JP2023019039A - Driving support device - Google Patents

Abstract

An object of the present invention is to provide a driving support device that prevents a driver from running in the opposite direction to a specified traveling direction. SOLUTION: A driving support measure 1 drives an alarm device 34 when the direction of travel of own vehicle M exceeds a predetermined threshold with respect to the direction of travel of a designated vehicle, and is the first vehicle that does not violate the direction of travel of the vehicle. is set and guidance is started, and when the traveling direction of the own vehicle M exceeds a predetermined threshold with respect to the first target travel route, or when the first target travel route does not exist, The warning device 34 is driven, the vehicle M stops traveling, and a second target traveling route is set to travel in the vehicle traveling direction, thereby controlling the traveling of the vehicle. [Selection drawing] Fig. 4

Description

TECHNICAL FIELD The present invention relates to a driving assistance device that prevents reverse driving.

It is a problem that the driver unknowingly drives the vehicle in the opposite direction to the direction specified by law. In recent years, various proposals have been made regarding techniques for detecting and preventing reverse running of a vehicle. For example, Patent Literature 1 discloses a reverse-running warning device capable of detecting the possibility of reverse-running before the start of reverse-running.

JP 2009-250964 A

However, the conventional reverse-running warning device only issues a warning when reverse-running is detected, and there is a problem that the driver can ignore the warning and drive the vehicle in the reverse direction.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a driving support device that prevents the driver from driving in the opposite direction to the designated traveling direction.

A driving support device according to one aspect of the present invention includes an external recognition device that acquires driving environment information around a vehicle; a locator unit that stores road map information and detects the vehicle position based on a positioning signal; A steering angle sensor that detects a rotation angle, a steering control device that causes the vehicle to travel along a target course, an acceleration/deceleration control device that controls the vehicle speed of the vehicle, and a braking control device that decelerates the vehicle. and an alarm device that issues an alarm sound, warning display, etc. to the driver, and driving control that controls the steering control device, the acceleration/deceleration control device, and the braking control device based on the forward running environment information from the external recognition device. and a unit, wherein the operation control unit calculates the traveling direction of the own vehicle based on the steering angle amount input from the steering angle sensor when the steering is operated by the driver, and controls the vehicle to travel in a specified direction. When the direction of travel exceeds a predetermined threshold value, the warning device is activated to set a first target travel route that does not violate the direction of travel of the vehicle, and the driver is notified of the first target. When the travel route guidance is started and the traveling direction of the host vehicle exceeds a predetermined threshold with respect to the first target travel route, or the first target travel route does not violate the vehicle travel direction. If it does not exist, the warning device is driven, the vehicle stops traveling, a second target traveling route is set for traveling in the direction of travel of the vehicle, and the vehicle travels along the second target traveling route. to control the running of the own vehicle.

A driving assistance device according to another aspect of the present invention includes an external recognition device that acquires driving environment information around the vehicle, a locator unit that stores road map information and detects the vehicle position based on a positioning signal, a steering wheel, and a steering wheel. A steering angle sensor that detects the rotation angle of the vehicle, a steering control device that causes the vehicle to travel along the target course, an acceleration/deceleration control device that controls the vehicle speed of the vehicle, and a braking control that decelerates the vehicle. a device, an alarm device that gives a warning sound and warning display to the driver, and driving that controls the steering control device, the acceleration/deceleration control device, and the braking control device based on forward driving environment information from the external recognition device. and a control unit, wherein the operation control unit calculates a traveling direction of the host vehicle based on a steering angle amount input from the steering angle sensor when the steering is operated by the driver, and calculates the traveling direction of the vehicle. When the lane change amount exceeds a predetermined threshold value, the warning device is activated, and if there is no travel route that does not violate the designated vehicle travel direction, a target travel route that does not violate the vehicle travel direction is set. to control the running of the own vehicle along the target travel route.

Advantageous Effects of Invention According to the present invention, it is possible to provide a driving support device that prevents a driver from traveling in the opposite direction to the specified traveling direction.

Functional block diagram showing the configuration of the driving support device Top view of a vehicle with autonomous sensors A diagram showing parking lots such as service areas and parking areas, which are road rest facilities provided on highways, etc. Flowchart showing an example of control to prevent reverse driving when the own vehicle joins the main line from the parking lot of the road rest facility A flow chart continued from FIG. 4 showing an example of control for preventing reverse driving when the own vehicle joins the main line from the parking lot of the road rest facility. A diagram showing a side road that joins a main line such as a highway Flowchart showing an example of control to prevent reverse driving when the vehicle merges from a side road into a main road such as a highway. A flow chart continued from FIG. 7 showing an example of control for preventing reverse driving when the vehicle merges from a side road into a main line such as a highway. A diagram showing a side road branching from a main line such as an expressway to a toll booth or another road Flowchart showing an example of control to prevent the vehicle from driving in the wrong direction onto a main road such as an expressway or a side road

An embodiment of one aspect of the present invention will be described in detail below with reference to the drawings. In the drawings used for the following explanation, the scale of each component is changed in order to make each component recognizable on the drawing. It is not limited only to the number of components, the shape of the components, the size ratios of the components, and the relative positions of the components as described.

An embodiment of the present invention will be described below based on the drawings. A driving assistance device 1 shown in FIG. 1 is mounted on a host vehicle M (see FIG. 2). This driving support device 1 has a locator unit 10 that detects the position of the vehicle and a driving environment recognition unit 11 that is an autonomous sensor unit that recognizes the driving environment ahead of the vehicle.

