JP2018034719A - Vehicle lane departure determination method and lane departure determination device - Google Patents

Abstract

To realize a lane departure determination in which a margin time corresponding to a lane departure is appropriate while a host vehicle is traveling. In a vehicle lane departure determination method for determining whether a traveling vehicle deviates from a travel lane, maximum lateral movement amount calculation steps S3 to S5, a lane departure threshold setting step S6, and lane departure determination Step S8. The maximum lateral movement amount calculation steps S3 to S5 calculate the maximum lateral movement amount Δy * that can occur in the traveling vehicle based on the vehicle speed information and the yaw rate information. In the lane departure threshold setting step S6, the lane departure threshold y * is set using the calculated maximum lateral movement amount Δy *. The lane departure determination step S8 determines that the lane has departed when the lateral position information of the traveling vehicle is equal to or greater than the lane departure threshold y *. [Selection] Figure 2

Description

  The present disclosure relates to a vehicle lane departure determination method and a lane departure determination device that determine whether or not a traveling vehicle deviates from a travel lane.

  As a conventional example, the control unit 10 detects the center of the lane in which the host vehicle 1 travels, and determines the lane departure when the lateral deviation amount of the center position of the host vehicle 1 with respect to the detected center of the lane exceeds a predetermined threshold. Is provided. The control unit 10 individually sets a threshold value for the right side deviation amount and a threshold value for the left side deviation amount as the threshold values, and is opposite to the threshold value on the side where the driver is located in the own vehicle 1. An apparatus that sets a value smaller than the threshold on the side is known (for example, see Patent Document 1).

Japanese Patent Laying-Open No. 2015-162127

  However, in the conventional example, the threshold for judging the departure from the lane is changed (shifted) depending on whether the driver's seat position is on the right side or the left side. A direct effect cannot be expected in the automatic operation that controls up to. For example, if the lane departure threshold value is constant regardless of the vehicle speed, even if the braking control is executed by automatic driving after departure determination at high speed, it is not in time. At low speeds, there is a problem that the vehicle can be continued in the automatic operation mode as it is, but it is determined that the vehicle has deviated from the lane and the vehicle stops unnecessarily.

  The present disclosure has been made paying attention to the above-described problem, and an object thereof is to realize a lane departure determination in which a margin time corresponding to a lane departure is appropriate while the host vehicle is traveling.

In order to achieve the above object, the present disclosure provides a vehicle lane departure determination method,
Based on the vehicle speed information and the yaw rate information, the maximum amount of lateral movement that can occur in the traveling vehicle is calculated.
A lane departure threshold is set using the calculated maximum lateral movement amount.
When the lateral position information of the traveling vehicle is equal to or greater than the lane departure threshold, it is determined that the vehicle is lane departure.

  As described above, by setting the lane departure threshold using the maximum amount of lateral movement that can occur in the host vehicle, it is possible to realize the lane departure determination in which the margin time corresponding to the lane departure is appropriate while the host vehicle is traveling. Can do.

1 is a block configuration diagram illustrating an automatic driving system for an autonomous driving vehicle to which a lane departure determination method and a lane departure determination apparatus according to a first embodiment are applied. 3 is a flowchart illustrating a flow of an automatic driving control process having a lane departure determination in consideration of a vehicle speed and a yaw rate, which is executed by the control unit of the first embodiment. It is explanatory drawing which shows the calculation outline | summary of maximum lateral movement amount (DELTA) y * accompanying the driving | running | working and behavior of the own vehicle in Example 1. FIG. It is explanatory drawing which shows the calculation outline | summary of element (DELTA) y1 of the largest horizontal movement amount (DELTA) y * in Example 1. FIG. It is explanatory drawing which shows the calculation outline | summary of element (DELTA) y2 of the largest horizontal movement amount (DELTA) y * in Example 1. FIG. It is explanatory drawing which shows the view of the largest lateral movement amount (DELTA) y * at the time of vehicle braking in Example 1. FIG. 1 is a block configuration diagram illustrating an automatic driving system for an autonomous driving vehicle to which a lane departure determination method and a lane departure determination apparatus according to a first embodiment are applied. It is a flowchart which shows the flow of the automatic driving | running control process which has the lane deviation | determination determination in consideration of the vehicle speed and the yaw rate performed by the control unit of Example 2. It is explanatory drawing which shows the idea of the lane departure threshold value y * (t) at the time of applying the vehicle braking in Example 1. It is explanatory drawing which shows the concept of the self-position estimation coefficient in Example 2, and a sensing system error correction coefficient.

  Hereinafter, a best mode for realizing a vehicle lane departure determination method and a lane departure determination apparatus according to the present disclosure will be described based on Example 1 and Example 2 shown in the drawings.

First, the configuration will be described.
The lane departure determination method and the lane departure determination apparatus according to the first embodiment perform automatic control for executing traveling control for causing the host vehicle to travel in the automatic driving mode, and braking control for stopping the own vehicle based on the determination of the lane departure during the automatic driving traveling. It is applied to a vehicle. Hereinafter, the configuration of the first embodiment will be described by dividing it into “the overall system configuration” and “the automatic operation control processing configuration based on the lane departure determination”.

[Overall system configuration]
FIG. 1 is a block diagram illustrating an automatic driving system for an autonomous driving vehicle to which the lane departure determination method and the lane departure determination apparatus according to the first embodiment are applied. The overall system configuration will be described below with reference to FIG.

  When the automatic driving system selects the automatic driving mode, the candidate line is set on the basis of the center of the driving lane (driving lane), and the center line in the front-rear direction of the host vehicle can run to match the tangent line of the candidate line. Run control automatically. As shown in FIG. 1, the automatic driving system includes an own vehicle speed detecting means 1, a yaw rate detecting means 2, a lane image photographing means 3, an object detecting means 4, a control unit 5, a vehicle control means 6, It has. As described above, by including the own vehicle speed detecting means 1 and the yaw rate detecting means 2, an amount of motion state relating to the speed and posture of the own vehicle is obtained.

  The own vehicle speed detecting means 1 is a means represented by a vehicle speed sensor and a wheel speed sensor for obtaining vehicle speed information for calculating the speed and travel distance of the own vehicle. The own vehicle speed detection information from the own vehicle speed detection means 1 is output to the control unit 5.

  The yaw rate detection unit 2 is a unit represented by a yaw rate sensor that acquires yaw rate information that is a rotational angular velocity around a vertical axis that passes through the center of gravity of the host vehicle. The yaw rate detection information from the yaw rate detection means 2 is output to the control unit 5.

  The lane image photographing means 3 is a means represented by an in-vehicle camera that is provided in plural at the outer peripheral position of the own vehicle and photographs the external environment of the own vehicle including the lane image. The lane image information from the lane image photographing means 3 is output to the control unit 5.

