Vehicle control device, vehicle control method, and program

Abstract

To assist in suppressing deviation of a vehicle from a road division line more suitably depending on an environment.SOLUTION: A vehicle control device comprises: a recognition unit for recognizing a road division line of a runway of a vehicle; a determination processing unit for determining that the possibility of the vehicle deviating from the road division line is high when the time that the vehicle reaches the road division line obtained on the basis of the position of the road division line with respect to the vehicle and the state of the vehicle is less than or equal to a threshold; and a control unit for exercising control to assist in suppressing deviation of the vehicle from the road division line when it is determined that the possibility of the vehicle deviating from the road division line is high. The determination processing unit switches between first processing for setting the threshold to a first threshold value which is a preliminarily set fixed value, and second processing for setting the threshold to a second threshold value which is a variable value, on the basis of the shape of the runway of the vehicle.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a program.

Background Art

[0002] In recent years, efforts have been actively made to provide access to a sustainable transportation system that takes into account people in vulnerable positions among traffic participants. Toward this realization, research and development have focused on further improving traffic safety and convenience through research and development on preventive safety technologies. For example, conventionally, a device has been disclosed that is provided with curvature change detection means for detecting a change in the curvature of a route, and the target deceleration calculation means increases the deceleration control amount when the change in the curvature of the route is large (see, for example, claim 8 of Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In conventional devices, sufficient consideration has not been given to assisting in suppressing the vehicle from deviating from the road lane line.

[0005] The present invention has been made in consideration of such circumstances, and one of its objects is to provide a vehicle control device, a vehicle control method, and a program that can more appropriately assist in suppressing the vehicle from deviating from the road lane line according to the environment. As described above, it improves preventive safety technology and contributes to the development of a sustainable transportation system.

Means for Solving the Problems

[0006] The vehicle control device, vehicle control method, and program according to the present invention employ the following configuration. (1): The vehicle device according to one aspect of the present invention includes a recognition unit that recognizes a road marking of a lane of a vehicle, and when it is determined that the time until the vehicle reaches the road marking, obtained based on the position of the road marking with respect to the vehicle and the state of the vehicle, is equal to or less than a threshold value, a determination processing unit that determines that the vehicle is highly likely to deviate from the road marking, and a control unit that performs control to assist in suppressing the vehicle from deviating from the road marking when it is determined that the vehicle is highly likely to deviate from the road marking. The determination processing unit switches between a first process of setting the threshold value to a first threshold value that is a preset fixed value and a second process of setting the threshold value to a second threshold value that is a variable value based on the shape of the lane of the vehicle.

[0007] (2): In the aspect of (1) above, when the determination processing unit determines that the lane of the vehicle is not a curved road, the first process is executed, and when it determines that the lane of the vehicle is a curved road, the second process is executed.

[0008] (3): In the aspect of (1) or (2) above, the determination processing unit sets the second threshold value based on the degree of curvature of the lane.

[0009] (4): In the aspect of (3) above, the determination processing unit increases the second threshold value as the degree of change in the degree of curvature increases.

[0010] (5): In the aspect of (1) or (2) above, when the shape of the lane is a curved road and the radius of curvature of the curve of the curved road exceeds a set threshold value, the first process is executed, and when the shape of the lane is a curved road and the radius of curvature of the curve of the curved road is equal to or less than the set threshold value, the second process is executed.

[0011] (6) In the aspect of the above (1) or (2), when the shape of the lane is a curved road, the determination processing unit executes the first process for setting a threshold value for the road demarcation line inside the curved road, and executes the second process for setting a threshold value for the road demarcation line outside the curved road.

[0012] (7) In the aspect of the above (1) or (2), when the shape of the lane is a curved road, the determination processing unit executes the first process when the width of the lane of the lane is equal to or less than a predetermined width, and executes the second process when the width of the lane of the lane exceeds the predetermined width.

[0013] (8) In the aspect of the above (1) or (2), when one of the road demarcation lines on both sides of the lane cannot be recognized, the determination processing unit executes the first process, and when both road demarcation lines on both sides of the lane can be recognized, the determination processing unit executes the second process.

[0014] (9) In the aspect of the above (1) or (2), when one of the road demarcation lines on both sides of the lane cannot be recognized, the determination processing unit executes the first process from a position a predetermined distance before the point where one of the road demarcation lines cannot be recognized.

[0015] (10) A vehicle device according to another aspect of the present invention includes a recognition unit that recognizes a road demarcation line of a lane of a vehicle, and a control unit that performs control to assist in suppressing the vehicle from deviating from the road demarcation line of the lane when the vehicle approaches the road demarcation line of the lane by a predetermined degree or more based on the position of the road demarcation line with respect to the vehicle and the state of the vehicle. The control unit changes the timing of performing the assistance based on the shape of the road.

[0016] (11) A vehicle control method according to another aspect of the present invention is such that when a computer recognizes a road marking of a lane of a vehicle and determines that the time until the vehicle reaches the road marking, obtained based on the position of the road marking with respect to the vehicle and the state of the vehicle, is equal to or less than a threshold value, it is determined that the vehicle is highly likely to deviate from the road marking. When it is determined that the vehicle is highly likely to deviate from the road marking, control is performed to assist in suppressing the vehicle from deviating from the road marking, and a first process of setting the threshold value to a first threshold value which is a preset fixed value and a second process of setting the threshold value to a second threshold value which is a variable value are switched based on the shape of the lane of the vehicle.

[0017] (12) A program according to another aspect of the present invention causes a computer to recognize a road marking of a lane of a vehicle, and when it is determined that the time until the vehicle reaches the road marking, obtained based on the position of the road marking with respect to the vehicle and the state of the vehicle, is equal to or less than a threshold value, it is determined that the vehicle is highly likely to deviate from the road marking. When it is determined that the vehicle is highly likely to deviate from the road marking, control is performed to assist in suppressing the vehicle from deviating from the road marking, and a first process of setting the threshold value to a first threshold value which is a preset fixed value and a second process of setting the threshold value to a second threshold value which is a variable value are caused to be switched based on the shape of the lane of the vehicle.

Advantages of the Invention

[0018] (1)-(12) According to the aspects, it is possible to more appropriately assist in suppressing the vehicle from deviating from the road marking according to the environment. For example, it is possible to assist in suppressing the vehicle from deviating from the road marking at an appropriate timing according to the shape of the road.

