JP6123297B2 - Driving support device - Google Patents

Description

  The present invention relates to a technical field of a travel support device that causes a vehicle such as an automobile to follow a target travel path.

  As this type of device, for example, based on the captured travel lane, the future position of the vehicle after a set time is predicted from the travel lane of the host vehicle, and the predicted future position is set in a predetermined lane width direction. Proposed a device for controlling the host vehicle by giving the host vehicle a greater yaw moment toward the center of the host vehicle lane as it is further outward from the center of the host vehicle lane than the lateral control start position. (See Patent Document 1).

  Alternatively, when the white line type that classifies the current travel lane of the host vehicle is recognized in real time by image processing, and the recognized white line type is stored in the white line type storage unit in the form of a travel history, and the white line type cannot be recognized An apparatus has been proposed that performs speed control by estimating a past white line type stored in a white line type recording unit as a current white line type (see Patent Document 2).

  Alternatively, a road white line is detected from a captured image in front of the host vehicle, and when the host vehicle is detected to deviate from the driving lane based on the road white line, a deviation from the driving lane of the host vehicle is avoided. This is a device that performs lane departure avoidance control, and when the road white line cannot be detected, it is detected that the host vehicle tends to depart from the driving lane and the host vehicle travels on the road surface unevenness provided on the road white line. There has been proposed a device that performs control for directing the host vehicle to the center position of the traveling lane based on the detection state of the movement.

JP 2011-025867 A JP 2010-221859 A JP 2004-330995 A

  However, in the technique described in Patent Document 1 described above, when the traveling lane is difficult to recognize, it is difficult to predict the future position of the vehicle, and it is determined whether or not the vehicle departs from the lane. And there is a technical problem that it may be difficult to maintain traveling in the lane. The techniques described in Patent Documents 2 and 3 have a technical problem that it is difficult to cope with the technical problem.

  The present invention has been made in view of the above-described problems, for example, and proposes a travel support device that can make a vehicle difficult to depart from a lane even when the travel lane is difficult to recognize. To do.

In order to solve the above-described problem, the travel support apparatus according to the present invention is a travel support apparatus that sets a target travel path from a captured image in front of the host vehicle and controls the host vehicle to travel along the target travel path. The confidence level is information indicating the degree of lane recognition based on the captured image during execution of the track following control in which the target track is set so as to maintain the lane in which the host vehicle is currently traveling . When the value is lower and the lane ahead of the host vehicle is curved, the target runway is offset inside the curved lane than when the confidence value is not lowered. Offset providing means.

  According to the driving support device of the present invention, the driving support device sets the target runway from the captured image in front of the host vehicle captured by, for example, an in-vehicle camera, and travels along the target runway. The track following control for controlling the vehicle is executable.

  The target runway may be set by, for example, recognizing a white line on the road in the captured image. Moreover, since various well-known aspects are applicable to the method of controlling the own vehicle so that it may drive | work along the set target runway, the description about the detail is omitted.

For example a memory, the offset supply means comprising a processor, etc., during the execution of the travel following control, a case where the value of the confidence level is information indicating the degree of the lane recognition based on an imaging image is lowered and more vehicle When the lane ahead is curved , the target runway is offset to the inside of the curved lane as compared with the case where the confidence value is not lowered. Here, the “confidence level” may be defined based on parameters used in image processing for lane recognition such as the number of edges related to a region corresponding to a white line on a road in a captured image.

  According to the inventor's research, the following matters have been found. In other words, when the road following control is being executed, the road following control may be stopped due to the fact that the lane cannot be recognized. In this case, it takes some time until the driver recognizes the stop of the track following control and performs the corresponding operation. When the vehicle is traveling on a curved road, centrifugal force is applied to the vehicle. Therefore, when traveling follow-up control is stopped, the vehicle deviates from the lane due to centrifugal force until the driver performs a corresponding action. There is a fear.