  The object detection means 4 is a means typified by a laser range finder that irradiates an infrared laser from the host vehicle, detects the presence of the object by reflection from the object, and measures the distance to the object by the degree of reflection. . Object detection information from the object detection means 4 is output to the control unit 5. In addition, the distance information to the object detected by the laser range finder can be acquired as point cloud information. Furthermore, as the object detection means 4, in addition to the laser range finder, a clearance sonar using an ultrasonic wave, a stereo camera, or the like may be used to detect an object or a distance to the object.

  The control unit 5 includes a CPU, a ROM, a RAM, and the like, and can quantitatively grasp the relative positional relationship between the host vehicle and the left and right white lines in the traveling lane. As shown in FIG. 1, the control unit 5 includes a lane white line detection unit 51, another vehicle detection unit 52, a situation determination unit 53, a maximum lateral movement amount calculation unit 54, a lane departure threshold setting unit 55, A travel lane detection unit 56 and a lane departure determination unit 57 are provided.

  The lane white line detection unit 51 detects a lane white line that is a boundary line of the travel lane based on the lane image information from the lane image capturing unit 3.

  The other vehicle detection unit 52 detects other vehicles around the host vehicle based on the lane image information from the lane image photographing unit 3 and the object detection information from the object detection unit 4.

  The situation determination unit 53 inputs the own vehicle speed detection information from the own vehicle speed detection unit 1, the yaw rate detection information from the yaw rate detection unit 2, and the lane white line detection information from the lane white line detection unit 51. And based on these input information, the driving | running | working condition of the own vehicle containing the motion state amount regarding the speed and attitude | position in the own vehicle is judged.

  The maximum lateral movement amount calculation unit 54 calculates the maximum lateral movement amount that can occur in the traveling host vehicle based on the information on the motion state amount related to the speed and posture of the host vehicle from the situation determination unit 53. The maximum lateral movement amount calculation unit 54 assumes that the host vehicle is stopped from the running state to the braking state by the maximum yaw rate, and the lateral movement amount of the host vehicle based on the assumed maximum yaw rate generated during that time is calculated as the maximum lateral movement amount. Calculated as a movement amount.

  The lane departure threshold setting unit 55 sets the lane departure threshold using the maximum lateral movement amount acquired from the maximum lateral movement amount calculation unit 54. The lane departure threshold value is set to a value that is more easily determined as a lane departure as the maximum lateral movement amount calculated by the maximum lateral movement amount calculation unit 54 is larger.

  The travel lane detection unit 56 detects a travel lane (travel lane) in which the host vehicle can travel based on the travel status information from the situation determination unit 53.

  The lane departure determination unit 57 acquires the lateral position information of the host vehicle based on the other vehicle detection information from the other vehicle detection unit 52 and the travel lane detection information from the travel lane detection unit 56. And the presence or absence of the lane deviation of the own vehicle is determined by comparing the distance to the white line based on the lateral position information of the own vehicle and the lane departure threshold value from the lane departure threshold setting unit 55. Here, when the automatic driving mode is not selected at the time of manual driving or driving support, the lateral position information of the own vehicle is the position of the own vehicle on the acquired travel lane, and the distance to the white line Is calculated. On the other hand, when the automatic driving mode is selected, the lateral position information of the host vehicle is set as the center position of the traveling lane that is a candidate line in the automatic driving mode, and the distance to the white line is calculated.

  In other words, when the automatic driving mode is assumed, if the distance from the center position of the driving lane to the white line is less than the set lane departure threshold, it is determined that the lane has not departed, and a command to continue the automatic driving mode is issued to the vehicle. Output to the control means 6. On the other hand, when the distance from the center position of the traveling lane to the white line is equal to or greater than the set lane departure threshold value, it is determined as lane departure and a command to stop the host vehicle by braking control is output to the vehicle control means 6.

  The vehicle control means 6 receives a control command from the control unit 5, a wheel speed sensor signal from a wheel speed sensor (not shown), and a steering angle sensor signal from a steering angle sensor (not shown). When a command to continue the automatic driving mode is input from the lane departure determining unit 57, an automatic driving control command for driving the host vehicle along the candidate line generated based on the center reference of the driving lane is output to the actuator. When a command for stopping the host vehicle is input from the lane departure determining unit 57, a stop control command for automatically stopping the host vehicle at a predetermined stop distance is output to the actuator. As the actuator, a drive actuator, a brake actuator, a steering actuator, a select range position actuator, and the like necessary for the automatic operation mode are provided.

[Automatic operation control processing configuration based on lane departure judgment]
FIG. 2 shows the flow of the automatic driving control process having the lane departure determination in consideration of the vehicle speed and yaw rate, which is executed by the control unit 5 of the first embodiment. Hereinafter, each step of FIG. 2 showing the automatic driving control processing configuration will be described. This automatic operation control process is started by selecting the “automatic operation mode”.

In step S1, the vehicle parameters are read and the process proceeds to step S2.
Here, the “vehicle parameter” means a profile of the vehicle lateral width W, the vehicle rotation center to the length Ld of the vehicle front end corner, the vehicle speed and the stop distance.

In step S2, following reading of the vehicle parameters in step S1, various physical quantities are read every moment, and the process proceeds to step S3.
Here, “various physical quantities” means vehicle speed V, lateral position, assumed maximum yaw rate γ, and yaw angle φ (derived from yaw rate γ).

In step S3, following the reading of various physical quantities in step S2, the vehicle lateral movement amount y1 is calculated based on the assumed maximum yaw rate, and the process proceeds to step S4.
Here, the calculation of the vehicle lateral movement amount y1 is as follows:
y1 = (VΔt) · sinφ (1)
Is used.

In step S4, following the calculation of the vehicle lateral movement amount y1 in step S3, the vehicle body lateral displacement amount y2 associated with the rotation is calculated based on the assumed maximum yaw rate, and the process proceeds to step S5.
Here, the calculation of the vehicle body lateral displacement amount y2 is as follows.
y2 = Ld · sin (φ + θ) (2)
Is used. “Θ” is a spread angle of the front corner of the vehicle with respect to the vehicle longitudinal direction from the vehicle longitudinal center line.

In step S5, following the calculation of the vehicle body lateral displacement amount y2 in step S4, the lateral movement amount ys from the vehicle braking to the vehicle stop distance is calculated based on the assumed maximum yaw rate, and the process proceeds to step S6.
Here, the calculation of the lateral movement amount ys is
ys = ΔDs · sinφ (3)
Is used. Note that “ΔDs” is the minimum braking distance that must be generated when the host vehicle is braked after Δt.

In step S6, following the calculation of the lateral movement amount ys in step S5, a lane departure threshold value y * is calculated, and the process proceeds to step S7.
Here, the lane departure threshold y * is calculated as follows:
y * = y1 + y2 + ys (4)
Is used.