The locator unit 10 and the driving environment recognition unit 11 have a redundant system in which if one of them malfunctions, the other unit temporarily continues driving support. Further, the driving assistance device 1 constantly monitors whether or not the shape of the road on which the vehicle is currently traveling is the same between the locator unit 10 and the driving environment recognition unit 11, and continues the driving assistance when they are the same.

The locator unit 10 estimates the position of the own vehicle M on the road map (own vehicle position) and acquires road map data ahead of the own vehicle position. On the other hand, the stereo camera device of the driving environment recognition unit 11 obtains the road curvature at the center of the lane dividing the left and right lanes of the vehicle M, and also determines the vehicle curvature of the vehicle M based on the center of the left and right lane markings. Detect lateral position deviation in the width direction.

A driving environment recognition unit 11 as an autonomous sensor unit, which is an external recognition device, is fixed, for example, at the upper center of the front part of the vehicle interior. The driving environment recognition unit 11 has an in-vehicle camera including a main camera 11a and a sub camera 11b, which are stereo camera devices, an image processing unit (IPU) 11c, and a driving environment recognition section 11d.

The main camera 11a and the sub-camera 11b are, for example, autonomous sensors that sense the real space in front of the vehicle. For example, as shown in FIG. 2, the main camera 11a and the sub-camera 11b are arranged at symmetrical positions in the vehicle interior in front of the upper part of the windshield across the center in the vehicle width direction. stereo imaging from The driving environment recognition unit 11 is not limited to a stereo camera device, and may have, for example, a driving environment recognition device that combines a monocular camera and a front radar.

The IPU 11c performs predetermined image processing on forward driving environment image information in front of the own vehicle captured by both cameras 11a and 11b, and generates forward driving environment image information (distance image information). Based on the distance image information received from the IPU 11c, the driving environment recognition unit 11d obtains the lane markings that define the road around the vehicle. Note that the forward driving environment image is a color image, and the driving environment recognition unit 11d also recognizes the color of the lane markings.

In addition, the driving environment recognition unit 11d determines the road curvature [1/m] of the lane markings that divide the left and right of the driving road (own vehicle driving lane) on which the vehicle is traveling, and the width between the left and right lane markings (lane width ). Various methods for obtaining the road curvature and lane width are known. The lane markings are recognized, and the curvature of the left and right lane markings is obtained for each predetermined section using a curve approximation formula based on the method of least squares.

In addition, the driving environment recognition unit 11d performs predetermined pattern matching or the like on the distance image information, and detects guardrails and curbs along the road, and pedestrians, two-wheeled vehicles, and the like on the road around the own vehicle. It recognizes three-dimensional objects such as vehicles other than motorcycles and obstacles.

Here, in recognition of three-dimensional objects, obstacles, etc. in the driving environment recognition unit 11d, for example, three-dimensional object types, distances to three-dimensional objects, speeds of three-dimensional objects, relative speeds between three-dimensional objects and own vehicle, etc. are recognized. done. A three-dimensional object recognized based on an image from an in-vehicle camera is hereinafter referred to as a camera object (camera OBJ).

Further, the driving environment recognition unit 11d includes a plurality of radar devices (for example, a left front side radar device 11fl, a right front side radar device 11fr, a left rear side radar device 11rl, and a right rear side radar device) as autonomous sensors. device 11rr) is connected.

These radar devices (the left front side radar device 11fl, the right front side radar device 11fr, the left rear side radar device 11rl, and the right rear side radar device 11rr) are, for example, as shown in FIG. Outside the vehicle, they are arranged on bumpers or the like so as to sandwich the center in the front-rear direction and vehicle width direction and to be symmetrical in the front-rear and left-right directions.

The left front side radar device 11fl and the right front side radar device 11fr monitor two regions of the left and right oblique front and sides of the own vehicle M that cannot be monitored by the images from the cameras 11a and 11b described above. The left rear side radar device 11rl and the right rear side radar device 11rr are two radar devices extending from the left and right sides to the rear of the vehicle M, which cannot be monitored by the left front side radar device 11fl and the right front side radar device 11fr. monitor one area.

Each of these radar devices 11fl, 11fr, 11rl, and 11rr includes a millimeter wave radar, a laser radar, a lidar (LIDER: Light Detection and Ranging), and the like. Each of the radar devices 11fl, 11fr, 11rl, and 11rr receives reflected waves of radar waves (radio waves, laser beams, etc.) emitted in the horizontal direction, and detects a plurality of reflection points on three-dimensional objects existing around the own vehicle. is detected to recognize three-dimensional objects.

Information about the radar OBJ recognized by each of the radar devices 11fl, 11fr, 11rl, and 11rr in this way is input to the running environment recognition section 11d. As a result, the driving environment recognizing unit 11d recognizes not only the preceding vehicle in front of the own vehicle, but also the parallel running vehicle on the side of the own vehicle, the direction of the own vehicle at an intersection, etc. It is also possible to recognize crossing vehicles approaching and following vehicles behind the own vehicle.

Note that the left rear side radar device 11rl and the right rear side radar device 11rr may not be provided, and a rear camera may be used to recognize the parallel running vehicle and the following vehicle.

The locator unit 10 has a map locator calculator 12 and a high precision road map database 16 as storage means. The map locator calculation unit 12, the driving environment recognition unit 11d, and the operation control unit 25, which will be described later, are composed of a well-known microcomputer equipped with a CPU, RAM, ROM, non-volatile storage unit, etc., and their peripheral devices. programs to be executed by the CPU and fixed data such as data tables are stored in advance.

