Driving Support Devices

Abstract

To provide a drive support apparatus which can prevent a vehicle itself from deviating from a traffic lane and improves the practicality.SOLUTION: A drive support apparatus comprises a control device which can execute traffic lane deviation prevention control of setting a reference line BL extending along a traffic lane on an end or on the outer side thereof in the width direction of the traffic lane on which a vehicle itself is traveling, and preventing the vehicle itself from traveling beyond the reference line BL in a case where the vehicle itself gets close to the reference line BL. The control device sets as the reference line BL an end of the traffic lane side being the end in the width direction of a buffer zone Z when an oncoming vehicle or a pedestrian exists in the buffer zone Z adjacent to the traffic lane, sets as the reference line BL a separating zone or compartment line when the separating zone or compartment line made of a fixed object arranged along the traffic lane exists, and sets as the reference line BL an end on the side opposite to the traffic lane when the oncoming vehicle and the pedestrian do not exist, and the separating zone and the compartment line do not exist.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a driving assistance device that prevents a vehicle from departing from a lane (roadway) on which the vehicle is traveling (departure unintentional by the driver). [Background technology]

[0002] Conventionally, there is known a driving assistance device (hereinafter referred to as "conventional device") capable of executing lane departure suppression control for suppressing a vehicle traveling along a lane from deviating from the lane (see, for example, Patent Document 1 below). The conventional device issues a predetermined warning as lane departure suppression control when the vehicle deviates from the center toward the end (right end or left end) of the lane in the width direction. For example, when the vehicle approaches the right (left) side of the lane and the distance between the right end (left end) of the vehicle and the right end (left end) of the lane becomes equal to or less than a predetermined threshold, the conventional device issues a predetermined warning.

[0003] When there is a guidance strip (zebra zone) adjacent to the lane in which the vehicle is traveling (hereinafter referred to as the "own lane"), the conventional device determines whether or not there is an obstacle around the guidance strip. When there is an obstacle (other vehicle, pedestrian, etc.) around the guidance strip, the conventional device executes lane departure suppression control using the end of the guidance strip in the width direction that is on the own lane side (i.e., the boundary line between the guidance strip and the own lane) as the reference line. In other words, when the distance between the own vehicle and the reference line falls below a predetermined threshold, the conventional device issues an alarm. On the other hand, when there is no obstacle around the guidance strip, the conventional device executes lane departure suppression control using the end of the guidance strip in the width direction that is on the opposite side to the own lane as the reference line. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2011-243122 A Summary of the Invention

[0005] For example, when a preceding vehicle traveling in the same direction as the vehicle itself stops in the guidance strip to turn right, the conventional device executes lane departure suppression control with the end of the vehicle's lane as a reference line. Here, when the driver of the vehicle itself is about to turn right following the preceding vehicle, the lane departure suppression control is unnecessary. Therefore, the driver may feel bothered. Also, for example, when a separation strip made of a pole, fence, etc. is installed in the guidance strip, the conventional device executes lane departure suppression control with the end of the guidance strip on the vehicle's lane as a reference line. In this case, even if the vehicle itself can enter the guidance strip and approach the separation strip, the lane departure suppression control is executed from a stage before the vehicle itself enters the guidance strip. Therefore, the driver may feel bothered. Thus, the practicality of the conventional device is low.

[0006] An object of the present invention is to provide a driving assistance device that can prevent the host vehicle from deviating from its lane and has improved practicality.

[0007] In order to solve the above problems, a driving assistance device (1) according to the present invention comprises: an on-board sensor (20) that acquires and outputs information relating to the position of the vehicle, information relating to targets located around the vehicle, and information relating to the operation of an operator of the vehicle; a control device (10) capable of executing lane departure suppression control for setting a reference line (BL) extending along a lane on which a vehicle is traveling at an end in a width direction of the lane or at an outside of the end, and suppressing the vehicle from crossing the reference line when the vehicle approaches the reference line; Equipped with. The control device includes: When an oncoming vehicle is present in a guidance strip (Z) adjacent to the lane, an end (Z1) of the guidance strip in the width direction on the lane side is set as the reference line; When a separation strip or a dividing line consisting of a fixed object arranged along the lane is present in the guidance strip, the separation strip or dividing line (Z2) is set as the reference line, When there are no oncoming vehicles or pedestrians within the guidance strip and no separation strip or dividing line, the end of the guidance strip in the width direction, that is the end opposite the lane (Z3), is set as the reference line.