In the present invention however, as described above, the offset supply means, during the execution of the travel following control when the own value of Sind the case where drops and preceding lane from the host vehicle is curved, said confidence The target track is offset inside the curved lane than when the degree value is not lowered. For this reason, even if the track following control is stopped after the target track is offset, the period until the vehicle deviates from the lane due to the centrifugal force is long, so that the driver has sufficient time to perform the corresponding operation. Can be secured. That is, even when the road following control is stopped, the driver can perform a steering operation with a margin, for example, maintaining the lane.

  As a result, according to the driving support device of the present invention, even when the traveling lane is difficult to recognize, the vehicle can be made difficult to depart from the lane.

In one aspect of the driving support apparatus of the present invention, the offset providing means increases the amount of the offset as the confidence value decreases when the target driving path is offset.

  According to this aspect, an appropriate offset can be added relatively easily, which is very advantageous in practice.

In another aspect of the travel support device of the present invention, the drive assist system, the vehicle from one lane to another lane adjacent to the one lane is set to the target track to change lanes, A lane change control for controlling the host vehicle so as to travel along the target lane can be executed, and the value of the confidence level is reduced during the lane change control and is ahead of the host vehicle. The one lane and the other lane are curved, and (i) the steering direction when the value of the confidence level decreases while running along the target lane (ii) ) Steering angle for controlling the host vehicle so as to maintain the steering angle immediately before the value of the confidence decreases when the own vehicle has the same steering direction when traveling without changing the lane. Control means is further provided.

  According to this aspect, the travel support device executes lane change control in which the target lane is set so as to change from one lane in which the host vehicle is currently traveling to another lane adjacent to the one lane. It is configured to be possible. The lane change control is executed in consideration of traffic conditions when, for example, a preceding vehicle having a slower speed than the own vehicle exists in front of the own vehicle.

For example a memory, a steering angle control means comprising a processor, etc., one lane and the other lanes of the front of the Der Ri and the vehicle when the value of the degree of confidence is decreased curved running car line change control (I) Steering direction when the confidence value decreases while running along the target road, and (ii) Turn when the host vehicle travels as it is without changing lanes. When the steering direction is the same, the host vehicle is controlled so as to maintain the steering angle immediately before the value of confidence decreases.

  The lane change control is executed using, for example, a relative positional relationship between the white line on the road and the host vehicle. For this reason, for example, depending on the state of the road lighting, the state of the white line, etc., lane recognition may be difficult during lane change control (ie, the degree of confidence decreases). Then, it may be difficult to continue the lane change control while the host vehicle is tilted with respect to the lane. In addition, it takes some time for the driver to recognize the suspension of the lane change control and perform the corresponding operation.

In the present invention, as described above, when the vehicle travels along the target lane that is set to change lanes , the steering direction when the value of the confidence level is lowered while the vehicle is traveling without changing lanes. When the steering direction is the same, the host vehicle is controlled to maintain the steering angle immediately before the degree of confidence decreases. For this reason, since the own vehicle travels along a curved road, even if it becomes difficult to continue the lane change control, the driver can steer the own vehicle with a margin.

In this aspect, it is a case where the value of the confidence level decreases during the execution of the lane change control, and the one lane ahead of the host vehicle and the other lane are curved, i) a steering direction when the value of the confidence level is reduced while running along the target runway, and (ii) a steering direction when the host vehicle travels as it is without changing lanes. In the case where they are different from each other , the steering angle control means includes a remaining time determined by a time required for the lane change control and a time from when the lane change control is started until the value of the confidence decreases. A steering angle may be calculated on the basis of the yaw angle and the vehicle speed, and the host vehicle may be controlled so as to be the calculated steering angle.

If configured in this way, the steering direction when the value of confidence decreases during traveling along the target lane set to change lanes, and when driving without changing lanes Even if the steering direction is different, the driver can steer the vehicle with a margin. The calculated steering angle is a steering angle that approaches the turning direction of the host vehicle when traveling without changing the lane .