A GNSS (Global Navigation Satellite System) receiver 13 and an autonomous traveling sensor 14 are connected to the input side of the map locator calculation unit 12 .

The GNSS receiver 13 receives positioning signals transmitted from a plurality of positioning satellites. In addition, the autonomous traveling sensor 14 enables autonomous traveling in an environment such as traveling in a tunnel where reception sensitivity from GNSS satellites is low and positioning signals cannot be effectively received. It consists of an acceleration sensor and the like.

That is, the map locator calculation unit 12 performs localization based on the movement distance and direction based on the vehicle speed detected by the vehicle speed sensor, the yaw rate (yaw angular velocity) detected by the yaw rate sensor, and the longitudinal acceleration detected by the longitudinal acceleration sensor.

The map locator calculation unit 12 has a function of estimating the position of the vehicle, which is a vehicle position estimation calculation unit 12a. A map information acquisition unit 12b that acquires road map information including environmental information, and a target travel route setting calculation unit 12c that sets a target travel route (target travel route) of the own vehicle M are provided.

The high-precision road map database 16 is a large-capacity storage medium such as an HDD, and stores high-precision well-known road map information (local dynamic map). This high-precision road map information has a hierarchical structure in which additional map information necessary to support automatic driving is superimposed on the lowest static information layer serving as a base.

The map information acquisition unit 12b described above acquires the current location and road map information ahead from the road map information stored in the high-precision road map database 16. FIG. This road map information includes surrounding environment information. This surrounding environment information includes not only static location information such as road types (general roads, expressways, etc.), road shapes, left and right division lines, road signs, stop lines, intersections, and traffic lights, but also congestion information and accident information. Alternatively, dynamic position information such as traffic restrictions due to construction work is also included.

Then, for example, based on the destination set by the driver during automatic driving, the route map information from the vehicle position (current location) estimated by the vehicle position estimation calculation unit 12a to the destination is obtained from the road map information. Then, the acquired route map information (lane data on the route map and its surrounding information) is transmitted to the own vehicle position estimation calculation unit 12a.

The own vehicle position estimation calculation unit 12a acquires the position coordinates of the own vehicle M based on the positioning signal received by the GNSS receiver 13, map-matches the position coordinates on the route map information, and displays the position coordinates of the own vehicle on the road map. The position (current location) is estimated, the driving lane is specified, and the road shape of the driving lane stored in the route map information is acquired and stored sequentially.

Furthermore, the vehicle position estimation calculation unit 12a switches to autonomous navigation in an environment in which it is not possible to receive effective positioning signals from positioning satellites due to a decrease in the sensitivity of the GNSS receiver 13, such as when traveling in a tunnel. Localization is performed by the sensor 14 .

The target travel route setting calculation unit 12c first sets a target travel route for automatically driving the own vehicle M along the lane markings based on the current position map-matched by the map information acquisition unit 12b. Further, when the driver inputs the destination, the target travel route is set along the travel route connecting the current location and the destination.

This target traveling route is set from several hundred meters to several kilometers in front of the host vehicle M, and is updated as the vehicle travels. The target travel route set by the target travel route setting calculation section 12c is read by the operation control unit 25, which is the automatic operation control section.

The operation control unit 25 is connected to the input side of the target course setting calculation section 12c of the map locator calculation section 12 and the driving environment recognition section 11d of the stereo camera device.

The operation control unit 25 also includes, on the output side, a steering control unit 31 of a steering control device that causes the own vehicle M to travel along the target course, and a brake control unit 32 of a braking control device that decelerates the own vehicle M by forced braking. , an acceleration/deceleration control unit 33 and an alarm device 34 of an acceleration/deceleration control device for controlling the vehicle speed of the own vehicle M, a steering angle sensor 35 for detecting the rotation angle of the steering (not shown), and the like are connected.

An input side of the operation control unit 25 is connected to a direction indicator (blinker) control unit, which is a direction indicator control device (not shown), and the like. The direction indicator control unit receives an ON signal from a direction indicator lever (not shown), which is a direction indicator operation unit (blinker lever) operated by the driver. The alarm device 34 is a warning sound such as voice, buzzer, etc., and a warning display on an instrument panel, a navigation monitor, or the like.

The operation control unit 25 controls the steering control unit 31, the brake control unit 32, and the acceleration/deceleration control unit 33 in a predetermined manner, and targets the vehicle M based on the positioning signal indicating the vehicle position received by the GNSS receiver 13. Automatically travel (automatic driving control) along the target travel route on the road map set by the travel route setting calculation unit 12c.

At that time, based on the driving environment recognized by the driving environment recognition unit 11d, well-known following vehicle distance control (ACC: Adaptive Cruise Control) and lane keeping control (ALK: Active Lane Keep) are performed, and the preceding vehicle is detected. follows the preceding vehicle, and if no preceding vehicle is detected, the vehicle is allowed to travel within the speed limit. Furthermore, when a moving object that is about to cross in front of the own vehicle M is detected, the brake control unit 32 is operated to stop the own vehicle M.

In addition, a relay circuit is incorporated in the direction indicator control unit, and four direction indicators (blinkers) 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37a, and 37a, 37a, and 37a, 37a, and 37a, 37a, 37a, and 37a, 37a, 37a, and 37a, 37a, and 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37a, 37, Two of 37b, 38a, and 38b that form a left and right pair are blinked. Here, for example, the right front direction indicator 37a and the right rear direction indicator 38a form a pair, and the left front direction indicator 37b and the left rear direction indicator 38b form a pair.