In step S7, following the calculation of the lane departure threshold value y * in step S6, the distance T / 2 (T: lane width) from the center of the host vehicle to the white line is calculated by detecting the lane white line, and the process proceeds to step S8. .
Here, the distance to the white line with respect to the center of the host vehicle is given by a distance T / 2 assuming that the host vehicle is traveling while maintaining the center position of the lane width T by traveling in the automatic driving mode. ing.

In step S8, following the calculation of the distance T / 2 from the center of the vehicle to the white line in step S7, {(VΔt) · sinφ + Ld · sin (φ + θ) + ΔDs · sinφ} <T / 2. Determine whether. If YES (y * <T / 2), the process proceeds to step S9. If NO (y * ≧ T / 2), the process proceeds to step S10.
Here, used in step S8
{(VΔt) · sinφ + Ld · sin (φ + θ) + ΔDs · sinφ} <T / 2 (5)
The left side obtained by the above equations (1) to (4) is the lane departure threshold value y * set using the maximum amount of lateral movement that can occur in the host vehicle.

  In step S9, following the determination that y * <T / 2 in step S8, it is determined that there is no lane departure, the automatic operation mode is continued, and the process proceeds to return.

  In step S10, following the determination that y * ≧ T / 2 in step S8, it is determined that the vehicle has deviated from the lane, the vehicle is stopped at a predetermined stop distance by the set braking control, and the process proceeds to the end. When the process proceeds to the end, reset processing or the like is performed.

Next, the operation will be described.
The operation of the first embodiment will be described by dividing it into “automatic operation control processing operation by lane departure determination”, “lane departure threshold setting operation”, and “lane departure determination characteristic operation”.

[Automatic operation control processing action by lane departure judgment]
Hereinafter, based on the flowchart of FIG. 2, the automatic operation control processing operation by the lane departure determination will be described.

  While traveling in the automatic operation mode, in the flowchart of FIG. 2, the process proceeds from step S1, step S2, step S3, step S4, step S5, step S6, and step S7. In step S3, the vehicle lateral movement amount y1 is calculated based on the assumed maximum yaw rate. In step S4, the vehicle body lateral displacement amount y2 accompanying rotation is calculated on the basis of the assumed maximum yaw rate. In step S5, the lateral movement amount ys from after the vehicle braking to the vehicle stop distance is calculated based on the assumed maximum yaw rate. In step S6, the lane departure threshold value y * is calculated by adding the vehicle lateral movement amount y1, the vehicle body lateral displacement amount y2, and the lateral movement amount ys calculated on the basis of the assumed maximum yaw rate. In step S7, the distance T / 2 from the center of the host vehicle to the white line is calculated by detecting the lane white line.

  Then, when the process proceeds from step S7 to step S8, it is determined in step S8 whether or not the distance T / 2 exceeds the lane departure threshold value y *. If it is determined in step S8 that y * <T / 2, the process proceeds from step S8 to step S9. In step S9, it is determined that there is no lane departure, and the automatic operation mode is continued. Furthermore, while it is determined that y * <T / 2, the flow of step S1, step S2, step S3, step S4, step S5, step S6, step S7, step S8, and step S9 is repeated. The automatic operation mode is continued.

  On the other hand, if it is determined in step S8 that y * ≧ T / 2, the process proceeds from step S8 to step S10. In step S10, it is determined that the vehicle has deviated from the lane, and the vehicle is automatically controlled at a predetermined stop distance by the set braking control. Control for stopping the vehicle is performed.

  As described above, in the automatic driving control process based on the lane departure determination, the information that the lane does not deviate even if the host vehicle keeps traveling in the automatic driving mode is continuously monitored as the continuation condition of the automatic driving mode. Like to do. If it is determined that there is a possibility that the vehicle will deviate if the vehicle keeps traveling in the automatic driving mode, the automatic driving mode is stopped and the vehicle is automatically stopped at a position where the vehicle does not deviate from the driving lane. I try to let them.

[Setting effect of lane departure threshold]
In the first embodiment, the setting operation of the lane departure threshold y * used in the lane departure determination for determining the mode continuation / mode stop during traveling in the automatic operation mode will be described with reference to FIGS.

  As shown in FIG. 3, the host vehicle travels a distance ΔD at a vehicle speed V from t = 0 to t = Δt, and applies a brake at t = Δt. It shall be accompanied by rotational movement of the angle φ. That is, the yaw angle φ is φ = γ · Δt. The host vehicle is braked at t = Δt, and then stops after a braking distance ΔDs.

  At this time, the host vehicle is considered to move laterally by y * with respect to the position of the host vehicle at t = 0. The braking distance ΔDs is set as a necessary braking distance with respect to the vehicle speed V in consideration of the road surface condition, temperature, and the like. If a relationship (profile) between the vehicle speed V and the braking distance ΔDs is obtained in advance, the above y * is t = Δt. The “maximum amount of lateral movement that the host vehicle can generate” can be set. Therefore, in FIG. 3, when the lateral movement amount by y * becomes larger than the left white line indicating the road boundary, it can be determined that the host vehicle has deviated from the lane. Therefore, y * is defined as a “lane deviation threshold”.

Hereinafter, a method of calculating the lane departure threshold y * will be described with reference to FIGS. As shown in FIG. 4, the lane departure threshold y * can be considered as the sum of the lateral movement amounts associated with the following three vehicle behaviors.
1. Δy1: When the vehicle travels ΔD during Δt, the lateral movement amount of the vehicle translation component generated by the generated yaw angle φ (Δy1: vehicle lateral movement amount)
2. Δy2: A lateral movement amount of the vehicle rotation component generated by the generated yaw angle φ when traveling ΔD during Δt (Δy2: a lateral displacement amount of the vehicle body)
3. Δys: lateral movement amount in the host vehicle of the minimum braking movement distance ΔDs generated by braking after elapse of t = Δt (Δys: lateral movement amount)
Using these vehicle lateral movement amount Δy1, vehicle body lateral displacement amount Δy2, and lateral movement amount Δys, the maximum lateral movement amount Δy * is
Δy * = Δy1 + Δy2 + Δys (4 ′)
Can be written.

The vehicle lateral movement amount Δy1 will be described. At t = Δt, the translational movement state of the host vehicle is virtually indicated by a dotted line. Therefore, the vehicle lateral movement amount Δy1 is the lateral movement amount of the vehicle left front corner P1 (solid line at t = 0 shown in FIG. 4) and the vehicle left front corner P2 (dotted line at t = Δt shown in FIG. 4). . For this reason, using the travel amount ΔD of the host vehicle and the generated yaw angle φ at t = Δt,
Δy1 = ΔD · sinφ (1 ')
It is guided. The vehicle lateral movement amount Δy1 is a translational movement amount when the vehicle is handled as a rigid body, and as is apparent from FIG. 5, the lateral movement of the vehicle rotation center O to O ′ between t = 0 and t = Δt. It also matches the amount of movement.