In another aspect of the travel support device of the present invention, the drive assist system, the vehicle from one lane to another lane adjacent to the one lane is set to the target track to change lanes, A lane change control for controlling the host vehicle so as to travel along the target lane can be executed, and the value of the confidence level is reduced during the lane change control and is ahead of the host vehicle. The one lane and the other lane are curved, and (i) the steering direction when the value of the confidence level decreases while running along the target lane (ii) ) When the own vehicle is different from the steered direction when traveling without changing the lane, the time required for the lane change control and the value of the confidence decreases after the lane change control is started. It depends on the time until Time and Ri, the yaw angle and the vehicle speed according to the vehicle, a steering angle calculated based on, further comprising a steering angle control means for the controlling the vehicle so that the calculated steering angle.

According to this aspect, the steering direction when the confidence value decreases during traveling along the target lane set to change lanes , and the turning direction when traveling without changing lanes. Even if the rudder direction is different, the driver can steer the vehicle with a margin.

  The effect | action and other gain of this invention are clarified from the form for implementing demonstrated below.

1 is a block diagram illustrating a configuration of a vehicle according to a first embodiment. It is a key map showing an example of runway follow-up control concerning a 1st embodiment. It is a flowchart which shows the track following control process which concerns on 1st Embodiment. It is a conceptual diagram which shows an example of the track following control which concerns on a comparative example. It is a conceptual diagram which shows the other example of the track following control which concerns on a comparative example. It is an example of the map which prescribes | regulates the relationship between the recognition rate which concerns on image recognition, and offset amount. It is a block diagram which shows the structure of the vehicle which concerns on 2nd Embodiment. It is a flowchart which shows the lane change control process which concerns on 2nd Embodiment. It is a conceptual diagram which shows an example of the lane change control which concerns on 2nd Embodiment. It is a flowchart which shows the lane change control process which concerns on the 2nd modification of 2nd Embodiment. It is a flowchart which shows the lane change control process which concerns on the 3rd modification of 2nd Embodiment.

  Hereinafter, an embodiment according to a travel support device of the present invention will be described based on the drawings.

<First Embodiment>
A travel support apparatus according to a first embodiment will be described with reference to FIGS. 1 to 3.

  First, the configuration of the vehicle according to the first embodiment will be described with reference to FIG. FIG. 1 is a block diagram illustrating a configuration of a vehicle according to the first embodiment. FIG. 1 shows a configuration directly related to the present invention, and illustration of other members is omitted.

  In FIG. 1, a vehicle 10 includes an in-vehicle camera 11, a vehicle speed sensor 12, a steering angle sensor 13, a position sensor 14, an ECU (Electronic Control Unit) 15, a throttle actuator 16, a brake actuator 17, and a steering actuator 18. Configured.

  The in-vehicle camera 11 captures a front image of the vehicle 10, for example. The vehicle speed sensor 12 detects the vehicle speed of the vehicle 10. The steering angle sensor 13 detects the steering angle of each of a plurality of steering wheels (not shown). For example, the position sensor 14 such as a GPS (Global Positioning System) detects the position of the host vehicle 10. The ECU 15 performs overall control of the vehicle 10.

  The driving support device 100 mounted on the vehicle 10 sets a target runway of the vehicle 10 based on images taken by the in-vehicle camera 11, signals output from various sensors, and the like along the set target runway. Various actuators are controlled so that the vehicle 10 travels. In the present embodiment, a part of the function of the ECU 15 is used as a part of the driving support device 100.

  The ECU 15 as a part of the driving support device 100 performs lane recognition processing on the image captured by the in-vehicle camera 11. In the lane recognition process, for example, a white line on the road is detected.