Here, an example of control executed by the driving assistance device 1 will be described in detail below. The host vehicle M is an example of control executed in a state where the driver has not set a destination in the navigation system, a state in which the driver manually operates the steering wheel, or the like.

First, as shown in FIG. 3, when the own vehicle M enters a main road 103 such as a highway from a parking lot 100 such as a service area or a parking area (called a rest area in the United States), which is a road rest facility, a specified FIGS. 4 and 5 show an example of control executed by the driving assistance device 1 when preventing the vehicle from running in the opposite direction toward the side road 101 of the branch road on the entrance side entering the main road 103 against the traveling direction. Description will be made based on the flowchart.

The operation control unit 25 of the driving support device 1 first acquires map information when the ignition is turned on and the engine is started to start the own vehicle M from the parking lot 100 of the road rest facility (S1). The operation control unit 25 reads the map information stored in the high-precision road map database 16 of the locator unit 10 from the map information acquisition section 12b.

Next, the operation control unit 25 retrieves and stores the first target route toward the side road 102, which is the confluence of the exit side of the main road 103 such as an expressway and a bypass road (S2).

The operation control unit 25 transmits the acquired route map information to the own vehicle position estimation calculation unit 12a, map-matches the position coordinates of the own vehicle M on the map information based on the positioning signal received by the GNSS receiver 13, The first target route shown in FIG. 3 toward the side road 102 in the exit direction that merges with the main road 103 is retrieved, and the travel route is set and stored.

Next, the operation control unit 25 determines whether steering angle information has been input (S3). Regarding this step S3, if the steering angle information is not input from the steering angle sensor 35 of the steering, the operation control unit 25 proceeds to step S25 in FIG. 5, which will be described later.

When steering angle information is input from the steering angle sensor 35, the traveling direction of the own vehicle M is calculated from the detected steering angle amount (S4). The operation control unit 25 calculates the yaw angle of the vehicle M from the position coordinates of the vehicle M received by the GNSS receiver 13, the map information read from the map information acquisition unit 12b, and the steering angle information from the steering angle sensor 35. to calculate the traveling direction of the own vehicle M.

Then, the operation control unit 25 determines whether or not the traveling direction of the host vehicle M is different from the first target route (S5). If the calculated travel direction of the own vehicle M matches and substantially coincides with the route direction of the first target route, the operation control unit 25 proceeds to step S25 in FIG. 5, which will be described later.

On the other hand, if the traveling direction of the own vehicle M is different from the route of the first target route, the operation control unit 25 proceeds to step S6, where the traveling direction of the own vehicle M is set to the first target route. is exceeded (S6). For example, a predetermined allowable angular range of the traveling direction of the host vehicle M with respect to the route of the first target route is set, and the maximum value of this allowable angular range is set as the predetermined threshold value.

When the traveling direction of the host vehicle M is within a predetermined threshold with respect to the first target route, the operation control unit 25 proceeds to step S25 in FIG. 5, which will be described later.

On the other hand, when the traveling direction of the own vehicle M exceeds the predetermined threshold value from the first target route, the operation control unit 25 determines that the traveling direction of the own vehicle M is in the direction of the side road 101 on the entrance side shown in FIG. (S7).

That is, the operation control unit 25 determines whether the host vehicle M is traveling from the main road 103 toward the side road 101 on the entrance side to the parking lot 100, contrary to the route of the first target route.

The operation control unit 25, when the host vehicle M deviates from the route of the first target route but is not traveling from the main road 103 toward the side road 101 entering the parking lot 100, the operation control unit 25 performs the operation shown in FIG. The process proceeds to step S25.

On the other hand, the operation control unit 25 issues a first warning when the own vehicle M is traveling from the main road 103 toward the side road 101 entering the parking lot 100 (S8). The operation control unit 25 drives the alarm device 34 to sound an alarm, display a warning, etc., and alert the driver that the vehicle M is traveling in the wrong direction.

Then, the operation control unit 25 searches for a second target route that does not violate the specified vehicle traveling direction toward the side road 102 on the exit side that merges with the main road 103 (S9). The operation control unit 25 searches the map information for a second target route toward the side road 102 on the exit side that does not violate the designated vehicle traveling direction of the parking lot 100 .

Note that the operation control unit 25 also controls road markings such as arrows on the road surface that are recognized from map information and forward driving environment image information captured by the main camera 11a and sub-camera 11b in relation to the designated vehicle traveling direction in the parking lot 100. , road signs that indicate the direction of travel, etc.

Then, the operation control unit 25 determines whether or not there is a second target route that does not violate the designated vehicle traveling direction (S10). If there is no second target route toward the side road 102 on the exit side without violating the designated traveling direction in the parking lot 100, the operation control unit 25 proceeds to step S17 in FIG. 5, which will be described later.

On the other hand, if there is a second target route that does not violate the designated vehicle traveling direction, the operation control unit 25 changes the route to this second target route and starts guidance (S11). That is, the operation control unit 25 resets and stores the travel route to the second target route from the first target route to the side road 102 in the direction of the exit that joins the main road 103, and stores the second target route. To guide the driver to the driving route.

Guidance of the driving route of the second target route to the driver here is executed by displaying the driving route on the monitor of the navigation system (not shown), voice guidance, or the like. Note that the first warning executed in step S8 is stopped along with the start of the travel route guidance for the second target route.

