining the steering intervention.
Is an example in which is changed according to the front wheel lateral displacement ycd.

That is, as shown in FIG. 8, the smaller the front wheel lateral displacement ycd with respect to the running lane, the smaller the steering angular velocity setting threshold dθ1 is set (the first
Steering angular velocity threshold setting unit), steering angular velocity setting threshold dθ
The smaller 1 is set, the absolute value of the steering angular velocity | θ
The value of the set time T1 after | becomes equal to or larger than the set threshold dθ1 is set to a large value (first determination time setting unit).

Further, as shown in FIG. 8, the deviation margin time T until the vehicle is judged to deviate from the lane is calculated according to the own vehicle speed V (deviation margin time calculation means), and the deviation margin time T is calculated. The larger the steering angular velocity absolute value | θ |
The value of the set time T1 after becoming 1 or more is set to a large value, and the value of the set time T1 is set to a smaller value as the departure margin time T is smaller (second determination time setting unit).

Further, as shown in FIG. 8, in a region where the deviation margin time T is small, the set time T becomes smaller as the vehicle speed V becomes smaller.
The value of 1 is set to a large value, and the value of the set time T1 is set to a large value as the host vehicle speed V increases.

Since the other structure of the second embodiment is the same as that of the first embodiment, its illustration and description will be omitted.

Next, the operation will be described. When determining the steering intervention of the driver based on the magnitude of the steering angular velocity dθ, if the setting threshold dθ1 of the steering angular velocity is set to a small value, the driver's steering intervention is performed when disturbance from the road surface is input to the steering system of the vehicle. The percentage of false judgments that it has increased increases. Therefore, when the setting threshold value dθ1 of the steering angular velocity is set to a small value, it is necessary to set the setting time T1 to a longer value to some extent and to confirm that the steering angle is maintained even after the setting time T1 has elapsed. There is.

When the vehicle is traveling on one side of the lane, the time until the vehicle departs from the lane is short, and therefore the time until the vehicle departs from the lane is short. Therefore, in order to reliably determine the steering intervention, the set threshold value dθ for the large steering angular velocity is set.
It is necessary to set the set time T1 as short as 1.

On the contrary, when the vehicle is traveling in the vicinity of the center of the lane, the distance until the vehicle departs from the lane is long, and therefore the time until the vehicle departs from the lane is long. Therefore, the setting threshold value dθ1 of the steering angular velocity having a small value can be set, and the steering intervention of the driver can be promptly determined.

Next, the effect will be described. In addition to the effects of the first embodiment, the lane departure handling device of the second embodiment can obtain the following effects.

(3) Since the steering angular velocity setting threshold dθ1 is set to a smaller value as the front wheel lateral displacement ycd with respect to the running lane is smaller, when the vehicle is traveling in the center of the lane,
The driver's steering intervention determination can be made faster.

(4) As the steering angular velocity setting threshold value dθ1 is set to a smaller value, the value of the set time T1 after the steering angular velocity absolute value | θ | becomes equal to or greater than the setting threshold value dθ1 is set to a large value. When the steering angular velocity setting threshold value dθ1 is set to a small value, it is possible to prevent an erroneous determination that the driver's steering intervention is performed.

(5) The departure margin time T until the vehicle is determined to depart from the lane is calculated according to the own vehicle speed V, and the larger the departure margin time T, the absolute steering angular velocity value | θ | becomes the set threshold value dθ1. The value of the set time T1 after the above is set to a large value, and the smaller the deviation margin time T is, the set time T1 is set.
Since the value of is set to a small value, the driver's steering intervention can be promptly determined regardless of the vehicle speed at which the vehicle is traveling.

(Third Embodiment) In the third embodiment, the value of the steering angular velocity setting threshold value dθ1 that triggers the driver's steering intervention and the set time T1 for determining the steering intervention.
Is an example in which the vehicle is variable depending on whether the vehicle is displaced to the right or to the left from the center position of the traveling lane.