The vehicle body lateral displacement amount Δy2 will be described. The lateral displacement amount Δy2 of the vehicle body is the lateral movement amount of the rotational component of the host vehicle between t = 0 and t = Δt. For this reason, the vehicle left front corner P2 in the virtual vehicle translational state at t = Δt (dotted line at t = Δt shown in FIG. 4) and the vehicle left front corner P3 in the actual own vehicle state generated at the yaw angle φ. (The solid line at t = Δt shown in FIG. 4) is a lateral component. The length between the vehicle left front corner P2 (t = Δt) and the vehicle rotation center O is Ld, and the vehicle longitudinal center is also the same. If the spread angle with respect to the vehicle front-rear direction of the left front corner P2 of the vehicle from O on the line is θ and the full width of the vehicle is W, FIG.
Δy2 = Ld · sin (φ + θ) −W / 2 (2 ′)
The following relational expression holds.

Since the lateral movement amount Δys is a lateral movement component accompanying the minimum braking distance ΔDs that must be generated when the vehicle is braked after t = Δt, the derivation concept is the same as Δy1.
Δys = ΔDs · sinφ (3 ')
It is guided.

FIG. 6 shows the concept of the lane departure threshold when the vehicle is braked at t = Δt using the above. It is assumed that the host vehicle traveling at the vehicle speed V with the center line of the vehicle lane width T aligned with the center line of the lane width T at t = 0 is braked at t = Δt. In this case, if the yaw angle φ (that is, φ = γ · Δt) that accompanies the yaw rate γ generated in the host vehicle at that time is used in relation to the maximum lateral movement amount Δy *, the following relational expression is satisfied. The host vehicle stays in the driving lane. That is, in FIG.
Δy * + W / 2 <T / 2 (5 ')
If the following relational expression is established, it is considered that the driving lane does not depart. Substituting the above equation (4 ') into the above equation (5'),
Δy1 + Δy2 + Δys + W / 2 <T / 2 (5'-1)
become. Furthermore, substituting the above formulas (1 '), (2'), and (3 ') into the relational formula (5'-1),
{(ΔD) · sinφ + Ld · sin (φ + θ) −W / 2 + ΔDs · sinφ} + W / 2 <T / 2 (5'-2)
become. Furthermore, if the left side of the relational expression (5′-2) is arranged and ΔD = VΔt,
{(VΔt) · sinφ + Ld · sin (φ + θ) + ΔDs · sinφ} <T / 2 (5'-3)
It becomes the following formula.

  Therefore, as is clear from the relational expression shown in (5'-3) above, it is understood that the lane departure threshold value y * as the lane departure determination index can be set by using the maximum lateral movement amount Δy * (= Δy1 + Δy2 + Δys). In the flowchart shown in FIG. 2 when mounted on an autonomous driving vehicle, the left side of the relational expression shown in the above (5′-3) is the lane departure threshold y *, and the relational expression shown in the above (5′-3). The right side of the vehicle is used as lateral position information of the host vehicle, and the presence or absence of lane departure is determined.

[Characteristic effect of lane departure judgment]
In the first embodiment, in the vehicle lane departure determination method, the maximum lateral movement amount Δy * that can occur in the traveling vehicle is calculated based on the vehicle speed information and the yaw rate information, and the calculated maximum lateral movement amount Δy * is calculated. Is used to set the lane departure threshold y *. When the lateral position information of the traveling vehicle is equal to or greater than the lane departure threshold y *, it is determined that the vehicle is lane departure.

  For example, if the lane departure threshold is set to a predetermined position in the vehicle width direction of the traveling lane regardless of the vehicle speed, the lane departure determination will be delayed at high speeds, and there will be insufficient time for operations and operations to respond to lane departure. To do. On the other hand, at the time of low speed, the lane departure determination is performed at an early timing, and the time for dealing with the lane departure and the margin for the corresponding operation become excessive. That is, the determination timing that the vehicle can deviate from the lane is a timing that does not take into consideration the vehicle speed and yaw rate that have a great influence on the vehicle behavior. For this reason, excess or deficiency occurs in the margin time given as the response time after the lane departure determination.

  On the other hand, the maximum lateral movement amount Δy * that can occur in the traveling vehicle is calculated based on the vehicle speed information and the yaw rate information, so that the vehicle speed and yaw rate can be adjusted as in a high vehicle speed or turning. In a situation where the vehicle behavior is likely to be unstable, a large maximum lateral movement amount Δy * is calculated. On the other hand, in a situation where the vehicle speed and yaw rate are low and the vehicle behavior is stable, such as when the vehicle is traveling at low speed or traveling straight, a small maximum lateral movement amount Δy * is calculated. Then, when the lane departure threshold value y * is set using the calculated maximum lateral movement amount Δy *, the determination timing that the lane departure is possible is an appropriate timing that takes into consideration the vehicle speed and yaw rate that have a large influence on the vehicle behavior. Become. For this reason, the excess and deficiency of the surplus time that becomes the response time after the lane departure determination is solved.

  In the first embodiment, the lane departure threshold y * is set to a value that is more easily determined as a lane departure as the calculated maximum lateral movement amount Δy * (= Δy1 + Δy2 + Δys) is larger.

  That is, when a large maximum lateral movement amount Δy * is calculated in a situation where the vehicle speed or yaw rate is high and the vehicle behavior is likely to be unstable, such as at high vehicle speed or turning, the lane departure threshold y * is It is set to a value that is easy to determine as a deviation. For this reason, when the large maximum lateral movement amount Δy * is calculated, it is determined early that the vehicle can deviate from the lane even if the vehicle is relatively far from the road boundary (white line). Therefore, the risk of lane departure can be avoided in a driving situation where the vehicle behavior tends to become unstable.

  Conversely, when a small maximum lateral movement amount Δy * is calculated in a situation where the vehicle speed and yaw rate are low and the vehicle behavior is stable, such as when the vehicle is traveling at low speed or straight ahead, the lane departure threshold y * Is set to a value that is difficult to determine as a lane departure. For this reason, when the small maximum lateral movement amount Δy * is calculated, it is not determined that the vehicle can deviate unless the host vehicle approaches a distance relatively close to the road boundary (white line). Therefore, it is possible to avoid unnecessarily stopping the automatic driving mode in a driving situation where the vehicle behavior is stable. As a result, it is possible to realize a vehicle that does not give anxiety or stress to the occupant when determining lane departure.

  In the first embodiment, it is assumed that the host vehicle shifts from the traveling state to the braking state at the maximum yaw rate and stops. Then, the maximum lateral movement amount Δy * is calculated from the lateral movement amount of the host vehicle based on the assumed maximum yaw rate.