Next, the operation control unit 25 determines whether steering angle information has been input (S12), as in step S3. The operation control unit 25 repeats the routine of step S12 until steering angle information is input from the steering angle sensor 35 of the steering wheel.

When the steering angle information is input from the steering angle sensor 35, the operation control unit 25 calculates the traveling direction of the own vehicle M from the steering angle amount shown in FIG. 5, as in step S4 (S13).

Then, the operation control unit 25 determines whether or not the traveling direction of the own vehicle M is different from the second target route (S14). If the calculated traveling direction of the own vehicle M does not differ from the route direction of the second target route, the operation control unit 25 proceeds to step S16.

On the other hand, if the traveling direction of the own vehicle M is different from the route of the second target route, the operation control unit 25 proceeds to step S15 and sets the traveling direction of the own vehicle M to the second target route. is exceeded (S15). For example, a predetermined allowable angular range of the traveling direction of the host vehicle M with respect to the route of the second target route is set, and the maximum value of this allowable angular range is set as a predetermined threshold value.

The operation control unit 25 determines in step S14 that the traveling direction of the own vehicle M is not different from the route direction of the second target route, or in step S15 if the traveling direction of the own vehicle M is different from the second target route. is within a predetermined threshold value, it is determined whether or not the vehicle has arrived at the side road 102 on the exit side to the main road 103 (S16).

The operation control unit 25, based on the position information of the vehicle M from the positioning signal indicating the vehicle position received by the GNSS receiver 13, when the vehicle M arrives at the side road 102 on the exit side where the vehicle M joins the main road 103, End the control example.

If the vehicle M has not arrived at the side road 102 on the exit side that merges with the main road 103 based on the position information of the vehicle M, the operation control unit 25 repeats the routine from step S12 in FIG. 4 to step S15 in FIG. .

Further, in step S15, when the traveling direction of the own vehicle M exceeds the predetermined threshold from the second target route, the operation control unit 25 issues a second warning (S17). The operation control unit 25 drives the alarm device 34 to perform, for example, an alarm sound and a warning display different from those of the first alarm, and notifies the driver that the host vehicle M will be stopped in an emergency together with the second alarm.

Then, the operation control unit 25 makes an emergency stop of the host vehicle M (S18). The operation control unit 25 operates a direction indicator control section (not shown) to flash all the four direction indicators 37a, 37b, 38a, and 38b shown in FIG. The control unit 32 is operated to stop the own vehicle M. At this time, the operation control unit 25 also lights a brake lamp (not shown).

The operation control unit 25 may move the own vehicle M to a safe place and then stop it.

Next, the operation control unit 25 issues a third alarm (S19). The operation control unit 25 drives the alarm device 34, for example, performs alarm sound and warning display different from the first and second alarms, and automatically controls the vehicle M to the driver as the third alarm. We will notify you to that effect.

Then, the operation control unit 25 searches for a third target route toward the side road 102 on the exit side (S20), and executes automatic operation control along the third target route (S21). The operation control unit 25 drives the steering control unit 31, the brake control unit 32, the acceleration/deceleration control unit 33, etc. based on the forward running environment recognized by the running environment recognition unit 11d, and drives the exit side that joins the main line 103. The host vehicle M is controlled according to the route of the third target route toward the road 102 .

During execution of this automatic operation control, the operation control unit 25 determines whether or not the traveling direction of the own vehicle M has become the direction of the side road 102 on the exit side (S22). The operation control unit 25 calculates the yaw angle of the own vehicle M from the position coordinates of the own vehicle M, the map information, and the steering angle information, and determines whether the direction in which the own vehicle M is traveling is the exit side where the own vehicle M joins the main road 103 from the parking lot 100 . The routine of step S22 is repeated until the direction of the side road 102 is reached.

Then, the operation control unit 25 determines whether or not the own vehicle M has arrived at the side road 102 on the exit side (S23). The operation control unit 25 repeatedly determines the routine of step S23, and when the vehicle M reaches the side road 102 on the exit side based on the position information of the own vehicle M, the automatic operation control is terminated and the driver takes over (S23). ). In a state in which the automatic driving control has been terminated, the vehicle M is operated by the driver. Then, the operation control unit 25 terminates this control example.

Note that even in step S25 of FIG. 5 to which the routine of step S3, step S4, step S5, step S6 or step S7 of FIG. (S25). If the host vehicle M has not arrived at the side road 102 on the exit side that joins the main road 103 from the parking lot 100, the operation control unit 25 returns to step S3 in FIG.

That is, the operation control unit 25 executes the routine from step S3 to step S23 until the own vehicle M arrives at the side road 102 on the exit side. Then, when the host vehicle M reaches the side road 102 on the exit side based on the position information of the host vehicle M, the operation control unit 25 terminates this control example.

As described above, the driving support system 1 of the present embodiment prevents the driver's own vehicle M from entering the parking lot 100 of a road rest facility, such as a service area, a parking area, or a rest area, in the direction of the side road 101. is run, automatic driving control is executed toward a side road 102 on the exit side that joins a main line 103 such as a highway from a parking lot 100 to prevent reverse driving.

