JP2008129818A - Running condition determination method and running condition determination device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a running condition determination method and a running condition determination device for accurately determining a running condition of its own vehicle in leaving a main lane. <P>SOLUTION: A support control unit 2 for determining a running condition of the own vehicle in leaving a main lane determines whether or not the own vehicle is in a leaving end state for detecting a leaving end on the basis of an own vehicle position and lane information 7a including at least route data 6a, map drawing data 6b or a position of a marking on a road face, and determines timing of the leaving end of the own vehicle when it is determined that the own vehicle is completing leaving. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a traveling state determination method and a traveling state determination device.

In recent years, development of Intelligent Transport Systems (ITS) has been promoted in order to facilitate smooth driving of automobiles. As part of this ITS, a driving support system has been proposed that uses a navigation system mounted on an automobile to provide information, warn, and support operation according to the location. For example, Patent Literature 1 and Patent Literature 2 describe a system that performs downshift control when the host vehicle exits from a main roadway on a highway to a deceleration lane such as a rampway.
JP-A-10-141491 JP 2000-293382 A

  In each of the above systems, there is a possibility that an error may occur in the vehicle position calculated by the navigation system. Therefore, a control target section is set in advance, and vehicle control is performed when the host vehicle enters the section. For this reason, it is conceivable that the driving control is not executed at an appropriate timing, for example, the deceleration control is performed before entering the deceleration lane. For this reason, not only does the driver feel uncomfortable, but there is a risk of hindering smooth travel of other vehicles on the main road. In addition, when the timing for performing driving support related to merging is delayed at the time of merging, for example, acceleration before merging becomes insufficient, and there is a possibility that the traveling of other vehicles on the main road is obstructed.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a traveling state determination method and a traveling state determination device that can accurately determine the traveling state of the host vehicle when leaving the main road. It is to provide.

  In order to solve the above-mentioned problems, the invention according to claim 1 is a traveling state determination method for determining the traveling state of the host vehicle when leaving the main road, and is an exit end scene for detecting the end of exit. Is determined based on the vehicle position and the road network data having the road type, and when it is determined that the current situation of the vehicle is the exit end scene, The gist is to determine the exit end timing.

  The invention according to claim 2 is a traveling state determination device for determining a traveling state of the host vehicle when leaving the main road, the host vehicle position calculating means for calculating the host vehicle position, and a road network having a road type. Road network data storage means for storing data, a vehicle position, and a scene determination means for determining whether or not the exit end scene for detecting the end of exit to the attachment road based on the road network data; When the scene determination means determines that the current vehicle situation is the exit end scene, the timing determination means for determining the exit end timing, and the timing determination means detects the exit end timing. In this case, the gist is provided with support control means for outputting a control signal for driving support at the end of the exit.

  According to a third aspect of the present invention, in the travel situation judging device according to the second aspect, the scene judging means is configured to detect a main road when the vehicle position is within a predetermined distance range with reference to a toll gate. The gist is to determine that it is an exit end scene in which the exit from is ended.

  According to a fourth aspect of the present invention, in the travel situation determination device according to the third aspect, the timing judgment unit determines that the situation at the time of the vehicle is an exit end scene by the scene judgment unit. Then, when it is determined that the vehicle has passed the toll gate, it is determined that the exit has been completed.

  The invention according to claim 5 is the traveling state determination device according to any one of claims 2 to 4, wherein the scene determination unit is configured such that the vehicle position is an attachment road connected to a service area or a parking area. Exit exit that terminates exit from the main road to the service area or parking area installation road when it is within a predetermined distance range based on the branch point or the intermediate point of the attachment road connected to the service area or parking area The gist is to judge that it is a scene.

  According to a sixth aspect of the present invention, in the travel state determination device according to the fifth aspect, the timing determination unit determines that the current situation of the host vehicle is the exit end scene by the scene determination unit. The vehicle determines whether or not the vehicle has passed a branch point or an intermediate point of the attachment road connected to a service area or a parking area, and determines that the vehicle has passed the branch point or the intermediate point. In this case, the gist is to determine that the exit has ended.

  According to the first aspect of the present invention, by setting the exit end scene and detecting the exit end timing in the exit end scene, the traveling state determination device concentrates the process of determining the exit end timing. It can be carried out. For this reason, since the predetermined timing can be accurately detected, driving support at the end of the exit can be performed at an accurate timing at which the user does not feel uncomfortable.

  According to the second aspect of the present invention, the travel situation determination apparatus sets the exit end scene, and detects the exit end timing in the exit end scene, so that the travel situation determination apparatus determines the exit end timing. The processing to be performed can be performed intensively. For this reason, since the predetermined timing can be accurately detected, driving support at the end of the exit can be performed at an accurate timing at which the user does not feel uncomfortable.

  According to the third aspect of the present invention, when the own vehicle position is included in the predetermined distance range based on the toll gate, it is determined that the exit end scene. For this reason, the scene that the user feels is the exit end scene can be set as the exit end scene.

  According to the fourth aspect of the present invention, when the vehicle passes through the toll gate, it is determined that the exit is finished. Therefore, since it is possible to detect the timing at which the user feels that the exit has ended, it is possible to perform driving support at an accurate timing without feeling uncomfortable.

  According to the fifth aspect of the present invention, when there is a vehicle within a predetermined distance range based on a branch point or an intermediate point of the attachment road connected to the service area or the parking area, it is determined that it is an exit end scene. . For this reason, the exit end timing can be determined also when exiting from the main road to the service area or the parking area.

  According to the sixth aspect of the present invention, it is determined that it is the merging start timing when the vehicle passes through a branch point or an intermediate point of the attachment road connected to the service area or the parking area. Therefore, since it is possible to detect the timing at which the user feels that the exit has ended, it is possible to perform driving support at an accurate timing without feeling uncomfortable.

Hereinafter, an embodiment embodying the present invention will be described with reference to FIGS.
As shown in FIG. 1, the driving support system 1 mounted on the host vehicle C (see FIG. 3) includes a support control unit 2 as a traveling state determination device, a display 20 that displays various screens, and a back monitor as a photographing device. A camera (hereinafter simply referred to as camera 30) and a speaker 31 are provided.

  The support control unit 2 has a navigation unit 3. The navigation unit 3 includes an LSI or the like, and performs main control of various processes according to various programs such as a driving support program stored in the storage unit. The navigation unit 3 includes a host vehicle position calculation unit 3a as a host vehicle position calculation unit, a merge determination unit 3b, a scene determination unit, an exit determination unit 3c as a timing determination unit, and a support control unit 3d as a support control unit. is doing.

  The own vehicle position calculation unit 3 a calculates absolute coordinates indicating the position of the own vehicle C based on the position detection signal input from the GPS receiving unit 4 included in the support control unit 2. Further, the support control unit 2 includes a vehicle-side I / F unit 5 that inputs detection signals from various sensors provided in the host vehicle C. The vehicle-side I / F unit 5 inputs an ON signal and an OFF signal of the ignition module 40 from the ignition module 40 provided in the host vehicle C, and outputs the input signal to the navigation unit 3. The navigation unit 3 activates the driving support system 1 when an on signal is input, and shuts down the driving support system 1 when an off signal is input.

  Further, the vehicle position calculation unit 3a of the navigation unit 3 inputs vehicle speed pulses from the vehicle speed sensor 41 provided in the vehicle C via the vehicle side I / F unit 5, and counts the number of pulses. In addition, the host vehicle position calculation unit 3a inputs a direction detection signal from the gyro 42 via the vehicle side I / F unit 5, and calculates the host vehicle position by autonomous navigation. And the own vehicle position calculating part 3a correct | amends the absolute position calculated based on the GPS receiving part 4 with the own vehicle position calculated by autonomous navigation, and pinpoints the position of the present vehicle.

  The merging determination unit 3b uses a lane information database (hereinafter referred to as lane information DB7) as sign data storage means to determine whether or not the host vehicle C starts merging, and merges into the main road R1 (see FIG. 2). It is determined whether or not the process has ended. Further, the exit determination unit 3c uses the lane information DB 7 to determine whether or not the exit from the main road R1 has started and whether or not the exit from the main road R1 has ended.

  The lane information DB 7 stores lane information 7a as road marking attribute data. The lane information 7a includes data such as the number of toll road lanes, the types of white line markings (solid lines and broken lines) that divide each lane, and the positions of the white line markings.

  For example, as shown in FIG. 2, the line width is larger than the boundary line BR between the lanes L1 and L2 between the junction Rj as the attachment road and the main road R1. , The lane information 7a stores the position and length L of the thick broken line BL. In addition, the lane information 7a includes a thick broken line start point S1 as a reference point where the thick broken line BL starts, and a zebra zone Zb as a reference, and a position of the zebra zone Zb and a start point as a reference point of the zebra zone Zb. The point S2 is stored. The attachment road refers to a traveling lane other than the main lane such as an acceleration lane, a deceleration lane, and an uphill lane.

