JP2011012965A - Lane determination device and navigation system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve the following problem: it is difficult for a conventional lane determination device to determine a lane where its own vehicle travels, in a short period of time.SOLUTION: This lane determination device for determining the traveling lane of its own vehicle traveling on a road with a plurality of lanes each way is equipped with: a road shape acquisition means for acquiring a road shape; an imaging means for picking up an image of the road; a division line recognition means for recognizing a division line from the image picked up by the imaging means; a first trajectory calculation means for calculating the trajectory of the vehicle by repeatedly calculating the distance up to the imaging means from the division line recognized by the division line recognition means; a second trajectory calculation means for calculating the trajectory of the vehicle on the basis of the road shape acquired by the road shape acquisition means and autonomous navigation; a third trajectory calculation means for calculating the trajectory of the vehicle on the basis of the first trajectory calculated by the first trajectory calculation means and the second trajectory calculated by the second trajectory calculation means; and a traveling lane determination means for determining the lane where the vehicle travels, on the basis of the third trajectory calculating by the third trajectory calculation means.

Description

  The present invention relates to a lane determination device and a navigation system that determine a lane in which a host vehicle travels.

  A navigation system mounted on an automobile has a function of displaying a vehicle position detected by an autonomous method such as GPS (Global Positioning System) or a gyro system together with map information in the vicinity thereof.

  The closer the vehicle position displayed in the navigation system is to the actual vehicle position, the higher the position accuracy, and by outputting a highly accurate vehicle position, the occupant can select the appropriate road at the actual vehicle position. Information can be grasped, and comfort for passengers can be improved.

  The conventional navigation system has low estimation accuracy of the own vehicle position, and it is difficult to determine the lane in which the own vehicle is traveling on a road with multiple lanes on one side. Therefore, when performing guidance on a branch on an expressway or guidance in the direction of travel at an intersection, it is difficult to perform different route guidance for each lane and it is difficult to improve comfort for passengers. That is, in order to realize advanced route guidance, it is necessary to accurately determine the lane in which the vehicle is traveling.

  Here, the lane change is determined by the winker operation signal and the signal from the lane line detection unit (the lane line crossing), the lane position where the host vehicle is traveling is determined, and the front branch is detected and determined. There is an in-vehicle navigation device that provides branch guidance to a driver at a position a predetermined distance before a lane (see Patent Document 1). In addition, there is a vehicle control device that determines a lane that is traveling from the type of lane marking (solid line or broken line) (see Patent Document 2). Furthermore, there is a vehicle position measurement device that extracts a white line from an image, calculates a travel vector of the host vehicle from a change in distance within a predetermined time, and adds the travel vector to measure the host vehicle position (see Patent Document 3). .

JP 2006-23278 A JP 2000-105898 A JP 2007-278813 A

  In Patent Document 1, since both the blinker operation and the lane line crossing are detected and the lane change is determined, there is a possibility that the lane position where the host vehicle is traveling may be lost due to forgetting to turn the blinker or the lane line crossing not being detected. In fact, in the case of a road with multiple lanes on one side, the lane marking is often a broken line, and the lane marking is often lost during lane change. For this reason, undetected crossing between lane markings occurs.

  Moreover, in patent document 2, in order to recognize the division line type (a solid line, a broken line, a dotted line, etc.), it is necessary to detect some paints, and there exists a problem that it takes time to determine a lane. . Also, if the paint is faint, it may cause undetected or erroneous detection. Furthermore, since the lane marking standards differ depending on the country or region, this method requires correspondence for each destination and is not always practical.