[0019] According to the aspects (3) to (5), even when the driver fails to perform an operation according to a curve, notices the curve late, or overlooks it, the vehicle control device can assist in suppressing the vehicle from deviating from the road lane line at a more appropriate timing.

[0020] According to the aspect (6), the vehicle control device can suppress excessive assistance even when the driver controls the vehicle to bring the vehicle closer to the inside of the curved road.

[0021] According to the aspect (7), when the width of the lane is equal to or less than a threshold value, the vehicle control device can suppress excessive assistance due to wobbling.

[0022] According to the aspect (8), in a situation where it is not appropriate to perform the second process, the vehicle control device suppresses the execution of the second process, so that it can assist in suppressing the vehicle from deviating from the road lane line more appropriately according to the environment.

[0023] According to the aspect (9), since the execution of the second process is suppressed at a more appropriate timing, the vehicle control device can assist in suppressing the vehicle from deviating from the road lane line more appropriately according to the environment.

Brief Description of the Drawings

[0024]

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Embodiments for Carrying Out the Invention

[0025] <First Embodiment> [Overall Configuration] FIG. 1 is a configuration diagram of a vehicle system 1 using a vehicle control device according to an embodiment. The vehicle on which the vehicle system 1 is mounted is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using electric power generated by a generator connected to the internal combustion engine, or discharge power of a secondary battery or a fuel cell.

[0026] The vehicle system 1 includes, for example, a camera 10, a radar device 12, a LIDAR (Light Detection and Ranging) 14, an object recognition device 16, a communication device 20, a HMI (Human Machine Interface) 30, a vehicle sensor 40, a navigation device 50, an operation unit 80, a driving assistance device 100, a traveling driving force output device 200, a brake device 210, and a steering device 220. These devices and equipment are connected to each other by a multiplex communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, etc. The configuration shown in FIG. 1 is merely an example, and a part of the configuration may be omitted, or another configuration may be added. The driving assistance device 100 is an example of a "vehicle control device".

[0027] The camera 10 is, for example, a digital camera using a solid-state imaging device such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is attached to an arbitrary location of a vehicle (hereinafter, vehicle M) on which the vehicle system 1 is mounted. When imaging the front, the camera 10 is attached to the upper part of the front windshield, the back surface of the rearview mirror, etc. The camera 10, for example, periodically and repeatedly images the periphery of the vehicle M. The camera 10 may be a stereo camera.

[0028] The radar device 12 emits radio waves such as millimeter waves to the periphery of the vehicle M, and detects radio waves (reflected waves) reflected by an object to detect at least the position (distance and azimuth) of the object. The radar device 12 is attached to an arbitrary location of the vehicle M. The radar device 12 may detect the position and speed of an object by an FM-CW (Frequency Modulated Continuous Wave) method.

[0029] LIDAR 14 irradiates light (or electromagnetic waves with a wavelength close to light) around the vehicle M and measures the scattered light. LIDAR 14 detects the distance to an object based on the time from light emission to light reception. The irradiated light is, for example, pulsed laser light. LIDAR 14 can be attached to any location on the vehicle M.

[0030] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the camera 10, the radar device 12, and the LIDAR 14 to recognize the position, type, speed, etc. of an object. The object recognition device 16 outputs the recognition result to the driving support device 100. The object recognition device 16 may directly output the detection results of the camera 10, the radar device 12, and the LIDAR 14 to the driving support device 100. The object recognition device 16 may be omitted from the vehicle system 1.

[0031] The communication device 20 communicates with other vehicles existing around the vehicle M, for example, using a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), etc., or communicates with various server devices via a wireless base station.

[0032] The HMI 30 presents various information to the passengers of the vehicle M and accepts input operations by the passengers. The HMI 30 includes various display devices, speakers, buzzers, touch panels, switches, keys, etc. The HMI 30 is equipped with a display device. The display device (display unit) is provided, for example, at the center of the instrument panel of the vehicle M, and is a display device that displays various information in the vehicle M, such as a speedometer that indicates the traveling speed of the vehicle M or a tachometer that indicates the rotational speed (rotational speed) of the internal combustion engine equipped in the vehicle M, that is, a so-called multi-information display.

[0033] The vehicle sensor 40 includes a vehicle speed sensor that detects the speed of the vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects the angular velocity around the vertical axis, an azimuth sensor that detects the direction of the vehicle M, etc.

[0034] The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 holds map information 54 in a storage device such as an HDD (Hard Disk Drive) or a flash memory. The GNSS receiver 51 identifies the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M may be identified or supplemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, keys, and the like. The navigation HMI 52 may be partially or entirely shared with the aforementioned HMI 30. The route determination unit 53 determines, for example, a route (hereinafter referred to as a map route) from the position of the vehicle M identified by the GNSS receiver 51 (or an arbitrary input position) to the destination input by the occupant using the navigation HMI 52 with reference to the map information 54. The map information 54 is information in which the road shape is represented by, for example, links indicating roads and nodes connected by the links. The map information 54 may include the curvature of the road, POI (Point Of Interest) information, and the like. The map information 54 includes, for example, information indicating the specified speed (for example, the speed limit, the legal speed) for each link indicating a road. The specified speed is, for example, information indicating the speed limit or the legal speed displayed on a road sign or the like provided on the road.

[0035] The navigation device 50 may perform route guidance using the navigation HMI 52 based on the map route. The navigation device 50 may be realized, for example, by the functions of a terminal device such as a smartphone or a tablet terminal held by the occupant. The navigation device 50 may transmit the current position and the destination to the navigation server via the communication device 20 and acquire a route equivalent to the map route from the navigation server.

[0036] The operation unit 80 includes, for example, operation switches of direction indicators, an accelerator pedal, a brake pedal, a shift lever, and other operators (not shown). A sensor for detecting the operation amount or the presence or absence of an operation is attached to the operator, and the detection result is output to some or all of the driving support device 100, the traveling driving force output device 200, the brake device 210, and the steering device 220. The steering wheel does not necessarily have to be circular, and may be in the form of an irregular-shaped steering wheel, a joystick, buttons, or the like. A steering grip sensor is attached to the steering wheel.