The support control unit 3d determines the traveling state of the host vehicle C based on the merging determination unit 3b and the leaving determination unit 3c, and provides information and warning at the time when the merging starts or ends, or immediately before the ending or when the exit ends. Execute control for operation support. Further, an engine ECU (Electoronic Control Unit) provided in the host vehicle C via the vehicle-side I / F unit 5 according to the support content.
A control signal is output to an ECU 45 such as an ABS (Antilock brake system) ECU.

  The support control unit 2 includes a map database (referred to as map DB 6) as road network data storage means. The map DB 6 stores route data 6a and map drawing data 6b as road network data. The route data 6a is data for each predetermined area that divides the whole country into areas, and includes data on nodes and links, link cost, link type, coordinate data, road attribute data, and the like. The node data includes identification data such as node numbers indicating intersections, road end points, highway branch points, and the like, identification data of adjacent nodes, and the like. The link data includes a link ID, a link length, each link ID indicating a connection node, data indicating traffic restrictions, and the like. The link type indicates the type of road such as an expressway or a national road corresponding to the link. The road attribute data is data indicating a traffic direction and the like.

  The map drawing data 6b is stored for each area obtained by dividing the map of the whole country, and is divided for each layer from a wide area map to a narrow area map. Each map drawing data 6b has road drawing data, background data, and the like. The road drawing data includes data of shape interpolation points for indicating the shape of the road displayed on the map, data indicating the location of a highway service area or parking area (hereinafter referred to as SA / PA), tollgate, etc. It is. The background data is drawing data for drawing roads, urban areas, rivers, and the like.

  The support control unit 2 includes an image processor 8 as image processing means. In addition to performing image processing, the image processor 8 generates drawing data based on the map drawing data 6 b and temporarily stores it in the VRAM 9. Based on the drawing data, a map around the vehicle position is displayed on the display 20.

  The support control unit 2 includes an image data input unit 10. The image data input unit 10 drives and controls the camera 30 provided in the host vehicle C according to the control of the navigation unit 3 and sequentially acquires the image data G as a video signal. As shown in FIG. 3, the camera 30 is attached to the rear end of the vehicle such as a back door of the host vehicle C. The camera 30 is a digital camera that captures a color image, and includes an optical mechanism including a wide-angle lens, a mirror, and the like, and a CCD image sensor (none of which is shown). The camera 30 has an imaging range Z of several meters behind it including the rear end of the host vehicle C. The image data input unit 10 acquires the image data G that has been analog / digital converted by the camera 30 and outputs it to the image processor 8.

  The image processor 8 performs a known white line recognition process on the input image data G. For example, edge detection processing is performed on the image data G, and a straight line is detected by performing Hough transform or the like on the detected edge point. A straight line extending in the road surface direction is recognized as a white line. If the edges are detected at equal intervals, it is determined that the broken line BL is based on the shape.

  When an edge is detected, the edge detection image is converted into a bird's-eye view image. And the relative distance and relative direction of a white line and the own vehicle C are calculated using the bird's-eye view image. Further, when the thick broken line BL is detected, the image processor 8 determines whether or not the host vehicle C has exceeded the thick broken line BL at a predetermined timing. When the host vehicle C merges from the merge channel Rj toward the main road R1, if the image processor 8 determines that the thick broken line BL has been exceeded, the merge determination unit 3b determines that the merge has ended. When the host vehicle C exits from the main road R1 to the exit road Rw (see FIG. 18), if the image processor 8 determines that the thick broken line BL has been exceeded, the exit determination unit 3c determines that the exit has started. To do.

The support control unit 2 includes a user input I / F unit 11. Display 2
0 is a touch panel. When an input operation is performed on the touch panel, a signal corresponding to the input operation is output to the navigation unit 3 via the user input I / F unit 11. When the operation switch 21 provided adjacent to the display 20 is input by the user, a signal corresponding to the input operation is output to the navigation unit 3 via the user input I / F unit 11 in the same manner.

Furthermore, the support control unit 2 includes an audio processor 12. The voice processor 12 includes a memory (not shown) storing a voice file, a digital / analog converter, and the like, and outputs a guidance voice and a warning sound from the speaker 31 using the voice file.
(Processing procedure)
Next, the processing procedure of this embodiment is demonstrated according to FIGS. In the present embodiment, the driving support system 1 will be described as a system that performs support when joining the main road R1 of the expressway or leaving the main road R1.

  FIG. 4 is a main flow of the driving support process. As shown in FIG. 4, the navigation unit 3 also waits for the start of driving assistance (step S101). For example, it may be determined that driving support is started when the vehicle position is already on an expressway or in the vicinity of an interchange on the expressway. Alternatively, it may be determined that the driving support is always started while the driving support system 1 is activated.

  When it is determined that driving support is to be started (YES in step S101), the navigation unit 3 performs support timing determination processing (step S102). In the support timing determination process, the merging determination unit 3b and the leaving determination unit 3c are configured so that the current situation of the host vehicle C is a merging start scene as a merging start scene, a merging end scene as a merging end scene, and a departure start as a leaving start scene. It is determined whether the scene corresponds to either the exit end scene as the exit end scene. If it is determined that the scene corresponds to any one of the scenes, a timing determination process corresponding to the scene is performed to detect each timing of start of merge, end of merge, start of exit, and end of exit.

  When the support timing determination process is performed, the support control unit 3d of the navigation unit 3 determines whether it is the support timing based on the detection results of the merge determination unit 3b and the exit determination unit 3c (step S103). For example, when the merging determination unit 3b determines that the current situation is the start of merging (YES in step S103), the support control unit 3d controls the ECU 45, the voice processor 12, etc., and executes support in accordance with the start of merging. (Step S104). The contents of support are not particularly limited, such as providing various information, warnings, and operation support.

When the support is executed, the navigation unit 3 determines whether or not to end the driving support (step S105). For example, when the host vehicle C exits from a highway interchange to a general road, it is determined that driving support is to be terminated. If it is determined that the driving support is to be ended (YES in step S105), the driving support process is temporarily ended, the process returns to step S101 and waits for the driving support to be resumed. If it is determined not to end the driving support process (NO in step S105), the process returns to step S102, and the support timing determination process is performed.
(Support timing judgment process)
Next, the support timing determination process will be described with reference to FIG. First, the host vehicle position calculation unit 3a of the navigation unit 3 detects a front branch of the host vehicle C based on the host vehicle position and the map DB 6 (step S1). At this time, based on the route data 6a and the map drawing data 6b, a branch for joining the main road R1 from the junction Rj in a predetermined distance (for example, 1 km) from the own vehicle position within a predetermined distance (for example, 1 km) Then, it is determined whether or not there is a node indicating a branch or the like for exiting from the main road R1 to the exit route Rw (see FIG. 18) (step S2). Further, as shown in FIG. 24, a branch of SA / PA side road Rj2 and a branch exiting from main road R1 to SA / PA side road Rw2 as shown in FIG. 18 are also detected.

  If it is determined that there is a branch (YES in step S2), the navigation unit 3 determines which type of road the host vehicle C is traveling among the combined path Rj, the exit path Rw, and the main road R1 in steps S3 to S3. Determination is made in S5. When the currently traveling road type is determined, whether or not the current state of the host vehicle C corresponds to the merge end scene, the exit end scene, the exit start scene, or the merge start scene according to the road type. Are determined in steps S6 to S9.

  More specifically, first, the merging determination unit 3b of the navigation unit 3 determines whether or not the host vehicle C is traveling along the merging path Rj (step S3). At this time, the host vehicle position calculation unit 3a determines whether or not the joint flow travel flag stored in a memory (not shown) is on. The combined flow travel flag is a flag indicating whether or not the host vehicle C is traveling in a predetermined range on the combined flow path Rj, and is turned on when the own vehicle C is traveling on the combined flow path Rj. Otherwise, it is off.

When the support timing determination process is performed for the first time, the vehicle position calculation unit 3a determines that the vehicle position is on the main road R1 as shown in FIG. 15 based on the link type of the route data 6a or the map drawing data 6b. It is determined whether or not it is on the joint flow path Rj to be connected. The combined flow path Rj may be a combined flow path Rj that connects the toll gate and the main road R1, or a side road Rj2 (see FIG. 24) that connects from the SA / PA to the main road R1. At this time, if it is determined that the vehicle is traveling along the merge channel Rj (YES in step S3), the merge determination unit 3b performs a merge end scene determination (step S6). The merge end scene refers to a state in which the host vehicle C ends the merge from the merge channel Rj to the main road R1. This merge end scene determination is a process performed in advance in order to accurately detect the timing of the merge end.
(Join end scene judgment)
This merge scene determination will be described with reference to FIG. First, the merging determination unit 3b determines whether there is a thick broken line BL that divides the merging channel Rj and the main road R1 based on the lane information 7a (step S6-1). As shown in FIG. 15, when the thick broken line BL is marked between the combined flow path Rj and the main road R1 (YES in step S6-1), the process proceeds to step S6-2.

  In step S6-2, the merge determination unit 3b reads the length of the thick broken line BL based on the lane information 7a, and determines whether the length L (see FIG. 15) is less than a predetermined length. (Step S6-4). In the present embodiment, the predetermined length is set to 300 m.