That is, the driving support device 1 executes automatic driving control to guide the own vehicle M to the side road 102 on the exit side that joins the main road 103 from the parking lot 100, and runs in the opposite direction to the direction specified by the driver. to prevent

Next, as shown in FIG. 6, when the host vehicle M joins a main line 103 such as an expressway from a side road 102, it is prevented from traveling in the opposite direction to the designated direction of travel on the main line 103. An example of control executed by the driving assistance device 1 at this time will be described based on the flowcharts of FIGS. 7 and 8. FIG. 4 and 5 will be briefly described by omitting the details thereof.

In addition, the following control examples executed by the driving assistance device 1 are not limited to the side road 102 that joins the main road 103 from the parking lot 100 of road rest facilities such as a service area, parking area, and rest area. A side road that merges with 103 is also included.

The driving assistance device 1 acquires map information (S31) in the same manner as in step S1 of FIG. Search and store (S32).

Next, the operation control unit 25 determines whether or not steering angle information has been input (S33), as in step S3. is calculated (S34). The operation control unit 25 also repeats the routine of step S33 until the steering angle information is input.

Then, the operation control unit 25 determines whether or not the traveling direction of the own vehicle M with respect to the fourth target route exceeds a predetermined threshold value in the same manner as in step S6 (S35). Also here, for example, a predetermined allowable angle range of the traveling direction of the vehicle M with respect to the route of the fourth target route is set, and the maximum value of this allowable angle range is set as the predetermined threshold value.

If the direction of travel of the vehicle M is within a predetermined threshold with respect to the fourth target route, the operation control unit 25 determines whether the vehicle M is traveling in the designated direction on the main line 103 based on the map information and the position information of the vehicle M. (S36).

If the own vehicle M has arrived at the main line 103 and is not traveling in the designated direction, the operation control unit 25 returns to step S33 again. , to end this control.

The operation control unit 25 issues a fourth warning when the traveling direction of the host vehicle M exceeds a predetermined threshold with respect to the fourth target route (S37). As in step S8, the operation control unit 25 drives the alarm device 34 to emit an alarm sound, display a warning, etc., and alert the driver that the vehicle M is traveling in the wrong direction. .

Then, the operation control unit 25 searches for a fifth target route that does not violate the designated traveling direction of the main road 103 (S38). The operation control unit 25 searches the map information for a fifth target route on which the vehicle travels without violating the designated vehicle traveling direction of the main line 103 .

Note that the operation control unit 25, regarding the designated vehicle traveling direction of the main line 103, not only maps information but also road markings such as arrows on the road surface recognized from forward driving environment image information captured by the main camera 11a and the sub camera 11b, and traffic information. Recognize from road signs indicating directions, etc.

Then, the operation control unit 25 determines whether or not there is a fifth target route that does not violate the designated vehicle traveling direction (S39). If there is no fifth target route that does not violate the designated traveling direction of the main line 103, the operation control unit 25 proceeds to step S46 in FIG. 8, which will be described later.

On the other hand, if there is a fifth target route that does not violate the designated vehicle traveling direction, the operation control unit 25 changes the route to this fifth target route and starts guidance (S41). That is, the operation control unit 25 resets and stores the travel route from the fourth target route to the fifth target route, and guides the driver to the travel route of the fifth target route.

Again, guidance of the driving route of the fifth target route to the driver is executed by displaying the driving route on the monitor of the navigation system (not shown), voice guidance, or the like. Note that the fourth warning executed in step S37 is stopped along with the start of the travel route guidance for the fifth target route.

Next, the operation control unit 25 determines whether steering angle information has been input (S42), as in step S33 of FIG. The operation control unit 25 repeats the routine of step S42 until steering angle information is input from the steering angle sensor 35 of the steering wheel.

When the steering angle information is input from the steering angle sensor 35, the operation control unit 25 calculates the traveling direction of the host vehicle M from the steering angle amount (S43), as in step S34 of FIG.

Then, the operation control unit 25 determines whether or not the traveling direction of the own vehicle M is different from the fifth target route (S44). If the calculated traveling direction of the own vehicle M does not differ from the route direction of the second target route, the operation control unit 25 designates the main line 103 from the position information of the own vehicle M as in step S36 of FIG. (S45).

If the own vehicle M has arrived at the main line 103 and is not traveling in the designated direction, the operation control unit 25 returns to step S42 again, and if the own vehicle M has arrived at the main line 103 and is traveling in the designated direction. , to end this control.

On the other hand, the operation control unit 25 issues a sixth warning when the traveling direction of the own vehicle M is different from the route of the fifth target route (S46). The operation control unit 25 drives the alarm device 34 to produce an alarm sound and a warning display different from those of the fifth alarm, and notifies the driver that the host vehicle M will be stopped in an emergency together with the sixth alarm.

Then, the operation control unit 25 makes an emergency stop of the host vehicle M (S47), similarly to step S18 in FIG. Also at this time, the operation control unit 25 turns on the hazard lamps and also turns on the brake lamps.

Next, the operation control unit 25 issues a seventh alarm (S48). The operation control unit 25 drives the alarm device 34 to produce an alarm sound and display different from those of the fifth and sixth alarms, and as the seventh alarm, the driver is notified that the vehicle M will be automatically controlled. enforce notices;

Then, the operation control unit 25 searches for and sets a sixth target route in the specified traveling direction of the main road 103 (S49).

Next, the operation control unit 25 determines whether or not there is another vehicle behind (S50). The driving control unit 25 detects whether there is another vehicle in the area behind the own vehicle M from the information of the left rear side radar device 11rl and the right rear side radar device 11rr input from the driving environment recognition section 11d.

The operation control unit 25 repeatedly executes the routine of step S50 until another vehicle is not detected in the area behind the host vehicle M.