[0037] In addition to the above, the operation unit 80 includes a steering wheel 82 and a vibration unit 84. The vibration unit 84 vibrates the steering wheel 82. For example, the vibration unit 84 vibrates based on an instruction from the driving support device 100 to notify the driver that the vehicle M is approaching a road lane line.

[0038] The driving support device 100 includes, for example, a recognition unit 110, a curve determination unit 120, a first determination unit 130, a second determination unit 140, and a control unit 150. Some or all of these functional units are realized, for example, by a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Some or all of these components may be realized by hardware (including a circuit unit; circuitry) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), GPU (Graphics Processing Unit), or SOC (System On Chip), or may be realized by the cooperation of software and hardware. The program may be stored in advance in a storage device (a storage device having a non-transitory storage medium) such as an HDD or a flash memory of the driving support device 100, or may be stored in a removable storage medium such as a DVD or a CD-ROM, and may be installed in the HDD or the flash memory of the driving support device 100 when the storage medium (non-transitory storage medium) is mounted on a drive device. The second determination unit 140, or the functional unit combining the first determination unit 130 and the second determination unit 140, is an example of a "determination processing unit".

[0039] The recognition unit 110 recognizes the position of an object around the vehicle M and the states such as the speed and acceleration based on the information input from the camera 10, the radar device 12, and the LIDAR 14 via the object recognition device 16. The position of the object is recognized, for example, as a position on the absolute coordinates with the representative point (such as the center of gravity or the center of the drive shaft) of the vehicle M as the origin and is used for control. The position of the object may be represented by a representative point such as the center of gravity or a corner of the object, or may be represented by a region. The "state" of the object may include the acceleration or jerk of the object, or the "behavior state" (for example, whether the vehicle is changing lanes or about to change lanes).

[0040] The recognition unit 110 recognizes, for example, the road markings around the vehicle M and recognizes the driving lane based on the recognized road markings. The recognition unit 110 may recognize the driving lane not only based on the road markings, but also by recognizing the driving lane boundary (road boundary) including road markings, shoulders, curbstones, median strips, guardrails, etc. In this recognition, the position of the vehicle M acquired from the navigation device 50 and the processing result by the INS may be taken into account. The recognition unit 110 recognizes a stop line, an obstacle, a red signal, a toll gate, other road events, signs marked on the road (speed limit), and road signs marked with the speed limit.

[0041] When recognizing the driving lane, the recognition unit 110 recognizes the position and attitude of the vehicle M with respect to the driving lane. For example, the recognition unit 110 may recognize the deviation of the reference point of the vehicle M from the center of the lane and the angle formed with respect to the line connecting the centers of the lanes in the traveling direction of the vehicle M as the relative position and attitude of the vehicle M with respect to the driving lane. Alternatively, the recognition unit 110 may recognize the position of the reference point of the vehicle M with respect to any side end (road marking or road boundary) of the driving lane as the relative position of the vehicle M with respect to the driving lane.

[0042] The curve determination unit 120 determines whether the curved road (or the curved road planned to be traveled) on which the vehicle M travels is the target curved road. The target curved road is a curved road with a radius of curvature equal to or less than a threshold value (for example, 1000 m or less). The curve determination unit 120 may determine the target curved road based on the recognition result of the recognition unit 110, or may determine the target curved road based on the position where the vehicle M travels and the information of the curved road (for example, the radius of curvature) included in the map information. The recognition result of the recognition unit 110 is, for example, the shape of the road, the shape of an object provided on the road (for example, a curbstone), and the shape of a road sign (for example, a road marking). For example, based on the shape of the road marking at or near the entrance of the curved road, it may be estimated whether it is the target curved road, and based on the estimation result, it may be determined whether it is the target curved road.

[0043] The first determination unit 130 changes a threshold value based on the degree of change in the degree of curvature of the traveling path of the vehicle M. The degree of curvature is an index indicating the degree of curvature, such as curvature, for example. The first determination unit 130 may obtain the degree of curvature of the traveling path using the information indicating the degree of curvature included in the map information, or may obtain it from the recognition result of the recognition unit 110. The recognition result of the recognition unit 110 is, for example, the shape of a road, the shape of an object provided on the road (such as a curb), or the shape of a road marking (such as a road lane line). In the following description, it will be described as obtaining the degree of curvature using the road lane line.

[0044] When the second determination unit 140 determines that the time until the vehicle M reaches the road lane line, which is obtained based on the position of the road lane line with respect to the vehicle M and the state of the vehicle M (such as position, traveling direction, speed, acceleration), is equal to or less than the threshold value, the second determination unit 140 determines that the vehicle M is highly likely to deviate from the road lane line.

[0045] The control unit 150 controls various functions and devices of the vehicle M, for example. The control unit 150 controls the HMI 30, the vibration unit 84, and the steering device 220 to control the vehicle M so as not to deviate from the road lane line.

[0046] The control unit 150 executes off-road departure suppression control. The off-road departure suppression control is a control in which when the vehicle M approaches the road lane line around the vehicle M, the control unit 150 executes one or more of the controls from (1) to (3) to suppress the vehicle M from approaching the road lane line. (1) The control unit 150 uses the HMI to notify by means of an image, sound, etc. (2) The control unit 150 uses the vibration unit 84 to vibrate the steering wheel 82. (3) The control unit 150 controls the steering device 220 so that the vehicle M returns to the center of the traveling path (moves away from the road lane line). The off-road departure suppression control may be, in addition to the above, any control that supports the vehicle or the driver so that the vehicle does not deviate from the road lane line. For example, it may be a control that vibrates the driver's seat belt or lights up an output unit that outputs light.

[0047] The driving support device 100 may execute control such as the above-mentioned ACC (Adaptive Cruise Control), lane keeping control for running the vehicle M in the center of the lane, and when the driver gives an instruction to change lanes, automatically changing the lane of the vehicle M (ALC; Auto Lane Change).

[0048] The driving force output device 200 outputs the driving force (torque) for the vehicle to run to the drive wheels. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, and an ECU for controlling these. The ECU controls the above configuration according to information input from the driving support device 100 or information input from the driving operator.