  If it is determined that the length L of the thick broken line BL is less than the predetermined length (300 m) (YES in step S6-4), the merging determination unit 3b determines the relative distance from the vehicle position to the thick broken line start point S1. Calculate (step S6-5). At this time, the merging determination unit 3b acquires the coordinates of the thick broken line start point S1 included in the lane information 7a, and calculates the relative distance from the own vehicle position. At this time, the relative distance is calculated along the shape of the combined flow path Rj. However, the relative distance when the thick broken line start point S1 and the vehicle position are connected by a straight line may be calculated. Then, based on the calculated relative distance, it is determined whether or not the vehicle position is within a predetermined distance range D1 set in advance (step S6-6). Here, as shown in FIG. 15, the predetermined distance range D1 is assumed to be 500 m before the thick broken line start point S1 and 150 m ahead of the thick broken line start point S1.

  When it is determined that the vehicle position is within the predetermined distance range D1 based on the relative distance between the vehicle position and the thick broken line start point S1 (YES in step S6-6), the merge determination unit 3b selects the merge end scene. The scene discrimination flag shown is turned on (step S6-7).

  On the other hand, if it is determined in step S6-4 that the length L of the thick broken line BL is equal to or longer than a predetermined length (300 m) as shown in FIG. 16 (NO in step S6-4), step S6-5 and Similarly, the relative distance to the thick broken line start point S1 is calculated (step S6-8). Further, as in step S6-6, it is determined whether or not the relative distance to the thick broken line start point S1 is within the predetermined distance range D2 (step S6-9). Here, the predetermined distance range D2 is assumed to be 500 ms before the thick broken line start point S1 and 200 ms ahead of the thick broken line start point S1. That is, when the length L of the thick broken line BL is equal to or longer than the predetermined length (300 m) and the section to be accelerated for joining the main road R1 is relatively long, the length L of the thick broken line BL is compared. The target section of the merge end scene is set longer than the short scene.

  When it is determined that the vehicle position is within the predetermined distance range D2 based on the relative distance between the vehicle position and the thick broken line start point S1 (YES in step S6-9), the merge determination unit 3b ends the merge The scene discrimination flag of the scene is turned on (step S6-10).

  If it is determined in step S6-1 that there is no thick broken line BL between the combined flow path Rj and the main road R1 (NO in step S6-1), the scene determination flag of the merge end scene is turned off (step S6-3). Further, when the vehicle position is not within the predetermined distance range D1 in step S6-6 (NO in step S6-6) and when the vehicle position is not within the predetermined distance range D2 in step S6-9 ( In step S6-9, NO), the scene determination flag of the merge end scene is turned off (step S6-3).

  As described above, when the host vehicle C is within the predetermined distance ranges D1 and D2 with the thick broken line start point S1 as a reference, it is determined that the host vehicle C is the joining end scene. Then, the merge end scene stored in the memory is turned on. If it is determined that the scene is not a merge end scene, the scene determination flag of the merge end scene is turned off.

  On the other hand, in step S3 of the support timing determination process shown in FIG. 5, when the merging determination unit 3b determines that the host vehicle C is not traveling along the merging path Rj that is connected to the main road R1 (NO in step S3). It is judged whether the own vehicle position calculation part 3a is drive | working the exit road Rw as an attachment road (step S4).

  At this time, the host vehicle position calculation unit 3a determines whether or not an exit road travel flag stored in a memory (not shown) is on. The exit road travel flag is a flag for indicating whether or not the host vehicle C is traveling on the exit path Rw, and is turned on when the host vehicle C is traveling on the exit path Rw. Is turned off.

  When the exit road travel flag is off, the vehicle position calculation unit 3a determines that the vehicle position is the main road R1 as shown in FIGS. 17 and 18 based on the link type of the route data 6a or the map drawing data 6b. It is determined whether or not the vehicle is on the exit route Rw connected to. The exit route Rw may be a connection route Rw1 connected to the toll gate Tb as shown in FIG. 17, or may be a side road Rw2 as an attachment road connected to the SA or PA as shown in FIG.

If it is determined that the host vehicle C is traveling on the exit road Rw outside the main road R1 (YES in step S4), the exit determination unit 3c performs exit end scene determination (step S7). The exit end scene refers to a state in which the host vehicle C ends the exit. This exit end scene determination is a process executed in advance in order to accurately detect the exit end timing when the host vehicle C is traveling on the exit path Rw.
(Exit end scene judgment)
This exit end scene determination will be described with reference to FIG. First, the exit determination unit 3c
The link type of the link corresponding to the current vehicle position is acquired from the route data 6a or the map drawing data 6b in the map DB 6 (step S7-1). Then, it is determined whether or not the acquired link type is an exit route connected to the toll gate Tb shown in FIG. 17 (step S7-2).

  When it is determined that the exit road is connected to the toll booth Tb, that is, the connection road Rw1 (YES in step S7-2), the exit determination unit 3c determines that the vehicle position is a predetermined distance based on the toll booth Tb. It is determined whether it is included in the range D3 (step S7-3). Here, as shown in FIG. 17, the predetermined distance range D3 is 500 m before the toll booth Tb to 100 m ahead of the toll booth Tb.

  If the vehicle position is included in the predetermined distance range D3 (YES in step S7-3), the scene determination flag of the first exit end scene stored in a storage unit (not shown) of the exit determination unit 3c is turned on ( Step S7-4).

  On the other hand, if it is determined in step S7-2 that the own vehicle position is not on the connection path Rw1 (NO in step S7-2), the exit determination unit 3c determines that the link type of the link corresponding to the own vehicle position is SA. Or it is judged whether it is PA side road Rw2 (step S7-6). If it is determined that the link type is side road Rw2 (YES in step S7-6), the process proceeds to step S7-7.

  In step S7-7, the exit determination unit 3c determines whether there is a branch on the side road Rw2 in the SA or PA. The exit determination unit 3c determines the presence / absence of a branch node Nj indicating this branch based on the route data 6a. As shown in FIG. 18, when it is determined that the side road Rw2 has a branch (YES in step S7-7), is the vehicle position included within the predetermined distance range D4 with respect to the branch node Nj? It is determined whether or not (step S7-8). Here, the predetermined distance range D4 is set from 500 m before the branch point (branch node Nj) to 100 m ahead of the branch point.

  When it is determined that the vehicle position is included in the predetermined distance range D4 (YES in step S7-8), the exit determination unit 3c indicates a second exit end scene stored in a memory (not shown). The scene discrimination flag is turned on (step S7-9).

  On the other hand, if it is determined in step S7-7 that there is no branch in SA or PA (NO in step S7-7), as shown in FIG. 19, the vehicle position is an intermediate point M on the side road Rw2. Is determined to be within a predetermined distance range D5 with reference to (step S7-10). The intermediate point M is set in the middle of the entire side road Rw2, and the coordinates of the intermediate point M are stored in advance in the lane information 7a. Here, the predetermined distance range D5 is set to 500 m before the intermediate point M to 100 m ahead of the intermediate point M.

  When it is determined that the vehicle position is included in the predetermined distance range D5 (YES in step S7-10), the exit determination unit 3c turns on a scene determination flag indicating the third exit end scene (step S7-10). S7-11).

In step S7-3, if the vehicle position is not included in the predetermined distance range D3 with reference to the toll gate Tb (NO in step S7-3), the process proceeds to step S7-5, and the first to third Each flag indicating the exit end scene is turned off (step S7-5). Similarly, if it is determined in step S7-8 that the vehicle position is not included in the predetermined distance range D4 (NO in step S7-8), the vehicle position is not included in the predetermined distance range D5. If determined (NO in step S7-10), the process proceeds to step S7-5, and each flag indicating the first to third exit end scenes is turned off.

  Thus, when the vehicle position is within the predetermined distance range D3 to D5 with reference to the toll booth Tb, the branch point of the side road Rw2 of the SA / PA, and the intermediate point, it is the first to third exit end scene. If it is determined, each scene determination flag indicating the first to third exit end scenes stored in the memory is set to ON. When it is determined that none of the exit end scenes, the scene determination flag is turned off.

  On the other hand, when the host vehicle position calculation unit 3a determines in step S4 of the support timing determination process shown in FIG. 5 that the vehicle does not travel on the exit route Rw (NO in step S4), the process proceeds to step S5, and the host vehicle C It is determined whether the vehicle is traveling on the main road R1.

At this time, it is determined whether or not the main road travel flag stored in the memory (not shown) is ON, or whether or not the link type corresponding to the vehicle position is the main road R1.
If it is determined that the host vehicle C is traveling on the main road R1 (YES in step S5), an exit start scene determination is performed (step S8). The exit start scene is a state in which the host vehicle C starts to exit from the main road R1 to the exit path Rw, and this exit start scene determination is performed when the host vehicle C is traveling on the exit path Rw. It is executed to detect the start timing with high accuracy.
(Exit start scene judgment)
The exit start scene will be described with reference to FIG. First, the exit determination unit 3c acquires the position of a thick broken line BL that is in front of the host vehicle C and divides the main road R1 and the exit path Rw based on the lane information 7a of the lane information DB7 (step S8-). 1). Further, the position of the zebra zone Zb is acquired based on the lane information 7a (step S8-2).