  Furthermore, in Patent Document 3, when the angle between the lane marking and the vehicle traveling direction is large, the accuracy of the distance from the image to the lane marking to be calculated is lowered, and therefore it is difficult to estimate the vehicle position when the lane is changed. . Also, if the lane change is made when the type of lane marking is a broken line or the lane marking itself is faint and cannot be recognized, it is not possible to determine which lane is present even if the lane marking is subsequently recognized (the lane marking before and after the lane change). I do n’t know the connection). Similarly, it is difficult to discriminate between a lane change to an adjacent lane and a lane change that continues for two or more lanes.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a lane determination device that can quickly and accurately determine the traveling lane of a host vehicle traveling on a road having a plurality of lanes on one side. It is another object of the present invention to provide a lane determination device that accurately calculates a position in a lane and determines a travel lane even when a lane marking cannot be temporarily recognized.

  In order to solve the above problems, one of the desirable embodiments of the present invention is as follows.

  A lane determination device that determines a traveling lane of a host vehicle traveling on a one-sided multiple lane road includes: an imaging unit that images a road; a lane line recognition unit that recognizes a lane line from an image captured by the imaging unit; A first trajectory calculating means for calculating a trajectory of the own vehicle by repeatedly calculating a distance from the lane marking recognized by the line recognizing means to a second trajectory of the own vehicle based on autonomous navigation; Trajectory calculating means, and third trajectory calculating means for calculating the trajectory of the vehicle based on the first trajectory calculated by the first trajectory calculating means and the second trajectory calculated by the second trajectory calculating means. And travel lane determining means for determining the lane in which the host vehicle is traveling based on the third trajectory calculated by the third trajectory calculating means, and the third trajectory calculating means is lane marking recognition If the means can recognize the lane marking, Calculating a third path based on trace, if the partition line recognizing means does not recognize the division line calculating the third path on the basis of the second locus.

  Further, the lane determination device for detecting a lane line installed on a one-side multiple lane road and determining a traveling lane of the own vehicle based on a relative relationship between the lane line and the own vehicle and a traveling locus of the own vehicle, When a line cannot be detected, the travel lane is determined based on the travel locus and the road shape.

  ADVANTAGE OF THE INVENTION According to this invention, the lane determination apparatus which can determine the driving lane of the own vehicle which is drive | working the road of one side multiple lanes quickly and correctly can be provided. Furthermore, by using autonomous navigation in consideration of the road shape, it is possible to provide a lane determination device that can accurately determine the traveling lane of the own vehicle even when the lane is changed on a curved road such as a curve.

The block diagram of a lane determination apparatus. The flowchart which shows the processing content of a lane determination apparatus. The figure explaining a specific example. The block diagram of the lane determination apparatus in another embodiment. The flowchart which shows the processing content of the lane determination apparatus in another embodiment. FIG. 1 is an explanatory diagram for obtaining a vehicle position in a right curve. Explanatory drawing 2 for calculating | requiring the own vehicle position in a right curve. Explanatory drawing 1 for calculating | requiring the own vehicle position in a left curve. Explanatory drawing 2 for calculating | requiring the own vehicle position in a left curve. The figure explaining a specific example. The figure explaining the alerting | reporting screen by navigation.

  Hereinafter, embodiments will be described in detail with reference to the drawings.

  FIG. 1 is a block diagram illustrating functions of the lane determination device.

  First, the configuration and processing contents of the lane determination device 100 will be described.

  The lane determination device 100 includes an imaging means 1, a lane marking recognition means 2, a first trajectory calculation means 3, a vehicle speed detection means 4, an orientation detection means 5, a second trajectory calculation means 6, a traveling direction estimation means 7, and an initialization. The means 8, the third trajectory calculating means 9, the traveling lane determining means 10, and the information notifying means 11 are programmed in a computer (not shown) of the lane determining device 100 and repeatedly executed at a predetermined cycle.

  The image pickup means 1 acquires an image outside the host vehicle by an image pickup device such as a CCD (Charge Coupled Device) image sensor. For example, a camera can be used, and the image pickup direction is the front of the vehicle (front view camera), Any one of a vehicle side (side view camera), a vehicle rear (rear view camera), or an oblique direction may be used, and an omnidirectional camera that images all directions may be used. Moreover, regarding the kind of camera, the monocular camera imaged with one camera and the stereo camera imaged with two cameras may be sufficient, and also regarding the number of mounting, you may arrange | position in the front-back, left-right direction of a vehicle, respectively.