  The ECU 15 obtains a degree of confidence that is information indicating the degree of lane recognition, for example, according to the number of edges in the region corresponding to the white line detected in the lane recognition process. Here, the degree of confidence may be, for example, an n-level evaluation according to the number of detected edges, or may be a ratio or a percentage with respect to a predetermined number of edges.

  When the ECU 15 determines that the lane or the white line is recognized but the recognition accuracy is poor based on the obtained confidence level, and determines that the running path of the vehicle 10 includes a curved road, it is shown in FIG. As described above, an offset is added to the target running road so that the vehicle 10 runs on the inner side of the curved road.

(Runway tracking control process)
Next, the track following control process that is mainly executed during the travel of the vehicle 10 equipped with the travel support device 100 configured as described above will be described with reference to the flowchart of FIG. 3.

  In FIG. 3, the ECU 15 first performs a lane recognition process on the image captured by the in-vehicle camera 11, and tries to recognize a white line on the road, for example (step S101). At this time, the ECU 15 acquires the degree of confidence according to, for example, the number of edges of the white line area in the captured image. Further, the ECU 15 acquires the curve radius R from the result of the lane recognition process.

  In this embodiment, the confidence level when the white line is recognized with high accuracy is “2”, the confidence level when the white line is recognized but the accuracy is low is “1”, and the white line is not recognized. The confidence level of “0” is “0”.

  Next, the ECU 15 determines how much the acquired confidence level is (step S102). When it is determined that the confidence level is “2” (step S102: confidence level = 2), the ECU 15 sets the target runway to be in the center of the lane, for example, and continues the runway tracking control (step S103). ).

  When it is determined that the confidence level is “0” (step S102: confidence level = 0), the ECU 15 stops the track following control (step S104). At this time, the ECU 15 notifies the driver of the vehicle 10 that the track following control is to be stopped.

  When it is determined that the confidence level is “1” (step S102: confidence level = 1), the ECU 15 determines whether the curvature (that is, the reciprocal of the curve radius R) is larger than the curve determination threshold value (step S102). S105).

  When it is determined that the curvature is larger than the curve determination threshold value (step S105: Yes), the ECU 15 recognizes that the vehicle is on the left curve road and is offset to the target road so that the vehicle 10 runs on the inner side of the left curve road. + Α ″ is added (step S106). Subsequently, the ECU 15 controls various actuators and the like so that the vehicle 10 travels along the target travel path to which the offset is added (step S103).

  When it is determined in the process of step S105 that the curvature is smaller than the curve determination threshold (step S105: No), the ECU 15 determines whether the curvature is larger than the −curve determination threshold (step S107).

  When it is determined that the curvature is larger than the −curve determination threshold value (step S107: Yes), the ECU 15 recognizes that the vehicle is on the right curve road, and offsets to the target road so that the vehicle 10 runs on the inner side of the right curve road. “−α” is added (step S108). Subsequently, the ECU 15 controls various actuators and the like so that the vehicle 10 travels along the target travel path to which the offset is added (step S103).

  When it is determined that the curvature is smaller than the −curve determination threshold (step S107: No), the ECU 15 recognizes that the vehicle is a straight road, and sets the target road to be in the center of the lane, for example, and performs the road following control. Continue (step S103).

  The offsets “+ α” and “−α” may be adapted values determined from, for example, the road width.

(Comparative example)
Here, the track following control process according to the comparative example will be described with reference to FIGS. 4 and 5. FIG. 4 is a conceptual diagram showing an example of the track following control according to the comparative example. FIG. 5 is a conceptual diagram illustrating another example of the track following control according to the comparative example.

  When the vehicle 20 is traveling along a curved road along the target road set at the center of the lane by the road tracking control process, the ECU of the vehicle 20 outputs a steering torque that provides a predetermined steering angle. The steering actuator is controlled. As a result, a steering torque is added to the steering wheel (see FIG. 4).