  When the positions of the thick broken line BL and the zebra zone Zb are acquired, the exit determination unit 3c determines whether or not the positions of the thick broken line BL and the zebra zone Zb match in the traveling direction of the main road R1 (step S8-). 3).

  As shown in FIG. 20, when it is determined that the thick broken line BL and the zebra zone Zb match in the direction of the main road R1 (YES in step S8-3), the process proceeds to step S8-4. Further, as shown in FIG. 21, when a plurality of thick broken lines BL are indicated, a determination is made regarding the thick broken line BL that divides the exit road Rw and the main road R1, and the thick broken line BL and the zebra zone Zb are If it is determined that the directions match in the direction of roadway R1 (YES in step S8-3), the process proceeds to step S8-4.

In step S8-4, the scene discrimination flag indicating the exit start scene is turned on, and the exit start scene determination ends.
As shown in FIG. 22, when there is no thick broken line BL dividing the main road R1 and the exit road Rw, it is determined that the positions of the thick broken line BL and the zebra zone Zb do not match (NO in step S8-3). The scene discrimination flag indicating the exit start scene is turned off (step S8-5), and the exit start scene determination is terminated.

On the other hand, if it is determined in step S5 of the support timing determination process shown in FIG. 5 that the host vehicle C is not traveling on the main road R1 (NO in step S5), the merge determination unit 3b determines the merge start scene. Is performed (step S9). The merge start scene is a state in which the host vehicle C starts entering the main road R1 from the merge path Rj. This merge start scene determination is performed when the own vehicle C is traveling on the merge path Rj. It is executed to detect the timing accurately.
(Join start scene judgment)
This merge start scene determination will be described with reference to FIG. First, the merge determination unit 3b acquires the link type of the link corresponding to the current vehicle position from the route data 6a or the map drawing data 6b of the map DB 6 (step S9-1). Then, it is determined whether or not the acquired link type is the combined flow path Rj1 connecting the toll gate Tb and the main road R1 as shown in FIG. 23 (step S9-2).

  If it is determined that it is the merge channel Rj1 connected to the toll gate Tb (YES in step S9-2), the merge determination unit 3b has its own vehicle position within a predetermined distance range D6 with the toll gate Tb as a reference. It is determined whether it is included (step S9-3). As shown in FIG. 23, the predetermined distance range D6 is 500 m ahead of the toll booth Tb to 50 m ahead of the toll booth Tb.

  When the vehicle position is included in the predetermined distance range D6 (YES in step S9-3), the scene determination flag indicating the first joining start scene is turned on (step S9-4). On the other hand, if it is determined in step S9-2 that the own vehicle position is not on the joining flow path Rj1 (NO in step S9-2), the joining determination unit 3b determines that the link type of the link corresponding to the own vehicle position is SA. Or it is judged whether it is side road Rw2 of PA (step S9-6).

If it is determined that the link type is the SA or PA side road Rj2 as shown in FIGS. 24 and 25 (YES in step S9-6), the process proceeds to step S9-7.
In step S9-7, the exit determination unit 3c determines whether an SA / PA control permission flag stored in a non-illustrated non-volatile memory in the merge determination unit 3b is on. The SA / PA control permission flag is a flag that is set to ON when the host vehicle position calculation unit 3a determines that the host vehicle C has entered SA / PA. For example, when passing through the entrance of the side road Rw2 when entering from the main road R1, it is determined that the vehicle has entered SA / PA, and the SA / PA control permission flag is turned on. Further, when it is determined that the user exits from SA / PA, the SA / PA control permission flag is turned off. As a result, even if the ignition module 40 is turned off when the SA / PA control permission flag is on, the SA / PA control permission flag is turned on when the ignition module 40 is turned on next time. Therefore, the host vehicle position calculation unit 3a can determine that the host vehicle C is in the SA or PA.

When it is determined that the SA / PA control permission flag is on, that is, when it is determined that the host vehicle C is in SA / PA (YES in step S9-7), the process proceeds to step S9-8.
In step S9-8, the merge determination unit 3b determines whether or not the SA / PA side road Rj2 has a branch as shown in FIG. The merge determination unit 3b determines whether or not there is a branch node Nj indicating this branch based on the route data 6a.

  When it is determined that there is a branch node Nj on the side road Rj2 (YES in step S9-8), it is determined whether or not the vehicle position is included in a predetermined distance range D7 with reference to the branch node Nj. (Step S9-9). Here, the predetermined distance range D7 is set at a junction (a junction node Nm as a junction) from 100 m before the junction (a branch node Nj as a junction) to the main road R1.

  When it is determined that the vehicle position is included in the predetermined distance range D7 (YES in step S9-9), the merging determination unit 3b indicates a second merging start scene stored in a memory (not shown). The scene discrimination flag is turned on (step S9-10).

On the other hand, when it is determined in step S9-8 that there is no branch in SA or PA (NO in step S9-8), as shown in FIG. 25, the vehicle position is an intermediate point M on the side road Rj2. Is determined to be within a predetermined distance range D8 with reference to (step S9-11). Here, the predetermined distance range D8 is set from 100 m before the intermediate point M to the merging point (merging node Nm).

  If it is determined that the vehicle position is included in the predetermined distance range D8 (YES in step S9-11), the merging determination unit 3b turns on the scene determination flag indicating the third merging start scene (step S9-). 12).

  In step S9-3, if the vehicle position is not included in the predetermined distance range D6 with reference to the toll gate Tb (NO in step S9-3), and in step S9-6, the link type is SA or If it is determined that it is not the side road Rj2 of PA (NO in step S9-6), the process proceeds to step S9-5. Then, the scene determination flag indicating the first to third merge start scenes is turned off.

  If it is determined in step S9-7 that the SA / PA control permission flag is OFF (NO in step S9-7), the host vehicle C is SA / Since it is not in the PA, the process proceeds to step S9-5, and the scene determination flag indicating the first to third merge start scenes is turned off.

  Furthermore, when it is determined in step S9-9 that the vehicle position is not included in the predetermined distance range D7 (NO in step S9-9), the vehicle position is included in the predetermined distance range D8. If it is determined that there is not (NO in step S9-11), the process proceeds to step S9-5, and the scene determination flag indicating the first to third merge start scenes is turned off.

  As described above, when it is determined that the vehicle position is within the predetermined distance range D6 to D8 based on the toll booth Tb, the branch of the side road Rj2, and the intermediate point M, the first to first stored in the memory are stored. Any scene discrimination flag indicating the third merge start scene is set to ON. If it is determined that the scene is not a merge start scene, the scene determination flag is turned off.

  As described above, when each scene determination is performed in steps S6 to S9, the first to third merge start scenes, the merge end scene, the first to third exit start scenes, and the exit stored in a memory (not shown). Either one of the scene determination flags indicating the end scene is turned on, or no scene determination flag is turned on. Then, the navigation unit 3 determines any one of the merge start timing, the merge end timing, the exit start timing, and the exit end timing based on the scene determination flag that is turned on (steps S11 to S14).

This process will be described in detail in the flow of the support timing determination process shown in FIG. First, in step S11, the merge determination unit 3b determines whether or not the flag indicating the first to third merge start scenes stored in the memory is on. When it is determined that one of the flags indicating the first to third merging start scenes is turned on (YES in step S11), merging start determination for detecting the merging start timing is performed (step S15). In other words, if it is determined that the scene is a merge start scene, only detection of the merge start timing is performed in a concentrated manner, so the processing amount is reduced rather than performing determination according to all scenes, and the timing detection accuracy is reduced. Can be improved.
(Join start determination)
The merge start determination process will be described with reference to FIG. First, the merge determination unit 3b determines whether or not the scene determination flag of the first merge start scene is on (step S15-1). The scene determination flag indicating the first joining start scene is ON, that is, the vehicle position is a predetermined distance range D6 with reference to the toll gate Tb (from the toll gate Tb 500 m before to the toll gate Tb 50 m ahead, see FIG. 23). If it is determined that the vehicle is in the vehicle (YES in step S15-1), the merging determination unit 3b determines whether or not the host vehicle C has passed the toll gate Tb (step S15-2).
If it is determined that the vehicle has passed the toll gate Tb (YES in step S15-2), the merge start flag and the merge channel travel flag are turned on (step S15-3). Unlike the scene determination flag indicating each merging start scene, the merging start flag is turned on only when it is determined that merging is started. Further, as described above, the combined flow travel flag is a flag indicating that the combined flow travels along the combined flow. Then, when the merge start flag and the merge channel travel flag are turned on, the scene determination flag indicating the first merge start scene is turned off (step S15-4).