  That is, when it is determined that the vehicle can deviate from the lane in the automatic driving mode, the host vehicle is stopped by the braking control. At this time, after determining the departure from the lane, the vehicle shifts from the traveling state to the braking state due to a response delay until the braking force is generated, and stops. Assuming that the host vehicle moves from the running state to the braking state at the maximum yaw rate and stops in accordance with the operation to respond to the lane departure during traveling in the automatic driving mode, the maximum lateral movement amount Δy * is calculated. Yes. Therefore, when it is determined that the vehicle can deviate from the lane during traveling in the automatic driving mode, the host vehicle can be automatically stopped at a position where the vehicle stays in the traveling lane.

  In the first embodiment, the lateral movement amount Δy1 due to the vehicle translation component in the traveling state, the lateral displacement amount Δy2 due to the vehicle rotation component in the traveling state, and the lateral displacement amount Δys due to the minimum braking distance in the braking state are individually set. The maximum lateral movement amount Δy * is calculated by adding the individually calculated values (Δy1 + Δy2 + Δys).

  That is, the maximum lateral movement amount Δy * is the lateral movement amount Δy1 due to the vehicle translation component in the traveling state, the lateral displacement amount Δy2 due to the vehicle rotation component in the traveling state, and the lateral displacement amount Δys due to the minimum braking distance in the braking state. And the sum of Therefore, the maximum lateral movement amount can be accurately calculated by calculating the maximum lateral movement amount Δy * (= Δy1 + Δy2 + Δys) by adding the individually calculated lateral movement amount Δy1, lateral displacement amount Δy2, and lateral movement amount Δys. Can do.

Next, the effect will be described.
In the vehicle lane departure determination method and the lane departure determination apparatus according to the first embodiment, the following effects can be obtained.

(1) In the vehicle lane departure determination method for determining whether the traveling vehicle departs from the traveling lane,
Based on the vehicle speed information and the yaw rate information, the maximum lateral movement amount Δy * that can occur in the traveling vehicle is calculated (S3 to S5 in FIG. 2).
A lane departure threshold value y * is set using the calculated maximum lateral movement amount Δy * (S6 in FIG. 2).
When the lateral position information of the traveling vehicle is equal to or greater than the lane departure threshold y *, it is determined that the vehicle is lane departure (S8 in FIG. 2).
Therefore, it is possible to provide a vehicle lane departure determination method that realizes a lane departure determination in which a margin time corresponding to the lane departure is appropriate while the host vehicle is traveling.

(2) When setting the lane departure threshold value y *, the lane departure threshold value y * is set to a value that is more easily determined as a lane departure as the calculated maximum lateral movement amount Δy * is larger (S6 in FIG. 2).
For this reason, in addition to the effect of (1), it is possible to realize a vehicle that does not give anxiety or stress to the occupant when determining lane departure.

(3) When calculating the maximum lateral movement amount Δy *, it is assumed that the host vehicle will shift from the running state to the braking state at the maximum yaw rate and stop and calculated based on the lateral movement amount of the host vehicle based on the assumed maximum yaw rate. (Figure 3).
For this reason, in addition to the effect of (2), when it is determined that the vehicle can depart from the lane during traveling in the automatic driving mode, the host vehicle can be automatically stopped at a position where the vehicle stays in the traveling lane.

(4) When calculating the maximum lateral movement amount Δy *, the lateral movement amount Δy1 due to the vehicle translation component in the traveling state, the lateral displacement amount Δy2 due to the vehicle rotation component in the traveling state, and the minimum braking distance in the braking state The lateral movement amount Δys is calculated separately, and is calculated by adding the individually calculated values (Δy1 + Δy2 + Δys) (FIG. 4).
For this reason, in addition to the effect of (3), the maximum lateral movement amount Δy * is calculated by adding the individually calculated lateral movement amount Δy1, lateral displacement amount Δy2, and lateral movement amount Δys to calculate the maximum lateral movement amount Δy *. * Can be calculated accurately.

(5) In the vehicle lane departure determination apparatus for determining whether the traveling vehicle departs from the traveling lane, the controller (control unit 5) includes a maximum lateral movement amount calculation unit 54 and a lane departure threshold setting unit 55. And a lane departure determination unit 57.
The maximum lateral movement amount calculation unit 54 calculates the maximum lateral movement amount Δy * that can occur in the traveling vehicle based on the vehicle speed information and the yaw rate information.
The lane departure threshold setting unit 55 sets the lane departure threshold y * using the calculated maximum lateral movement amount Δy *.
The lane departure determination unit 57 determines that the lane has departed when the lateral position information of the traveling vehicle is equal to or greater than the lane departure threshold y * (FIG. 1).
Therefore, it is possible to provide a vehicle lane departure determination device that realizes a lane departure determination in which a margin time corresponding to the lane departure is appropriate while the host vehicle is traveling.

  In the second embodiment, the margin of the white line detection error in the vehicle sensing system and the margin of the self-position estimation error based on the locator information and the map information are added to the lane departure threshold using the maximum lateral movement amount to determine the lane departure. It is an example.

First, the configuration will be described.
The lane departure determination method and the lane departure determination apparatus according to the second embodiment, like in the first embodiment, travel control that causes the host vehicle to travel in the automatic driving mode, and stops the host vehicle based on the determination of the lane departure during the automatic driving travel. The present invention is applied to an autonomous driving vehicle that executes braking control. Hereinafter, the configuration of the second embodiment will be described by dividing it into “the overall system configuration” and “the automatic operation control processing configuration based on the lane departure determination”.

[Overall system configuration]
FIG. 7 is an overall system configuration diagram illustrating a system configuration of an autonomous driving vehicle to which the lane departure determination method and the lane departure determination apparatus according to the second embodiment are applied. The overall system configuration will be described below with reference to FIG.

As shown in FIG. 7, the automatic driving system includes an own vehicle speed detecting means 1, a yaw rate detecting means 2, a lane image photographing means 3, an object detecting means 4, a control unit 5, a vehicle control means 6, and a locator. 7 and a map database 8.
Note that the vehicle speed detection means 1, the yaw rate detection means 2, the lane image photographing means 3, the object detection means 4, and the vehicle control means 6 have the same configurations as those in the first embodiment, and therefore description thereof is omitted.

  The locator 7 is an input device that provides data representing position coordinates, and indicates position information (self-position) where the host vehicle is present with a direction, a distance, and the like with respect to a certain place. By adding this locator 7, it becomes possible to estimate the self-position of the own vehicle from moment to moment, and for example, the relative position accuracy of the own vehicle with respect to the white line as the road boundary obtained by the lane image photographing means 3 is improved.

  The map database 8 is prepared so as to be associated with the self-location information obtained from the locator 7. By adding this map database 8, when combined with the self-location information obtained from the locator 7, it becomes possible to superimpose the position of the vehicle on the map (map matching). In addition to this, by using map information, information on road boundary information at long distances that cannot be obtained with the sensing system set for the vehicle, such as where the curve starts and how much the road width changes, is positive. Can be used.