[0008] The control device of the driving support device according to the present invention configured as described above executes control (for example, warning or steering control) to suppress the host vehicle from entering the guidance strip when an oncoming vehicle or pedestrian is present in the guidance strip. Furthermore, when a separation strip or a dividing line is present in the guidance strip, the control device executes control to suppress the host vehicle from excessively approaching the separation strip or dividing line, rather than executing control to suppress the host vehicle from entering the guidance strip. Furthermore, when there is no oncoming vehicle or pedestrian in the guidance strip and no separation strip or dividing line is present, the control device executes control to suppress the host vehicle from excessively approaching the end of the guidance strip on the opposite side to the host lane, rather than executing control to suppress the host vehicle from entering the guidance strip. In this way, the control device of the driving support device according to the present invention does not simply determine the control mode depending on whether or not a target is present in the guidance strip, but determines the control mode depending on the situation of the guidance strip. Thus, according to the present invention, a vehicle driving support device that is more practical than conventional devices can be provided. [Brief description of the drawings]

[0009] [Figure 1] FIG. 1 is a block diagram of a driving assistance device according to an embodiment of the present invention. [Figure 2A] FIG. 2A is a plan view illustrating an example of a first situation. [Figure 2B] FIG. 2B is a plan view illustrating an example of the second situation. [Figure 2C] FIG. 2C is a plan view showing an example of the third situation. [Diagram 3] FIG. 3 is a flowchart of the lane departure prevention program. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] (Outline of configuration) 1, a driving assistance device 1 according to an embodiment of the present invention is mounted on a vehicle V (hereinafter, may be referred to as "own vehicle"). As will be described in detail later, the driving assistance device 1 has a lane departure prevention function that prevents the vehicle V from departing from the lane in which the vehicle V is traveling (driving lane (hereinafter, may be referred to as "own lane")) based on information acquired from a sensor mounted on the vehicle V.

[0011] (Specific configuration) As shown in FIG. 1, the driving assistance device 1 includes a driving assistance ECU 10, an in-vehicle sensor 20, a drive device 30, a braking device 40, a shift switching device 50, and a steering device 60.

[0012] The driving assistance ECU 10 includes a microcomputer equipped with a CPU 10a, a ROM 10b, a RAM 10c, etc. In this specification, "ECU" means an electronic control unit, and includes a microcomputer equipped with a CPU, a ROM, a RAM, etc. The CPU realizes various functions by executing instructions stored in the ROM.

[0013] The driving assistance ECU 10 is connected to other ECUs (an engine ECU 31, a brake ECU 41, a SBW·ECU 51, and an EPS·ECU 61, which will be described later) via a CAN (Controller Area Network) so as to be able to transmit and receive information to and from each other.

[0014] The on-board sensor 20 includes a sensor that acquires vehicle surrounding information including information about three-dimensional objects present around the vehicle V and information about road markings around the vehicle V. That is, for example, the on-board sensor 20 includes a sensor that acquires information about moving objects such as automobiles (other vehicles), pedestrians, and bicycles, as well as fixed objects such as white lines on the road, guardrails, and traffic lights.

[0015] Specifically, the on-board sensor 20 includes a radar sensor 21, an ultrasonic sensor 22, a camera 23, and a navigation system 24.