[0049] The brake device 210 includes, for example, a brake caliper, a cylinder for transmitting hydraulic pressure to the brake caliper, an electric motor for generating hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor according to information input from the driving support device 100 or information input from the driving operator, so that braking torque corresponding to the braking operation is output to each wheel.

[0050] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor, for example, acts on a rack and pinion mechanism to change the direction of the steered wheels. The steering ECU drives the electric motor according to information input from the driving support device 100 or information input from the driving operator to change the direction of the steered wheels.

[0051] [Overview] When the driving support device 100 determines that the time until the vehicle M reaches the road marking is equal to or less than a threshold value based on the position of the road marking with respect to the vehicle M and the state of the vehicle, it determines that the vehicle M is highly likely to deviate from the road marking. The driving support device 100 changes the threshold value based on the degree of change in the degree of curvature of the driving path of the vehicle M. When it is determined that the vehicle M is highly likely to deviate from the road marking, the driving support device 100 performs control to assist in suppressing the vehicle M from deviating from the road marking.

[0052] When the driving support device 100 determines that the time until the vehicle M reaches the road marking is equal to or less than a threshold value based on the position of the road marking with respect to the vehicle M and the state of the vehicle M, it performs control to notify the driver of the vehicle M so as not to deviate from the road marking or support control to support the driver's driving. The driving support device 100 changes the timing at which the support control is started based on the degree of change in the degree of curvature of the driving path of the vehicle M.

[0053] In each of the above processes, the driving support device 100 may advance the timing at which the support control is started as the degree of change in the degree of curvature of the driving path increases. Hereinafter, these processes will be described.

[0054] When the vehicle M travels on the target curved road, the driving support device 100 performs the above determination and executes off-road departure suppression control. FIG. 2 is a diagram showing an example of a scene where the vehicle M travels on the target curved road. In the illustrated example, it is assumed that the vehicle M passes through positions A, B, C, and D in this order. Position A is the entrance or near the entrance of the curved road. Position B is a position a predetermined distance ahead of the entrance. Position C is a position a predetermined distance ahead of position B. Position D is the exit or near the entrance / exit of the curved road.

[0055] FIG. 3 is a diagram showing the curvature and the degree of change in curvature for each position of the curved road in FIG. 2. The vertical axis of the upper diagram in FIG. 3 indicates the curvature, and the horizontal axis indicates the position. The vertical axis of the lower diagram in FIG. 3 indicates the degree of change, and the horizontal axis indicates the position. Between position A and position B and between position C and position D, the curvature changes more greatly than the curvature at other positions. Between position A and position B, the curvature tends to increase, and between position C and position D, the curvature tends to decrease. Between position B and position C, the curvature is greater than the curvature at other positions, but the curvature is constant or substantially constant. Therefore, the degree of change is also zero or small.

[0056] As described above, in a curved road, the degree of change in curvature may tend to vary at the entrance (near the entrance) and the exit (near the exit) of the curved road. In the present embodiment, the driving support device 100 controls the operation timing at which the off-road departure suppression control operates according to the degree of change in the road surface. The driving support device 100, for example, advances the operation timing as the degree of change increases.

[0057] When the degree of change in the degree of bending of the road surface is equal to or greater than the first degree of change, the driving support device 100 sets the threshold value to the first threshold value, and when the degree of change in the degree of bending of the road surface is less than the first degree of change, the driving support device 100 sets the threshold value to a second threshold value smaller than the first threshold value. The threshold value exceeding the operation timing OT2 or the operation timing OT1 in FIG. 4 described later is an example of the "first threshold value".

[0058] When the degree of change in the degree of bending of the road surface is equal to or greater than the second degree of change, the driving support device 100 sets the threshold value to the third threshold value. When the degree of change in the degree of bending of the road surface is less than the second degree of change and exceeds the third degree of change, as the degree of change increases between the fourth threshold value less than the third threshold value and smaller than the third threshold value, the driving support device 100 increases the threshold value so as to approach the third threshold value from the fourth threshold value. The operation timing OT2 in FIG. 4 described later is an example of the "third threshold value". The operation timing exceeding the operation timing OT1 in FIG. 4 described later (or the operation timing OT1) is an example of the "fourth threshold value".

[0059] FIG. 4 is a diagram showing an example of the operation timing. The vertical axis in FIG. 4 represents the operation timing, and the horizontal axis represents the degree of change. The degree of change is the absolute value of the degree of change. The operation timing is TTLC (Time to Line Crossing: the time until vehicle M reaches the road lane line). The smaller the value of TTLC, the closer vehicle M is to the road lane line (the higher the possibility that vehicle M deviates from the driving lane). The longer (the larger) the operation timing, the earlier the off-road departure suppression control operates (it operates at a position where vehicle M is away from the road lane line (for example, a position close to the center of the lane)).

[0060] For example, when the degree of change is up to the degree of change C1, the off-road departure suppression control operates at the operation timing OT1. For example, when the degree of change is C2 or more, the off-road departure suppression control operates at the operation timing OT2. The operation timing OT2 is longer than the operation timing OT1. Between the degree of change exceeding C1 and less than C2, the larger the degree of change, the longer the operation timing. Between the degree of change exceeding C1 and less than C2, for example, as shown in FIG. 4, it is assumed that the operation timing varies smoothly according to the degree of change, but the operation timing may change stepwise. For example, the operation timing OT2 is twice or about twice as long as the operation timing OT1. For example, the degree of change C2 is about twice, 2.4 times, or 2.5 times the degree of change C1.

[0061] As described above, the larger the degree of change, the earlier the off-road departure suppression control operates. Specifically, between position A and position B or between position C and position D in FIG. 3 described above, the off-road departure suppression control operates earlier than between position B and position C. Thus, when the degree of change exceeds C2 or the degree of change is less than C1, the threshold is fixed, and between the degree of change exceeding C1 and less than C2, the threshold is variable, and a threshold corresponding to the degree of change in the turning condition is set. Thereby, an appropriate threshold corresponding to the degree of change is set.

[0062] [Control When the Degree of Change is Small] FIG. 5 is a diagram for explaining control when the degree of change in curvature is relatively small. When the vehicle M travels in a section with a first degree of change in curvature, a relatively short operation timing OT1 is set. In this case, when it is predicted that the vehicle M will reach the road marking after OT1 seconds (for example, when the vehicle M reaches a position at a distance d1 from the road marking), the driving support device 100 activates the off-road departure suppression control.

[0063] [Control When the Degree of Change is Large] FIG. 6 is a diagram for explaining control when the degree of change in curvature is relatively large. When the vehicle M travels in a section with a second degree of change in curvature, a relatively long operation timing OT2 is set. The second degree of change is greater than the first degree of change. In this case, when it is predicted that the vehicle M will reach the road marking after OT2 seconds (for example, when the vehicle M reaches a position at a distance d2 (> distance d1) from the road marking), the driving support device 100 activates the off-road departure suppression control.

[0064] In this way, the driving support device 100 activates the off-road departure suppression control earlier in the case of the second degree of change than in the case of the first degree of change. Thereby, the driving support device 100 can assist in more appropriately suppressing the vehicle from deviating from the road marking according to the environment.

[0065] For example, the driver may not control the vehicle M according to the curve. For example, the driver may overlook the curve or misrecognize the degree of change of the curve. When the above situation does not occur, even if the off-road departure suppression control is activated at the set activation timing, the driver can control the vehicle M with a margin. On the contrary, when the above situation occurs, if it is activated at the set activation timing, the driver may not be able to control the vehicle M with a margin. When the driver overlooks the curve or misrecognizes the degree of change of the curve, even if the off-road departure suppression control is performed at the set activation timing, it may take time for the driver to recognize the situation and there may be no margin to control the vehicle M. Thus, if the activation timing of the off-road departure suppression control is made uniform, the support may not be sufficient.

[0066] In contrast, in the present embodiment, the activation timing of the off-road departure suppression control is changed according to the degree of change of the curvature. For example, when the driver does not control the vehicle M according to the curve, the driver overlooks the curve, or the driver misrecognizes the degree of change of the curve (for example, when the vehicle M travels in an environment where the degree of change of the curvature tends to be large), the driving support device 100 activates the off-road departure suppression control at the activation timing according to the degree of change. Thereby, the driver can recognize the situation with a margin and control the vehicle M. That is, it is possible to support suppressing more appropriately the vehicle from deviating from the road demarcation line according to the environment.

[0067] [Flowchart (Part 1)] FIG. 7 is a flowchart showing an example of the flow of processing executed by the driving support device 100. First, the driving support device 100 determines whether or not the off-road departure suppression control is in an on state (step S100). For example, the driver can set the off-road departure suppression control to an on state or an off state by operating the HMI or a predetermined button.

[0068] When the off-road escape suppression control is in the ON state, the driving support device 100 determines whether the road on which the vehicle M travels is the target curve road (step S102). If the road is the target curve road, the driving support device 100 acquires the curvature of the first region of the road (step S104) and acquires the curvature of the second region of the road (step S106).

[0069] FIG. 8 is a diagram showing an example of the first region AR1 and the second region AR2. The first region AR1 is, for example, a region in front of the vehicle M. The first region AR1 is, for example, a region several meters or several tens of meters in front of the vehicle M. The first region AR1 may be changed according to the speed or acceleration of the vehicle M. The second region AR2 is, for example, a region in the lateral direction of the vehicle M or a region through which the vehicle M has passed.

[0070] Returning to the description of the flowchart, the driving support device 100 compares the curvature of the first region AR1 with the curvature of the second region AR2 to obtain the degree of change in curvature (step S108). The driving support device 100, for example, obtains the degree of change in the curvature of the first region AR1 with respect to the curvature of the second region AR2. The driving support device 100 may obtain the degree of change in curvature based on the shape of the road marking line on one side, or may obtain the degree of change in curvature based on the shapes of the road marking lines on both sides. The road marking line on one side may be the road marking line outside the vehicle M (the side opposite to the direction in which the steering wheel is turned), or may be the road marking line on the opposite side. When using the road marking lines on both sides, the driving support device 100 may perform statistical processing on the degrees of change in curvature obtained from the respective road marking lines to obtain the degree of change for use in setting the threshold. When using the road marking lines on both sides, a larger degree of change in curvature may be preferentially adopted.

[0071] Next, the driving support device 100 obtains a threshold value (actuation timing) based on the degree of change in curvature (step S110). For example, the threshold value is obtained as described with reference to FIG. 4 above. Thus, the processing of one routine of this flowchart is completed.

[0072] [Flowchart (Part 2)] FIG. 9 is a flowchart showing another example of the flow of processing executed by the driving support device 100. First, the driving support device 100 determines whether the road on which the vehicle M is traveling is a target curved road (step S200). If the road is a target curved road, the driving support device 100 sets the threshold value determined in the flowchart of FIG. 7 described above (step S210). Next, the driving support device 100 derives the time until the vehicle M reaches the road marking (step S220).

[0073] Next, the driving support device 100 determines whether the derived time is less than or equal to the threshold value (step S230). If the derived time is not less than or equal to the threshold value, the process of step S240 is skipped. If the derived time is less than or equal to the threshold value, the driving support device 100 controls the alarm or the steering to control the vehicle M so as not to deviate from the road marking (step S240). Thus, the processing of one routine of this flowchart is completed.

[0074] As described above, the driving support device 100 can support suppressing the vehicle from deviating from the road marking more appropriately according to the environment by changing the operation timing according to the degree of curvature of the road.

[0075] In the above example, the operation timing is changed based on the absolute value of the degree of change in curvature. Instead, when the degree of change in curvature of the driving support device 100 has an increasing tendency (a tendency to deviate from zero), the driving support device 100 may execute a first change process of changing the operation timing according to the degree of change, and when the degree of change in curvature has a decreasing tendency (a tendency to approach zero), a second change process different from the first change process may be executed.

[0076] For example, when the degree of change in the road increases due to an increase in the degree of curvature of the road, the driving support device 100 executes a first change process of increasing the threshold value as the degree of change in the degree of curvature increases, and when the degree of change in the road increases due to a decrease in the degree of curvature of the road (approaching a straight line), a second change process different from the first change process is executed.