When the operation control unit 25 determines that there is no other vehicle behind, it executes automatic operation control along the sixth target route (S51). The operation control unit 25 also drives the steering control unit 31, the brake control unit 32, the acceleration/deceleration control unit 33, etc., based on the forward running environment recognized by the running environment recognition unit 11d to determine the route of the sixth target route. Run control of own vehicle M is carried out according to.

During execution of this automatic driving control, the driving control unit 25 determines whether or not the traveling direction of the own vehicle M has become appropriate (S52). The operation control unit 25 calculates the yaw angle of the own vehicle M from the position coordinates of the own vehicle M, the map information, and the steering angle information, detects the traveling direction along the sixth target route, and executes the determination routine of step S52. repeat.

Then, the operation control unit 25 determines whether or not the vehicle M is traveling in the designated direction on the main line 103 based on the position information of the host vehicle M (S53), similarly to step S36 in FIG. 7 and step S45 in FIG.

The operation control unit 25 repeatedly determines the routine of step S53, and when the host vehicle M travels along the main line 103 in the designated direction, ends the automatic operation control and hands over to the driver (S54). In the state in which the automatic driving control has ended, the driver operates the own vehicle M. As shown in FIG. Then, the operation control unit 25 terminates this control example.

As described above, the driving support system 1 of the present embodiment reverses the main line 103 against the designated traveling direction when the own vehicle M joins the main line 103 such as the highway from the side road 102. You can prevent it from running. That is, the driving support device 1 executes control to guide the own vehicle M in the designated vehicle traveling direction of the main road 103 when merging from the side road 102 to the main road 103. 103 is prevented from running backwards.

Next, as shown in FIG. 9, the own vehicle M moves from a main line 103 such as an expressway to road rest facilities such as a tollgate, a service area, a parking area, and a rest area, or a branch road such as a junction heading for another expressway. Driving in the opposite direction on the main line 103 or the side road 104 when passing a branch point of the side road 104 or accidentally entering an undesired side road 104 when entering a certain side road 104.例文帳に追加An example of control executed by the driving assistance device 1 when preventing is described based on the flowchart of FIG. 10 .

4 and 5 or FIG. 7 and FIG. 8 will be briefly described by omitting the details thereof.

First, the operation control unit 25 acquires map information (S61) in the same manner as in step S1 of FIG. 4, etc., and determines whether steering angle information has been input in the same manner as in step S3 (S62). Also in this step S62, the operation control unit 25 repeats the routine of step S62 until steering angle information is input. Next, the operation control unit 25 calculates the traveling direction of the host vehicle M from the detected steering angle amount (S63), as in step S4.

Then, the operation control unit 25 determines whether or not the traveling direction of the own vehicle M has exceeded the lane change (S64). That is, the operation control unit 25 determines, from the detected steering angle amount, whether the traveling direction of the own vehicle M beyond the lane change exceeds a predetermined threshold value, for example.

When the traveling direction of the host vehicle M exceeds the lane change, the operation control unit 25 issues an eighth warning (S65). The operation control unit 25 drives the alarm device 34 to sound an alarm, display a warning, etc., and alert the driver. If the steering angle amount does not exceed the lane change amount, the operation control unit 25 returns to the routine of step S62.

The operation control unit 25 determines whether or not there is a travel route that does not constitute a violation (S66). That is, the operation control unit 25 determines from the location information of the own vehicle M, the map information, etc., whether there is a travel route that allows the own vehicle M to change lanes without violating the rules or to enter the side road 104 from the main road 103. judge.

If there is a non-violating travel route that can be traveled, the operation control unit 25 stops the eighth alarm (S67), and determines whether or not the vehicle is following the non-violating route (S68). When traveling along a route that does not constitute a violation, the operation control unit 25 determines whether or not the traveling direction of the host vehicle M is appropriate (S69). The operation control unit 25 ends this control when the traveling direction of the own vehicle M is appropriate based on the position information of the own vehicle M, the map information, and the like.

If the driving control unit 25 determines in step S68 that the vehicle is not traveling along a non-violating route, or if the traveling direction of the host vehicle M is not appropriate in the determination of step S69, the process returns to step S65.

The operation control unit 25 issues a ninth warning when there is no non-violating traveling route that can be traveled in the determination of step S66 (S70). The operation control unit 25 performs an alarm sound, an alarm display, etc., which are different from those of the eighth alarm, and notifies the driver that the own vehicle M will be automatically operated and controlled as the ninth alarm. At this time, the operation control unit 25 may move the own vehicle M to a safe position such as a road shoulder and stop it.

The driving control unit 25 searches for a non-violating target route (S71), and executes automatic driving control along the target route (S72). The operation control unit 25 also drives the steering control unit 31, the brake control unit 32, the acceleration/deceleration control unit 33, etc., based on the forward running environment recognized by the running environment recognition unit 11d, to determine the route of the target route that does not cause violations. Run control of own vehicle M is carried out according to.

Then, the operation control unit 25 repeatedly executes determination (S73) of whether or not the traveling direction of the own vehicle M is appropriate based on the position information of the own vehicle M, and when the traveling direction of the own vehicle M becomes appropriate. , the automatic driving control is stopped and handed over to the driver (S74), and this control is terminated.