  As described above, when driving on a curved road by the road following control process, if the road following control process is stopped due to, for example, a white line not being recognized, the steering added to the steering wheel Torque is lost (see FIG. 5). Then, since the steering wheel tries to return to the neutral point, the vehicle 20 may deviate to the outside of the curved road (lane) depending on the vehicle speed of the vehicle 20 or the response speed of the driver.

  However, in the present embodiment, as described above, the white line is recognized, but the recognition accuracy is poor, and when the vehicle 10 is traveling on a curved road, the vehicle 10 travels closer to the inside of the curved road. An offset is added to the target track. For this reason, even if the running road follow-up control process is stopped, the period until the vehicle 10 deviates outside the curved road can be lengthened. Therefore, even if the road following control is stopped, the driver of the vehicle 10 can perform steering so that the vehicle 10 maintains the lane with a margin.

  The “ECU 15” according to the present embodiment is an example of the “offset providing unit” according to the present invention.

<Modification>
Next, a modified example of the driving support apparatus according to the first embodiment will be described with reference to FIG. FIG. 6 is an example of a map that defines the relationship between the recognition rate related to image recognition and the offset amount.

  In the track following control process according to the modification, the offset amount changes according to the recognition rate (corresponding to “confidence level” in the above-described embodiment). Specifically, for example, as shown in FIG. 6, the offset amount is set to be smaller as the white line recognition accuracy is higher (that is, the recognition rate is higher). If comprised in this way, the appropriate offset amount according to a recognition rate can be added, and it is very advantageous practically.

Second Embodiment
A travel support apparatus according to a second embodiment will be described with reference to FIGS.

  First, the configuration of the vehicle according to the second embodiment will be described with reference to FIG. FIG. 7 is a block diagram illustrating a configuration of the vehicle according to the second embodiment. FIG. 7 shows a configuration directly related to the present invention, and illustration of other members is omitted.

  In FIG. 7, the vehicle 30 includes a travel support device 200. The driving support device 200 includes a white line recognition device 201, a lane change continuation determination device 202, a road shape estimation device 203, a target steering angle calculation device 204, a vehicle control device 205, and a host vehicle direction estimation device 206. .

  For example, the white line recognition device 201 including an in-vehicle camera, a processor, and the like performs a lane recognition process on the captured front image of the vehicle 30 to recognize a white line on the road. At this time, the white line recognizing device 31 obtains the degree of confidence related to the lane recognition, and the curvature, the curve direction, and the yaw angle related to the recognized white line.

  For example, the lane change continuation determination device 202 including a memory, a processor, and the like determines whether or not the lane change processing can be continued based on the degree of confidence obtained by the white line recognition device 201.

  For example, the road shape estimation device 203 including a memory, a processor, and the like estimates the shape of the road on which the vehicle 30 travels based on the curvature of the white line obtained by the white line recognition device 201.

  For example, the target steering angle calculation device 204 including a memory, a processor, and the like is configured so that the vehicle 30 takes into account the estimated road shape and the like when the degree of confidence decreases when the lane change process is performed. The target steering angle is calculated so that the time until it deviates from the lane increases.

  For example, the vehicle control device 205 including a memory, a processor, and the like controls the vehicle 30 according to a control target value (for example, a target steering angle).

  For example, the vehicle direction estimation device 206 including a yaw rate sensor, a processor, and the like estimates the yaw angle of the vehicle 30 by integrating the output of the yaw rate sensor when the degree of confidence related to lane recognition decreases.

(Lane change control processing)
Next, the lane change control process executed while the vehicle 20 equipped with the travel support device 200 configured as described above is traveling will be described with reference to the flowchart of FIG.

  The travel support device 200 sets a target runway so as to change from the lane in which the vehicle 30 is currently traveling to a lane adjacent to the lane, and the vehicle 30 is controlled along the set target runway. Assume that the lane change control process is started.