[0016] The radar sensor 21 includes a radar transmitting / receiving unit and a signal processing unit (not shown). The radar transmitting / receiving unit emits millimeter-wave band radio waves (hereinafter referred to as "millimeter waves") to the area around the vehicle and receives millimeter waves reflected by a three-dimensional object present within the emission range (i.e., reflected waves). The signal processing unit acquires information indicating the distance between the vehicle V and the three-dimensional object, the relative speed between the vehicle V and the three-dimensional object, the relative position (direction) of the three-dimensional object with respect to the vehicle V, etc. based on the phase difference between the transmitted millimeter wave and the received reflected wave, the attenuation level of the reflected wave, the time from transmitting the millimeter wave to receiving the reflected wave, etc., and outputs the information to the driving assistance ECU 10.

[0017] The ultrasonic sensor 22 transmits ultrasonic waves in a pulsed manner to a predetermined area around the vehicle and receives the reflected waves reflected by a three-dimensional object. The ultrasonic sensor can detect the "reflection point, which is the point on the three-dimensional object where the transmitted ultrasonic waves are reflected," and the "distance between the ultrasonic sensor and the three-dimensional object," based on the time from transmitting the ultrasonic waves to receiving the reflected waves.

[0018] The camera 23 includes an imaging device and an image analysis device. The imaging device is, for example, a digital camera with a built-in imaging element such as a CCD (charge coupled device) or a CIS (CMOS image sensor). The imaging device is disposed on the upper part of the front windshield glass. The imaging device outputs image data obtained by photographing the front view of the vehicle at a predetermined frame rate to the image analysis device. The image analysis device analyzes the acquired image data and obtains information about a target located in front of the vehicle V from the image. The image analysis device recognizes, for example, the light color of a traffic light located in front of the vehicle V in the traveling direction. The image analysis device also recognizes white lines on the road (such as lane lines and stop lines).

[0019] The navigation system 24 receives GPS signals from multiple artificial satellites, and detects the current location PV (latitude and longitude) of the vehicle V based on the multiple received GPS signals. The navigation system 24 also stores map data representing a map. The map data includes road information representing roads and traffic light position information representing the installation positions of traffic lights. The navigation system 24 transmits vehicle position data representing the detected current location PV to the driving assistance ECU 10. Furthermore, the navigation system 24 has a function of calculating the distance between two points (distance along the road).

[0020] The on-vehicle sensor 20 further includes a sensor for acquiring information regarding the traveling state (speed, acceleration) of the vehicle V, and information regarding the operation mode of an operator provided on the vehicle V.

[0021] Specifically, the on-vehicle sensors 20 include a speed sensor 25, an acceleration sensor 26, an accelerator pedal sensor 27, a brake pedal sensor 28, a shift lever sensor 29, and a steering sensor 2a.

[0022] The speed sensor 25 includes a wheel speed sensor that generates one pulse signal (wheel pulse signal) every time the wheels of the host vehicle rotate a predetermined angle. The speed sensor 25 measures the number of pulses per unit time of the wheel pulse signal transmitted from the wheel speed sensor, calculates the rotation speed (wheel speed) of each wheel based on the measured number of pulses, and calculates the vehicle speed Vs (actual vehicle speed) of the host vehicle based on the wheel speed of each wheel. The speed sensor 25 can transmit data representing the vehicle speed Vs to the driving assistance ECU 10.

[0023] The acceleration sensor 26 detects acceleration G acting on the vehicle V (for example, acceleration acting in the width direction of the vehicle V when traveling on a curved road, acceleration acting in the front-rear direction of the vehicle V when traveling on a straight road, etc.). The acceleration sensor 26 transmits data representing the acceleration G to the driving assistance ECU 10.

[0024] The accelerator pedal sensor 27 detects the depression depth AD of an accelerator pedal (not shown) of the vehicle V. The accelerator pedal sensor 27 transmits data indicating the depression depth AD of the accelerator pedal to the driving assistance ECU 10.

[0025] The brake pedal sensor 28 detects the depression depth BD of a brake pedal (not shown) of the vehicle V. The brake pedal sensor 28 transmits data indicative of the depression depth BD to the driving assistance ECU 10.