  On the other hand, if it is determined in step S15-1 that the scene determination flag indicating the first merge start scene is OFF (NO in step S15-1), whether or not the scene determination flag indicating the second merge start scene is ON. Is determined (step S15-5). When the flag of the second merge start scene is ON, that is, the own vehicle C is in a predetermined distance range D7 (100 m before the branch node Nj to the merge node Nm with reference to the branch point in SA or PA shown in FIG. ) (YES in step S15-5), it is determined whether the SA / PA control permission flag is on (step S15-6). As described above, the SA / PA control permission flag is turned on when the host vehicle position calculation unit 3a determines that the host vehicle C has entered SA or PA. If it is determined that the SA / PA control permission flag is on, that is, the own vehicle C has already entered SA or PA (YES in step S15-6), the process proceeds to step S15-7. If it is determined that the SA / PA control permission flag is OFF (NO in step S15-6), the merge path travel flag is turned on (step S15-11), and the merge start determination is terminated. The process proceeds to step S105 shown in FIG. In this case, it is determined whether the SA / PA control permission flag is on or off to improve accuracy, but this determination process may be omitted.

  In step S15-7, the merging determination unit 3b determines whether or not a branch point has been passed. If it is determined that the vehicle has passed the branch point (branch node Nj) (YES in step S15-7), the merge start flag and the merge channel travel flag are turned on (step S15-3). Subsequently, the scene discrimination flag of the second merge start scene is turned off (step S15-4).

  On the other hand, if it is determined in step S15-5 that the scene determination flag indicating the second merge start scene is OFF (NO in step S15-5), whether or not the scene determination flag indicating the third merge start scene is ON. Is determined (step S15-8).

  If it is determined that the scene determination flag indicating the third merge start scene is ON (YES in step S15-8), it is determined whether the SA / PA control permission flag is ON (step S15-9). If it is determined that the SA / PA control permission flag is on (YES in step S15-9), the process proceeds to step S15-10. If it is determined that the SA / PA control permission flag is off (NO in step S15-9), only the combined passage travel flag is turned on (step S15-11), and the process proceeds to step S105.

  In step S15-10, in the third merge start scene, the vehicle position is a predetermined distance range D8 (based on the intermediate point M of the side road Rj2 in the SA or PA where there is no branch as shown in FIG. If it is included in the range from 100 m before the intermediate point M to the merge node Nm, the merge determination unit 3b determines whether or not the intermediate point M has been passed. If it is determined that the vehicle has passed the intermediate point M (YES in step S15-10), the merge start flag and the merge channel travel flag are turned on (step S15-3), and a scene showing the third merge start scene The discrimination flag is turned off (step S15-4).

If it is determined in step S15-2 that the vehicle has not passed through the toll gate Tb (NO in step S15-2), only the combined flow path flag is turned on (step S15-11), and the merge start determination is completed. To do. Furthermore, when the SA / PA control permission flag is not on in steps S15-6 and S15-9 (NO in step S15-6), only the merge passage travel flag is turned on (step S15-11), and the merge start determination is performed. finish.

  Furthermore, when it is determined in step S15-8 that the flag of the third merge start scene is OFF (NO in step S15-8), when the branch point is not passed (NO in step S15-7), intermediate If the point has not been passed (NO in step S15-10), the combined passage travel flag is turned off (step S15-11). Then, the process proceeds to step S105.

  Further, the joining determination unit 3b turns on the joining start flag for a predetermined time (for example, 5 to 10 minutes), and then resets it to the initial state of off. When the merge start flag is set to ON again in the next merge start determination, the elapsed time is returned to “0” and the elapsed time from that point is measured.

  Thus, when the own vehicle C passes the toll gate Tb, the branch point, or the intermediate point M, when the merge start flag is turned on, the driver determines that the merge has started to the main road R1. Can be almost matched. For this reason, even if driving support is performed at this timing, there is no sense of incongruity and it is possible to support at an accurate timing.

On the other hand, if it is determined in step S11 of the support timing determination process shown in FIG. 5 that the merge start scene state is not reached (NO in step S11), the merge determination unit 3b determines whether or not it is a merge end scene state ( Step S12). The merge determination unit 3b refers to the scene determination flag stored in the memory, and determines whether or not the scene determination flag indicating the merge end scene is on. If the scene determination flag is ON (YES in step S12), that is, if the own vehicle position is within the predetermined distance ranges D1 and D2 with reference to the thick broken line start point S1, the merge end determination is performed (step S16). .
(Join end determination)
The merge end determination process will be described with reference to FIG. First, the merging determination unit 3b is based on the vehicle position acquired from the vehicle position calculation unit 3a and the coordinates of the thick broken line start point S1 included in the lane information 7a (FIGS. 15 and 16). It is determined whether or not the vehicle has traveled more than a predetermined distance after passing (see step S16-1). Here, the predetermined distance is set to 100 m.

  If it is determined that the vehicle has traveled more than a predetermined distance (100 m) after passing through the thick dashed line start point S1 (YES in step S16-1), the acceleration for merging is almost completed, so the merging end flag is turned on. And the main travel flag is turned on (step S16-2).

  That is, even if the vehicle travels for a predetermined distance (100 m) or more, if it is determined that the merging is not completed, driving support for merging is continued, so that the host vehicle C continues to accelerate, for example. Further, when a traffic jam occurs and the host vehicle C is traveling at a low speed, there is a possibility that the vehicles cannot join even if traveling for a predetermined distance (100 m) or more. For this reason, when traveling for a predetermined distance range (100 m) or more, it is determined that the merging is finished. In addition, by using the thick broken line BL that is actually visually recognized by the driver as a reference, it is possible to detect the timing at which the driver determines that the merge has ended.

  Further, the joining determination unit 3b turns on the joining end flag for a predetermined time, and then resets the initial state to off. When the merge end flag is set to ON again in the next merge end determination, the elapsed time is returned to “0” and the elapsed time from that point is measured.

Furthermore, the merging determination unit 3b turns off the scene determination flag and the merging path travel flag of the merging end scene (step S16-3). Further, the SA / PA control permission flag is turned off (step S16-4).

  On the other hand, when it is determined that the vehicle has not traveled more than a predetermined distance (100 m) after passing through the thick broken line start point S1 (NO in step S16-1), that is, when the vehicle position is in front of the thick broken line start point S1, Alternatively, when the vehicle has passed the thick broken line start point S1, but the travel distance after the passage has not reached 100 m, the process proceeds to step S16-5.

  In step S16-5, the merging determination unit 3b determines whether or not the vehicle has traveled more than a predetermined distance after passing through the merging point (merging node Nm, see FIG. 15). Here, the predetermined distance is set to 100 m. As described above, the timing is detected without omission by repeatedly determining the timing of the end of merging together with step S16-1.

  In step S16-5, when the merging determination unit 3b determines that the host vehicle C has traveled more than a predetermined distance (100 m) after passing through the merging point (YES in step S16-5), the merging end flag and the main line traveling flag Is turned on (step S16-2). In addition, the scene determination flag, the SA / PA control permission flag, and the merge path travel flag of the merge end scene are turned off (steps S16-3 and S16-4).

  In step S16-5, when the merging determination unit 3b determines that the host vehicle C has not traveled more than a predetermined distance (100 m) after passing through the merging point (NO in step S16-5), the process proceeds to step S16-6. move on. In step S <b> 16-6, the merging determination unit 3 b performs a thick broken line exceeding determination for determining the position of the thick broken line BL with respect to the host vehicle C based on the image processor 8.

  For example, the image processor 8 inputs image data G as shown in FIG. This image data G captures the rear of the vehicle when the host vehicle C exceeds the thick broken line BL. In the image data G, a thick broken line BL located on the right side of the host vehicle C as viewed from the camera position is photographed. As described above, the image processor 8 performs edge point detection processing or the like on the image data G, and detects an edge obtained by connecting the edge points indicating the thick broken line BL. Further, the image processor 8 performs coordinate conversion on the image data G from which the edge is detected, and generates a bird's-eye view image G2 as shown in FIG. Then, it is determined whether the edge EG of the thick broken line BL is on the left side or the right side of the own vehicle C as viewed from the camera position with respect to the own vehicle C indicated by a two-dot chain line in the drawing. In the case of left-side travel, when joining the main road R1 from the left side, if it is determined that the edge EG of the thick broken line BL exists on the right side of the own vehicle C, it is determined that the own vehicle C has exceeded the thick broken line BL. . When merging from the right merge path Rj with respect to the main road R1, if it is determined that the edge EG of the thick broken line BL exists on the left side of the host vehicle C when viewed from the camera position, it is determined that the host vehicle C has exceeded the thick broken line BL. . When the vehicle body of the host vehicle C and the edge EG overlap, and when the edge EG is on the left side of the host vehicle C, it is determined that the host vehicle C does not exceed the thick broken line BL.

  The image processor 8 determines whether or not the host vehicle C exceeds the thick broken line BL based on the thick broken line exceeding determination (step S16-6) (step S16-7). If it is determined that the vehicle has exceeded the thick broken line BL (YES in step S16-7), the vehicle position calculation unit 3a determines whether or not the vehicle C has moved from the junction Rj to the lane of the main road R1 (step S16). -8). That is, not only the determination by image processing but also the presence / absence of lane movement is determined, so that the determination as to whether or not the thick broken line BL has been exceeded is made more reliable.