  In FIG. 8, the white line recognition apparatus 201 performs lane recognition processing on the captured image and tries to recognize a white line on the road (step S201). At this time, the white line recognition apparatus 201 acquires the degree of confidence according to, for example, the number of edges of the white line area in the captured image. Moreover, the white line recognition apparatus 201 acquires the curvature, curve direction, and yaw angle concerning a white line from the result of the lane recognition process.

  Next, the lane change continuation determination apparatus 202 determines whether or not the acquired confidence level is “2” (step S202). In the present embodiment, the white line is recognized as “2” when the white line is recognized with high accuracy and “1” when the white line is recognized but the accuracy is low. The confidence level in the absence is “0”.

  When it is determined that the degree of confidence is “2” (step S202: Yes), the lane change related to the vehicle 30 is continued by the lane change continuation device (step S203). On the other hand, when it is determined that the degree of confidence is not “2” (step S202: No), the road shape estimation device 203 determines whether or not the curvature of the acquired white line is less than a threshold value (1 / r). Determination is made (step S204).

  When it is determined that the obtained curvature relating to the white line is less than the threshold (that is, a straight road) (step S204: Yes), the target steering angle calculation device 204 sets the steering angle δ according to the following equation (1). Calculation is performed (step S205).

ここで、“ｔ”は、車線変更制御処理が開始される際に設定された車線変更の所要時間から、車線変更制御が開始されたから自信度が低下するまでの経過時間を減じた残り時間である。“Ａ”はスタビリティファクタであり、“Ｖ”は車速、“ｌ”はホイールベース、“γ”はヨーレートである。尚、ヨーレートγは、自信度が低下する直前のヨー角θを用いることで、“γ＝θ／ｔ”として求めることができる。

Here, “t” is the remaining time obtained by subtracting the elapsed time from the start time of the lane change control until the confidence level decreases from the required time of the lane change set when the lane change control process is started. is there. “A” is a stability factor, “V” is a vehicle speed, “l” is a wheelbase, and “γ” is a yaw rate. The yaw rate γ can be obtained as “γ = θ / t” by using the yaw angle θ immediately before the degree of confidence decreases.

  Next, the vehicle control device 205 controls the vehicle 30 to achieve the calculated steering angle δ (step S208).

  Here, a specific running path of the vehicle 30 will be described with reference to FIG. In FIG. 9, it is assumed that the lane change control process is started at time t1 and the confidence level is lowered at time t2. Moreover, the dotted line has shown the target runway set in the lane change control process.

  In FIG. 9A, if no response is taken when the degree of confidence decreases, the vehicle 30 travels as indicated by a broken-line arrow because the vehicle is turning. Then, there is a possibility that the time margin until the driver recognizes the suspension of the lane change control and performs the corresponding operation is relatively small. However, in the present embodiment, since the steering angle is changed according to the above equation (1), the vehicle 30 travels as indicated by the solid line arrow. Accordingly, the driver can steer the vehicle with a margin.

  Note that after the process of step S208 (that is, after the lane change control is stopped), the driver determines whether or not to continue the lane change in consideration of, for example, the situation of the vehicle 30 or the like.

  In the process of step S204, when it is determined that the curvature related to the acquired white line is equal to or greater than the threshold (that is, a curved road) (step S204: No), the target steering angle calculation device 204 is caused by the lane change. It is determined whether the turning direction of the vehicle 30 to be performed is the same as the turning direction of the vehicle 30 for traveling on the curved road (step S206).

  When it is determined that the turning direction of the vehicle 30 resulting from the lane change is the same as the turning direction of the vehicle 30 for traveling on a curved road (step S206), the target steering angle calculation device 204 The target steering angle is set so as to maintain the steering angle (step S207). Next, the vehicle control device 205 controls the vehicle 30 so as to achieve the set steering angle δ (step S208).