  The control unit 5 includes a CPU, a ROM, a RAM, and the like, and can quantitatively grasp the relative positional relationship between the host vehicle and the left and right white lines in the traveling lane. As shown in FIG. 7, the control unit 5 includes a lane white line detection unit 51, another vehicle detection unit 52, a situation determination unit 53 ′, a maximum lateral movement amount calculation unit 54 ′, and a lane departure threshold setting unit 55. ', A traveling lane detection unit 56, and a lane departure determination unit 57. Note that the lane white line detection unit 51, the other vehicle detection unit 52, the traveling lane detection unit 56, and the lane departure determination unit 57 have the same configurations as those in the first embodiment, and thus description thereof is omitted.

  The situation determination unit 53 ′ includes the own vehicle speed detection information from the own vehicle speed detection unit 1, the yaw rate detection information from the yaw rate detection unit 2, the lane white line detection information from the lane white line detection unit 51, and the map from the map database 8. Enter the above self-location information. And based on these input information, in addition to the driving | running | working condition of the own vehicle containing the motion state quantity regarding the speed and attitude | position in the own vehicle, the own vehicle position on a map is judged.

  The maximum lateral movement amount calculation unit 54 ′ calculates the maximum lateral movement amount that can occur in the traveling vehicle based on the information on the motion state amount related to the speed and posture in the host vehicle from the situation determination unit 53 ′. Self-position estimation error and white line detection error are calculated. The maximum lateral movement amount calculation unit 54 ′ assumes that the host vehicle shifts from the running state to the braking state at the maximum yaw rate and stops, and calculates the maximum lateral movement amount of the host vehicle after t seconds based on the assumed maximum yaw rate. Calculated as the amount of lateral movement. The self-position estimation error is an estimation error based on locator information and map information. The white line detection error is an estimation error in the vehicle sensing system.

  The lane departure threshold setting unit 55 ′ uses the lane departure threshold as a lane departure determination index as a lane departure threshold using the maximum lateral movement amount acquired from the maximum lateral movement amount calculation unit 54 ′, a self-position estimation error, Set by adding white line detection error. Note that the lane departure threshold value using the maximum lateral movement amount is set to a value that is more likely to be determined as a lane departure as the maximum lateral movement amount calculated by the maximum lateral movement amount calculation unit 54 ′ is larger.

[Automatic operation control processing configuration based on lane departure judgment]
FIG. 8 shows a flow of an automatic driving control process having a lane departure determination in consideration of the vehicle speed and yaw rate, which is executed by the control unit 5 of the second embodiment. Hereinafter, each step of FIG. 8 showing the automatic driving control processing configuration will be described. This automatic operation control process is started by selecting the “automatic operation mode”.

In step S21, vehicle parameters are read, and the process proceeds to step S22.
Here, the “vehicle parameter” means a profile of the vehicle lateral width W, the vehicle rotation center to the length Ld of the vehicle front end corner, the vehicle speed and the stop distance.

In step S22, following the reading of the vehicle parameters in step S21, various physical quantities are read every moment, and the process proceeds to step S23.
Here, “various physical quantities” means vehicle speed V, lateral position, assumed maximum yaw rate γ, yaw angle φ (derived from yaw rate γ), map information (lane width, curvature, etc.).

In step S23, following the reading of various physical quantities in step S22, the vehicle lateral movement amount y1 (t) after t seconds is calculated based on the assumed maximum yaw rate, and the process proceeds to step S24.
Here, the calculation of the vehicle lateral movement amount y1 (t) is as follows:
y1 (t) = ∫V (t) · sinφdt (21)
Is used.

In step S24, following the calculation of the vehicle lateral movement amount y1 (t) in step S23, the vehicle body lateral displacement amount y2 (t) associated with the rotation after t seconds is calculated based on the assumed maximum yaw rate, and the process proceeds to step S25.
Here, the calculation of the vehicle body lateral displacement amount y2 is as follows.
y2 (t) = Ld · sin (φ + θ) (22)
Is used. “Θ” is a spread angle of the front corner of the vehicle with respect to the vehicle longitudinal direction from the vehicle longitudinal center line.

In step S25, following the calculation of the vehicle body lateral displacement amount y2 (t) in step S24, the lateral movement amount ys (t (t) from the time the vehicle is braked after t seconds to the vehicle stop distance on the basis of the assumed maximum yaw rate. ) And the process proceeds to step S26.
Here, the lateral movement amount ys (t) is calculated as follows:
ys (t) = Ds (V) · sinφ (23)
Is used. “Ds (V)” is the minimum braking distance that must be generated when the host vehicle is braked after t seconds.

In step S26, following the calculation of the lateral movement amount ys (t) in step S25, a lane departure threshold value y * (t) is calculated, and the process proceeds to step S27.
Here, the calculation of the lane departure threshold y * (t) is
y * (t) = y1 (t) + y2 (t) + ys (t) (24)
Is used.

  In step S27, following the calculation of the lane departure threshold y * (t) in step S26, a distance T (t) / 2 from the map information to the white line with respect to the center of the host vehicle after t seconds is calculated, and step S28 is performed. Proceed to

  In step S28, following the calculation of the distance T (t) / 2 to the white line with respect to the center of the vehicle after t seconds in step S27, self-position estimation based on the deviation of the actual road and the road on the map from the self-position information and the like. The error Ta (t) and the white line detection error Tb (t) based on the vehicle sensing system are calculated, and the process proceeds to step S29.

In step S29, following the calculation of the self-position estimation error Ta (t) and white line detection error Tb (t) in step S28, {∫V (t) · sinφdt + Ld · sin (φ + θ) + Ds (V) · sinφ } + Ta (t) + Tb (t) <T (t) / 2. If YES (y * <T (t) / 2), the process proceeds to step S30. If NO (y * ≧ T (t) / 2), the process proceeds to step S31.
Here, it is the left side of the relational expression used in step S29.
{∫V (t) · sinφdt + Ld · sin (φ + θ) + Ds (V) · sinφ} + Ta (t) + Tb (t)
Is finally set by adding the self-position estimation error Ta (t) and the white line detection error Tb (t) to the lane departure threshold y * (t) using the maximum amount of lateral movement that can occur in the host vehicle. The lane departure threshold y *.

  In step S30, following the determination that y * <T (t) / 2 in step S29, it is determined that there is no lane departure, the automatic operation mode is continued, and the process proceeds to return.

  In step S31, following the determination that y * ≧ T (t) / 2 in step S29, it is determined that the vehicle has deviated from the lane, the vehicle is stopped at a predetermined stop distance by the set braking control, and the process proceeds to the end. When the process proceeds to the end, reset processing or the like is performed.

Next, the operation will be described.
The operation of the second embodiment will be described by dividing it into “automatic operation control processing operation by lane departure determination”, “lane departure threshold setting operation”, and “lane departure determination characteristic operation”.

