Vehicle control device, vehicle control method, and program

Abstract

To perform more appropriate deviation suppression control according to a driver's driving conditions.SOLUTION: A vehicle control device comprises: a recognition part that recognizes surrounding conditions of a vehicle; a steering operation detection part that detects a steering operation of the vehicle performed by a driver of the vehicle; a determination part that determines, based on recognition results from the recognition part, whether or not the vehicle may deviate from its travelling lane; and a control part that outputs a deviation warning to the driver when the determination part determines that the vehicle may deviate from the travelling lane. The control part suppresses output of the deviation warning when a lane maintaining steering operation for maintaining a state where the vehicle is within the lane is detected by the steering operation detection part.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 technology]

[0002] In recent years, efforts to provide access to sustainable transportation systems that take into consideration vulnerable traffic participants have been gaining momentum. To achieve this, efforts are being focused on research and development to further improve traffic safety and convenience through research and development of preventive safety technologies. In relation to this, in recent years, technologies have been disclosed that, when it is determined that the driver is in a curve awareness state, in which the driver is aware of a curve ahead of the vehicle, increase the steering assist torque compared to when it is not determined that the driver is in a curve awareness state, or perform lane keeping control, such as issuing an alarm, providing information, automatically steering the vehicle, or automatically braking the vehicle, to prevent the vehicle from deviating from its lane, based on the time until the vehicle reaches a lane boundary (see, for example, Patent Documents 1 and 2). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 5018092 [Patent Document 2] Patent No. 6658235 Summary of the Invention [Problem to be solved by the invention]

[0004] However, preventive safety technology has a problem in that excessive control against lane departure may be performed, resulting in inability to perform appropriate lane departure prevention control.

[0005] In order to solve the above-mentioned problems, one of the objects of the present application is to provide a vehicle control device, a vehicle control method, and a program that can perform more appropriate departure suppression control in accordance with the driving situation of the driver, thereby contributing to the development of a sustainable transportation system. [Means for solving the problem]

[0006] The vehicle control device, vehicle control method, and program according to the present invention employ the following configuration. (1): A vehicle control device according to one embodiment of the present invention includes a recognition unit that recognizes the surrounding conditions of a vehicle, a steering operation detection unit that detects steering operations of the vehicle by the driver of the vehicle, a determination unit that determines whether or not the vehicle is likely to deviate from its lane of travel based on the recognition result by the recognition unit, and a control unit that outputs a departure warning to the driver when the determination unit determines that the vehicle is likely to deviate from its lane of travel, and the control unit is a vehicle control device that suppresses the output of the departure warning when the steering operation detection unit detects a lane-keeping steering operation to keep the vehicle within its lane.

[0007] (2): In the above aspect (1), when the steering operation detection unit detects the lane keeping steering operation while the vehicle is within a predetermined distance before a curved road or while traveling on a curved road, the control unit suppresses the output of the departure warning even if it is determined that the vehicle may deviate from the driving lane.

[0008] (3): In the above aspect (1), the steering operation detection unit detects the lane keeping steering operation based on a steering operation in which the torque of the steering operator that accepts the driver's steering operation falls within a predetermined range.

[0009] (4): In the above aspect (3), the specified range is a range that excludes at least information regarding the torque of the steering operator for turning the vehicle and the torque of the steering operator caused by unevenness in the road surface on which the vehicle is traveling.

[0010] (5): In the above aspect (3), the lower limit of the predetermined range is a value greater than zero.

[0011] (6): In the above aspect (3), the steering operation detection unit determines that the lane keeping steering operation is not being performed if a steering operation within the specified range is not detected for a specified period of time or longer.

[0012] (7): Another aspect of the present invention is a vehicle control method in which a computer recognizes the surrounding conditions of a vehicle, detects steering operations of the vehicle by the driver of the vehicle, determines whether or not there is a possibility that the vehicle will deviate from its lane of travel, outputs a departure warning to the driver if it is determined that there is a possibility that the vehicle will deviate from its lane of travel, and suppresses the output of the departure warning if a lane-keeping steering operation to keep the vehicle within its lane is detected.

[0013] (8): Another aspect of the present invention provides a program that causes a computer to recognize the situation around a vehicle, detect steering operations of the vehicle by the driver of the vehicle, determine whether or not the vehicle is likely to deviate from its lane, output a departure warning to the driver if it is determined that the vehicle is likely to deviate from its lane, and suppress the output of the departure warning if a lane-keeping steering operation to keep the vehicle within its lane is detected. [Effects of the Invention]

[0014] According to the above aspects (1) to (8), it is possible to perform more appropriate departure suppression control in accordance with the driving conditions of the driver. [Brief explanation of the drawings]

[0015] [Figure 1] 1 is a configuration diagram of a vehicle M equipped with a vehicle control device according to an embodiment. [Figure 2] 10A and 10B are diagrams for explaining warning suppression control in the embodiment. [Figure 3] 10A and 10B are diagrams showing an example of a result of filtering a steering torque and an example of a determination result of a driver's steering operation with respect to the filtered steering torque. [Figure 4] 10 is a flowchart illustrating a first embodiment of an alarm suppression process. [Figure 5] 10 is a flowchart showing a second embodiment of the alarm suppression process. DETAILED DESCRIPTION OF THE INVENTION

[0016] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of a vehicle control device, a vehicle control method, and a program according to the present invention will be described with reference to the accompanying drawings.

[0017] [Overall configuration] 1 is a configuration diagram of a vehicle M equipped with a vehicle control device according to an embodiment. The vehicle M may be, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source may be an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination of these. The electric motor operates using power generated by a generator connected to the internal combustion engine, or discharged power from a secondary battery or a fuel cell.

[0018] The vehicle M is equipped with, for example, a camera 10, a radar device 12, a LIDAR (Light Detection and Ranging) device 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, vehicle sensors 40, a navigation device 50, a driver monitor camera 70, a driving operator 80, a driving assistance device 100, a driving force output device 200, a braking device 210, and a steering device 220. These devices and equipment are connected to each other via multiplexed communication lines such as a CAN (Controller Area Network) communication line, serial communication lines, a wireless communication network, etc. Note that the configuration shown in FIG. 1 is merely an example, and some of the configuration may be omitted, or other configurations may be added. The HMI 30 is an example of an "alarm unit" or a "notification unit." The driving assistance device 100 is an example of a "vehicle control device."