That is, as shown in FIG. 9, it is detected based on the left and right front wheel lateral displacements ycd, ycd whether the vehicle is displaced to the right or left from the center position of the traveling lane (lateral position detection). Means), when the vehicle is traveling on the right side with respect to the center of the lane, the threshold value d for setting the steering angular velocity in the left direction
When θ1 is set to a small value (the same value as the value in the center of the lane), conversely, when the vehicle is traveling to the left with respect to the center of the lane, the set threshold value dθ1 for the steering angular velocity in the right direction is set to a small value ( The same as the value at the center of the lane) (the second steering angular velocity threshold setting unit), and the smaller the steering angular velocity setting threshold dθ1 is set, the more the steering angular velocity absolute value | θ | is set threshold dθ1 or more. The value of the set time T1 after is set to a large value (first determination time setting unit).

Further, as shown in FIG. 9, the deviation margin time T until the vehicle is judged to depart from the lane is calculated according to the vehicle speed V (deviation margin time calculation means), and the deviation margin time T is calculated. The larger the steering angular velocity absolute value | θ |
The value of the set time T1 after becoming 1 or more is set to a large value, and the value of the set time T1 is set to a smaller value as the departure margin time T is smaller (second determination time setting unit).

Further, as shown in FIG. 9, in the region where the deviation margin time T is small, the set time T becomes smaller as the vehicle speed V becomes smaller.
The value of 1 is set to a large value, and the value of the set time T1 is set to a large value as the host vehicle speed V increases.

Since the other structure of the third embodiment is the same as that of the first embodiment, its illustration and description will be omitted.

Next, the operation will be described. When the vehicle is traveling from the right to the center of the lane, further steering angular velocity to the right occurs, or when the vehicle is traveling from the left to the center of the lane, further to the left. When the steering angular velocity occurs, the distance until the vehicle departs from the lane is short, and thus the time until the vehicle departs from the lane is short. Therefore,
In order to reliably determine the steering intervention, it is necessary to set the threshold value dθ1 for the large steering angular velocity and the set time T1 for the short steering intervention determination.

On the contrary, when the steering angular velocity to the left occurs when the vehicle is traveling from the right with respect to the center of the lane, or when the vehicle is traveling from the left with respect to the center of the lane. When the steering angular velocity to the right occurs when
Since it takes a long time to depart from the lane, it takes a long time to depart from the lane. Therefore, the setting threshold value dθ1 for the small steering angular velocity can be set, and the steering intervention of the driver can be promptly determined.

Next, the effect will be described. In the lane departure handling apparatus of the third embodiment, the lane departure handling apparatus of the first embodiment and the second embodiment is used.
In addition to the effects of (4) and (5), the following effects can be obtained.

(6) It is detected whether the vehicle deviates to the right or left from the center position of the driving lane, and when the vehicle is traveling to the right of the center of the lane, the vehicle moves to the left. The steering angular velocity setting threshold value dθ1 is set to a small value, and conversely,
When the vehicle is traveling to the left with respect to the center of the lane, the threshold value dθ1 for setting the steering angular velocity in the right direction is set to a small value. Therefore, it is not limited to the case where the vehicle is traveling in the center of the lane. Intervention can be determined.

(Fourth Embodiment) In the fourth embodiment, the value of the steering angular velocity setting threshold value dθ1 that triggers the driver's steering intervention and the set time T1 for determining the steering intervention.
Is variable depending on whether the traveling lane is curved left or right.

That is, as shown in FIG. 10, it is detected whether the traveling lane is curved to the left or right (traveling road shape detecting means), and the steering angular velocity is set to the right while the vehicle is traveling in the right curve. The threshold value dθ1 is set to a small value (the same value as the value in the center of the lane), and conversely, when the vehicle is traveling on the left curve, the set threshold value dθ1 of the steering angular velocity to the left is a small value (the same value as the value in the center of the lane). ) (Third steering angular velocity threshold setting unit), and the steering angular velocity setting threshold d
The smaller the value of θ1 is set, the absolute value of the steering angular velocity |
Setting time T1 after θ | becomes equal to or larger than the setting threshold dθ1
Is set to a large value (first determination time setting unit).

As shown in FIG. 10, the deviation margin time T until the vehicle is judged to depart from the lane is calculated according to the vehicle speed V (departure margin time calculation means), and the deviation margin time T is The larger the steering angular velocity absolute value | θ |
The value of the set time T1 after θ1 or more is set to a large value, and the value of the set time T1 is set to a small value as the departure margin time T is smaller (second determination time setting unit).