[0026] The shift lever sensor 29 detects the position (shift lever position SP) of a shift lever (not shown) of the vehicle V. The shift lever sensor 29 transmits data indicating the shift lever position SP to the driving assistance ECU 10.

[0027] The steering sensor 2a detects a steering angle (also called a steering angle or a turning angle) θ of a steering wheel. The steering sensor 2a transmits data indicating the detected steering angle θ to the driving assistance ECU 10.

[0028] The drive device 30 generates a drive force and applies the drive force to drive wheels among the wheels (left front wheel, right front wheel, left rear wheel, and right rear wheel). The drive device 30 includes an engine ECU 31, an engine actuator 32, an internal combustion engine 33, a transmission 34, a drive force transmission mechanism (not shown) that transmits the drive force to the wheels, and the like. The engine ECU 31 is connected to the engine actuator 32. The engine actuator 32 includes a throttle valve actuator that changes the opening degree of the throttle valve of the internal combustion engine 33. The engine ECU 31 acquires the depression depth AD of the accelerator pedal from the driving assistance ECU 10. The driving assistance ECU 10 can appropriately correct the depression depth AD acquired from the accelerator pedal sensor 27 and transmit it to the engine ECU 31. The engine ECU 31 drives the engine actuator 32 according to the depression depth AD acquired from the driving assistance ECU 10. In this manner, the torque generated by the internal combustion engine 33 is controlled. The torque generated by the internal combustion engine 33 is transmitted to drive wheels via a transmission 34 and a driving force transmission mechanism (for example, a drive shaft).

[0029] When the vehicle V to which the driving assistance device 1 is applied is a hybrid vehicle (HEV), the engine ECU 31 can control the driving force of the vehicle generated by either or both of an internal combustion engine and an electric motor as a vehicle driving source. When the vehicle V to which the driving assistance device 1 is applied is an electric vehicle (BEV), instead of the engine ECU 31, an electric motor ECU that controls the driving force of the vehicle generated by an electric motor as a vehicle driving source may be used.

[0030] The braking device 40 applies a braking force to the wheels. The braking device 40 includes a brake ECU 41, a hydraulic circuit 42, and a brake caliper 43. The hydraulic circuit 42 includes a reservoir, an oil pump, various valve devices, a hydraulic sensor, and the like, which are not shown. The brake caliper 43 is a hydraulic actuator having a cylinder and a piston. When oil is supplied to the cylinder, the piston is pushed out of the cylinder. A brake pad is provided at the tip of the piston, and this brake pad is pressed against a brake disc. The brake ECU 41 acquires the depression depth BD of the brake pedal from the driving assistance ECU 10. The driving assistance ECU 10 can appropriately correct the depression depth BD acquired from the brake pedal sensor 28 and transmit it to the brake ECU 41. The brake ECU 41 transmits a hydraulic control command to the hydraulic circuit 42 according to the depression depth BD acquired from the driving assistance ECU 10. The hydraulic circuit 42 adjusts the hydraulic pressure in the cylinder of the brake caliper 43 according to the hydraulic control command acquired from the brake ECU 41. In this manner, the braking force of the brake caliper 43 on the wheels (brake discs) is controlled.

[0031] The shift switching device 50 switches the shift position of the transmission 34. The shift switching device 50 includes an SBW (Shift-by-Wire) ECU 51, an SBW actuator 52, a shift switching mechanism 53, and the like. The SBW ECU 51 is connected to the SBW actuator 52. The SBW ECU 51 acquires a shift lever position SP from the driving assistance ECU 10. The driving assistance ECU 10 can appropriately correct the shift lever position SP acquired from the shift lever sensor 29 and transmit it to the SBW ECU 51. The SBW ECU 51 transmits a shift switching command to the SBW actuator 52 in accordance with the shift lever position SP acquired from the driving assistance ECU 10. The SBW actuator 52 controls the shift switching mechanism 53 in accordance with the shift switching command acquired from the SBW ECU 51. In this manner, the shift position of the transmission 34 is switched.