  The lane marking recognition means 2 processes the image information acquired by the imaging means 1 and recognizes the lane marking in the image. Here, the lane marking is a line that is set by a road manager and is made of road fences, paint, stones, etc. drawn on the road surface of the road, and is a kind of road marking. Specifically, there are a roadway center line and a lane boundary line. It also has a function (hereinafter referred to as line type discrimination) for repeatedly calculating the distance from the recognized lane line to the imaging means and discriminating the type of lane line (solid line, broken line, dotted line, etc.).

  The first trajectory calculation means 3 calculates the travel trajectory of the host vehicle based on the distance from the lane line calculated by the lane line recognition means 2 to the imaging means. The performance of the first trajectory calculation means depends on the movement of the vehicle in addition to the presence of the lane line and the state of the lane line such as fading. When traveling straight, you can accurately draw the trajectory of the vehicle in the lane, but if the vehicle turns due to lane changes, etc., the angle between the vehicle and the lane line and the change in the lane line can be recognized. Since the trajectory is interrupted, it is impossible to recognize which lane the host vehicle is traveling immediately after the lane change.

  The vehicle speed detection means 4 detects the vehicle speed of the host vehicle. For example, the vehicle speed detection means 4 detects the vehicle speed by averaging the values obtained by the wheel speed sensors mounted on the front, rear, left, and right wheels of the vehicle. For example, a method of calculating the vehicle speed by integrating the acceleration value of the own vehicle obtained by the acceleration sensor is applicable.

  The direction detection means 5 detects the direction of the own vehicle, and a method of calculating the direction of the own vehicle from a value obtained by a gyro sensor or a yaw rate sensor can be employed.

  The second locus calculating means 6 calculates the traveling locus of the own vehicle by autonomous navigation using the vehicle speed detected by the vehicle speed detecting means 4 and the direction of the own vehicle detected by the direction detecting means 5. The second trajectory calculation means draws a trajectory based on the movement of the vehicle using autonomous navigation, so the trajectory will not be interrupted, but it can be used without correction because errors in the vehicle speed and heading accumulate over time. It is a short time. Also, since the azimuth and position are relative, initialization is important.

  The traveling direction estimating means 7 estimates the traveling direction of the own vehicle based on the traveling locus of the own vehicle calculated by the first locus calculating means 3.

  The initializing means 8 initializes the autonomous navigation based on the traveling direction of the own vehicle estimated by the traveling direction estimating means 7, the vehicle speed detected by the vehicle speed detecting means 4, and the direction of the own vehicle detected by the direction detecting means 5. If the accuracy of the traveling direction of the host vehicle estimated by the traveling direction estimation means 7 is high, initialization is performed.

  The third trajectory calculation means 9 is based on the first trajectory calculated by the first trajectory calculation means 3 and the second trajectory calculated by the second trajectory calculation means 6 and finally travels by the host vehicle. Calculate the trajectory. Specifically, based on the characteristics of the first and second trajectory calculation means, the first trajectory is valid (when the lane marking is recognized by the lane marking recognition means 2). If the trajectory is the final travel trajectory of the vehicle, and the first trajectory is invalid (if the lane line recognition means 2 does not recognize the lane line), the final vehicle is extrapolated with the second trajectory. The traveling locus of Thereby, a continuous traveling locus is obtained regardless of the traveling state of the host vehicle.

  The traveling lane determining means 10 determines the lane in which the vehicle is traveling in the multi-lane road based on the final traveling locus of the own vehicle calculated by the third locus calculating means 9.