[Automatic operation control processing action by lane departure judgment]
Hereinafter, based on the flowchart of FIG. 8, the automatic operation control processing operation by the lane departure determination will be described.

  During traveling in the automatic operation mode, in the flowchart of FIG. 8, the process proceeds from step S21 → step S22 → step S23 → step S24 → step S25 → step S26 → step S27 → step S28. In step S23, the vehicle lateral movement amount y1 (t) after t seconds is calculated based on the assumed maximum yaw rate. In step S24, the vehicle body lateral displacement amount y2 (t) associated with the rotation after t seconds is calculated based on the assumed maximum yaw rate. In step S25, on the basis of the assumed maximum yaw rate, a lateral movement amount ys (t) from after the vehicle is braked after t seconds to the vehicle stop distance is calculated. In step S26, the lane departure threshold value y * (t) is calculated based on the assumed maximum yaw rate, the vehicle lateral movement amount y1 (t), the vehicle body lateral displacement amount y2 (t), and the lateral movement amount ys (t). It is calculated by adding. In step S27, a distance T (t) / 2 to the white line with respect to the center of the host vehicle is calculated. In step S28, a self-position estimation error Ta (t) and a white line detection error Tb (t) are calculated.

  When the process proceeds from step S28 to step S29, it is determined in step S29 whether or not the distance T (t) / 2 exceeds the lane departure threshold y *. If it is determined in step S29 that y * <T (t) / 2, the process proceeds from step S29 to step S30. In step S30, it is determined that there is no lane departure, and the automatic operation mode is continued. Furthermore, while it is determined that y * <T (t) / 2, step S21 → step S22 → step S23 → step S24 → step S25 → step S26 → step S27 → step S28 → step S29 → step S30. The forward flow is repeated and the automatic operation mode is continued.

  On the other hand, if it is determined in step S29 that y * ≧ T (t) / 2, the process proceeds from step S29 to step S31. In step S31, a lane departure is determined, and a predetermined stop is performed by the set braking control. Control to stop the vehicle at a distance is performed.

Thus, in the automatic operation control process by the lane departure determination of the second embodiment,
(a) A lane departure threshold y * by adding a self-position estimation error Ta (t) and a white line detection error Tb (t) to the lane departure threshold y * (t) using the maximum amount of lateral movement that can occur in the host vehicle. Set.
(b) The lateral position information of the traveling vehicle at the time of determining the lane departure is the position where the traveling vehicle is estimated to exist after t seconds from the current time.
This is different from the first embodiment.

[Setting effect of lane departure threshold]
In Example 2, the setting operation of the lane departure threshold y * used in the lane departure determination for determining mode continuation / mode stop during traveling in the automatic operation mode will be described with reference to FIGS. In addition, description of a common part with Example 1 is omitted.

FIG. 9 shows the concept of the lane departure threshold when the host vehicle at the vehicle speed V is braked at time t in the second embodiment. At t = 0, the lane width can be interpreted as time-series information obtained from the map database, so it is set as T (t). It is assumed that the host vehicle traveling at the vehicle speed V (t) with the center line of the host vehicle aligned with the center line of T (t) braked at time t. In this case, in relation to the maximum lateral movement amount y * (t), if the yaw angle φ (t) (that is, φ (t) = ∫γdt) accompanying the yaw rate γ occurring in the vehicle from moment to moment is used, As long as the following relational expression holds, it is considered that the host vehicle stays in the lane, that is, does not depart from the lane. Note that ΔDs given by profiling as in the first embodiment described above always includes the vehicle speed V at the time of braking as one of its parameters, so in the second embodiment, it is described as Ds (V).
y * (t) + W / 2 <T (t) / 2
⇔y1 (t) + y2 (t) + ys (t) + W / 2 <T (t) / 2
⇔ {∫V (t) · sinφdt + Ld · sin (φ + θ) −W / 2 + Ds (V) · sinφ} + W / 2 <T (t) / 2
⇔ {∫V (t) · sinφdt + Ld · sin (φ + θ) + Ds (V) · sinφ} <T (t) / 2 (31)
However, even if the host vehicle is controlled by aligning the vehicle center line with the center of the lane on the map by the map matching function in the second embodiment, the host vehicle is not always located at the center of the lane on the road surface in the real world. This is because the self-location information based on the locator 7 and detection information including an image obtained from the vehicle sensing system may each contain an error. It is possible to improve the accuracy in accordance with the actual threshold judgment.

The concept of the error that can be included is shown in FIG. In this case, if the error correction coefficient accompanying the self-position information is the self-position estimation error Ta (t), the error correction coefficient accompanying the detection information is the white line detection error Tb (t), and this is set as a margin for the road boundary, The above equation (31) is
{∫V (t) · sinφdt + Ld · sin (φ + θ) + Ds (V) · sinφ} + Ta (t) + Tb (t) <T (t) / 2
… (32)
Can be rewritten.

  Therefore, as is clear from the relational expression shown in (32) above, the self-position estimation error Ta (t) and the white line detection error Tb (t) are added to the lane departure threshold y * (t) using the maximum lateral movement amount. In addition, it can be seen that a lane departure threshold value y * as a lane departure determination index can be set. In the flowchart shown in FIG. 8 when mounted on an autonomous driving vehicle, the left side of the relational expression shown in the above (32) is the lane departure threshold y *, and the right side of the relational expression shown in the above (32) is the own vehicle. The lateral position information is used to determine whether or not there is a lane departure.

[Characteristic effect of lane departure judgment]
In the second embodiment, the lane departure threshold value y * as the lane departure determination index is set to the lane departure threshold value y * (t) using the maximum lateral movement amount that can be generated in the traveling vehicle, and white line detection in the vehicle sensing system is performed. The error Tb (t) is added and set as a margin.

  That is, a measurement error may occur in the sensing system mounted on the host vehicle. Specifically, a measurement error occurs due to a resolution limit obtained from an output signal from a camera, a laser range finder, or the like. Therefore, it is possible to give a margin to the lane departure threshold value by grasping these in advance. Therefore, when setting the lane departure determination index, the white line detection error Tb (t) in the vehicle sensing system is added as a margin, so that the lane departure is determined at a timing with more certain margin time for lane departure. can do.

  In the second embodiment, the lane departure threshold y * as the lane departure determination index is set to the lane departure threshold y * (t) using the maximum lateral movement amount that can be generated in the traveling vehicle, and the locator information and the map information are used. The self-position estimation error Ta (t) based on this is added and set as a margin.