[0019] The camera 10 is a digital camera that uses a solid-state imaging element such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is attached to any location on the vehicle M. When capturing an image of the front, the camera 10 is attached to the top of the front windshield, the back of the rearview mirror, or the like. The camera 10, for example, periodically and repeatedly captures images of the surroundings of the vehicle M. The camera 10 may be a stereo camera.

[0020] The radar device 12 emits radio waves such as millimeter waves around the vehicle M and detects radio waves reflected by an object (reflected waves) to detect at least the position (distance and direction) of the object. The radar device 12 is attached to any location on the vehicle M. The radar device 12 may detect the position and speed of an object using an FM-CW (Frequency Modulated Continuous Wave) method.

[0021] The LIDAR 14 irradiates the surroundings of the vehicle M with light (or electromagnetic waves with wavelengths similar to light) and measures the scattered light. The LIDAR 14 detects the distance to the target based on the time between light emission and light reception. The irradiated light is, for example, pulsed laser light. The LIDAR 14 may be attached to any location on the vehicle M.

[0022] 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 the object. The object recognition device 16 outputs the recognition results to the driving assistance device 100. The object recognition device 16 may output the detection results from the camera 10, the radar device 12, and the LIDAR 14 directly to the driving assistance device 100. The object recognition device 16 may be omitted from the vehicle M. Some or all of the camera 10, the radar device 12, the LIDAR 14, and the object recognition device 16 are examples of "external environment detection devices."

[0023] The communication device 20 communicates with other vehicles in the vicinity of the vehicle M, or with various server devices via a wireless base station, using a network such as a cellular network, a Wi-Fi network, Bluetooth (registered trademark), or DSRC (Dedicated Short Range Communication).

[0024] The HMI 30 presents various information to the occupant of the vehicle M and accepts input operations by the occupant. The HMI 30 includes, for example, a display unit 32, a speaker 34, and a vibration unit 36. The display unit 32 is, for example, an LCD (Liquid Crystal Display) or an organic EL (Electro Luminescence) display device. The display unit 32 displays various images (including videos) in the embodiment. The display unit 32 may be integrated with the input unit as a touch panel. The speaker 34 outputs a predetermined sound (e.g., an alarm). The vibration unit 36 ​​vibrates at least one of the steering wheel 82 included in the driving controls 80, the seat in which the occupant sits, and the seatbelt in use, based on, for example, an instruction from the driving assistance device 100. For example, the vibration unit 36 ​​notifies the driver of the vehicle M (hereinafter referred to as the driver) of a predetermined situation by vibration. Furthermore, the HMI 30 may include a microphone, a buzzer, a touch panel, a switch, a key, etc. in addition to (or instead of) the display unit 32, the speaker 34, and the vibration unit 36. For example, the HMI 30 may include a changeover switch that changes the driving state (the content of driving control) of the vehicle M by the driver's operation.

[0025] 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 yaw rate (for example, the rotational angular velocity around a vertical axis passing through the center of gravity of the vehicle M), a lateral acceleration sensor (lateral G sensor) that detects the lateral acceleration (lateral G) of the vehicle M, a direction sensor that detects the orientation of the vehicle M, and a steering angle sensor that detects the steering angle of the vehicle M (which may be the angle of the steering wheels or the operating angle of the steering wheel). The vehicle sensor 40 may also be provided with a position sensor that detects the position of the vehicle M. The position sensor is, for example, a sensor that acquires position information (longitude and latitude information) from a GPS (Global Positioning System) device. The position sensor may also be a sensor that acquires position information using a GNSS (Global Navigation Satellite System) receiver 51 of the navigation device 50.

[0026] The navigation device 50 includes, for example, a GNSS receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores map information 54 in a storage device such as a hard disk drive (HDD) or 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 inertial navigation system (INS) that uses the output of the vehicle sensors 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, keys, etc. The navigation HMI 52 may share some or all of its components with the HMI 30 described above. 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 a destination input by the occupant using the navigation HMI 52, with reference to the map information 54. The map information 54 is, for example, information representing road shapes using links indicating roads and nodes connected by the links. The map information 54 may include POI (Point Of Interest) information and the like. The map information 54 may also include, for example, lane center information or lane boundary information such as road dividing lines (hereinafter referred to as dividing lines) that divide lanes. The map information 54 may also include road information such as the radius of curvature (or curvature), gradient, and width of the road (or of each lane included in the road), traffic regulation information, address information (address and postal code), facility information, telephone number information, and the like. The map information 54 may be updated as needed by the communication device 20 communicating with another device. The map information 54 may also be stored in a storage unit within the driving assistance device 100.

[0027] The navigation device 50 may provide route guidance using the navigation HMI 52 based on the route on the map. The navigation device 50 may be realized, for example, by the functions of a terminal device such as a smartphone or tablet device carried by the occupant. The navigation device 50 may transmit the current position and destination to a navigation server via the communication device 20 and obtain a route equivalent to the route on the map from the navigation server.

[0028] The driver monitor camera 70 is, for example, a digital camera that uses a solid-state imaging element such as a CCD or CMOS. The driver monitor camera 70 is attached to any location in the vehicle M in a position and orientation that allows it to capture an image of the head and upper body (including the position of the hands) of the driver seated in the driver's seat of the vehicle M from the front (in an orientation that captures the face). For example, the driver monitor camera 70 is attached to the top of a display device provided in the center of the instrument panel of the vehicle M. The driver monitor camera 70 outputs an image of the interior of the vehicle M, including the driver, captured from its installed position to the driving assistance device 100.

[0029] The driving operators 80 include, for example, a steering wheel 82, an accelerator pedal 84, a brake pedal 86, a turn signal switch, a shift lever, and other operators. The driving operators 80 are fitted with sensors that detect the amount of operation or the presence or absence of operation, and the detection results are output to the driving assistance device 100 or some or all of the driving force output device 200, the brake device 210, and the steering device 220. The steering wheel 82 is an example of a "steering operator." The accelerator pedal 84 and the brake pedal 86 are examples of a "speed operator."