[0032] The steering device 60 controls the steering angle of the steered wheels (left front wheel and right front wheel). The steering device 60 includes an electric power steering ECU (hereinafter referred to as "EPS·ECU") 61, an assist motor 62, and a steering mechanism 63. The EPS·ECU 61 is connected to the assist motor 62 (a drive circuit for the assist motor 62). The assist motor 62 is incorporated into the steering mechanism 63. The steering mechanism 63 is a mechanism for steering the steered wheels. The steering mechanism 63 includes a steering wheel SW, a steering shaft US, and a steering gear mechanism (not shown). The EPS·ECU 61 detects the steering torque input to the steering wheel SW by the driver using a steering torque sensor (not shown) provided on the steering shaft US, and drives the assist motor 62 based on this steering torque. The EPS·ECU 61 applies a steering torque (steering assist torque) to the steering mechanism 63 by driving the assist motor 62, thereby making it possible to assist the steering operation of the driver.

[0033] In addition, the EPS·ECU 61 acquires the steering angle θ from the driving assist ECU 10. The driving assist ECU 10 can appropriately correct the steering angle θ acquired from the steering sensor 2a and transmit it to the EPS·ECU 61. The EPS·ECU 61 can transmit a steering command to the EPS·ECU 61 according to the steering angle θ acquired from the driving assist ECU 10. When the EPS·ECU 61 receives a steering command from the driving assist ECU 10, the EPS·ECU 61 drives the assist motor 62 based on the steering command. The steering torque generated by the assist motor 62 in this case is different from the steering assist torque that is applied to assist the steering by the driver described above, and is a torque that is applied to the steering mechanism 63 by the steering command from the EPS·ECU 61 without the need for steering by the driver. In this manner, the steering angle of the steered wheels of the vehicle (i.e., the steering angle) is controlled.

[0034] (Lane departure prevention function) Next, a description will be given of the lane departure suppression function of the driving assistance device 1. The driving assistance ECU 10 detects (recognizes) the left end EL and right end ER (white line, curb, guard rail, etc.) of the lane (driving lane) in which the vehicle is currently traveling, based on data acquired from the radar sensor 21, the ultrasonic sensor 22, and the camera 23 (see FIG. 2). Next, the driving assistance ECU 10 calculates the distance DL between the left side VL of the vehicle and the left end EL of the lane, and the distance DR between the right side VR of the vehicle and the right end ER of the lane.

[0035] In principle, the driving assistance ECU 10 calculates the distances DL, DR between the reference line BL and the vehicle, using the left end EL and right end ER of the lane (driving lane) in which the vehicle is traveling as a reference line BL. When the distance DL or the distance DR becomes equal to or smaller than a predetermined threshold Dth, the driving assistance ECU 10 issues a predetermined warning to the driver. Specifically, the driving assistance ECU 10 causes the video display device of the navigation system 24 to display a predetermined image and causes the audio device of the navigation system 24 to play a predetermined warning sound. In this way, the driving assistance device 1 notifies the driver that the vehicle is biased toward the end side in the width direction (transverse direction) of the lane and prompts the driver to correct the steering angle θ, thereby preventing the vehicle from deviating from the lane in which the vehicle is currently traveling.

[0036] Here, the driving assistance ECU 10 sequentially determines whether or not there is a guidance zone Z (zebra zone) adjacent to the own lane, based on data acquired from the camera 23. If there is a guidance zone Z (zebra zone) adjacent to the own lane, the driving assistance ECU 10 detects targets (other vehicles, pedestrians, dividing lines (center lines or lane boundaries) drawn on the road surface, multiple poles arranged in succession, etc.) existing within the guidance zone Z, based on data acquired from the radar sensor 21, the ultrasonic sensor 22, and the camera 23, and adopts the following parts as the reference line BL according to the detection results (first to third situations described below).