As described above, the driving support system 1 of the present embodiment allows the vehicle M to move from the main line 103 such as an expressway to road rest facilities such as toll gates, service areas, parking areas, and rest areas, and other expressways. When entering the side road 104, which is a branch road such as a junction heading to the main road 103 or side road It is possible to prevent the vehicle from running backwards on the road 104. - 特許庁

That is, the driving support device 1 performs control to guide the own vehicle M to a route that does not violate when entering the side road 104 or when the side road 104 is erroneously entered. To prevent reverse running on a main line 103 or a side road 104 against the direction.

From the above description, the driving support device 1 predicts the direction of travel from the amount of steering while driving, warns if there is a possibility of going in the wrong direction when going in the predicted direction, and guides an appropriate route. do. If there is no operation by the driver even after the warning and route guidance are given, or if there is no route that does not violate the route enough to return, the control is shifted to the control by the system to prevent the vehicle M from running in the wrong direction. ing.

The driving control unit 25 and the respective control units 31 to 33 of the driving support device 1 of the host vehicle M have processors including a central processing unit (CPU), storage devices such as ROM and RAM. Also, all or part of the multiple circuits of the processor may be implemented by software. For example, the CPU may read and execute various programs corresponding to each function stored in the ROM.

Further, all or part of the functions of the processor may be configured by logic circuits or analog circuits, and processing of various programs may be realized by electronic circuits such as FPGA.

The invention described in the above embodiments is not limited to those forms, and various modifications can be made at the stage of implementation without departing from the scope of the invention. Furthermore, each of the above forms includes inventions at various stages, and various inventions can be extracted by appropriate combinations of the multiple disclosed constituent elements.

For example, even if some constituent elements are deleted from all the constituent elements shown in each form, if the stated problem can be solved and the stated effect can be obtained, this constituent element is deleted A configuration can be extracted as an invention.

DESCRIPTION OF SYMBOLS 1... Driving support device 10... Locator unit 11... Driving environment recognition unit 11a... Main camera 11b... Sub camera 11d... Driving environment recognition unit 11fl... Left front side radar device 11fr... Right front side radar device 11rl... Left rear side radar Device 11rr Right rear radar device 12 Map locator calculation unit 12a Vehicle position estimation calculation unit 12b Map information acquisition unit 12c Target course setting calculation unit 13 GNSS receiver 14 Autonomous traveling sensor 16 High Accurate road map database 17 Step 25 Driving control unit 25 Driving support unit 31 Steering control unit 32 Brake control unit 33 Acceleration/deceleration control unit 34 Warning device 35 Rudder angle sensor 37a Right front indicator 37b Left front direction indicator 38a Right rear direction indicator 38b Left rear direction indicator 100 Parking lot 101, 102, 104 Side road 103 Main line M Own vehicle

Claims (4)

an external recognition device that acquires driving environment information around the own vehicle;
a locator unit that stores road map information and detects the position of the vehicle based on the positioning signal;
a steering angle sensor that detects the rotation angle of the steering;
a steering control device that causes the own vehicle to travel along a target travel route;
an acceleration/deceleration control device that controls the vehicle speed of the host vehicle;
a braking control device that decelerates the host vehicle;
an alarm device that issues an alarm sound, warning display, etc. to the driver;
a driving control unit that controls the steering control device, the acceleration/deceleration control device, and the braking control device based on forward traveling environment information obtained by the external recognition device;
with
The driving control unit calculates a traveling direction of the own vehicle based on a steering angle amount input from the steering angle sensor when the steering is operated by the driver, and calculates the traveling direction of the own vehicle with respect to the designated vehicle traveling direction. When the direction exceeds a predetermined threshold, the warning device is activated, a first target travel route is set that does not violate the vehicle traveling direction, and guidance of the first target travel route is started to the driver. If the direction of travel of the host vehicle exceeds a predetermined threshold with respect to the first target travel route, or if the first target travel route that does not violate the travel direction of the vehicle does not exist, the A warning device is driven to stop the vehicle from traveling, a second target traveling route is set for traveling in the traveling direction of the vehicle, and the vehicle travels along the second target traveling route. A driving support device characterized by controlling the The operation control unit controls the first target travel route and the second target travel route so that the own vehicle travels from the parking lot of the road rest facility to the first side road on the exit side that joins the main road. 2. The driving support system according to claim 1, wherein the driving support device is set to prevent reverse driving from the main road to a second side road on the side of an entrance into the parking lot. The operation control unit sets the first target travel route and the second target travel route in the vehicle traveling direction of the main road from a side road on the exit side where the vehicle merges with the main road. 2. The driving support device according to claim 1, which prevents reverse driving. an external recognition device that acquires driving environment information around the own vehicle;
a locator unit that stores road map information and detects the position of the vehicle based on the positioning signal;
a steering angle sensor that detects the rotation angle of the steering;
a steering control device that causes the own vehicle to travel along a target travel route;
an acceleration/deceleration control device that controls the vehicle speed of the host vehicle;
a braking control device that decelerates the host vehicle;
an alarm device that issues an alarm sound, warning display, etc. to the driver;
a driving control unit that controls the steering control device, the acceleration/deceleration control device, and the braking control device based on forward traveling environment information obtained by the external recognition device;
with
The driving control unit calculates a traveling direction of the host vehicle based on a steering angle amount input from the steering angle sensor when the steering is operated by the driver, and calculates a predetermined threshold value for changing the lane in the traveling direction. is exceeded, the warning device is driven, and if there is no travel route that does not violate the designated vehicle travel direction, a target travel route that does not violate the vehicle travel direction is set, and the target travel route is set. A driving support device, characterized in that it controls the running of the own vehicle along the road.

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