[0030] For example, the steering wheel 82 is provided with a steering wheel sensor (SW sensor) 82A and a vibration unit 36 ​​that vibrates the part that the driver grips. The SW sensor 82A detects whether the driver is in contact with the steering wheel 82. The SW sensor 82A also detects the amount of operation of the steering wheel 82 (torque (also referred to as steer torque), steering amount, steering change rate) that changes in response to the driver's operation of the steering wheel 82 (hereinafter referred to as steering operation). The SW sensor 82A may also detect whether the driver is gripping the steering wheel 82. The steering wheel 82 does not necessarily have to be annular, and may be in the form of an irregularly shaped steering wheel, a joystick, buttons, or the like. In this case, the SW sensor 82A detects the amount of operation according to the respective form.

[0031] The accelerator pedal 84 is provided with an accelerator pedal sensor (AP sensor) 84A. The AP sensor 84A detects whether the driver's operation of the accelerator pedal 84 (hereinafter referred to as accelerator operation) is on or off, and the amount of operation of the accelerator pedal 84 (amount of opening change, rate of opening change) that changes in response to the operation. The brake pedal 86 is provided with a brake pedal sensor (BP sensor) 86A. The BP sensor 86A detects whether the driver's operation of the brake pedal 86 (hereinafter referred to as brake operation) is on or off, and the amount of operation of the brake pedal 86 (amount of opening change, rate of opening change) that changes in response to the operation. The accelerator operation and the brake operation are each an example of a "speed operation."

[0032] The driving force output device 200 outputs a driving force (torque) to the driving wheels for driving the vehicle M. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, etc., and an ECU (Electronic Control Unit) that controls these. The ECU controls the above components in accordance with information input from the driving assistance device 100 or information input from the driving operator 80.

[0033] Braking device 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and an ECU. The ECU controls the electric motor according to information input from driving assistance device 100 or information input from driving operator 80, so that a brake torque corresponding to the braking operation is output to each wheel. Braking device 210 may include a backup mechanism that transmits hydraulic pressure generated by operation of brake pedal 86 included in driving operator 80 to the cylinder via a master cylinder. Note that braking device 210 is not limited to the configuration described above, and may also be an electronically controlled hydraulic brake device that controls an actuator according to information input from driving assistance device 100 to transmit hydraulic pressure from a master cylinder to the cylinder.

[0034] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor applies force to a rack and pinion mechanism to change the direction of the steered wheels. The steering ECU drives the electric motor to change the direction of the steered wheels in accordance with information input from the driving assistance device 100 or information input from the driving operator 80.

[0035] [Driving assistance devices] The driving assistance device 100 includes, for example, a recognition unit 110, a driving state detection unit 120, a determination unit 130, a control unit 140, and a storage unit 150. The recognition unit 110, the driving state detection unit 120, the determination unit 130, and the control unit 140 are realized by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Furthermore, some or all of these components may be realized by hardware (including circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), a GPU (Graphics Processing Unit), or an SOC (System On Chip), or may be realized by a combination 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 the HDD or flash memory of the driving assistance device 100, or may be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the driving assistance device 100 by inserting the storage medium (non-transitory storage medium) into a drive device.

[0036] For example, settings are made within the driving force output device 200, the braking device 210, and the steering device 220 so that instructions from the driving support device 100 to the driving force output device 200, the braking device 210, and the steering device 220 are executed with priority over detection results from the driving operator 80. Regarding braking, if the braking force based on the operation amount of the brake pedal 86 is greater than the instruction from the driving support device 100, the latter may be set to be executed with priority. Furthermore, communication priority in an in-vehicle local area network (LAN) may be used as a mechanism for executing instructions from the driving support device 100 with priority.

[0037] The storage unit 150 may be realized by the various storage devices described above, or a solid state drive (SSD), an electrically erasable programmable read only memory (EEPROM), a read only memory (ROM), or a random access memory (RAM). The storage unit 150 stores, for example, programs and various other information. The storage unit 150 may also store the map information 54 described above.

[0038] The recognition unit 110 recognizes the surrounding conditions of the vehicle M based on information input from an external environment detection device. For example, the recognition unit 110 recognizes the position, speed, acceleration, and other status of objects present in the vicinity (e.g., within a predetermined distance (first predetermined distance) from the vehicle M). Examples of objects include traffic participants such as other vehicles, bicycles, and pedestrians, as well as road structures such as curbs, medians, and guardrails. The position of an object is recognized as a position on an absolute coordinate system with a representative point of the vehicle M (e.g., the center of gravity or the center of the drive shaft) as the origin, and is used for control. The position of an object may be represented by a representative point such as the center of gravity or a corner of the object, or by an area. If the object is a moving object, the "state" of the object may include the acceleration or jerk of the object, or the "behavioral state" (e.g., whether the object is changing lanes or about to change lanes). The recognition unit 110 also recognizes the relative position and relative speed of the object.

[0039] The recognition unit 110 also recognizes, for example, the lane in which the vehicle M is traveling (driving lane). For example, the recognition unit 110 performs known analysis processing (e.g., edge extraction, feature extraction, pattern matching processing, etc.) on an image captured by the camera 10 (hereinafter, referred to as a camera image), and recognizes the position and pattern of the lane markings around the vehicle M (e.g., an arrangement of solid and dashed lines) from the analysis results. The recognition unit 110 may also refer to map information 54 based on the position information of the vehicle M to recognize the position and pattern of the lane markings around the vehicle M. The recognition unit 110 may also recognize the driving lane using at least one of the position and pattern of the lane markings obtained from the camera image and the position and pattern of the lane markings obtained from the map information. The recognition unit 110 may recognize the driving lane by recognizing road boundaries (road boundaries) including not only lane markings but also shoulders, curbs, medians, guardrails, etc. In this recognition, the position of the vehicle M obtained from the navigation device 50 and the processing results from the INS may be taken into account. The recognition unit 110 may also recognize adjacent lanes adjacent to the driving lane. The recognition unit 110 may also recognize the radius of curvature (or curvature), gradient, width, etc. of the driving lane (or road) from at least one of a camera image and map information. The recognition unit 110 also recognizes obstacles, stop lines, red lights, toll booths, and other road phenomena from the object recognition results. Obstacles are objects that the vehicle M needs to avoid contacting, and include, for example, other vehicles.