[0077] The second change process is a process of setting a preset threshold value regardless of the degree of change in the curvature of the driving lane (for example, a process of setting the threshold value for traveling in a straight line), or a process of comparing the threshold value with a first threshold value and setting it to a second threshold value smaller than the first threshold value. The first threshold value is a threshold value that is set to be larger as the degree of change in the curvature becomes larger when the degree of change becomes large in the first change process (see FIG. 4). The second threshold value is a threshold value that is set to be larger as the degree of change in the curvature becomes larger when the degree of change becomes large in the second change process. The second threshold value is, for example, a threshold value obtained by reducing the operation timing by a predetermined ratio for each of the operation timings corresponding to the degrees of change from the degree of change C1 to the degree of change C2 in FIG. 4 described above.

[0078] FIG. 10 is a diagram for explaining the timing at which the first change process is executed and the timing at which the second change process is executed. The explanation will focus on the differences from FIG. 3. Between position A and position B (at or near the entrance of the curved road), the degree of change becomes large as the curvature of the driving lane increases. At this timing, the degree of change is a positive value. When the degree of change is a positive value, the first change process is executed. Between position C and position D (at or near the exit of the curved road), the degree of change becomes large as the curvature of the driving lane decreases (approaches a straight line). At this timing, the degree of change is a negative value. When the degree of change is a negative value, the second change process is executed.

[0079] As described above, when the degree of change is a positive value, the driving support device 100 executes a first change process of changing the operation timing according to the degree of change in the curvature of the driving lane, and when the degree of change is a negative value, the driving support device 100 executes a second change process different from the first change process, thereby being able to support suppressing the vehicle from deviating from the road marking more appropriately according to the environment.

[0080] For example, at the exit of a curve, the driver may control the vehicle M to bring it closer to the road marking on the outside (or inside) of the curve. Even in such a case, since the threshold value of the second change process is set to a shorter time than the threshold value of the first change process, the operation of the off-road departure suppression control is suppressed, and it can be suggested that the driver may feel bothered.

[0081] At the entrance of a curve, the driver may overlook the curve or misrecognize the degree of change of the curve. Even in such a case, since the threshold value of the first change process suitable for the above situation is set, support is provided to appropriately suppress the vehicle from deviating from the road marking.

[0082] In the above example, when the shape of the driving lane is a curved road, the driving support device 100 may set a preset threshold value for the threshold value setting for the road marking inside the curved road (for example, set it to the threshold value when driving on a straight line), and for the threshold value setting for the road marking outside the curved road, set a threshold value based on the degree of change of the curvature of the driving lane. Depending on the driver, after recognizing the curved road, the driver may control the vehicle to approach the road marking inside the curved road. By this process, excessive support for the driver as described above can be suppressed.

[0083] According to the first embodiment described above, the driving support device 100 changes the threshold value based on the degree of change of the curvature of the driving lane, and when it is determined that the vehicle M is highly likely to deviate from the road marking, performs control to support suppressing the vehicle M from deviating from the road marking, so that it is possible to support suppressing the vehicle from deviating from the road marking more appropriately according to the environment.

[0084] <Second Embodiment> Next, the second embodiment will be described. In the first embodiment, it was described that the threshold value is changed according to whether the driving lane is a curved road or not. In the second embodiment, the driving support device 100, based on the position of the road marking line with respect to the vehicle M and the state of the vehicle M, when the vehicle M approaches the road marking line of the driving lane by a predetermined degree or more, performs control to assist in suppressing the vehicle M from deviating from the road marking line, and changes the timing of the assistance based on the shape of the road. Specifically, the driving support device 100 switches between a first process of setting the threshold value to a first threshold value that is a preset fixed value based on the shape of the driving lane of the vehicle M, and a second process of setting the threshold value to a second threshold value that is a variable value (for example, a process of making the threshold value in the first embodiment variable). Hereinafter, the description will focus on the differences from the first embodiment.

[0085] In principle, when the driving support device 100 determines that the driving lane of the vehicle M is not a curved road, for example, it executes the first process, and when it determines that the driving lane of the vehicle M is a curved road, it executes the second process. When the driving support device 100 determines that the driving lane of the vehicle M is a curved road, it sets the threshold value (second threshold value) based on the degree of change in the curvature of the driving lane as described in the first embodiment. However, even when it is determined that the road is a curved road, depending on the shape of the road, the first process may be executed. Note that instead of the first process, other processes may be executed. The other process is a process in which even if the threshold value is variable, it is set to a threshold value smaller than the threshold value of the second process. That is, in the second embodiment, it is only necessary that the process of setting the threshold value is different depending on the shape of the road.

[0086] FIG. 11 is a flowchart showing an example of the flow of processing executed by the driving support device 100. The description will focus on the differences from FIG. 9 described above. First, the driving support device 100 determines whether the road on which the vehicle M is traveling is a target curved road (step S200). When the road is a target curved road, the threshold value becomes variable. The target curved road is, for example, a curved road with a radius of curvature equal to or less than a threshold value (e.g., 1000 m or less). When the shape of the road is a curved road and the radius of curvature of the curve of the curved road exceeds the set threshold value, the driving support device 100 executes the first process, and when the shape of the road is a curved road and the radius of curvature of the curve of the curved road is equal to or less than the set threshold value, the driving support device 100 executes the second process as follows.

[0087] When the road is a target curved road, the driving support device 100 specifies the shape of the road (step S208). Next, the driving support device 100 sets a threshold value based on the shape of the road (step S210#). Next, the driving support device 100 derives the time until the vehicle M reaches the road marking (step S220).

[0088] Next, the driving support device 100 determines whether the derived time is equal to or less than the threshold value (step S230). If the derived time is not less than the threshold value, the process of step S240 is skipped. If the derived time is equal to or less than the threshold value, the driving support device 100 controls the alarm or the steering to control the vehicle M so as not to deviate from the road marking (step S240). Thus, the processing of one routine of this flowchart ends.

[0089] By the above processing, the driving support device 100 can set a threshold value according to the shape of the road, and thus can support suppressing the vehicle from deviating from the road marking more appropriately according to the environment. Hereinafter, the processing in a specific scenario will be described.

[0090] [Scene 1] When the shape of the road is a curved road, the driving support device 100 executes a first process for setting a threshold value for the road marking line inside the curved road and a second process for setting a threshold value for the road marking line outside the curved road. This process is an example of a process for switching between the first process and the second process based on the shape of the road.

[0091] FIG. 12 is a diagram for explaining the process in Scene 1. The driving support device 100 sets a threshold value for the road marking line outside the curved road according to the degree of change in curvature, and sets a threshold value for the road marking line inside the curved road to a preset threshold value. Instead of the preset threshold value, a threshold value according to the degree of change in curvature and smaller than the threshold value for the outer road marking line may be set.

[0092] By setting the threshold value as described above, even when the driver drives the vehicle M inside the curve, the off-road departure suppression control operates appropriately, and the operation of excessive off-road departure suppression control is suppressed.

[0093] [Scene 2] When the shape of the road is a curved road, the driving support device 100 executes a first process when the width of the lane of the road is equal to or less than a predetermined width (for example, 2.5 m), and executes a second process when the width of the lane of the road exceeds the predetermined width. This process is another example of a process for switching between the first process and the second process based on the shape of the road.

[0094] FIG. 13 is a diagram for explaining the process in Scene 2. As shown in FIG. 12, when the driving support device 100 is driving on a curved road where the threshold value would originally vary according to the degree of change in curvature, if the distance between the road marking lines is equal to or less than a threshold value (Th or less), the threshold value for the road marking line is set to a preset threshold value.

[0095] By setting the threshold value as described above, it is possible to suppress the excessive operation of the off-road departure suppression control due to vehicle wobbling or the like.

[0096] [Scene 3] FIG. 14 is a diagram showing an example of an image captured by the camera 10. When the vehicle M passes through an intersection, the camera 10 captures the image shown in FIG. 14. The recognition unit 110 recognizes the road dividing lines D1 and D2 at or near the intersection. The road dividing line D1 is a road dividing line marked near the center of the road. The road dividing line D2 is a road dividing line marked at the widthwise end on the side where the vehicle M of the road is traveling. The driving support device 100 derives the curvature of the driving lane based on the recognition result of the recognition unit 110. For example, the driving support device 100 adopts the curvature with the larger degree of change in curvature among the curvature of the road dividing line D1 and the curvature of the road dividing line D2. In the example of FIG. 14, the degree of change in the curvature of the road dividing line D2 is adopted.

[0097] FIG. 15 is a diagram of a scene looking down on an intersection and its vicinity from above. For example, the recognition unit 110 can recognize the road dividing line D2 in the area AR3 (the entrance of the intersection or its vicinity) in FIG. 14, and cannot recognize the road dividing line D2 in the area AR4 (the area further ahead than the area AR3). The road dividing line D2 in the area AR4 extends in the width direction of the vehicle M, and there may be cases where the reliability for the recognition by the recognition unit 110 is low or the recognition is hindered by an obstacle such as a curb (see FIG. 14). A low reliability means that the driving support device 100 cannot recognize the type (solid line, broken line, double broken line, etc.) of the road dividing line, and the reliability of the recognition is low. The reliability is derived by applying an algorithm for determining a predetermined reliability. For example, when the score obtained from the algorithm is less than the threshold value, it is determined that the reliability is low.

[0098] In such a situation, it is not desirable for the driving assistance device 100 to set a threshold value based on the degree of change in the curvature of the road marking D2. The degree of change in the curvature of the road marking D2 in the area AR3 is greater than the degree of change in the curvature of the road marking D1. If the driving assistance device 100 uses the result of recognizing the road marking D2 in the area AR3, the threshold value is made variable. However, since the driving lane is the direction in which the road marking D1 extends and not the direction in which the road marking D2 extends, it should be determined whether the threshold value should be made variable based on the degree of change in the curvature of the road marking D1. Therefore, in order to handle the situation of Scene 3, the process shown in FIG. 16 is performed, and control is performed so that a preset threshold value is adopted without adopting the degree of change in the curvature of the road marking D2.

[0099] When the driving assistance device 100 cannot recognize one of the road markings on both sides of the driving lane, it executes the first process, and when it can recognize both road markings on both sides of the driving lane, it executes the second process. In the examples of FIGS. 14 and 15, since the road marking D1 is recognized and the road marking D2 in the area AR4 is not recognized, the first process is executed.

[0100] When the driving assistance device 100 cannot recognize one of the road markings on both sides of the driving lane, it executes the first process from a position a predetermined distance before the point where one of the road markings can be recognized. The position a predetermined distance before is, for example, a position a predetermined distance before the area AR3 or the area AR4 in FIG. 15. For example, it is the position Px or the vicinity of the position Px in FIG. 15.

[0101] [Flowchart] Instead of (or in addition to) the processing of the flowchart in FIG. 11, the processing of the flowchart in FIG. 16 may be executed. FIG. 16 is a flowchart showing an example of the flow of processing executed by the driving support device 100. First, the driving support device 100 determines whether the road on which the vehicle M is traveling is a target curve road (step S200). If the road is a target curve road, the driving support device 100 specifies the recognition state and reliability of the road marking (step S202). Based on the specific result in step S202, the driving support device 100 determines whether both side road markings can be recognized and whether the recognition reliability of both side road markings is high (i.e., whether it is above a threshold value) (step S204). If both side road markings can be recognized and the recognition reliability of both side road markings is high, the driving support device 100 sets it to a preset threshold value (step S206) and proceeds to the processing in step S220.

[0102] If both side road markings cannot be recognized or the recognition reliability of both side or one side road markings is low, the driving support device 100 specifies the shape of the road (step S208). Next, the driving support device 100 sets a threshold value based on the shape of the road (step S210#). For example, the threshold value is set as described in Scene 1 and Scene 2, or the threshold value is set as described in Scene 3 to be described later.

[0103] Next, the driving support device 100 derives the time until the vehicle M reaches the road marking (step S220). Next, the driving support device 100 determines whether the derived time is less than or equal to the threshold value (step S230). If the derived time is not less than or equal to the threshold value, the processing in step S240 is skipped. If the derived time is less than or equal to the threshold value, the driving support device 100 controls the alarm or steering to control the vehicle M so as not to deviate from the road marking (step S240). Thereby, the processing of one routine of this flowchart is completed.

[0104] As described above, the driving assistance device 100 can support suppressing the vehicle from deviating from the road marking more appropriately according to the environment by setting a threshold value based on the result of recognizing one of the road marking lines D2.

[0105] In addition, in the process of the flowchart in FIG. 16, when it is determined that the vehicle M has passed through the intersection, the first process may be performed.

[0106] Note that a part of the processes of the above flowcharts (FIGS. 7, 8, 11, and 16) may be changed or omitted. For example, the process of step S200 in FIG. 16 may be omitted.

[0107] The above-described embodiment can be expressed as follows. A storage device storing a program; A hardware processor, and by the hardware processor executing the program stored in the storage device, recognize the road marking line of the traveling path of the vehicle, a determination processing unit that determines that the vehicle is likely to deviate from the road marking line when it is determined that the time until the vehicle reaches the road marking line obtained based on the position of the road marking line with respect to the vehicle and the state of the vehicle is equal to or less than a threshold value, and changes the threshold value based on the degree of change in the curvature of the traveling path, when it is determined that the vehicle is likely to deviate from the road marking line, perform control to assist in suppressing the vehicle from deviating from the road marking line, A control device configured as described above.

[0108] The above-described embodiment can be expressed as follows. A storage device storing a program; A hardware processor, and by the hardware processor executing the program stored in the storage device, Recognize the road marking of the vehicle's driving lane, When it is determined that the time until the vehicle reaches the road marking is equal to or less than a threshold value based on the position of the road marking with respect to the vehicle and the state of the vehicle, it is determined that the vehicle is highly likely to deviate from the road marking, When it is determined that the vehicle is highly likely to deviate from the road marking, perform control to assist in suppressing the vehicle from deviating from the road marking, Execute a process of switching between a first process of setting the threshold value to a first threshold value that is a preset fixed value and a second process of setting the threshold value to a second threshold value that is a variable value based on the shape of the vehicle's driving lane. A control device configured as described above.

[0109] As described above, the embodiments for implementing the present invention have been described using the embodiments. However, the present invention is not limited to such embodiments, and various modifications and substitutions can be made without departing from the gist of the present invention.

Explanation of Reference Numerals

[0110] 1 Vehicle system 10 Camera 84 Vibration unit 100 Driving support device 110 Recognition unit 120 Curve determination unit 130 First determination unit 140 Second determination unit 150 Control unit 220 Steering device

Claims

1. A recognition unit that recognizes the road marking of the lane of the vehicle, and a determination processing unit that determines that there is a high possibility that the vehicle will deviate from the road marking when it is determined that the time until the vehicle reaches the road marking based on the position of the road marking with respect to the vehicle and the state of the vehicle is equal to or less than a threshold value, and a control unit that performs control to assist in suppressing the vehicle from deviating from the road marking when it is determined that there is a high possibility that the vehicle will deviate from the road marking. The vehicle control device is provided with: The determination processing unit switches between a first process of setting the threshold value to a first threshold value that is a preset fixed value and a second process of setting the threshold value to a second threshold value that is a variable value based on the shape of the lane of the vehicle. Vehicle control device.

2. The determination processing unit executes the first process when it is determined that the lane of the vehicle is not a curved road, and executes the second process when it is determined that the lane of the vehicle is a curved road. The vehicle control device according to claim 1.

3. The determination processing unit sets the second threshold value based on the degree of curvature of the lane. The vehicle control device according to claim 1 or 2.

4. The determination processing unit increases the second threshold value as the degree of change in the degree of curvature increases. The vehicle control device according to claim 3.

5. The determination processing unit executes the first process when the shape of the lane is a curved road and the radius of curvature of the curve of the curved road exceeds a set threshold value, and executes the second process when the shape of the lane is a curved road and the radius of curvature of the curve of the curved road is equal to or less than the set threshold value. The vehicle control device according to claim 1 or 2.

6. The determination processing unit when the shape of the lane is a curved road, executes the first process for setting the threshold value for the road marking inside the curved road, and executes the second process for setting the threshold value for the road marking outside the curved road. The vehicle control device according to claim 1 or 2.

7. The determination processing unit when the shape of the lane is a curved road, executes the first process when the width of the lane of the lane is equal to or less than a predetermined width, and executes the second process when the width of the lane of the lane exceeds the predetermined width. The vehicle control device according to claim 1 or 2.

8. The determination processing unit executes the first process when one of the road markings on both sides of the lane cannot be recognized. When both of the road marking lines on both sides of the aforementioned lane can be recognized, the second process is executed. The vehicle control device according to claim 1 or 2.

9. The determination processing unit When one of the road marking lines on both sides of the lane cannot be recognized, the first process is executed from a predetermined distance in front of the point where one of the road marking lines cannot be recognized. The vehicle control device according to claim 1 or 2.

10. A recognition unit that recognizes the road marking lines of the lane of the vehicle, Based on the position of the road marking line with respect to the vehicle and the state of the vehicle, when the vehicle approaches the road marking line of the lane by a predetermined degree or more, a control unit that performs control to assist in suppressing the vehicle from deviating from the road marking line, and is provided with, The control unit changes the timing of performing the assistance based on the shape of the road. Vehicle control device.

11. A computer Recognizes the road marking lines of the lane of the vehicle, When it is determined that the time until the vehicle reaches the road marking line obtained based on the position of the road marking line with respect to the vehicle and the state of the vehicle is equal to or less than a threshold value, it is determined that the vehicle is highly likely to deviate from the road marking line, When it is determined that the vehicle is highly likely to deviate from the road marking line, control is performed to assist in suppressing the vehicle from deviating from the road marking line, A first process of setting the threshold value to a first threshold value that is a preset fixed value and a second process of setting the threshold value to a second threshold value that is a variable value are switched based on the shape of the lane of the vehicle. Vehicle control method.

12. To a computer Cause the computer to recognize the road marking lines of the lane of the vehicle, When it is determined that the time until the vehicle reaches the road marking line obtained based on the position of the road marking line with respect to the vehicle and the state of the vehicle is equal to or less than a threshold value, cause the computer to determine that the vehicle is highly likely to deviate from the road marking line, When it is determined that the vehicle is highly likely to deviate from the road marking line, cause the computer to perform control to assist in suppressing the vehicle from deviating from the road marking line, Cause the computer to switch between a first process of setting the threshold value to a first threshold value that is a preset fixed value and a second process of setting the threshold value to a second threshold value that is a variable value based on the shape of the lane of the vehicle. Program.

Images