Further, as shown in FIG. 10, in a region where the departure margin time T is small, the value of the set time T1 is set to a larger value as the vehicle speed V is smaller, and the value of the set time T1 is set as the vehicle speed V is larger. Is set to a large value.

Since the other construction of the fourth embodiment is the same as that of the first embodiment, illustration and description thereof will be omitted.

Next, the operation will be described. When the road is a right curve, the steering wheel 113 is rarely steered further to the right when the driver's awakening level decreases and the driver deviates from the lane. When such steering is performed, Most of the time, the driver steers by himself. Therefore, the set threshold value dθ1 of the steering angular velocity used for the steering intervention determination toward the inside of the curve is
The portion set to a large value in the second and third embodiments can be corrected to a small value. This makes it possible to more reliably determine the driver's steering intervention.

Next, the effect will be described. In the lane departure handling apparatus of the fourth embodiment, (4) of the first embodiment and the second embodiment,
In addition to the effect of (5), the following effects can be obtained.

(7) It is detected whether the traveling lane is curved to the left or right, and while the vehicle is traveling on the right curve, the set threshold value dθ1 of the steering angular velocity to the right is set to a small value, and vice versa. Has set a small threshold value dθ1 for steering angular velocity to the left while the vehicle is traveling on the left curve, it is not limited to the case where the vehicle is traveling in the center of the lane, and the driver can steer faster depending on the direction of the curve of the traveling lane. Intervention decisions can be made.

(Other Embodiments) The lane departure handling apparatus of the present invention has been described above based on the first to fourth embodiments, but the specific configuration is not limited to these embodiments. Rather, changes and additions to the design are allowed without departing from the gist of the invention according to each claim of the claims.

In the second to fourth embodiments, an example in which the value of the steering angular velocity setting threshold value dθ1 is set proportionally in accordance with the lateral displacement from the center of the lane has been shown. For example, as shown in FIG. The same effect can be obtained by setting using a quadratic curve or the like.

Further, in the second to fourth embodiments, an example is shown in which the value of the set time T1 after the steering angular velocity absolute value | θ | becomes equal to or larger than the set threshold value dθ1 is set proportionally according to the lateral displacement. However, similar to the setting threshold value dθ1 of the steering angular velocity, the same effect can be obtained by setting using a quadratic curve or the like.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing a lane departure handling apparatus of a first embodiment.

FIG. 2 is a block diagram of a control system of the lane departure handling system of the first embodiment.

FIG. 3 is an overall flowchart showing a lane departure handling control processing procedure executed by a control unit of the first embodiment device.

FIG. 4 is a flowchart showing a deviation determination processing procedure executed by the control unit of the first embodiment device.

FIG. 5 is a diagram showing an example of deviation determination processing in the device of the first embodiment.

FIG. 6 is a flowchart showing a steering intervention determination processing procedure executed by the control unit of the first embodiment device.

FIG. 7 is a time chart showing an example of driver steering intervention determination in the device of the first embodiment.

FIG. 8 is a diagram showing steering angular velocity setting threshold characteristics and setting time characteristics used for driver steering intervention determination in the second embodiment device.

FIG. 9 is a diagram showing a steering angular velocity setting threshold characteristic and a setting time characteristic used for driver steering intervention determination in the device of the third embodiment.

FIG. 10 is a diagram showing a steering angular velocity setting threshold characteristic and a setting time characteristic used for driver steering intervention determination in the fourth embodiment device.

FIG. 11 is a diagram showing a setting example other than the embodiment of the steering angular velocity setting threshold characteristic and the setting time characteristic used for driver steering intervention determination.