[0037] (First situation) In a situation where an oncoming vehicle or pedestrian is present in the guidance strip Z (hereinafter referred to as the "first situation"), the driving assistance ECU 10 adopts (sets) the end of the guidance strip Z on the side of the lane in which the host vehicle is traveling (boundary line Z1 extending along the end of the host lane) as the reference line BL (see FIG. 2A). That is, in this case, the driving assistance ECU 10 performs lane departure suppression control by using the left edge EL and right edge ER of the host lane as the reference lines BL, just as in the case where the guidance strip Z does not exist.

[0038] (Second situation) In a situation where there is a center line or lane boundary line, or a separation strip consisting of multiple consecutively arranged poles, fences, etc., within the guidance strip Z, which divides the guidance strip Z into a left area and a right area (hereinafter referred to as the "second situation"), the driving assistance ECU 10 adopts the boundary line Z2 between the left area and the right area as the reference line BL (see FIG. 2B). In other words, the driving assistance ECU 10 regards the boundary line Z2 as one end of the vehicle's lane in the width direction.

[0039] (Third Situation) In a situation where there are no oncoming vehicles or pedestrians within the guidance strip Z and no boundary line Z2 (an object dividing the guidance strip Z into left and right sides) (a situation that does not fall under the above-mentioned first or second situations (hereinafter referred to as the "third situation")), the driving assistance ECU 10 adopts the end of the guidance strip Z opposite the own lane (boundary line Z3 extending along the end opposite the own lane) as the reference line BL (see Figure 2C). In other words, the driving assistance ECU 10 regards the boundary line Z3 as one end of the own lane in the width direction.

[0040] As the third situation, for example, the following situation is assumed. A leading vehicle (a vehicle traveling in the same direction as the vehicle itself) is present within guidance zone Z. -Boundary line Z3 is a yellow line. - Boundary Z3 consists of curbs, guardrails, walls, etc. -The lane on the opposite side of the road from the guide strip Z is the right-turn lane for oncoming vehicles.

[0041] Also, in Figures 2A to 2C, the guidance zone Z is present on the right side of the own lane, but if the guidance zone Z is present on the left side of the own lane, the reference line BL is determined in the same manner as the example shown in the same figures.

[0042] Next, the operation (lane departure prevention program for realizing the above-mentioned lane departure prevention control) of the CPU 10a (hereinafter simply referred to as "CPU") of the driving assistance ECU 10 will be specifically described with reference to Fig. 4. While the engine of the host vehicle is operating (when the ignition switch is in the ON state), the CPU repeatedly executes the program at predetermined time intervals.

[0043] The CPU starts the lane departure prevention process from step 100 and proceeds to step 101.

[0044] Next, in step 101, the CPU determines whether or not there is a guidance zone Z adjacent to the own lane based on information acquired from the on-board sensor 20. If there is a guidance zone Z adjacent to the own lane (101: Yes), the CPU proceeds to step 102. On the other hand, if there is no guidance zone Z adjacent to the own lane (101: No), the CPU proceeds to step 106.

[0045] Next, the CPU determines whether the state of the guiding band Z is the first state, second state, or third state. Specifically, when the CPU proceeds to step 102, it determines whether the state of the guiding band Z corresponds to the first state. If the state of the guiding band Z corresponds to the first state (102: Yes), the CPU proceeds to step 104. On the other hand, if the state of the guiding band Z does not correspond to the first state (102: No), the CPU proceeds to step 103.

[0046] When the CPU proceeds to step 103, it determines whether the state of the guiding band Z corresponds to the second state. If the state of the guiding band Z corresponds to the second state (103: Yes), the CPU proceeds to step 105. On the other hand, if the state of the guiding band Z does not correspond to the second state (103: No), the CPU proceeds to step 106.

[0047] When the CPU proceeds to step 104, it adopts boundary line Z1 as the reference line BL. When the CPU proceeds to step 105, it adopts boundary line Z2 as the reference line BL. When the CPU proceeds to step 106, it adopts boundary line Z3 as the reference line BL. Then, the CPU proceeds from step 104, step 105, or step 106 to step 107.