[0040] The recognition unit 110 may also recognize the position and orientation of the vehicle M with respect to the traveling 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 it forms with a line connecting the centers of the lanes in the traveling direction of the vehicle M as the relative position and orientation of the vehicle M with respect to the traveling lane. Alternatively, the recognition unit 110 may recognize the position of the reference point of the vehicle M with respect to either side edge of the traveling lane (a road dividing line or a road boundary) as the relative position of the vehicle M with respect to the traveling lane. The recognition unit 110 may also recognize the position and orientation of other vehicles traveling in the traveling lane of the vehicle M, or recognize whether the other vehicles are located on the center side of the traveling lane or on the dividing line side as viewed from the vehicle M.

[0041] The driving state detection unit 120 detects the driving state of the driver of the vehicle M. The driving state includes, for example, the driving state of the vehicle M due to the operation of the driver and the driving state of the vehicle M due to the driving control of the control unit 140. The driving state detection unit 120 includes, for example, a steering operation detection unit 122. For example, the steering operation detection unit 122 detects a steering operation (lane keeping steering operation) by the driver to keep the vehicle M in the driving lane (to prevent the vehicle M from deviating from the lane). For example, the steering operation detection unit 122 detects a lane keeping steering operation by the driver when a steering operation that causes the steering torque detected by the SW sensor 82A to fall within a predetermined range is detected. Note that the steering operation detection unit 122 may detect a lane keeping steering operation by the driver when a steering operation within the predetermined range continues for a predetermined time (first predetermined time) or more. In addition, the steering operation detection unit 122 may detect a lane-keeping steering operation by the driver when the vehicle M is traveling in the center of the lane due to a steering operation, for example, based on the steering operation and a change in the distance between the vehicle M and the left and right dividing lines of the vehicle M.

[0042] The driving state detection unit 120 may also detect a speed operation of the vehicle M by the driver (an operation for adjusting (changing) the speed of the vehicle M). In this case, the driving state detection unit 120 may, for example, detect the start (on state) or end (off state) of the driver's accelerator operation based on the detection result of the AP sensor 84A, or detect the amount of operation of the accelerator pedal 84. The driving state detection unit 120 may also detect the start or end of the driver's brake operation based on the detection result of the BP sensor 86A, or detect the amount of operation of the brake pedal 86. The driving state detection unit 120 may also detect the amount of change in speed (acceleration) of the vehicle M caused by the driver's speed operation based on the detection result of the vehicle sensor 40.

[0043] Furthermore, the driving state detection unit 120 may detect whether the driver is in a predetermined state based on an image captured by the driver monitor camera 70. The predetermined state may be, for example, a state in which the driver is monitoring the road ahead (or the surroundings of the vehicle M), or a state in which driving control on the system side of the vehicle M can be quickly handed over to manual driving by the driver. The driver monitoring the road ahead means, for example, that the driver's line of sight is directed ahead of the vehicle M (in the traveling direction) based on the analysis result of the image captured by the driver monitor camera 70.

[0044] Furthermore, driving state detection unit 120 may detect a state in which the driver is not performing a driving operation (a state in which the driver is not touching driving controls 80) or a state in which the driver's driving operation is impaired (in other words, a state in which the driver is driving absentmindedly) based on the detection results of each of SW sensor 82A, AP sensor 84A, and BP sensor 86A and the state of the driver included in the image captured by driver monitor camera 70. Furthermore, driving state detection unit 120 may detect the type of automatic driving control executed by control unit 140.

[0045] The determination unit 130 includes, for example, a road condition determination unit 132 and a deviation determination unit 134. The road condition determination unit 132 determines the condition of the road on which the vehicle M is traveling. For example, the road condition determination unit 132 determines whether a curved road exists within a predetermined distance (second predetermined distance) in the traveling direction of the vehicle M based on the recognition result of the recognition unit 110. For example, the road condition determination unit 132 determines that a curved road exists in the traveling lane of the vehicle M when the radius of curvature within a predetermined distance in the traveling direction is less than a threshold value (first threshold value). The road condition determination unit 132 may use a curvature instead of a radius of curvature in determining whether the vehicle M is currently traveling on a curved road based on the radius of curvature or the curvature of the traveling lane acquired by the above-mentioned method. The road condition determination unit 132 may also determine whether the lane in the traveling direction of the vehicle M is straight based on the radius of curvature or the curvature.

[0046] The departure determination unit 134 determines whether or not there is a possibility that the vehicle M will deviate from the driving lane. For example, the departure determination unit 134 determines whether or not there is a possibility that the vehicle M will deviate from the driving lane based on the positional relationship between the vehicle M and the left and right dividing lines that demarcate the driving lane of the vehicle M recognized by the recognition unit 110, as well as the traveling direction and speed of the vehicle M. The departure determination unit 134 may also determine whether or not the vehicle M is currently deviating from the driving lane.

[0047] The control unit 140 controls various functions, devices, etc. of the vehicle M. For example, the control unit 140 issues an alert (notification) to the occupants (including the driver) of the vehicle M and executes driving control to control at least one of the speed and steering of the vehicle M, based on information obtained from the communication device 20, the HMI 30, the vehicle sensors 40, the driver monitor camera 70, etc., information detected by the SW sensor 82A, the AP sensor 84A, and the BP sensor 86A, the recognition result by the recognition unit 110, the detection result by the driving state detection unit 120, and the determination result by the determination unit 130, etc.

[0048] For example, when the departure determination unit 134 determines that there is a possibility that the vehicle M will deviate from the driving lane, the control unit 140 controls at least one of the HMI 30 and the steering device 220 to execute control (road departure prevention control) to prevent the vehicle M from deviating from the driving lane. The road departure prevention control is, for example, the execution (activation) of at least one of the following controls (a) to (c): (a) The control unit 140 causes the HMI 30 to output information (images, audio, etc.) indicating that there is a possibility that the vehicle M may deviate or to prompt the driver to steer or adjust the speed to prevent the vehicle from deviating. (b) The control unit 140 uses the vibration unit 36 ​​to vibrate the steering wheel 82 . (c) The control unit 140 controls the steering device 220 (steer reaction force control) so that the vehicle M returns to the center of the traveling lane (so that the vehicle M maintains its position within the lane).

[0049] The above-mentioned control (a) may include control of turning on or blinking an output unit that outputs a predetermined light, instead of (or in addition to) outputting an image or sound. The above-mentioned control (b) may include control of vibrating the seat in which the driver is seated or a seat belt that is in use, instead of (or in addition to) vibrating the steering wheel 82. Execution of at least one of the above-mentioned (a) and (b) by the control unit 140 is an example of outputting a "departure warning." In addition to the above, the road departure prevention control may also include control of assisting the vehicle M or the driver so that the vehicle M does not deviate from its lane. The control unit 140 may also perform control of suppressing the output of a departure warning (warning suppression control) depending on the driving conditions of the driver, etc. Details of the warning suppression control will be described later.

[0050] Furthermore, the control unit 140 may execute driving controls such as ACC (Adaptive Cruise Control System) control that causes the vehicle M to travel at a constant speed (set vehicle speed) in a driving lane at a preset speed, LKAS (Lane Keeping Assistance System) control that causes the vehicle M to travel in the center of the driving lane, and ALC (Auto Lane Change) control that causes the vehicle M to change lanes by manipulating at least the steering of the vehicle M, based on the recognition results by the recognition unit 110, etc., and instructions from the driver via the HMI 30. The control unit 140 may also execute various driving controls such as CMBS (Collision Mitigation Brake System) control that warns the driver and performs braking control on the vehicle M when there is a possibility that the vehicle M may come into contact with an obstacle, and emergency stop control that stops the vehicle M in a safe position. When executing these driving controls, the control unit 140 executes automatic driving control that automatically controls at least one of the steering and speed of the vehicle M.

[0051] The control unit 140 may also notify the occupants (including the driver) of predetermined information via the HMI 30. The predetermined information includes, for example, information related to the driving of the vehicle M, such as information related to the state of the vehicle M and information related to driving control. The information related to the state of the vehicle M includes, for example, the speed of the vehicle M, engine speed, and shift position. The information related to driving control includes, for example, the type of driving control (driving state) currently being executed, the reason for the operation of the driving control, the status of the driving control, and information indicating that the driving control has started or ended. The information related to driving control may also include information that warns the driver, prompts the driver to perform a predetermined driving operation, or calls for attention. The predetermined information may also include information related to the current location and destination of the vehicle M, the remaining amount of fuel, and the like, and may also include information unrelated to the driving control of the vehicle M, such as television programs, content (e.g., movies) stored on a storage medium such as a DVD, etc.

[0052] For example, the control unit 140 may generate an image including the above-described predetermined information and display the generated image on the display unit 32 of the HMI 30, or may generate sound indicating the predetermined information and output the generated sound from the speaker 34 of the HMI 30. The sound is output, for example, when driving control is started or stopped, when a call is received, when the displayed image is switched, or when the vehicle M enters a predetermined state. In addition, the control unit 140 causes the vibration unit 36 ​​to vibrate the steering wheel 82, the seat, the seat belt, etc.

[0053] [About alarm suppression control] Next, details of the warning suppression control in the embodiment will be specifically described. For example, the control unit 140 performs the warning suppression control based on the driving conditions of the driver, etc., so that the deviation warning is not excessively outputted, which may annoy the driver and cause a disruption to driving.

[0054] FIG. 2 is a diagram illustrating the warning suppression control in an embodiment. In the example of FIG. 2, vehicle M is traveling at a speed VM on lane L1 defined by left and right lane markings LN1 and LN2. A section of lane L1 (the section between points P1 and P2 in the figure) includes a curved road with a curvature radius less than a threshold value (first threshold value). In the example of FIG. 2, the position of vehicle M at time T* is represented as M(T*) and its speed as VM(T*). In the following description, it is assumed that the times T1 and T2 are slower in this order. It is also assumed that vehicle M is traveling under manual driving control by the driver using driving controls 80.

[0055] In the example of FIG. 2, the vehicle M continuously executes the processes of the driving state detection unit 120 and the determination unit 130 at a predetermined cycle or timing while traveling. For example, the steering operation detection unit 122 of the driving state detection unit 120 detects a lane-keeping steering operation of the vehicle M by the driver. For example, the steering operation detection unit 122 determines whether the driver is steering the vehicle M so that a predetermined position (e.g., the center of gravity or center) of the vehicle M passes through the center CL1 of the lane. For example, the steering operation detection unit 122 detects the lane-keeping steering operation based on the operation amount (steer torque) of the steering wheel 82. Note that in the embodiment, in order to more accurately output the lane-keeping steering operation, a filter process is performed on the steering torque to extract only torque within a predetermined range.

[0056] Fig. 3 shows an example of the result of filtering the steering torque and an example of the result of determining the driver's steering operation with respect to the filtered steering torque. In the example of Fig. 3, the horizontal axis represents time, and the vertical axis represents the speed VM of the vehicle M, the actual steering torque (the steering torque before filtering), the filtered steering torque, and the result of determining the steering operation, respectively.

[0057] The steering operation detection unit 122 detects a lane-keeping steering operation when the amount of change in steering torque (the amount of change from a reference position (e.g., 0)) exceeds a threshold value (determination threshold value). In the example of FIG. 3, the sections from time Ta to Tb, from time Tc to Td, and from time Te to Tf are, for example, steering operation sections where a corrective operation is being performed because the vehicle M has come too close to the lane marking LN1 or LN2, and are sections where a lane-keeping steering operation should be detected.

[0058] Here, when a lane-keeping maneuver is performed while traveling straight, the amount of change in steering torque is minute, so if the torque value is used as is, it becomes difficult to determine whether a steering operation is being performed. Therefore, in this embodiment, the steering torque fluctuations that change slightly during a lane-keeping maneuver are extracted using a filter, and the steering operation is determined based on the amplitude of this filtered torque. For example, the steering operation detection unit 122 performs filtering to extract steering torque within a predetermined range (predetermined frequency band) that has been set in advance.

[0059] Here, the predetermined range is set to a range that excludes at least information related to the steering torque (low frequency side) for turning the vehicle M and the steering torque (high frequency side) caused by the influence of unevenness on the road surface on which the vehicle M is traveling (such as external disturbances from the road surface). As an example, the filter passband as the predetermined range is approximately 1 to 3 Hz, but the lower limit of the predetermined range may be any value greater than 0 (zero). This filtering process can exclude information related to steering torque other than lane-keeping steering (torque due to turning or road surface component input), thereby enabling more accurate acquisition of information related to lane-keeping steering operation. For example, the steering operation detection unit 122 preliminarily sets a judgment threshold (upper limit and lower limit) for the filtered steering torque, and detects that lane-keeping steering operation has been performed when the set threshold is exceeded.

[0060] Note that the above-described filtering process causes a slight delay (e.g., about 1 second) from the generation of the actual steering torque (detection of the steering torque by the SW sensor 82A) until the filtered steering torque is acquired. In the example of FIG. 3, the times Tg, Th, and Ti at which the filtered determination threshold is exceeded (the time at which the lane-keeping steering operation is detected) for the start times Ta, Tc, and Te of the steering operation section are delayed relative to the start times Ta, Tc, and Te. Here, when determining the lane-keeping steering operation, for example, when the vehicle M is traveling on a straight road, no large steering operation is required, so a delay of about 1 second is unlikely to cause discomfort to the driver. Furthermore, when comparing this delay time with the detection accuracy of the lane-keeping steering operation by filtering, the disadvantage of not performing filtering is that noise is introduced and the accuracy of determining the lane-keeping steering operation is reduced. Therefore, in the embodiment, the above-described filtering process is performed to prioritize the accuracy of determining the lane-keeping steering operation.

[0061] Furthermore, the steering operation detection unit 122 may detect that the driver is not performing a steering operation (no operation), or may detect a no-operation section (which may also be referred to as a "steering operation reduction section" or a "distracted driving section"). For example, the steering operation detection unit 122 detects no operation when the filtered steering torque does not exceed a determination threshold, and detects a section in which this state continues as a no-operation section. Furthermore, the steering operation detection unit 122 may determine that a lane-keeping steering operation is not being performed when a steering operation falling within a predetermined range has not been detected for a predetermined time (second predetermined time) or longer. A steering operation falling within the predetermined range here is, for example, a steering operation in which the steering torque extracted by filtering exceeds a determination threshold.

[0062] When detecting no operation (or no operation section), the steering operation detection unit 122 takes into account the delay time due to the above-mentioned filter processing and sets a time (for example, about 1 to 2 seconds) longer than the delay time as the no-operation confirmation waiting time (waiting time until no operation is detected), and as shown in FIG. 3, does not detect no operation until the no-operation confirmation waiting time has elapsed after detecting a lane keeping steering operation. This makes it possible to prevent a false detection of no operation when, in fact, a steering operation is being performed (the steering torque is changing), because there is no change in the steering torque after filtering due to the influence of the delay time due to the filter processing. Note that when there is no operation and execution of a departure warning is permitted, excessive departure warnings can be prevented by performing the no-operation detection processing as described above.

[0063] Based on the recognition result by the recognition unit 110, the road condition determination unit 132 of the determination unit 130 determines whether the road shape of the current position on the driving lane is a curved road or whether the road shape that the vehicle M will reach in the near future (within a predetermined time (third predetermined time)) is a curved road. Furthermore, when the road condition determination unit 132 determines that a curved road exists in the traveling direction of the vehicle M, it may derive the distance D1 from the vehicle M to the curved road (start point P1 of the curved road) (in other words, the distance from the curved road).

[0064] The deviation judgment unit 134 of the judgment unit 130 judges that there is a possibility that the vehicle M will deviate from the driving lane if, for example, the reference position of the vehicle M (e.g., an edge, center of gravity, center) is likely to go beyond either the left or right dividing line that divides the driving lane recognized by the recognition unit 110 (pass over the dividing line) and deviate from the driving lane, and judges that there is no possibility that the vehicle M will deviate from the driving lane if there is no possibility that the vehicle M will deviate from the driving lane.

[0065] The deviation determination unit 134 may vary the deviation determination conditions depending on the road conditions around the vehicle M determined by the road condition determination unit 132. For example, when the lane on which the vehicle M is traveling is a straight road (not a curved road), if the shortest distance D2 between the lane marking and the vehicle M is less than a predetermined distance (third predetermined distance), the deviation determination unit 134 determines that there is a possibility that the vehicle M will deviate from the traveling lane, and if the distance is equal to or greater than the predetermined distance, determines that there is no possibility of deviation.

[0066] Furthermore, when the lane on which vehicle M is traveling is a curved road, deviation determination unit 134 derives a predicted future route of vehicle M from the speed VM and yaw rate of vehicle M, and calculates a time to line crossing (TTLC) (=d / VM) until vehicle M reaches a lane marking based on the distance (deviation route length d) between the derived predicted route and a lane marking (arc) and the speed VM. If the time to line crossing TTLC is less than a predetermined time (fourth predetermined time), deviation determination unit 134 determines that there is a possibility that vehicle M will deviate from the traveling lane, and if it is equal to or greater than the predetermined time, determines that there is no possibility of deviation. Note that deviation determination unit 134 may also determine whether vehicle M is traveling on a straight road using the same determination conditions as for a curved road, and may also determine whether vehicle M is traveling on a curved road using the same determination conditions as for a straight road.

[0067] Here, the processing at each of times T1 and T2 will be described. For example, at time T1, the steering operation detection unit 122 detects a lane-keeping steering operation of the vehicle M by the driver. In this case, the control unit 140 acquires and stores the position of the vehicle M (distance D1 from the curved road) when the lane-keeping steering operation is detected.

[0068] Then, at time T2, for example, it is assumed that the departure determination unit 134 determines that there is a possibility that the vehicle M will deviate from the lane L1. In this case, the control unit 140 determines whether the time T1 when the lane-keeping steering operation was detected is within a predetermined time (a fifth predetermined time) from time T2. If it is within the predetermined time, the control unit 140 suppresses the output of the departure warning. Furthermore, in addition to the condition of the predetermined time, the control unit 140 may also include a condition that the position of the vehicle M (distance D1 from the curved road) when the speed operation was detected is within a predetermined distance (a fourth predetermined distance) or that the vehicle M is traveling on a curved road. If this condition is met, the control unit 140 suppresses the output of the departure warning.

[0069] Suppressing the output of a departure warning means, for example, not executing at least one of the above-described (a) and (b) included in the road departure prevention control when both are normally executed. For example, some drivers may adjust the lateral position of the vehicle M by performing lane-keeping steering before entering a curved road. If a departure warning is output in such a case, the driver may find the warning annoying. Therefore, in this embodiment, if a lane-keeping steering operation speed control is performed at a predetermined timing (within a fifth predetermined time) before entering a curved road, it is assumed that the driver was able to recognize the curved road in advance, and the output of the departure warning is suppressed even if it is determined that the vehicle M will deviate from its lane on the curved road. This allows for more appropriate departure prevention control to be achieved according to the driver's driving conditions.

[0070] When output of the departure warning is suppressed, the control unit 140 may not execute the reaction force control described above in (c), or may execute the reaction force control. By executing the reaction force control even when the warning is suppressed, the driver can be prevented from feeling annoyed by the warning, and the reaction force control allows the vehicle M to be driven more safely.

[0071] The predetermined time (fifth predetermined time) may be a fixed time or a variable time that can be changed depending on the road shape (for example, the radius of curvature of a curved road, the lane width, etc.) and the speed VM of the vehicle M. Furthermore, if the departure determination unit 134 determines that there is a possibility that the vehicle M will depart from the lane L1 even after the predetermined time (fifth predetermined time) has elapsed, the control unit 140 executes road departure mitigation control, including issuing a departure warning.

[0072] The control unit 140 may also perform warning suppression control under similar conditions when a lane-keeping steering operation is performed while the vehicle M is traveling on a curved road and thereafter the deviation determination unit 134 determines that there is a possibility that the vehicle M will deviate from the lane L1. The control unit 140 may also add no operation (or being in a no-operation section) as a condition for issuing a deviation warning.

[0073] Furthermore, when the above-mentioned conditions are satisfied, the control unit 140 suppresses only the warning for road departure, and does not suppress other controls (for example, CMBS control that warns the driver when there is a possibility that the vehicle M will come into contact with an obstacle). This allows warnings other than for road departure to be output in more appropriate situations.

[0074] [Processing flow] Next, an example of processing executed by the driving assistance device 100 in the embodiment will be described using a flowchart. In the following example, among the processing executed by the driving assistance device 100, the processing for suppressing a departure warning in road departure prevention control due to a steering operation by the driver will be mainly described. Therefore, the following processing shows processing in a situation where lane change control, etc. is not performed. The following processing may be repeatedly executed at a predetermined cycle or timing.

[0075] <First Example> Fig. 4 is a flowchart showing a first embodiment of the warning suppression process. In the example of Fig. 4, the recognition unit 110 recognizes the surrounding conditions of the vehicle M (step S100). Next, the driving state detection unit 120 detects the driving state of the vehicle M and the driver (step S110). Next, the road condition determination unit 132 determines the road conditions in the traveling direction of the vehicle M (step S120). In the processing of step S120, the road condition determination unit 132 may determine, for example, whether the road in the traveling direction of the vehicle M is a curved road (a straight road).

[0076] Next, it is determined whether or not there is a possibility that the vehicle M will deviate from the driving lane (step S130). If it is determined that there is a possibility that the vehicle M will deviate from the driving lane, the control unit 140 determines whether or not a lane-keeping steering operation has been detected by the steering operation detection unit 122 within a predetermined time period (step S140). If it is determined that a lane-keeping steering operation has been detected within the predetermined time period, the control unit 140 suppresses the output of a departure warning (step S150). On the other hand, if it is determined that a lane-keeping steering operation has not been detected within the predetermined time period, the control unit 140 outputs a departure warning (step S160). This ends the processing of this flowchart.

[0077] <Second Example> Fig. 5 is a flowchart showing a second embodiment of the warning suppression process. In the second embodiment, compared to the first embodiment described above, a condition based on the road conditions of vehicle M that has performed lane-keeping steering operation is further added. The process shown in Fig. 5 differs in that, in addition to the processes of steps S100 to S160 shown in Fig. 4, the process of step S142 is included between steps S140 and S150. The following description will mainly focus on the processes related to the differences.

[0078] 5, if it is determined that a lane-keeping steering operation has been detected within a predetermined time, the control unit 140 determines whether the detected lane-keeping steering operation was detected while the vehicle M was traveling within a predetermined distance before the curved road or while traveling on the curved road (step S142). If it is determined that the lane-keeping steering operation was detected while the vehicle M was traveling within a predetermined distance before the curved road or while traveling on the curved road, the control unit 140 suppresses the output of a departure warning (step S150). Furthermore, if it is determined in the processing of step S142 that a lane-keeping steering operation was not detected while the vehicle M was traveling within a predetermined distance before the curved road and was not detected while traveling on the curved road, the control unit 140 outputs a departure warning (step S160).

[0079] According to the second embodiment, for example, if the brakes are applied at a position before the curve, it is assumed that the driver has slowed down to travel around the curve that is visible ahead (i.e., the driver recognized the curve), and by suppressing the deviation warning in this case, excessive warnings to the driver can be suppressed.

[0080] [Variations] In the embodiment, the control unit 140 may perform warning suppression control for the departure warning based on the speed operation detected by the driving state detection unit 120 in addition to the steering operation by the driver. In this case, for example, if the control unit 140 detects a steering operation (lane-keeping steering operation) and also detects a speed operation while the vehicle M is traveling within a predetermined distance before a curved road or while traveling on a curved road, the control unit 140 suppresses the output of the departure warning even when it is determined that the vehicle M may deviate from the traveling lane. In this way, by suppressing the departure warning when both steering and speed conditions are met, it is possible to more accurately determine whether the driver is adjusting the steering or speed to avoid deviation from the lane, and therefore the departure warning can be suppressed. Therefore, the departure warning can be executed (activated) in more appropriate situations.

[0081] Furthermore, in the embodiment, the manner of warning may be different between a departure warning on a non-curved road (for example, a straight road) and a departure warning on a curved road. For example, in the case of a straight road, the control unit 140 assumes that the vehicle M is gradually approaching the lane marking, and therefore issues a warning that gradually becomes stronger according to the decrease in the distance from the lane marking. In this case, the control unit 140, for example, executes only the above-mentioned (a) included in the road departure suppression control the first time, and executes both (a) and (b) the second time. On the other hand, in the case of a curved road, since the lane marking has a curvature, there is a high possibility that the vehicle M will immediately deviate from the lane if the steering is not changed. Therefore, when issuing a departure warning on a curved road, the control unit 140 executes both (a) and (b) in a single departure warning. This allows for a more appropriate departure warning to be issued according to the road conditions.

[0082] As described above, the vehicle control device of the embodiment includes the recognition unit 110 that recognizes the surrounding conditions of the vehicle M, the steering operation detection unit 122 that detects the steering operation of the vehicle M by the driver of the vehicle M, the determination unit 130 that determines whether or not the vehicle M is likely to deviate from its driving lane based on the recognition result by the recognition unit 110, and the control unit 140 that outputs a departure warning to the driver when the determination unit 130 determines that the vehicle M is likely to deviate from its driving lane, and the control unit 140 can perform more appropriate departure suppression control in accordance with the driving situation of the driver by suppressing the output of the departure warning when the steering operation detection unit 122 detects a lane keeping steering operation for keeping the vehicle M within its lane. This can therefore contribute to the development of sustainable transportation systems.

[0083] For example, according to the embodiment, when the driver performs lane-keeping steering near a curved road, it is estimated that the driver is aware of the curved road, and a deviation warning is suppressed for a predetermined period of time, thereby reducing the annoyance of the warning to the occupants. Furthermore, according to the embodiment, noise caused by disturbances from the road surface, etc., and steering by the driver, etc., can be removed, and lane-keeping steering by the driver can be detected with high accuracy.

[0084] The above-described embodiment can be expressed as follows. a storage medium for storing computer-readable instructions; a processor connected to the storage medium; The processor executes the computer-readable instructions to: Recognizes the vehicle's surroundings, Detecting a steering operation of the vehicle by a driver of the vehicle; determining whether there is a possibility that the vehicle will deviate from its lane; outputting a departure warning to the driver when it is determined that the vehicle is likely to deviate from the driving lane; suppressing the output of the departure warning when a lane-keeping steering operation for keeping the vehicle within the lane is detected; Vehicle control device.

[0085] The above describes the form for carrying out the present invention using an embodiment, but the present invention is not limited to such an embodiment, and various modifications and substitutions can be made within the scope that does not deviate from the gist of the present invention. [Explanation of symbols]

[0086] 10...camera, 12...radar device, 14...LIDAR, 16...object recognition device, 20...communication device, 30...HMI, 32...display unit, 34...speaker, 36...vibration unit, 40...vehicle sensor, 50...navigation device, 70...driver monitor camera, 80...driving operator, 82...steering wheel, 84...accelerator pedal, 86...brake pedal, 100...driving assistance device, 110...recognition unit, 120...driving state detection unit, 122...steering operation detection unit, 130...determination unit, 132...road condition determination unit, 134...departure determination unit, 140...control unit, 150...memory unit, 200...driving force output device, 210...brake device, 220...steering device, M...vehicle

Claims

1. a recognition unit that recognizes the surrounding situation of the vehicle; a steering operation detection unit that detects a steering operation of the vehicle by a driver of the vehicle; a determination unit that determines whether or not there is a possibility that the vehicle will deviate from its lane based on the recognition result by the recognition unit; a control unit that outputs a departure warning to the driver when the determination unit determines that there is a possibility that the vehicle will depart from the driving lane, the control unit suppresses output of the departure warning when the steering operation detection unit detects a lane keeping steering operation for keeping the vehicle within the lane. Vehicle control device.

2. the control unit suppresses output of the departure warning when the steering operation detection unit detects the lane keeping steering operation within a predetermined distance before the curved road or while the vehicle is traveling on the curved road, even when it is determined that the vehicle may deviate from the traveling lane. The vehicle control device according to claim 1 .

3. the steering operation detection unit detects the lane keeping steering operation based on a steering operation in which a torque of a steering operator that accepts the steering operation of the driver falls within a predetermined range. The vehicle control device according to claim 1 .

4. the predetermined range is a range that excludes at least information regarding the torque of the steering operator for turning the vehicle and the torque of the steering operator caused by unevenness of the road surface on which the vehicle is traveling. The vehicle control device according to claim 3 .

5. The lower limit of the predetermined range is a value greater than 0. The vehicle control device according to claim 3 .

6. the steering operation detection unit determines that the lane keeping steering operation is not being performed when a steering operation within the predetermined range has not been detected for a predetermined time or longer. The vehicle control device according to claim 3 .

7. The computer Recognizes the vehicle's surroundings, Detecting a steering operation of the vehicle by a driver of the vehicle; determining whether there is a possibility that the vehicle will deviate from its lane; outputting a departure warning to the driver when it is determined that the vehicle is likely to deviate from the driving lane; suppressing the output of the departure warning when a lane-keeping steering operation for keeping the vehicle within the lane is detected; A control method for a vehicle.

8. On the computer, Recognize the vehicle's surroundings, detecting a steering operation of the vehicle by a driver of the vehicle; determining whether there is a possibility that the vehicle will deviate from its lane; outputting a departure warning to the driver when it is determined that the vehicle may deviate from the driving lane; suppressing output of the departure warning when a lane keeping steering operation for keeping the vehicle within the lane is detected; program.

Images