  That is, the second embodiment uses a self-position estimation function based on locator information based on GPS or the like and information (latitude / longitude, road width, curvature, etc.) obtained from a map. Therefore, a candidate line is set based on the center reference of the road (running lane) while grasping a relatively far traveling environment and based on the accuracy of the map, and the front-rear direction center line of the host vehicle is the candidate line. You can drive to match the tangent line. However, the vehicle position on the map based on the self-position estimation function and the vehicle position on the driving lane in the real world may cause a slight divergence in some cases. Therefore, it is possible to give a margin to the lane departure threshold value by grasping these trends in advance. Therefore, when setting the lane departure determination index, by adding the self-position estimation error Ta (t) based on the locator information and the map information as a margin, it is possible to accurately determine whether or not the vehicle deviates from the lane. Can be realized.

Next, the effect will be described.
In the vehicle lane departure determination method and the lane departure determination apparatus according to the second embodiment, the following effects can be obtained.

(6) When the lane departure threshold value y * is set, the white line detection error Tb (t) in the vehicle sensing system is added to the lane departure threshold value y * (t) using the maximum amount of lateral movement that can occur in the traveling vehicle. Are added and set as a margin (FIG. 10).
For this reason, in addition to the effects (1) to (5) above, when setting the lane departure threshold value y *, the white line detection error Tb (t) in the vehicle sensing system is added as a margin, so that the margin for lane departure can be accommodated. Lane departure can be determined at a timing with more certain time.

(7) When setting the lane departure threshold value y *, the lane departure threshold value y * (t) using the maximum amount of lateral movement that can be generated in the traveling vehicle is estimated based on the locator information and map information. The error Ta (t) is added and set as a margin (FIG. 10).
For this reason, in addition to the effects (1) to (6) above, when setting the lane departure threshold y *, the self-position estimation error Ta (t) based on the locator information and the map information is added as a margin, It is possible to accurately determine whether or not the host vehicle deviates from the lane.

  The vehicle lane departure determination method and the lane departure determination apparatus according to the present disclosure have been described based on the first and second embodiments. However, the specific configuration is not limited to these examples, and design changes and additions are permitted without departing from the spirit of the invention according to each claim of the claims.

  In the first and second embodiments, the left side of the host vehicle deviates / does not deviate from the lane. However, when judging on the right side of the own vehicle, when judging lane departure on both sides, when judging using only the functioning side of either the right side or the left side, the vehicle sensing system is on the left side, In consideration of road width, vehicle width, map information, etc., it is possible to include not only left side but also right side lane departure judgment.

  In the first and second embodiments, it is assumed that the host vehicle shifts from the running state to the braking state at the maximum yaw rate and stops, and the maximum lateral movement amount is calculated based on the lateral movement amount of the host vehicle based on the assumed maximum yaw rate. showed that. However, when calculating the maximum lateral movement amount, for example, it may be an example in which the maximum lateral movement amount is calculated on the assumption that the host vehicle traveling due to lateral deviation returns to the center position of the travel lane. It is also possible to calculate the maximum lateral movement amount in the time required for the lane departure, assuming that the vehicle deviates from the lane while the vehicle is running due to the lateral movement based on the vehicle speed and yaw rate at that time.

  In the first and second embodiments, “required braking distance” and “allowable (possible) yaw rate” with respect to the vehicle speed at every moment during traveling are set and grasped in advance, and these values are generated on the host vehicle based on these values. An example of calculating the maximum lateral movement amount to be obtained has been shown. However, the maximum amount of lateral movement that can occur in the host vehicle may be calculated by adding the path shape (straight line, curve, etc.) of the next road to this information.

  In the first and second embodiments, an example in which the turning traveling line generation method and the turning traveling line generation device for a vehicle according to the present disclosure are applied to a manned automatic driving vehicle on which an occupant is aboard is shown. However, the turning traveling line generation method and the turning traveling line generation device of the present disclosure are not limited to manned automatic driving vehicles, but can also be applied to unmanned automatic driving vehicles. Furthermore, the present invention can be applied to a vehicle having a driving support function related to lane departure prevention, and can also be applied to a vehicle that issues a warning to the driver when the own vehicle is likely to depart from the lane.

DESCRIPTION OF SYMBOLS 1 Own vehicle speed detection means 2 Yaw rate detection means 3 Lane image imaging means 4 Object detection means 5 Control unit 51 Lane white line detection part 52 Other vehicle detection parts 53, 53 'Situation judgment part 54, 54' Maximum lateral movement amount calculation part 55, 55 'Lane departure threshold setting unit 56 Driving lane detection unit 57 Lane departure determination unit 6 Vehicle control means 7 Locator 8 Map database

Claims (7)

In the vehicle lane departure determination method for determining whether the traveling vehicle deviates from the travel lane,
Based on the vehicle speed information and the yaw rate information, the maximum amount of lateral movement that can occur in the traveling vehicle is calculated,
A lane departure threshold is set using the calculated maximum lateral movement amount,
A vehicle lane departure determination method, comprising: determining a lane departure when lateral position information of a running vehicle is equal to or greater than the lane departure threshold. The vehicle lane departure determination method according to claim 1,
When setting the lane departure threshold value, the vehicle lane departure determination method is characterized in that as the calculated maximum lateral movement amount is larger, the value is more easily determined as a lane departure. In the vehicle lane departure determination method according to claim 1 or 2,
When calculating the maximum lateral movement amount, it is assumed that the host vehicle shifts from the running state to the braking state at the maximum yaw rate and stops, and is calculated from the lateral movement amount of the host vehicle based on the assumed maximum yaw rate. A vehicle lane departure determination method. The vehicle lane departure determination method according to claim 3,
When calculating the maximum lateral movement amount, the lateral movement amount by the vehicle translation component in the traveling state, the lateral displacement amount by the vehicle rotation component in the traveling state, and the lateral movement amount by the minimum braking distance in the braking state A vehicle lane departure determination method, characterized in that the calculation is performed by individually calculating and adding the individually calculated values. In the vehicle lane departure determination method according to any one of claims 1 to 4,
When the lane departure threshold is set, the white line detection error in the vehicle sensing system is added as a margin to the lane departure threshold using the maximum lateral movement amount that can occur in the traveling vehicle. A vehicle lane departure determination method. In the vehicle lane departure determination method according to any one of claims 1 to 5,
When setting the lane departure threshold, a self-position estimation error based on locator information and map information is added as a margin to the lane departure threshold using the maximum amount of lateral movement that can occur in the traveling vehicle. A vehicle lane departure determination method, characterized by: setting. In a vehicle lane departure determination device including a controller for determining whether the traveling vehicle deviates from the travel lane,
The controller is
A maximum lateral movement amount calculation unit that calculates a maximum lateral movement amount that can occur in the traveling vehicle based on the vehicle speed information and the yaw rate information;
A lane departure threshold setting unit for setting a lane departure threshold using the calculated maximum lateral movement amount;
A lane departure determination unit that determines a lane departure when lateral position information of the traveling vehicle is equal to or greater than the lane departure threshold;
A lane departure determination device characterized by comprising: