Driving assistance device

Abstract

The driving assist device of the present application is provided with: an in-vehicle sensor that acquires and outputs position information related to the position of the host vehicle, object information related to an object located in the vicinity of the host vehicle, and operation information related to the operation of an operation member of the host vehicle; and a control device that has a lane departure suppression function that, in a situation in which the accelerator pedal of the host vehicle is being misoperated, and in a situation in which the angle between the direction of travel of the host vehicle and the boundary line of a lane sensed based on the object information is below a prescribed threshold value, causes at least one of a reporting device, a drive device, and a brake device mounted on the host vehicle to act, to suppress the departure of the host vehicle from the lane in which it is traveling. The control device deactivates the lane departure suppression function in a special situation in which the host vehicle is entering a second lane that intersects with a first lane from which it has been traveling.

Description

Technical Field

[0001] This invention relates to a driving assistance device that prevents the vehicle from leaving the lane in which it is traveling (driving lane) (unintentional departure by the driver). Background Technology

[0002] Conventional driving assistance devices (hereinafter referred to as "conventional devices") are known to perform lane departure suppression control, which prevents a vehicle traveling along a lane from leaving the lane. (For example, see Patent Document 1 below.) Conventional devices perform lane departure suppression control when a vehicle is about to leave the lane. For example, a device has been proposed that performs a report control that plays a predetermined warning sound when the angle between the vehicle's direction of travel and the direction in which the lane boundary extends is less than a predetermined threshold.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 11-034898

[0006] Furthermore, sometimes the driver may accidentally depress the accelerator pedal too deeply, causing the vehicle to veer off the lane. In such cases, lane departure prevention control is preferable. On the other hand, drivers may sometimes intentionally leave the lane. For example, when turning right (or left) at an intersection, the driver may depress the accelerator pedal, causing the vehicle to accelerate. In this case, the vehicle may cross the lane boundary line. In such situations, lane departure prevention control is not preferable. According to conventional devices, lane departure prevention control is sometimes activated even when the driver intentionally intends to leave the lane. Summary of the Invention

[0007] One of the objectives of this invention is to provide a driving assistance device that improves practicality.

[0008] To solve the above problems, the driving assistance device (1, 2, 3, 4) of the present invention includes: an on-board sensor (20) that acquires and outputs position information related to the position of the vehicle, object information related to objects around the vehicle, and operation information related to the operation of the vehicle's operating components; and a control device (10) having a lane departure suppression function, which is a function that, when the accelerator pedal of the vehicle is mistakenly operated and when the angle (θ) between the direction of travel of the vehicle and the boundary line of the lane sensed based on the object information is below a predetermined threshold, causes at least one of the reporting device, driving device, and braking device mounted on the vehicle to operate to suppress the vehicle from leaving the lane it is traveling in.

[0009] The control device is configured to disable the lane departure suppression function in a special situation where the vehicle enters a second lane (Lb) that intersects with the first lane (La) from the first lane it was traveling in.

[0010] Generally, when entering the second lane from the first lane, the driver is more likely to drive the vehicle across the lane boundary line. However, according to the driving assistance device of the present invention, in this situation, useless lane departure suppression control is disabled. Therefore, the driving assistance device of the present invention is more practical than conventional devices.

[0011] In one embodiment of the present invention, the special situation is a situation where the time (T) or distance from when the vehicle starts driving in the current lane is less than a predetermined threshold.

[0012] Therefore, the control device can relatively easily identify the situation where the vehicle enters the second lane from the first lane based on the time or distance since the vehicle started traveling in the current lane.

[0013] In another embodiment of the driving assistance device (2) of the present invention, the control device calculates the distance or time the vehicle has traveled along the lane when the lane boundary line is continuous or can be regarded as continuous, and initializes the distance or time the vehicle has traveled along the lane when the boundary line is interrupted.

[0014] Therefore, for example, when the boundary line is composed of discontinuously arranged poles, curbs, etc., it is considered that the boundary line is continuous, and the time or distance traveled by the vehicle in that lane can be calculated. Furthermore, for example, in the case of a discontinuous boundary line such as at an intersection, the time or distance traveled by the vehicle in that lane can be initialized.

[0015] In other embodiments of the driver assistance device of the present invention, the special situation is a situation in which the driver's driving operation mode matches the prescribed mode.

[0016] Therefore, the control device can relatively easily identify when the vehicle enters the second lane from the first lane based on the driving operation performed by the driver.

[0017] In other embodiments of the driver assistance device of the present invention, the special situation is a situation that matches the mode of driving operation (OPD) pre-defined for the vehicle when turning right or left at an intersection.

[0018] Therefore, the control device can relatively easily identify whether the vehicle is turning right or left at an intersection.

[0019] In another embodiment of the driving assistance device (3) of the present invention, the special condition is the condition in which the vehicle is located within a specified area (R).

[0020] Therefore, the control device can relatively easily identify situations where the vehicle is highly likely to enter the second lane from the first lane based on the vehicle's position.

[0021] In other embodiments of the driver assistance device of the present invention, the special situation is when the vehicle is located in an area where the distance from the center of a specified intersection is less than a specified value.

[0022] Therefore, it is relatively easy to define the intersection and its surrounding area as the area where the vehicle is highly likely to cross the lane boundary.

[0023] In another embodiment of the driving assistance device (4) of the present invention, the special situation is that the control device identifies the vehicle as turning right or left based on the landmark information.

[0024] For example, the control device pre-stores multiple time-series data representing changes in landmark information indicating whether the vehicle is turning right or left, and compares the time-series data of landmark information acquired during driving with the pre-stored time-series data, thereby identifying whether the vehicle is turning right or left. Attached Figure Description

[0025] Figure 1 This is a block diagram of a driving assistance device according to one embodiment of the present invention.

[0026] Figure 2 This is a top view representing angle θ.

[0027] Figure 3 This is a top view showing the change of angle θ when the vehicle turns right at an intersection.

[0028] Figure 4 This is the flowchart for program P0.

[0029] Figure 5 This is the flowchart for program P1.

[0030] Figure 6 This is a top view showing the situation where the control flag F is set according to the driving operation mode.

[0031] Figure 7 The flowchart of program P2.

[0032] Figure 8 This is a top view of the intersection and its surrounding area R, representing an area where vehicles are highly likely to cross the white line.

[0033] Figure 9 The flowchart of program P3.

[0034] Figure 10A This is an example of an image showing the foreground of a vehicle in the initial stage when the vehicle is making a right turn at an intersection.

[0035] Figure 10B This indicates that this vehicle is from Figure 10A An example of a foreground image of vehicles entering a phase within an intersection.

[0036] Figure 11 This is the flowchart for program P4.

[0037] Explanation of reference numerals in the attached figures:

[0038] 1, 2, 3, 4... Driving assistance devices, 10... Driving assistance ECU, 20... On-board sensors, 40... Braking devices, 50... Gear shifting devices, 60... Steering devices, A... Predicted driving line, AD... Pedal depth, OP... Driving operation mode, OPD... Driving operation mode data, R... Area, RD... Area data, θ... Angle, T... Time. Detailed Implementation

[0039] <First Implementation>

[0040] (Outline of composition)

[0041] like Figure 1 As shown, the driving assistance device 1 of the present invention is mounted on a vehicle V (hereinafter sometimes referred to as "the vehicle"). As detailed below, the driving assistance device 1 has a lane departure suppression function that prevents the vehicle V from leaving the lane (driving path) based on information obtained from sensors mounted on the vehicle V.

[0042] (Specific composition)

[0043] like Figure 1 As shown, the driving assistance device 1 includes a driving assistance ECU 10, an on-board sensor 20, a drive unit 30, a braking device 40, a gear shifting device 50, and a steering device 60.

[0044] The driver assistance ECU 10 is equipped with a microcomputer, which includes a CPU (Central Processing Unit) 10a, a ROM (Read Only Memory) 10b, a RAM (Random Access Memory) 10c, a timer 10d, etc. It should be noted that in this specification, "ECU" means Electronic Control Unit, which includes a microcomputer containing a CPU, RAM, ROM, etc. The CPU executes instructions stored in the ROM to perform various functions.

[0045] The driver assistance ECU 10 is interconnected with other ECUs (engine ECU 31, brake ECU 41, SBW ECU 51 and EPS ECU 61, described later) via CAN (Controller Area Network) in a manner that enables it to send and receive information.

[0046] The vehicle-mounted sensor 20 includes sensors for acquiring information about the vehicle's surroundings (object information), including information about three-dimensional objects existing around the vehicle V and information about the boundary lines (dividing lines) of the road surface around the vehicle V. That is, for example, the vehicle-mounted sensor 20 includes sensors for acquiring information related to moving objects such as cars (other vehicles), pedestrians, and bicycles, as well as fixed objects such as white lines, guardrails, and traffic lights on the road surface.

[0047] Specifically, the vehicle-mounted sensor 20 includes a radar sensor 21, an ultrasonic sensor 22, a camera 23, and a navigation system 24.

[0048] The radar sensor 21 includes a radar transceiver unit and a signal processing unit (not shown). The radar transceiver unit radiates millimeter-wave radio waves (hereinafter referred to as "millimeter waves") to the area surrounding the vehicle and receives millimeter waves reflected by objects within the radiation range (i.e., reflected waves). The signal processing unit acquires and sends information to the driver assistance ECU 10, including the phase difference between the transmitted millimeter wave and the received reflected wave, the attenuation level of the reflected wave, and the time from the transmission of the millimeter wave to the reception of the reflected wave, based on the phase difference between the transmitted millimeter wave and the received reflected wave, the attenuation level of the reflected wave, and the time from the transmission of the millimeter wave to the reception of the reflected wave. This information indicates the distance between the vehicle V and the object, the relative speed between the vehicle V and the object, and the relative position (direction) of the object relative to the vehicle V.

[0049] The ultrasonic sensor 22 transmits ultrasonic pulses within a defined range around the vehicle and receives reflected waves from three-dimensional objects. Based on the time elapsed from the transmission of the ultrasonic wave to the reception of the reflected wave, the ultrasonic sensor 22 acquires and transmits information to the driver assistance ECU 10, including information such as "the reflection point on the three-dimensional object where the transmitted ultrasonic wave was reflected" and "the distance between the ultrasonic sensor and the three-dimensional object."

[0050] Camera 23 includes a shooting device and an image analysis device. The shooting device is, for example, a digital camera with a built-in CCD (charge-coupled device) or CIS (complementary metal-oxide-semiconductor image sensor) shooting element. The shooting device is mounted on the upper part of the windshield. The shooting device outputs image data obtained by shooting the foreground of the vehicle at a specified frame rate to the image analysis device. The image analysis device analyzes the acquired image data, extracts information related to objects located in front of the vehicle V from the image, and sends it to the driver assistance ECU 10. For example, the image analysis device identifies the color of the traffic light in front of the vehicle V in the direction of travel of the vehicle V. In addition, the image analysis device identifies road boundary lines (division lines, stop lines, etc.) and sends information indicating the identification results to the driver assistance ECU 10.

[0051] The navigation system 24 receives GPS (Global Positioning System) signals from multiple satellites and detects the current location PV (latitude and longitude) of the vehicle V based on the received GPS signals. Furthermore, the navigation system 24 stores map data representing a map. The navigation system 24 sends vehicle location information indicating the detected current location to the driver assistance ECU 10.

[0052] The vehicle sensor 20 also includes sensors that acquire information related to the driving status of the vehicle V (speed, acceleration, operation mode of the control components, etc.).

[0053] Specifically, the vehicle-mounted sensor 20 includes a speed sensor 25, an acceleration sensor 26, an accelerator pedal sensor 27, a brake pedal sensor 28, a gear shift lever sensor 29, and a steering sensor 2a.

[0054] Speed ​​sensor 25 includes a wheel speed sensor that generates a pulse signal (wheel pulse signal) each time a wheel of the vehicle rotates a predetermined angle. Speed ​​sensor 25 measures the number of pulses per unit time of the wheel pulse signal sent from the wheel speed sensor, calculates the rotational speed (wheel speed) of each wheel based on the measured number of pulses, and calculates the vehicle speed Vs (actual vehicle speed) based on the wheel speed of each wheel. Speed ​​sensor 25 sends data representing the vehicle speed Vs to the driver assistance ECU 10.

[0055] Accelerometer 26 detects the acceleration Ga acting on vehicle V (e.g., the acceleration in the width direction of vehicle V when driving on a curve, the acceleration in the longitudinal direction of vehicle V when driving on a straight road, etc.). Accelerometer 26 sends data representing the acceleration Ga to driver assistance ECU 10.

[0056] Accelerator pedal sensor 27 detects the depth AD of the accelerator pedal (not shown) of vehicle V. Accelerator pedal sensor 27 sends data indicating the depth AD of the accelerator pedal to driver assistance ECU 10.

[0057] Brake pedal sensor 28 detects the depth BD of the brake pedal (not shown) of vehicle V. Brake pedal sensor 28 sends data indicating the depth BD of the brake pedal to driver assistance ECU 10.

[0058] The shift lever sensor 29 detects the position (shift lever position SP) of the shift lever (not shown) of the vehicle V. The shift lever sensor 29 sends data indicating the shift lever position SP to the driver assistance ECU 10.

[0059] The steering sensor 2a detects the steering angle (also known as the rudder angle or steering wheel angle) Φ of the steering wheel. The steering sensor 2a sends data representing the detected steering angle Φ to the driver assistance ECU 10.

[0060] Furthermore, the on-board sensor 20 includes various switches present in the vehicle V (e.g., switches for sensing the operating state of the steering indicator lever).

[0061] The drive unit 30 generates driving force and applies it to the drive wheels (left front wheel, right front wheel, left rear wheel, and right rear wheel). The drive unit 30 includes an engine ECU 31, an engine actuator 32, an internal combustion engine 33, a transmission 34, and a driving force transmission mechanism (not shown) that transmits the driving force to the wheels. The engine ECU 31 is connected to the engine actuator 32. The engine actuator 32 includes a throttle actuator that changes the opening of the throttle valve of the internal combustion engine 33. The engine ECU 31 obtains the accelerator pedal depressing depth AD from the driver assistance ECU 10. It should be noted that the driver assistance ECU 10 can appropriately correct the depressing depth AD obtained from the accelerator pedal sensor 27 and send this depressing depth AD to the engine ECU 31. The engine ECU 31 drives the engine actuator 32 according to the depressing depth AD obtained from the driver assistance ECU 10. Thus, the torque generated by the internal combustion engine 33 is controlled. The torque generated by the internal combustion engine 33 is transmitted to the drive wheels via the transmission 34 and the drive force transmission mechanism (e.g., the drive shaft).

[0062] It should be noted that when the vehicle V using driver assistance device 1 is a hybrid electric vehicle (HEV), the engine ECU 31 can control the driving force of the vehicle generated by either or both of the "internal combustion engine and electric motor" that serve as the vehicle's driving source. Furthermore, when the vehicle V using driver assistance device 1 is a battery electric vehicle (BEV), an electric motor ECU that controls the driving force of the vehicle generated by the "electric motor" that serves as the vehicle's driving source can be used instead of the engine ECU 31.

[0063] Braking device 40 applies braking force to the wheels. Braking device 40 includes a brake ECU 41, a hydraulic circuit 42, and a brake caliper 43. Hydraulic circuit 42 includes a reservoir (not shown), an oil pump, various valve devices, hydraulic sensors, etc. Brake caliper 43 is a hydraulic actuator with a cylinder and a piston. When oil is supplied to the cylinder, the piston is pushed out of the cylinder. A brake pad is provided at the top of the piston, which is pressed against the brake disc. Brake ECU 41 obtains the brake pedal depth BD from driver assistance ECU 10. It should be noted that driver assistance ECU 10 can appropriately correct the pedal depth BD obtained from brake pedal sensor 28 and send this pedal depth BD to brake ECU 41. Brake ECU 41 sends hydraulic control commands to hydraulic circuit 42 based on the pedal depth BD obtained from driver assistance ECU 10. Hydraulic circuit 42 adjusts the hydraulic pressure in the cylinder of brake caliper 43 based on the hydraulic control commands obtained from brake ECU 41. In this way, the braking force of the wheel (brake disc) generated by the brake caliper 43 is controlled.

[0064] The shift-by-wire device 50 switches the gears of the transmission 34. The shift-by-wire device 50 includes an SBW (Shift-by-Wire) ECU 51, an SBW actuator 52, and a shift-by-wire mechanism 53. The SBW ECU 51 is connected to the SBW actuator 52. The SBW ECU 51 obtains the shift lever position SP from the driver assistance ECU 10. It should be noted that the driver assistance ECU 10 can appropriately correct the shift lever position SP obtained from the shift lever sensor 29 and send this shift lever position SP to the SBW ECU 51. The SBW ECU 51 sends a shift-by-wire command to the SBW actuator 52 based on the shift lever position SP obtained from the driver assistance ECU 10. The SBW actuator 52 controls the shift-by-wire mechanism 53 based on the shift-by-wire command obtained from the SBW ECU 51. Thus, the gears of the transmission 34 are switched.

[0065] The steering unit 60 controls the rudder angle of the steering wheels (left front wheel and right front wheel). The steering unit 60 includes an electric power steering ECU (hereinafter referred to as "EPS·ECU") 61, an auxiliary motor (M) 62, and a steering mechanism 63. The EPS·ECU 61 is connected to the auxiliary motor 62 (the drive circuit of the auxiliary motor 62). The auxiliary motor 62 is assembled in the steering mechanism 63. The steering mechanism 63 is a mechanism for turning the steering wheels. The steering mechanism 63 includes a steering wheel SW, a steering shaft US, and a steering gear mechanism (not shown). The EPS·ECU 61 detects the steering torque input by the driver to the steering wheel SW via a steering torque sensor (not shown) located on the steering shaft US, and drives the auxiliary motor 62 based on this steering torque. The EPS·ECU 61, through the drive of the auxiliary motor 62, imparts steering torque (steering assistance torque) to the steering mechanism 63, thereby assisting the driver's steering operation.

[0066] In addition, the EPS·ECU 61 obtains the steering angle Φ from the driver assistance ECU 10. It should be noted that the driver assistance ECU 10 can appropriately correct the steering angle Φ obtained from the steering sensor 2a and send this steering angle Φ to the EPS·ECU 61. The EPS·ECU 61 can send a steering command based on the steering angle Φ obtained from the driver assistance ECU 10. Upon receiving the steering command from the driver assistance ECU 10, the EPS·ECU 61 drives the auxiliary motor 62 based on that steering command. In this case, the steering torque generated by the auxiliary motor 62 is different from the steering assist torque provided to assist the driver's steering as described above; it does not require driver steering and is the torque provided to the steering mechanism 63 through the steering command from the EPS·ECU 61. Thus, the steering wheel angle of the vehicle is controlled.

[0067] (Lane departure prevention function)

[0068] Next, the lane departure prevention function of driver assistance device 1 will be explained. For example... Figure 2 As shown, the driver assistance ECU 10 calculates (predicts) the trajectory of the vehicle's center of gravity (hereinafter referred to as "predicted driving line A") at various points within a specified time period from the current point in time, based on data obtained from the on-board sensors 20 (vehicle speed, steering angle, etc.). Next, the driver assistance ECU 10 identifies the lane boundary lines surrounding the vehicle (e.g., the white line, curb, median strip, etc. on the right side relative to the vehicle's direction of travel (hereinafter referred to as "white line L1"), and the white line, curb, median strip, etc. on the left side (hereinafter referred to as "white line L2")). Then, the driver assistance ECU 10 calculates the intersection point X of the predicted driving line A with either white line L1 or white line L2. Next, the driver assistance ECU 10 calculates the tangent line TL1 of the predicted driving line A at intersection point X and the tangent line TL2 of either white line L1 or white line L2 at intersection point X. Finally, the driver assistance ECU 10 calculates the angle θ between tangent lines TL1 and TL2.

[0069] Here, when the vehicle is traveling parallel to the centerline Lc, which connects all points in the width direction of the lane (that is, when the predicted travel line A is aligned with the centerline Lc), the angle θ is "0". On the other hand, when the vehicle is traveling in a direction inclined relative to the centerline Lc, the angle θ is greater than "0". Furthermore, the larger the angle θ, the higher the probability that the vehicle will detach from the lane.

[0070] Furthermore, the driver assistance ECU 10 detects accelerator pedal misoperation based on data (accelerator pedal depressing depth AD) acquired from the vehicle-mounted sensor 20. That is, the driver assistance ECU 10 determines whether the driver has incorrectly depressed the accelerator pedal. For example, if the accelerator pedal depressing depth exceeds a predetermined threshold, the driver assistance ECU 10 determines that "the accelerator pedal has been misoperated." It should be noted that, alternatively, the driver assistance ECU 10 may determine "the accelerator pedal has been misoperated" if the change in accelerator pedal depressing depth per unit time exceeds a threshold. Alternatively, the driver assistance ECU 10 may determine whether the accelerator pedal has been misoperated based on acceleration or its changes acquired from the acceleration sensor 26.

[0071] When the driver assistance ECU10 determines that "the accelerator pedal has been misoperated", it calculates the time until the vehicle leaves the lane (the vehicle crosses the white line L1 or white line L2) based on the vehicle's speed, acceleration and steering angle (hereinafter also referred to as "prediction time T1").

[0072] In principle, when the accelerator pedal is mistakenly operated, and the angle θ is less than a predetermined threshold θth and the predicted time T1 is less than a predetermined threshold T1th, the driver assistance ECU 10 performs lane departure prevention control. For example, the driver assistance ECU 10 performs predetermined reporting control as lane departure prevention control. That is, the driver assistance ECU 10 displays a predetermined image on the image display device of the navigation system 24 and causes the audio device of the navigation system 24 to play a predetermined sound. In addition, the driver assistance ECU 10 may also perform braking control to decelerate the vehicle by controlling the drive unit 30 and / or the braking unit 40 as lane departure prevention control.

[0073] For example, when turning right or left at an intersection, the driver may sometimes accelerate the vehicle significantly. If the lane departure prevention control described above is activated at this time, the driver may become annoyed. Therefore, the driver assistance device 1 does not perform reporting control and / or braking control in the following situations (considered as special situations of right or left turns). That is, the driver assistance ECU 10 has a cancellation function that disables the lane departure prevention function in special situations.

[0074] (Cancel function)

[0075] The driver assistance ECU 10 measures the time T that the vehicle has traveled along each lane since it began driving in that lane, based on information obtained from the onboard sensors 20. Specifically, the driver assistance ECU 10 starts measuring the time T that the vehicle travels when the angle θ is below a threshold θth, starting from the time point when white line L1 or white line L2 is identified. When the angle θ becomes above the threshold θth, or when white lines L1 and L2 can no longer be identified, the driver assistance ECU 10 initializes the time T to "0" (sets it to "0"). Here, in the case of a break in white line L1 (and / or white line L2), if the portion in front of the break is approximately parallel to the portion behind it and their distance is less than a specified value Δd, the driver assistance ECU 10 performs a complementary calculation on the break. That is, it treats white line L1 (and / or white line L2) as a continuous line. On the other hand, if the portion in front of the break is not parallel to the portion behind it, the driver assistance ECU 10 initializes the time T. It should be noted that the aforementioned specified value Δd is smaller than the width of a typical road. At the point when the vehicle, traveling from lane La, enters intersection J, the driver assistance ECU 10 can no longer recognize white lines L1 and / or L2, and time T is initialized. Then, when the vehicle begins to turn right and moves slightly, becoming able to recognize white lines L1 and / or L2 of lane Lb and the angle θ is less than the threshold θth (refer to...). Figure 3 The driving assistance ECU10 starts measuring time T.

[0076] When the driving assistance ECU10 is less than the specified threshold Tth (the stage of starting to drive along the lane), it prohibits reporting the execution of control and / or braking control.

[0077] Next, refer to Figure 4 and Figure 5 The actions of the CPU (hereinafter referred to as "CPU") of the driver assistance ECU 10 (program P0 for implementing the lane departure prevention function and cancellation function mentioned above) Figure 4 ) and program P1 ( Figure 5 The CPU executes programs P0 and P1 at predetermined time intervals. A control flag F is used in both programs. Control flag F indicates whether report control and / or braking control should be performed. That is, when control flag F is "1", the CPU performs report control and / or braking control; when control flag F is "0", the CPU does not perform report control and / or braking control. As described later, the CPU executes program P1 to toggle the value of control flag F.

[0078] (Program P0)

[0079] The CPU starts executing program P0 from step 10 and proceeds to step 11.

[0080] When entering step 11, the CPU determines whether the control flag F is "1". If the control flag F is "1" (11: Yes), the CPU proceeds to step 12. On the other hand, if the control flag F is "0" (11: No), the CPU proceeds to step 16 to terminate the execution of program P0. That is, in this case, the CPU does not perform report control and / or braking control.

[0081] When proceeding to step 12, the CPU determines whether an accelerator pedal misoperation (accidental pedal press) has occurred. If an accelerator pedal misoperation has occurred (12: Yes), the CPU proceeds to step 13. On the other hand, if an accelerator pedal misoperation has not occurred (12: No), the CPU proceeds to step 16.

[0082] When proceeding to step 13, the CPU determines whether the angle θ is less than the threshold θth. If the angle θ is less than the threshold θth (13: Yes), the CPU proceeds to step 14. On the other hand, if the angle θ is greater than or equal to the threshold θth (13: No), the CPU proceeds to step 16.

[0083] When proceeding to step 14, the CPU determines whether the predicted time T1 from the current time point until the vehicle leaves the lane is less than the threshold T1th. If the predicted time T1 is less than the threshold T1th (14: Yes), the CPU proceeds to step 15. On the other hand, if the predicted time T1 is greater than or equal to the threshold T1th (14: No), the CPU proceeds to step 16.

[0084] When step 15 is reached, the CPU executes report control and / or braking control, and then proceeds to step 16 to terminate the execution of program P0.

[0085] (Program P1)

[0086] The CPU starts executing program P1 from step 100 and proceeds to step 101.

[0087] When entering step 101, the CPU determines whether the lane boundary lines (white lines L1, L2) can be recognized. If the lane boundary lines can be recognized (101: Yes), the CPU proceeds to step 102. On the other hand, if the lane boundary lines cannot be recognized (101: No), the CPU proceeds to step 104. For example, in the immediate following stage after the vehicle enters intersection J, the boundary lines cannot be recognized. Therefore, in this stage, the CPU proceeds to step 104.

[0088] When proceeding to step 102, the CPU determines whether the angle θ is less than the threshold θth. If the angle θ is less than the threshold θth (102: Yes), the CPU proceeds to step 103. On the other hand, if the angle θ is greater than or equal to the threshold θth (102: No), the CPU proceeds to step 104.

[0089] When entering step 103, the CPU adds a small time Δt to time T and then enters step 105.

[0090] When entering step 104, the CPU initializes time T (sets it to "0") and then enters step 105.

[0091] When proceeding to step 105, the CPU determines whether time T is less than the threshold Tth. If time T is less than the threshold Tth (105: Yes), the CPU proceeds to step 106. If time T is greater than or equal to the threshold Tth (105: No), the CPU proceeds to step 107.

[0092] When step 106 is reached, the CPU sets the control flag F to "0" and proceeds to step 108 to terminate the execution of program P1.

[0093] When entering step 107, the CPU sets the control flag F to "1" and enters step 108.

[0094] (Effect)

[0095] like Figure 3 As shown, when the vehicle enters intersection J from lane La, the CPU can no longer recognize the boundary line of lane La. Therefore, the CPU initializes time T. When the vehicle begins to turn right, it becomes able to recognize the boundary line of lane Lb. In the initial stage of the vehicle starting to turn right, the angle θ is larger than the threshold θth. Therefore, in this stage, the CPU does not perform reporting control and / or braking control. When the vehicle continues to move and the angle θ becomes less than the threshold θth, the CPU begins to measure time T (addition operation processing of small time Δt). Furthermore, the situation where the measured time T is less than the threshold Tth can also be regarded as the situation where the vehicle is turning right or left. Therefore, in this situation, the CPU does not perform reporting control and / or braking control (control flag F is set to "0"). Thus, the driving assistance device 1 according to this embodiment can suppress the execution of useless reporting control and / or braking control in the case of right or left turns. That is, compared with conventional devices, the driving assistance device 1 of this embodiment is more practical.

[0096] <Second Implementation>

[0097] Next, the driving assistance device 2 according to the second embodiment of the present invention will be described. The driving assistance device 2 has the following cancellation function instead of the cancellation function of the first embodiment. It should be noted that the other configurations of the driving assistance device 2 are the same as those of the driving assistance device 1.

[0098] (Cancel function)

[0099] The driver assistance ECU 10 (ROM 10b) stores driving operation mode data OPD, which represents typical operation methods of driving operation devices (steering wheel, accelerator pedal, brake pedal, gear shift lever, direction indicator lever, etc.) performed by the driver when turning right (or left) at an intersection. Furthermore, while the vehicle is in motion, the driver assistance ECU 10 monitors (records) the driving operation mode OP of the driving operation devices performed by the driver. If the driving operation mode OP of a driving operation device matches any driving operation mode data OPD, it determines that "the vehicle is in a right (or left) turn situation."

[0100] Specifically, when a vehicle is turning right (or left) at an intersection, the driver usually operates the driving controls as follows.

[0101] • Depress the brake pedal to slow down (or stop) the vehicle.

[0102] • Operate the direction indicator lever to report a right turn (or left turn).

[0103] • While adjusting the depth of the accelerator and brake pedals to accelerate the vehicle, operate the steering wheel to adjust the steering angle.

[0104] The data representing the above-mentioned operation method is stored in ROM10b as driving operation mode data OPD when turning right (or left) at an intersection. It should be noted that multiple types of driving operation mode data OPD corresponding to the composition of the intersection (road width, presence or absence of right-turn lanes, left-turn lanes, etc.) are stored in ROM10b.

[0105] The driver assistance ECU 10 sequentially senses the driver's driving operations. Specifically, the driver assistance ECU 10 acquires and stores (samples) the operation quantities of each driving operation at predetermined time intervals. The driver assistance ECU 10 compares the most recent portion of the acquired timing data (driving operation mode OP) with driving operation mode data OPD. That is, the driver assistance ECU 10 performs a pattern matching between the sensed driving operation mode OP and the driving operation mode data OPD. Furthermore, if the similarity between the two exceeds a predetermined threshold, the driver assistance ECU 10 prohibits reporting the execution of control and / or braking control (see [reference]). Figure 6 ).

[0106] Next, refer to Figure 7 The operation of the CPU (the program P2 that implements the cancellation function described above) will be explained in detail. The CPU executes program P2 to replace program P1 in the first embodiment.

[0107] (Program P2)

[0108] The CPU starts executing program P2 from step 200 and proceeds to step 201.

[0109] When step 201 is entered, the CPU senses the driving operation mode OP of the driving operation device performed by the driver. Then, it determines whether the driving operation mode OP matches any driving operation mode data OPD stored in ROM 10b. For example, in a situation where "the vehicle is decelerating or stopping, the direction indicator is working, and then the vehicle is accelerated and turned", the CPU determines that the sensed driving operation mode OP matches the driving operation mode data OPD of the situation of turning right (or left) at an intersection.

[0110] If the sensed driving operation mode OP matches any driving operation mode data OPD (201: Yes), the CPU proceeds to step 202. On the other hand, if the sensed driving operation mode OP does not match any driving operation mode data OPD (201: No), the CPU proceeds to step 203.

[0111] When entering step 202, the CPU sets the control flag F to "0" and terminates the execution of program P2 in step 204.

[0112] When entering step 203, the CPU sets the control flag F to "1" and enters step 204.

[0113] (Effect)

[0114] In this embodiment, the CPU identifies whether the vehicle is turning right or left based on the sensed driving operation pattern. Then, in the case where the vehicle is turning right or left (a special case), the CPU does not execute reporting control and / or braking control (control flag F is set to "0"). Thus, the driving assistance device 2 according to this embodiment can suppress the execution of useless reporting control and / or braking control in the case of right or left turns. That is, compared to conventional devices, the driving assistance device 2 of this embodiment is highly practical.

[0115] <Third Implementation Method>

[0116] Next, the driving assistance device 3 according to the third embodiment of the present invention will be described. The driving assistance device 3 has the following cancellation function instead of the cancellation function of the first embodiment. It should be noted that the other configurations of the driving assistance device 3 are the same as those of the driving assistance device 1.

[0117] (Cancel function)

[0118] The driver assistance ECU 10 (ROM 10b) stores multiple area data RD (refer to) that respectively represent a defined area R including the intersection J. Figure 8 For example, the area data RD includes the latitude and longitude of the center of intersection J and its radius. It should be noted that intersection J with a high statistical probability of vehicles crossing lane boundaries when turning right or left can also be selected, and only the area data RD for that intersection J can be stored in ROM 10b. The driver assistance ECU 10 determines whether the vehicle is located within the area R represented by any area data RD based on information obtained from the navigation system 24. If the vehicle is located within any area R, the driver assistance ECU 10 prohibits reporting the execution of control and / or braking control.

[0119] Next, refer to Figure 9 The operation of the CPU (the program P3 that implements the cancellation function described above) will be explained in detail. The CPU executes program P3 to replace program P1 in the first embodiment.

[0120] (Program P3)

[0121] The CPU starts executing program P3 from step 300 and proceeds to step 301.

[0122] When entering step 301, the CPU determines whether the vehicle is located inside any area R based on the location information obtained from the vehicle sensor 20 (navigation system 24).

[0123] If the vehicle is located inside any area R (301: Yes), the CPU proceeds to step 302. On the other hand, if the vehicle is not located inside any area R (301: No), the CPU proceeds to step 303.

[0124] When entering step 302, the CPU sets the control flag F to "0" and terminates the execution of program P3 in step 304.

[0125] When entering step 303, the CPU sets the control flag F to "1" and enters step 304.

[0126] (Effect)

[0127] In this embodiment, when the vehicle is located within any area R (i.e., at or near intersection J), the CPU does not execute reporting control and / or braking control (control flag F is set to "0"). Thus, the driving assistance device 3 according to this embodiment can suppress the execution of useless reporting control and / or braking control when the probability of a right or left turn is high. That is, the driving assistance device 3 of this embodiment is more practical than conventional devices.

[0128] <Fourth Implementation>

[0129] Next, the driving assistance device 4 according to the fourth embodiment of the present invention will be described. The driving assistance device 4 has the following cancellation function instead of the cancellation function of the first embodiment. It should be noted that the other configurations of the driving assistance device 4 are the same as those of the driving assistance device 1.

[0130] (Cancel function)

[0131] The driver assistance ECU 10 (ROM 10b) stores multiple boundary line image motion data BMDs, each representing a change in the position, orientation, etc., of the lane boundary lines within the field of view of the camera 23 when turning right or left at intersection J (hereinafter referred to as "boundary line images"). Furthermore, the driver assistance ECU 10 monitors the boundary line image motion BM based on images acquired from the camera 23 while the vehicle is in motion. If the boundary line image motion BM matches any of the boundary line image motion data BMDs, it determines that "the vehicle is turning right (or left)."

[0132] For example, when this vehicle approaches intersection J, such as Figure 10A As shown, in the upper half of the field of view of camera 23, the boundary lines LA and LA of the lane La that the vehicle previously traveled through are interrupted. Then, when the vehicle begins to turn right, as... Figure 10B As shown, the boundary line LB of lane Lb begins to enter the upper right of the field of view of camera 23.

[0133] During the design phase of the driver assistance device 4, the changes in position, orientation, etc. of the boundary line images when turning right or left at each intersection are extracted based on images of the foreground of the vehicle captured by the camera 23 of the experimental vehicle. Furthermore, this extraction result is stored in the ROM 10b as boundary line image motion data (BMD). It should be noted that multiple types of boundary line image motion data (BMD) corresponding to the structure of the intersection (road width, presence or absence of right-turn lanes, left-turn lanes, etc.) are stored in the ROM 10b.

[0134] The driver assistance ECU 10 extracts temporal data representing changes in the position, orientation, etc. of the boundary lines from images of the foreground captured by the camera 23 while the vehicle is in motion, and compares the most recent portion of this temporal data (boundary line image motion BM) with boundary line image motion data BMD. That is, the driver assistance ECU 10 performs pattern matching between the boundary line image motion BM acquired during driving and the boundary line image motion data BMD. Then, if the similarity between the two exceeds a predetermined threshold, the driver assistance ECU 10 prohibits the execution of reporting control and / or braking control.

[0135] Next, refer to Figure 11 The operation of the CPU (the program P4 that implements the cancellation function described above) will be explained in detail. The CPU executes program P4 to replace program P1 in the first embodiment.

[0136] (Program P4)

[0137] The CPU starts executing program P4 from step 400 and proceeds to step 401.

[0138] When entering step 401, the CPU determines whether the boundary line image motion BM sensed based on the image acquired from the camera 23 matches any boundary line image motion data BMD stored in ROM 10b.

[0139] If the sensed boundary line image motion BM matches any boundary line image motion data BMD (401: Yes), the CPU proceeds to step 402. On the other hand, if the sensed boundary line image motion BM does not match any boundary line image motion data BMD (401: No), the CPU proceeds to step 403.

[0140] When entering step 402, the CPU sets the control flag F to "0" and terminates the execution of program P4 in step 404.

[0141] When entering step 403, the CPU sets the control flag F to "1" and enters step 404.

[0142] (Effect)

[0143] In this embodiment, the CPU identifies whether the vehicle is turning right or left based on the change pattern BP of the sensed boundary line position and orientation. Then, in the case where the vehicle is turning right or left (a special case), the CPU does not execute reporting control and / or braking control (control flag F is set to "0"). Thus, the driving assistance device 4 according to this embodiment can suppress the execution of useless reporting control and / or braking control in the case of a right or left turn. That is, compared to conventional devices, the driving assistance device 4 of this embodiment is highly practical.

[0144] The present invention is not limited to the above embodiments. As described below, various modifications can be adopted within the scope of the present invention.

[0145] <Variation Example>

[0146] For example, in the first embodiment, the duration T of the state where the angle θ is below the threshold θth was measured. However, instead, the distance traveled by the vehicle in the state where the angle θ is below the threshold θth could also be measured. Then, in this case, the execution of reporting control and / or braking control could be prohibited if the distance is less than the threshold.

[0147] Furthermore, in the first embodiment, time T is initialized at the point when the boundary line can no longer be identified, and then time T is measured again when the boundary line is re-identified and the angle θ is less than the threshold θth. Alternatively, time T measurement can also be restarted from the point when the boundary line is re-identified.

[0148] Furthermore, one of the cancellation functions in the first to fourth embodiments described above can be selectively used. Additionally, multiple cancellation functions can be used simultaneously. That is, for example, the CPU can simultaneously execute multiple programs from program P1 to program P4.

Claims

1. A driving assistance device, comprising: The vehicle-mounted sensors acquire and output location information related to the vehicle's position, landmark information related to objects surrounding the vehicle, and operational information related to the operation of the vehicle's control components; and The control device has a lane departure suppression function, which, when the accelerator pedal of the vehicle is mistakenly operated and the angle between the vehicle's direction of travel and the lane boundary line sensed based on the landmark information is below a predetermined threshold, activates at least one of the reporting device, drive device, and braking device mounted on the vehicle to suppress the vehicle from leaving the lane it is traveling in. The determination of whether the accelerator pedal of this vehicle has been misoperated is based on the depth of the accelerator pedal, or the change in the depth of the accelerator pedal per unit time, or the acceleration of the vehicle or the change in acceleration. The control device is configured to disable the lane departure suppression function in a special situation, including a situation where the vehicle is entering a second lane intersecting the first lane from a first lane and the travel time or distance from the start of travel in the second lane is less than a predetermined threshold. The travel time or distance refers to the time or distance the vehicle travels in the second lane when the boundary line of the second lane is continuous or can be considered continuous, and the angle between the vehicle's direction of travel and the boundary line of the second lane is less than the predetermined threshold.

2. The driving assistance device according to claim 1, wherein, The control device calculates the distance or time the vehicle has traveled along the lane when the lane boundary line is continuous or can be considered as continuous, and initializes the distance or time the vehicle has traveled along the lane when the boundary line is interrupted.

3. The driving assistance device according to claim 1, wherein, The special circumstances also include situations where the driver's driving operation conforms to the prescribed method.

4. The driving assistance device according to claim 3, wherein, The special circumstances also include situations that correspond to the driving operation methods that are pre-defined for the vehicle when turning right or left at an intersection.

5. The driving assistance device according to claim 1, wherein, The special circumstances also include situations where the vehicle is located within a designated area.

6. The driving assistance device according to claim 5, wherein, The special circumstances also include situations where the vehicle is located within an area less than a specified value from the center of a designated intersection.

7. The driving assistance device according to claim 1, wherein, The special circumstances also include situations where the control device identifies, based on the landmark information, whether the vehicle is turning right or left.

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