  Here, a specific running path of the vehicle 30 will be described with reference to FIG. Since the steering direction of the vehicle 30 resulting from the lane change and the steering direction of the vehicle 30 for traveling on a curved road are the same, if the steering angle when the confidence level is reduced is maintained, the vehicle 30 is The vehicle travels as indicated by the solid arrow in FIG. Therefore, after the driver recognizes the suspension of the lane change control, the host vehicle can be steered with a margin.

  In the process of step S206, when it is determined that the turning direction of the vehicle 30 resulting from the lane change is different from the turning direction of the vehicle 30 for traveling on the curved road (step S206: No), the target steering angle The computing device 204 computes the steering angle δ according to the above equation (1) (step S205). Next, the vehicle control device 205 controls the vehicle 30 to achieve the calculated steering angle δ (step S208).

  Here, a specific running path of the vehicle 30 will be described with reference to FIG. In FIG. 9B, if no measure is taken when the degree of confidence is lowered, the vehicle 30 travels as indicated by a broken-line arrow because the vehicle is turning. Then, there is a possibility that the time margin until the driver recognizes the suspension of the lane change control and performs the corresponding operation is relatively small. However, in the present embodiment, since the steering angle is changed according to the above equation (1), the vehicle 30 travels as indicated by the solid line arrow. Accordingly, the driver can steer the vehicle with a margin.

  After it becomes difficult to recognize the white line on the road, the vehicle direction estimation device 206 estimates the yaw angle of the vehicle 30 by integrating the output of the yaw rate sensor, and the estimated yaw angle Is transmitted to the vehicle control device 205 (step S209).

  The “target steering angle calculation device 204” and the “vehicle control device 205” according to the present embodiment are examples of the “steering angle control means” according to the present invention.

<First Modification>
Next, a first modification of the travel support device according to the second embodiment will be described. In this modification, in the process of step S205 described above, instead of the above formula (1), it is determined that “the maximum steering angle relating to the vehicle 30” and “the lane change due to the decrease in confidence cannot be continued. The steering angle δ is calculated based on the product of the “elapsed time”.

  With such a configuration, although the riding comfort is somewhat impaired, the direction of the vehicle 30 can be changed in a shorter time compared to the case where the steering angle δ is calculated by the above equation (1). As a result, it is possible to further increase the time margin until the driver recognizes the suspension of the lane change control and performs the corresponding operation.

<Second Modification>
Next, a second modification of the travel support apparatus according to the second embodiment will be described with reference to the flowchart of FIG.

  In this modification, the vehicle 30 is further provided with a driver state determination device. Here, the driver state determination device estimates, for example, whether or not the driver can sufficiently cope with the abnormality by detecting the face direction of the driver, the opening degree of the eyelid, and the like. Then, the driver state determination device transmits a signal indicating the estimated driver state to the target steering angle calculation device 204 (step S301).

  In the process of step S205, when the driver's state estimated by the driver state determination device is “a state in which sufficient action can be taken against the abnormality”, the target steering angle calculation device 204 has the above formula (1). To calculate the steering angle δ.

  On the other hand, when the driver's state estimated by the driver state determination device is “a state in which sufficient action cannot be taken against the abnormality”, the target steering angle calculation device 204 determines that “the maximum steering angle according to the vehicle 30”. And the “elapsed time since it was determined that the lane change cannot be continued due to a decrease in confidence level” is calculated.

<Third Modification>
Next, a third modification of the travel support apparatus according to the second embodiment will be described with reference to the flowchart of FIG.

  In this modification, the vehicle 30 is further provided with a rain measuring device. Here, the rain measurement device measures the rainfall amount and transmits a signal indicating the measured rainfall amount to the target steering angle calculation device 204 (step S401).

  In the process of step S205, when the steering angle δ is calculated by the above equation (1), the target steering angle calculation device 204 is included in the equation for obtaining the yaw rate γ (ie, “γ = θ / t”). Multiply t ″ by a factor that increases as the amount of rainfall increases. As a result, the turning speed of the vehicle 30 can be suppressed, so that slip due to the wet road surface can be prevented.