[Explanation of symbols]

1 Rudder angle detection means 2 Own vehicle speed detection means 3 White line detection means 4 Turn signal detection means 5 Vehicle state estimation means 6 Deviation determination means 7 Steering actuator drive command means 8 Steering torque adding means 9 vehicles 10 Brake operation detection means 11 Lateral acceleration detection means 12 Yaw rate detection means 14 Deviation warning signal generating means 15 Alarm sound generator 100 steering actuator 101 imaging device 102 control unit 103 vehicle speed sensor 104 Steering wheel angle sensor 105 turn signal switch 106 brake pedal switch 107 Hydraulic Power Steering Device 108 Lateral acceleration sensor 109 Yaw rate sensor 110 right front wheel 111 left front wheel 112 steering rack 113 steering wheel 114 navigation device 115 Steering shaft 116 Buzzer speaker 117 image processing device

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F02D 29/02 301 F02D 29/02 301C G08G 1/16 G08G 1/16 C // B62D 101: 00 B62D 101 : 00 111: 00 111: 00 137: 00 137: 00 F term (reference) 3D032 CC39 CC40 DA03 DA23 DA27 DA28 DA29 DA33 DA64 DA84 DA88 DC31 DC38 DE09 EB16 EC23 EC34 3D044 AA24 AC01 AC26 AC31 3G093 BA23 BA24 CB09 DB00 DB05 DB21 DB23 FA11 5H180 AA01 BB15 CC04 LL07 LL09

Claims (7)

[Claims] 1. When the deviation determining means determines that the vehicle is in a tendency to deviate from the road, the lane departure responding means gives a warning to the driver to perform a departure avoidance operation, or gives a correction steering in the departure avoidance direction. In the deviation countermeasure device, a steering angle detecting means for detecting a steering angle, a steering angular velocity detecting means for detecting a steering angular velocity, and a steering angle equal to or more than a set steering angle after a set time after the steering angular velocity becomes equal to or more than a set threshold value. When the driver steering intervention determining unit determines that the driver's steering intervention is determined to be the steering intervention by the driver, the operation of the lane departure handling unit is performed regardless of the departure determination result. A lane departure coping device, comprising: lane departure coping stop means for stopping. 2. The lane departure handling apparatus according to claim 1, further comprising a lateral displacement amount calculating means for calculating a lateral displacement amount, which is a lateral position displacement amount between the vehicle position and the center position of the driving lane, the driver. The lane departure coping device, wherein the steering intervention determination means has a first steering angular velocity threshold setting unit that sets a smaller threshold value for the steering angular velocity as the lateral displacement amount decreases. 3. The lane departure support system according to claim 1, further comprising a lateral position detecting means for detecting whether the vehicle is displaced to the right or left from the center position of the traveling lane, the driver steering The intervention determining means sets the threshold value of the steering angular velocity to the left to a small value when the vehicle is traveling to the right of the center of the lane, and conversely, the vehicle is traveling to the left of the center of the lane. A lane departure coping device, comprising: a second steering angular velocity threshold setting unit that sets the threshold value of the steering angular velocity to the right to a small value. 4. The lane departure coping device according to claim 1, further comprising: a road shape detecting means for detecting whether the traveling lane is curved left or right, wherein the driver steering intervention determining means is a vehicle right side. When the vehicle is traveling on a curve, the threshold value of the steering angular velocity to the right is set to a small value, and conversely, when the vehicle is traveling on the left curve, the threshold value of the steering angular velocity to the left is set to a small value. A lane departure coping device comprising a steering angular velocity threshold setting unit. 5. The lane departure handling apparatus according to claim 2, wherein the driver steering intervention determination means sets the steering angular velocity as the steering angular velocity setting threshold is set to a smaller value. A lane departure coping device, comprising: a first determination time setting unit that sets a value of a set time after a threshold value or more to a large value. 6. The lane departure handling apparatus according to claim 1, wherein the vehicle speed detecting means detects the vehicle speed, and the vehicle deviates from the lane according to the detected vehicle speed value. And a deviation margin time calculating means for calculating the deviation margin time, wherein the driver steering intervention determining means sets the value of the set time after the steering angular velocity is equal to or more than the set threshold value to a larger value as the deviation margin time is larger. The lane departure coping device, further comprising a second determination time setting unit that sets the value of the set time after the steering angular velocity is equal to or more than the set threshold value to a smaller value as the departure margin time is smaller. 7. The lane departure handling device according to claim 1, wherein the driver steering intervention determination means sets a steering angle after a set time after the steering angular velocity becomes equal to or more than a set threshold value. A lane departure coping device characterized by using a change amount of a steering angle from a steady value in a steady traveling state.