If it is determined that the lane has been moved (YES in step S16-7), the merge end flag and the main line travel flag are turned on (step S16-2). In addition, the scene determination flag, the SA / PA control permission flag, and the merge path travel flag of the merge end scene are turned off (steps S16-3 and S16-4). Thus, by performing the merge end determination using image processing, the timing at which the merge end is detected can be made coincident with the timing at which the driver determines that the merge end has been completed.

  If it is determined that the lane is not moved (NO in step S16-8), the merge start determination is terminated, and the process proceeds to step S105 (see FIG. 4) without performing the support execution. If it is determined in step S16-7 that the thick broken line BL has not been exceeded (NO in step S16-7), the process proceeds to step S105 (see FIG. 4) without performing support.

  In this way, when the merge end flag is turned on, in step S104 shown in FIG. 4, support according to the end of the merge can be executed at an accurate timing. In addition, by setting the merge section from the time when the merge start flag is turned on to the time when the merge end flag is turned on, support is provided along the merge section, such as information provision, warning, and shift control. be able to.

On the other hand, when it is determined in step S12 of the support timing determination process shown in FIG. 5 that the scene is not a merge end scene (NO in step S12), the merge determination unit 3b is in any state of the first to third exit start scenes. It is determined whether or not there is (step S13). The merge determination unit 3b refers to the scene determination flag stored in the memory and determines whether any of the scene determination flags indicating the first to third exit start scenes is on. If any one of the scene determination flags is on (YES in step S13), that is, if there is a branch between the exit road Rw and the main road R1, the position of the thick broken line BL and the zebra zone Zb If the positions match, an exit start determination is made (step S17).
(Exit start judgment)
This exit start determination will be described with reference to FIG. The exit determination unit 3c acquires the length L of the thick broken line BL based on the lane information 7a of the lane information DB 7 (step S17-1). Then, it is determined whether or not the length L of the thick broken line BL is less than a predetermined length (step S17-2). If it is determined that the length L of the thick broken line BL is less than the predetermined length (300 m) (YES in step S17-2), the number of thick broken lines BL is detected (step S17-3).

  For example, as shown in FIG. 20, when only the thick broken line BL that divides the main road R1 and the exit road Rw is marked, the exit determination unit 3c determines that the thick broken line BL is “one”. . As shown in FIG. 21, not only a thick broken line BL that divides the main road R1 and the exit road Rw, but also a thick broken line BL that divides each lane of the main road R1 may be marked. In this case, the exit determination unit 3c determines that the thick broken line BL is “two”. In step S17-4, it is determined whether or not the number of thick broken lines BL is singular. When the number of thick broken lines BL is singular (YES in step S17-4), the process proceeds to step S17-5. If the number of thick broken lines BL is plural (NO in step S17-4), the process proceeds to step S17-9.

  In step S17-5, the exit determination unit 3c cooperates with the image processor 8 to perform determination beyond the thick broken line in the same manner as in step S16-6. And it is judged whether the own vehicle C exceeded the thick broken line BL (step S17-6). For example, when exiting from the main road R1 to the exit road Rw branching to the left, it is determined that the thick broken line BL (edge EG) exceeds the thick broken line when it is on the left side of the host vehicle C when viewed from the camera position. However, when it is on the right side of the host vehicle C and under the host vehicle C as viewed from the camera position, it is determined that the thick broken line BL is not exceeded.

If it is determined that the thick broken line has been exceeded (YES in step S17-6), the exit start flag and the exit road travel flag stored in the exit determination unit 3c are turned on (step S17-7). Further, the main line travel flag and the exit start scene determination flag are turned off (step S17-).
8). In addition, the exit determination unit 3c turns on the exit start flag for a predetermined time, and then resets the initial state to OFF. When the exit start flag is set to ON again in the next exit start determination, the elapsed time is returned to “0”, and the elapsed time from that point is measured.

  In many cases, the driver determines that the vehicle has started to exit when it exceeds the thick broken line BL. Therefore, if the timing at which the host vehicle C exceeds the thick broken line BL by the image processing in this way is the timing for starting the driver, It can be adapted to the senses. In addition, by determining that the exit is started after exceeding the thick broken line BL, it is possible to prevent the vehicle from decelerating before entering the exit path Rw.

  On the other hand, in step S17-9, the exit determination unit 3c determines the current lane based on the vehicle position calculation unit 3a. And it is judged whether it is drive | working the lane near exit road Rw (step S17-10). As shown in FIG. 21, when the vehicle position is on the lane L1 adjacent to the exit route Rw, it is determined in step S17-10 that the vehicle is traveling in a lane near the exit route Rw (step S17-10). YES in S17-10), the process proceeds to step S17-11. In addition, when the vehicle position is not on the lane L1 adjacent to the exit road Rw but on the lanes L2 and L3 separated from the exit road Rw, the vehicle travels on a lane near the exit road Rw. (No in step S17-10), the exit start determination is terminated, and the process proceeds to step S105 (see FIG. 4) without performing support execution.

  In step S17-11, the above-described determination of exceeding the thick broken line is performed. Subsequently, it is determined whether or not the host vehicle C exceeds the thick broken line BL (step S17-12). If it does not exceed the thick broken line BL (NO in step S17-12), the process proceeds to step S105 (see FIG. 4) without performing support execution. If it is determined that the broken line BL has been exceeded (YES in step S17-12), the exit start flag and the exit road travel flag stored in the exit determination unit 3c are turned on (step S17-7). Further, the main line travel flag and the exit start scene determination flag are turned off (step S17-8).

  On the other hand, when the total length of the thick broken line BL is not less than the predetermined length (300 m) in step S17-2 (NO in step S17-2), the process proceeds to step S17-13 shown in FIG. That is, when the total length of the thick broken line BL is equal to or longer than the predetermined length, the host vehicle C may exit on the exit road Rw along the road, and therefore, processing that takes the road exit into account is performed.

  First, in step S17-13, the exit determination unit 3c detects the number of thick broken lines BL marked on the road ahead based on the lane information 7a. Subsequently, it is determined whether or not the number of thick broken lines BL is singular (step S17-14). When the number of the thick broken lines BL is singular (YES in step S17-4), the exit determination unit 3c starts the zebra zone Zb indicated between the main road R1 and the exit road Rw based on the lane information 7a. The distance from the point S2 to the vehicle position is acquired (step S17-15).

  When the distance from the start point S2 to the vehicle position is acquired, the exit determination unit 3c determines whether or not the acquired distance is less than a predetermined road / exit determination distance (step S17-16). Here, “leave on the road” means that, as shown in FIG. 20, there is a travel lane L5 that constitutes the main road R1 connected to the exit road Rw, and the road lane L5 travels along the road lane L5. , Indicates a state of entering the exit route Rw without exceeding the thick broken line BL. The “road / leave exit determination distance” is a distance for determining whether or not the own vehicle C is leaving the road when the host vehicle C is traveling on the travel lane L5. In the embodiment, it is determined whether or not the relative distance between the vehicle position and the start point S2 of the zebra zone Zb, that is, the remaining exit section is less than 100 m.

If it is determined that the distance from start point S2 to the vehicle position is equal to or greater than a predetermined road or exit determination distance (NO in step S17-16), the exit start determination is terminated, and the process proceeds to step S105. If it is determined that the distance from the starting point S2 to the vehicle position is less than a predetermined road or exit determination distance (YES in step S17-16), it is determined that the remaining exit section has become shorter, and the step Proceed to S17-17.

  In step S17-17, the host vehicle position calculation unit 3a determines the current lane of the host vehicle C (step S17-17). Subsequently, it is determined whether or not the vehicle is traveling on a traveling lane L5 that can be exited on the road connected to the exit route Rw (step S17-18). At this time, the leaving determination unit 3c may determine based on the own vehicle position and the lane information 7a that the own vehicle C is traveling on a traveling lane where the vehicle can exit. Alternatively, the image data G may be acquired from the camera 30 and the image processor 8 may determine which side of the host vehicle C the thick broken line BL is on.

  If it is determined that the vehicle is not traveling on the road lane L5 that can be exited on the road (NO in step S17-18), the above-described determination of exceeding the thick broken line is made (step S17-19), and a thick road indicating the exit section is determined. It is determined whether or not the broken line BL has been exceeded (step S17-20). If it does not exceed the thick broken line BL indicating the exit section (NO in step S17-20), the exit start determination is terminated, and the process proceeds to step S105. When it is determined that the broken line BL has been exceeded (YES in step S17-20), the exit start flag and the exit road travel flag stored in the exit determination unit 3c are turned on (step S17-21). The main road running flag and the exit start scene discrimination flag are turned off (step S17-22).

  On the other hand, when it is determined in step S17-14 that the number of the thick broken lines BL is plural (NO in step S7-14), as in step S17-15, the exit determination unit 3c is based on the lane information 7a. The distance from the start point S2 of the zebra zone Zb to the vehicle position is detected (step S17-23). Subsequently, similarly to step S17-16, it is determined whether or not the acquired distance is less than a predetermined road / exit determination distance (100m) (step S17-24).

  If it is determined that the distance from start point S2 to the vehicle position is equal to or greater than a predetermined road exit determination distance (100 m) (NO in step S17-24), the exit start determination is terminated, and the process proceeds to step S105. If it is determined that the distance from the starting point S2 to the vehicle position is less than a predetermined road or exit determination distance (YES in step S17-24), the current lane is determined (step S17-25). Subsequently, it is determined whether or not the vehicle is traveling in a travel lane L5 that can be exited on the road connected to the exit route Rw (step S17-26).

  When it is determined that the vehicle is traveling on the road lane L5 that can be exited on the road connected to the exit path Rw (YES in step S17-26), the exit start flag and the exit path travel flag stored in the exit determination unit 3c. Is turned on (step S17-21). Subsequently, the main line travel flag and the exit start scene determination flag are turned off (step S17-22).

  On the other hand, if it is determined that the vehicle is not traveling on the traveling lane L5 that can be exited on the road connected to the exit route Rw (NO in step S17-26), the exit route Rw is based on the vehicle position, the lane information 7a, and the like. It is determined whether or not the vehicle is traveling in a nearby lane (step S17-27). If it is determined that the vehicle is traveling on a lane near the exit route Rw (YES in step S17-27), the process proceeds to step S17-28. If it is determined that the vehicle is not traveling on a lane near the exit route Rw (NO in step S17-27), the process proceeds to step S105.

In step S17-28, it is determined whether or not the thick broken line is exceeded, and it is further determined whether or not the host vehicle C exceeds the thick broken line BL (step S17-29). When it is determined that the host vehicle C does not exceed the thick broken line BL (NO in step S17-29), the process proceeds to step S105. If it is determined that the host vehicle C has exceeded the thick broken line BL (YES in step S17-29), the exit start flag and the exit road travel flag stored in the exit determination unit 3c are turned on (step S17-21), and the main line The travel flag and the exit start scene discrimination flag are turned off (step S17-22).

On the other hand, if it is determined in step S13 shown in FIG. 5 that the scene is not the exit start scene (NO in step S13), it is determined whether the scene is one of the first to third exit end scenes (step S14). ). If all the scene determination flags indicating the first to third exit end scenes are off, that is, if all the scene determination flags are OFF (NO in step S14), all the scene determination flags are OFF, so FIG. It progresses to step S105 shown. If it is determined that the scene determination flag indicating any of the first to third exit end scenes is on (YES in step S14), the exit end determination is performed (step S18).
(Exit exit judgment)
This exit end determination will be described with reference to FIG. First, the exit determination unit 3c determines whether or not the flag for the first exit end scene is on (step S18-1). When it is determined that the flag indicating the first exit end scene is on, that is, the vehicle position is within a predetermined distance range D3 (from the toll booth Tb 500m to 100m past the toll booth Tb) with reference to the toll booth Tb. (YES in step S18-1), exit determination unit 3c determines whether own vehicle C has passed toll gate Tb (step S18-2). If it is determined that the vehicle has passed the toll gate Tb (YES in step S18-2), the exit end flag is turned on (step S18-3). Unlike the scene determination flag indicating the first to third exit end scenes, the exit end flag is turned on for the first time when it is determined that the exit has ended. Subsequently, the scene determination flag and the exit road travel flag of the first exit end scene are turned off (step S18-4).

On the other hand, if it is determined in step S18-2 that the vehicle has not passed through the toll gate Tb (NO in step S18-2), the exit end determination is terminated, and the process proceeds to step S105.
If it is determined in step S18-1 that the scene determination flag indicating the first exit end scene is off (NO in step S18-1), whether or not the scene determination flag indicating the second exit end scene is on. Is determined (step S18-5). When the scene determination flag indicating the second exit end scene is ON, that is, as shown in FIG. 18, the vehicle position is a predetermined distance range D4 with reference to the branch node Nj (500m before the branch node Nj to the branch point) If it is included within 100m ahead of (YES in step S18-5), the process proceeds to step S18-6.

  In step S18-6, it is determined whether or not a branch point in SA or PA has been passed. If it is determined that the vehicle has passed the branch point (branch node Nj) (YES in step S18-6), the exit end flag is turned on (step S18-3). Subsequently, the scene determination flag and the exit road travel flag of the exit end scene are turned off (step S18-4).

  On the other hand, if it is determined in step S18-5 that the scene determination flag indicating the second exit end scene is off (NO in step S18-5), whether or not the scene determination flag indicating the third exit end scene is on. Is determined (step S18-7). If it is determined that the scene determination flag indicating the third exit end scene is OFF (NO in step S18-7), the exit end determination is terminated and the process proceeds to step S105.

When the scene determination flag indicating the third exit end scene is on, that is, the vehicle position is a predetermined distance range D5 (intermediate point M) with reference to the intermediate point M of the side road Rw2 without branching as shown in FIG. The exit determination unit 3c determines whether or not the vehicle has passed the intermediate point M (step S18-8). If it is determined that the vehicle has passed the intermediate point M (YES in step S18-8), the exit end flag is turned on (step S18-3). Subsequently, the scene determination flag and the exit road travel flag of the third exit end scene are turned off (step S18-4). If it is determined that the vehicle has not passed through the intermediate point M (NO in step S18-8), the exit end determination is terminated, and the process proceeds to step S105.

  As described above, when any one of the scene determination flags indicating the first to third exit end scenes is turned on, the exit ends when the vehicle passes through the toll gate Tb, passes through the branch, or passes through the intermediate point M. Since it is determined that there is, it can be matched with the timing at which the driver determines that the exit has ended.

  When the determination processes S15 to S18 shown in FIG. 5 are completed, the support control unit 3d of the navigation unit 3 determines whether it is the support timing as described above (step S103). For example, when the exit start flag is on, the support control unit 3d determines that it is the support timing, and outputs a control signal to the audio processor 12 or the image processor 8 to provide information for start of exit. Alternatively, a warning is given (step S104). Alternatively, a control signal is output to the ECU 45 to perform a deceleration process. When driving support such as information provision and operation support is executed, it is determined whether or not the support is ended in step S105. If the support is not ended (NO in step S105), the above processing is repeated. When the support is to be ended (YES in step S105), the support process is ended and the system waits for the driving support to be resumed.

According to the above embodiment, the following effects can be obtained.
(1) In the above embodiment, the support control unit 2 determines in advance the merge start scene or the merge end scene, and determines the timing of the merge start or merge end according to each scene. For this reason, based on the detected timing of the start of merge or the end of merge, driving assistance according to the start of merge or the end of merge can be executed when the driver feels that the start of merge or the end of merge. For this reason, it is possible to provide driving assistance that does not make the driver feel uncomfortable.

  (2) In the above embodiment, when the vehicle position is included in the predetermined distance range D6 with the toll gate Tb as a reference, it is determined that the scene is the first merge start scene. Further, when the host vehicle C is within a predetermined distance range D7, D8 with respect to a branch point or an intermediate point of the side road Rj2 of SA or PA, it is determined that the scene is the second or third merge start scene. did. For this reason, the merge start timing can be determined not only in the vicinity of the toll gate Tb but also in the merge from the SA or PA to the main road R1.

  (3) In the above embodiment, when the host vehicle C is within the predetermined distance ranges D1 and D2 with the thick broken line start point S1 as a reference, it is determined that it is a merge end scene. For this reason, since the road marking which shows a merge area is utilized, the scene which a driver | operator judges as having completed merge can be made into a merge end scene.

  (4) In the said embodiment, when the own vehicle C passes the toll gate Tb, it determines with it being a merge start timing. For this reason, the travel distance from the point determined to start merging to the merging to the main road R1 can be set to a distance suitable for driving support at the start of merging such as shift control. Further, when the host vehicle C passes a branch point or an intermediate point of the side road Rj2 connected to the SA or PA, it is determined that it is the merging start timing. For this reason, the merging start timing can be determined even when merging from the SA or PA to the main road R1.

(5) In the above embodiment, after the own vehicle C passes the thick broken line start point S1, a predetermined distance (100 m
) Judgment has been made when the driving is completed. That is, at the time of merging, since the merging end determination is performed based on the thick broken line BL visually recognized by the driver, timing determination according to the traveling environment can be performed. Further, when the host vehicle C travels a predetermined distance or more after passing through the merge point, it is possible to determine the timing of the merge end relatively easily and accurately.

  (6) In the above embodiment, when it is determined that the host vehicle has exceeded the thick broken line BL, it is determined that the merging has ended. That is, at the time of merging, since the merging end determination is performed based on the thick broken line BL visually recognized by the driver, it is possible to detect the timing at which the driver determines that the merging is completed.

  (7) In the above embodiment, since the support control unit 2 detects the timing of the start of merge and the end of merge, it can detect from the start of merge to the end of merge as a merge section (or merge time). For this reason, the merging section and the merging time can be effectively used for driving support and the like.

  (8) In the above embodiment, the support control unit 2 determines in advance whether or not the current situation of the host vehicle C is an exit start scene, and determines the exit start timing when it is an exit start scene. I tried to do it. For this reason, based on the detected start timing of exit, driving support according to the start of exit can be executed when the driver feels that the exit has started. For this reason, it is possible to provide driving assistance that does not make the driver feel uncomfortable.

  (9) In the above embodiment, when it is determined that there is a thick broken line BL in front of the host vehicle C, it is determined that it is an exit start scene. Further, based on the image processor 8, when it is determined that the host vehicle C has exceeded the thick broken line BL, it is determined that it is the exit start timing when the vehicle exits the main road R1. For this reason, since it is possible to detect the timing at which it is determined that the driver has started to leave, driving support can be performed at an appropriate timing.

  (10) In the above embodiment, when the exit start determination is made, the length of the thick broken line BL is detected, and when the length of the thick broken line BL exceeds a predetermined length (100 m), the start of the zebra zone Zb It is determined whether or not the relative distance of the vehicle position from the point S2 is less than the road and exit determination distance, and whether or not the host vehicle C is traveling on the travel lane L5 where the vehicle can exit on the road. Then, when the vehicle C travels on the road lane L5 where the vehicle exits on the road and the distance from the start point S2 is less than the road exit determination distance, it is determined that the vehicle starts to exit. For this reason, even when the host vehicle C is traveling on a long exit lane, it is possible to detect the timing at which the driver determines that the exit has started, and thus driving support can be performed at an accurate timing.

  (11) In the above embodiment, when there are a plurality of thick broken lines BL, the exit determination unit 3c divides the thick broken line BL in the vicinity of the exit path Rw into the thick broken line BL that divides the main road R1 and the exit path Rw. Judging that it is. For this reason, it can respond to various road marking patterns.

  (12) In the above embodiment, it is determined in advance whether or not the current situation of the host vehicle C is an exit end scene, and when it is an exit end scene, the exit end timing is determined. For this reason, based on the detected exit end timing, the driving support according to the exit end time can be executed when the driver feels that the exit end has been completed. For this reason, it is possible to provide driving assistance that does not make the driver feel uncomfortable.

(13) In the above embodiment, when the vehicle position is included in the predetermined distance range D4 with the toll gate Tb as a reference, it is determined that the exit end scene. For this reason, it is possible to detect a scene that the driver determines to be at the end of exit as an exit end scene. Further, when the host vehicle C is within a predetermined distance range D5, D6 with reference to a branch point or an intermediate point of the side road Rj2 of SA or PA, it is determined that the exit end scene. For this reason, the merge start timing can be determined not only in the vicinity of the toll gate Tb but also in the merge from the SA or PA to the main road R1.

  (14) In the above embodiment, the exit end timing is determined when the host vehicle C passes the toll gate Tb in the exit end determination. For this reason, it is possible to detect the time when the driver determines that the exit is finished as the exit end timing.

  (15) In the above embodiment, when the exit determination is made, if the own vehicle C passes a branch point or an intermediate point of the side road Rj2 connected to the SA or PA, it is determined that it is the exit end timing. . For this reason, it is possible to determine the exit end timing even at the merge from the SA or PA to the main road R1.

In addition, you may change the said embodiment as follows.
In the above embodiment, the support control unit 2 is a device that detects each timing of joining or leaving on the expressway. However, each timing of joining or leaving the toll road, main road, etc. other than the expressway is detected. It is good also as an apparatus to do. When there is no toll booth and SA / PA, various scenes are determined based on the relative distance from the merge node Nm, etc., and when the thick broken line BL is exceeded, it is determined that the merge end and exit end. Good.

-In the said embodiment, you may change the value of each predetermined distance range D1-D8, respectively.
In the above embodiment, in the exit end scene, the SA / PA control permission flag is turned on / off to indicate that the execution of control according to SA or PA is permitted, but the vehicle position and the map drawing data 6b are simply displayed. When the vehicle position matches the SA or PA with reference to the included facility data, control according to the SA or PA may be permitted.

  In the above embodiment, when it is determined in step S6-6 and step S6-9 that it is within the predetermined distance range D1, D2 from the starting point S1 of the thick broken line, it is determined that it is a merge end scene, but the zebra zone Zb May be a distance range centered on a reference point (for example, a start point) set for.

  In the above embodiment, the camera 30 is attached to the rear end of the host vehicle C, but may be attached to the side of the host vehicle C such as a side mirror. Moreover, you may make it attach to a vehicle front end.

  In the merge end determination, whether or not the vehicle has traveled more than a predetermined distance after passing through the thick broken line start point S1 (step 16-1), and whether or not the vehicle has traveled more than a predetermined distance after passing the merge point (step S16-5) The process may be omitted.

  In step S6-5 and step S6-8 for determining the merge end scene, the relative distance between the thick broken line start point S1 as the reference point and the vehicle position is calculated, but the start point S2 of the zebra zone Zb or The junction node Nm may be used as the reference point.

  In the above embodiment, the exit start timing and the exit end timing are detected. However, either or both may be omitted, and the support control unit 2 may be a device that detects the merge start timing and the merge end timing.

The block diagram of the driving assistance system of this embodiment. Explanatory drawing of an attachment road. Explanatory drawing of the attachment position of a camera. Explanatory drawing of the process sequence of this embodiment. Explanatory drawing of the process sequence of a support timing determination process. Explanatory drawing of the process sequence of a joining end scene determination process. Explanatory drawing of the process sequence of an exit completion | finish scene determination process. Explanatory drawing of the process sequence of an exit start scene determination process. Explanatory drawing of the process sequence of a joining start scene determination process. Explanatory drawing of the process sequence of a merge start determination process. Explanatory drawing of the process sequence of a merge end determination process. Explanatory drawing of the process sequence of an exit start determination process. Explanatory drawing of the process sequence of an exit start determination process. Explanatory drawing of the process sequence of an exit completion | finish determination process. Explanatory drawing of a joining end scene. Explanatory drawing of a joining end scene. Explanatory drawing of an exit end scene. Explanatory drawing of an exit end scene. Explanatory drawing of an exit end scene. Explanatory drawing of an exit start scene. Explanatory drawing of an exit start scene. Explanatory drawing of an exit start scene. Explanatory drawing of a merge start scene. Explanatory drawing of a merge start scene. Explanatory drawing of a merge start scene. Explanatory drawing of merge end determination. Explanatory drawing of merge end determination.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Driving assistance system, 2 ... Support control unit as a driving | running | working condition determination apparatus, 3a ... Own vehicle position calculating part as own vehicle position calculating means, 3b ... Scene determining means, Junction determining part as timing determining means, 3c ... Exit determination unit, 3d ... support control unit as support control unit, 6 ... map DB as road network data storage unit, 6a ... route data as road network data, 6b ... map drawing data as road network data, 7 ... Lane information DB as marking data storage means, 7a ... Lane information as road marking attribute data, 8 ... Image processor as image processing means, 30 ... Camera as imaging device, BL ... Marking, broken line marking, exit section Bold broken line, C ... own vehicle, G ... image data, Nj ... branch node as branch point, Nm ... junction node as junction point, M ... middle point, R1 ... Line roadway, Rj ... Junction path as attachment road, Rw ... Exit road as attachment road, Rw2 ... Side road as attachment road, S1 ... Starting point of thick broken line as reference point, S2 ... Start point as reference point, Tb ... toll booth, Zb ... zebra zone as a sign.

Claims (6)

A traveling state determination method for determining a traveling state of a host vehicle when leaving a main road,
Whether or not it is an exit end scene for detecting the exit end, based on the vehicle position and road network data having a road type,
A traveling situation determination method, wherein when the situation of the host vehicle at that time is determined to be the exit end scene, the timing of the exit end of the host vehicle is determined. A traveling state determination device that determines the traveling state of the host vehicle when leaving the main road,
Own vehicle position calculating means for calculating the own vehicle position;
Road network data storage means for storing road network data having a road type;
Scene judging means for judging whether or not it is an exit end scene for detecting the exit end to the attachment road based on the vehicle position and the road network data;
When the scene determination means determines that the situation of the vehicle at that time is the exit end scene, timing determination means for determining the exit end timing;
A driving condition determination apparatus comprising: a support control unit that outputs a control signal for driving support at the end of exit when the timing determination unit detects exit end timing. In the travel condition judging device according to claim 2,
The scene determination means determines that the vehicle exit position is an exit end scene that ends exit from the main road when the vehicle position is included in a predetermined distance range based on the toll gate. Judgment device. In the travel condition judging device according to claim 3,
The timing determination means is when the scene determination means determines that the current situation of the vehicle is an exit end scene, and if the vehicle determines that the vehicle has passed the toll gate, the exit ends. It is determined that the driving situation is determined. In the travel condition judging device according to any one of claims 2 to 4,
The scene determination means includes the vehicle position within a predetermined distance range based on a branch point of an attachment road connected to the service area or the parking area or an intermediate point of the attachment road connected to the service area or the parking area. In this case, it is determined that it is an exit end scene in which exit from the main road to the service area or parking area attachment road is ended. In the travel condition judging device according to claim 5,
The timing determination means, when the scene determination means determines that the current situation of the host vehicle is the exit end scene, the branch point of the attachment road that connects the host vehicle to a service area or a parking area Alternatively, it is determined whether or not the vehicle has passed an intermediate point, and when it is determined that the vehicle has passed the branch point or the intermediate point, it is determined that the vehicle has exited.

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