[0048] When the CPU proceeds to step 107, it calculates (obtains) the distance DL and the distance DR, and proceeds to step 108. When the CPU proceeds to step 108, it determines whether the distance DL or the distance DR is equal to or less than the threshold value Dth. If the distance DL or the distance DR is equal to or less than the threshold value Dth (108: Yes), the CPU proceeds to step 109. On the other hand, if the distance DL exceeds the threshold value Dth and the distance DR exceeds the threshold value Dth (108: No), the CPU proceeds to step 110 and ends the lane departure prevention processing. That is, in this case, the CPU does not issue an alarm.

[0049] When the CPU proceeds to step 109, it causes the video display device of the navigation system 24 to display a predetermined image, and causes the audio device of the navigation system 24 to play a predetermined warning sound. Then, the CPU proceeds to step 110, and ends the lane departure prevention processing.

[0050] (effect) The driving assistance ECU 10 of the driving assistance device 1 according to the present embodiment configured as described above executes control (warning) to suppress the host vehicle from entering the guidance strip Z when an oncoming vehicle or pedestrian is present in the guidance strip Z. In addition, when a median strip or a dividing line is present in the guidance strip Z, the driving assistance ECU 10 executes control to suppress the host vehicle from excessively approaching the median strip or dividing line, rather than executing control to suppress the host vehicle from entering the guidance strip Z. In addition, when there is no oncoming vehicle or pedestrian in the guidance strip Z and no median strip or dividing line is present, the driving assistance ECU 10 executes control to suppress the host vehicle from excessively approaching the end of the guidance strip Z on the opposite side to the host lane, rather than executing control to suppress the host vehicle from entering the guidance strip Z. In this way, the driving assistance ECU 10 does not simply determine the control mode depending on whether or not a target is present in the guidance strip Z, but determines the control mode depending on the situation of the guidance strip Z. Therefore, the practicality of the driving assistance device 1 is higher than that of the conventional device.

[0051] The present invention is not limited to the above-described embodiment, and various modifications can be adopted within the scope of the present invention, as described below.

[0052] <Modification> For example, in the above embodiment, the driving assistance ECU 10 executes an alarm as lane departure suppression control, but instead of or in addition to this, the driving assistance ECU 10 may control the steering device 60. That is, the driving assistance ECU 10 determines a target steering angle so that the distance DR and the distance DL exceed the threshold value Dth. Next, the driving assistance ECU 10 transmits data (steering command) representing the target steering angle to the EPS·ECU 61. The EPS·ECU 61 drives the assist motor 62 so that the actual steering angle of the vehicle V coincides with the target steering angle. Furthermore, the driving assistance ECU 10 may control the drive device 30 and / or the braking device 40 so that the distance DR and the distance DL exceed the threshold value Dth. [Explanation of symbols]

[0053] 1...driving assistance device, 10...driving assistance ECU, 20...vehicle sensor, 30...driving device, 40...braking device, 50...shift switching device, 60...steering device, BL...reference line, EL...left end, ER...right end, Z...guiding band, Z1, Z2, Z3...boundary lines

Claims

[Claim 1] an on-board sensor that acquires and outputs information relating to a position of the host vehicle, information relating to targets located around the host vehicle, and information relating to operation of an operator of the host vehicle; a control device capable of executing lane departure suppression control that sets a reference line extending along the lane on which the host vehicle is traveling at an end in a width direction of the lane or at an outside of the end, and suppresses the host vehicle from crossing the reference line when the host vehicle approaches the reference line; Equipped with The control device includes: When an oncoming vehicle or pedestrian is present in a guidance strip adjacent to the lane, an end of the guidance strip in a width direction that is on the lane side is set as the reference line; When a separation strip or a dividing line consisting of a fixed object arranged along the lane is present within the guidance strip, the separation strip or the dividing line is set as the reference line; When there are no oncoming vehicles or pedestrians in the guidance strip and no separation strip or dividing line, an end of the guidance strip in the width direction that is opposite to the lane is set as the reference line. Driving assistance device.

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