  Alternatively, in the process of step S205, the steering angle δ is calculated by the product of “the maximum steering angle associated with the vehicle 30” and “the elapsed time since it was determined that the lane change cannot be continued due to a decrease in confidence”. In the case of being performed (see, for example, the first modification of the second embodiment), the target steering angle calculation device 204 multiplies the elapsed time by a coefficient that decreases as the amount of rainfall increases. As a result, the turning speed of the vehicle 30 can be suppressed, so that slip due to the wet road surface can be prevented.

  The present invention is not limited to the above-described embodiment, and can be changed as appropriate without departing from the scope or spirit of the invention that can be read from the claims and the entire specification. Is also included in the technical scope of the present invention.

  DESCRIPTION OF SYMBOLS 10, 20 ... Vehicle, 11 ... In-vehicle camera, 12 ... Vehicle speed sensor, 13 ... Steering angle sensor, 14 ... Position sensor, 15 ... ECU, 16 ... Throttle actuator, 17 ... Brake actuator, 18 ... Steering actuator, 100, 200 ... Travel support device, 201 ... white line recognition device, 202 ... lane change continuation determination device, 203 ... road state estimation device, 204 ... target steering angle calculation device, 205 ... vehicle control device, 206 ... own vehicle direction estimation device

Claims (5)

A travel support device that sets a target runway from a captured image ahead of the host vehicle and controls the host vehicle to run along the target runway,
During execution of track following control in which the target track is set so as to maintain the lane in which the host vehicle is currently traveling , the value of confidence, which is information indicating the degree of lane recognition based on the captured image, decreases. And when the lane ahead of the host vehicle is curved , an offset is applied to offset the target runway inside the curved lane compared to when the confidence level is not lowered. A driving support device comprising: means.   The travel support apparatus according to claim 1, wherein the offset providing unit increases the amount of the offset as the confidence value decreases when offsetting the target travel path. The driving support device according to claim 1,
Wherein from one lane to another lane adjacent to said one lane by setting the target track as the vehicle changes lanes, lane change to control the vehicle so that the vehicle travels along the target track Control is feasible,
A case where the value of confidence decreases during execution of the lane change control and a case where the one lane and the other lane ahead of the host vehicle are curved, and (i) the target When the steering direction when the value of confidence decreases in the course of running along the runway and (ii) the steering direction when the vehicle travels as it is without changing lanes , A driving support device, further comprising a steering angle control means for controlling the host vehicle so as to maintain a steering angle immediately before the value of the confidence level decreases. A case where the value of confidence decreases during execution of the lane change control and a case where the one lane and the other lane ahead of the host vehicle are curved, and (i) the target when the steering direction when traveling directly without steering direction and (ii) the vehicle is assumed lane change when the value of the confidence in the course of running along the track is lowered, are different, The steering angle control means includes a remaining time determined by a time required for the lane change control and a time from when the lane change control is started until the value of the confidence decreases, and a yaw angle related to the host vehicle. The travel support device according to claim 3, wherein a steering angle is calculated based on the vehicle speed and the vehicle is controlled so that the calculated steering angle is obtained. The driving support device according to claim 1,
Wherein from one lane to another lane adjacent to said one lane by setting the target track as the vehicle changes lanes, lane change to control the vehicle so that the vehicle travels along the target track Control is feasible,
A case where the value of confidence decreases during execution of the lane change control and a case where the one lane and the other lane ahead of the host vehicle are curved, and (i) the target When the steering direction when the value of the confidence level decreases while running along the runway and (ii) the steering direction when the host vehicle travels as it is without changing the lane , Based on the time required for the lane change control and the remaining time determined by the time from the start of the lane change control until the value of confidence decreases, and the yaw angle and the vehicle speed related to the host vehicle A travel support apparatus, further comprising a steering angle control unit that calculates a steering angle and controls the host vehicle so as to achieve the calculated steering angle.

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