  The information notification unit 11 performs a process of notifying the passenger of information obtained from the traveling lane determination means 10 with a voice or a monitor screen in an easily understandable manner. In addition, it is possible to provide easy-to-understand and kind guidance by switching the content to be notified to the occupant based on the lane in which the host vehicle is traveling, which is obtained from the traveling lane determining means 10.

  Next, processing contents of the entire lane determination device will be described.

  FIG. 2 is a flowchart showing the processing contents of the lane determination device in the present embodiment.

  First, in the process 201, the distance from the lane marking recognized by the lane marking recognition means 2 to the imaging means is repeatedly calculated, and the type of the lane marking (solid line, broken line, dotted line, etc.) is determined.

  Next, in process 202, it is determined whether or not the autonomous navigation has been initialized. If the autonomous navigation has been initialized, the process proceeds to process 203, and if the autonomous navigation has not been initialized, the process proceeds to process 210. .

  In process 203, the travel locus (first locus) of the host vehicle is calculated based on the distance from the lane marking calculated in process 201 to the imaging means.

  Next, in process 204, the traveling locus (second locus) of the own vehicle is calculated by autonomous navigation.

  Next, in process 205, it is determined whether or not the host vehicle is traveling straight. If the host vehicle is traveling straight, the process proceeds to process 206. If the host vehicle is not traveling straight, the process proceeds to process 207. Here, the determination as to whether or not the host vehicle is traveling straight is made based on whether the angle difference between the traveling direction of the host vehicle estimated by the traveling direction estimation unit 7 and the direction of the lane line recognized by the lane line recognition unit 2 is a predetermined value. Within an angle (for example, within 2 degrees) or a change in angle difference is within a predetermined value (for example, 1 degree / second), and the vehicle speed detected by the vehicle speed detecting means 4 is at or above a predetermined speed (for example, at least 10 km / h) This is performed under the condition that the rate of change (angular velocity) of the direction of the vehicle detected by the direction detection means 5 is within a predetermined range (for example, within 0.2 deg / s).

  In process 206, since the vehicle is traveling straight and it is considered that the direction and position estimation accuracy is high, the autonomous navigation is initialized. This initialization method substitutes the value of the first trajectory for the lateral position on the road (y in FIG. 3 to be described later), and substitutes the traveling direction of the host vehicle estimated by the traveling direction estimating means 7 for the heading. To do. Specifically, the traveling locus of the host vehicle is traced back for a predetermined time, and the inclination of the regression line based on the least square method is defined as the traveling direction.

  Next, in process 207, it is determined whether or not the first trajectory is valid. If the first trajectory is valid, the process proceeds to process 208 to calculate the first trajectory as a third trajectory. On the other hand, if the first trajectory is not valid, the process proceeds to process 209, and the second trajectory is calculated as the third trajectory. Here, the first trajectory is valid indicates that the lane marking is recognized by the lane marking recognition means 2, and the lane marking recognition means 2 recognizes the lane marking when the first trajectory is not valid. Indicates the case where it is not.

  Next, in processing 210, lane determination processing based on line type determination is performed. Here, the lane in which the host vehicle is traveling is determined using the type of lane marking recognized by the lane marking recognition means 2 (solid line, broken line, dotted line, etc.). For example, in the case of a Japanese highway with three lanes on one side, the lane markings are arranged in the order of solid line, broken line, broken line, and solid line from the left. The lane in which the vehicle is traveling can be determined.

  Next, in process 211, the lane in which the host vehicle is traveling is determined using the third trajectory calculated in process 208 or 209. Specifically, it is only necessary to determine which position on the multi-lane road the horizontal position of the third trajectory is, and the determination is made using the information on the lane width. If the lane in which the vehicle is traveling is determined by the line type determination in the process 210, the lane determined by the line type determination is not adopted without adopting the lane determined using the third trajectory. Adopt with priority. At this time, if the lane determined by the line type discrimination and the lane determined by the third trajectory are different, the lateral position of the third trajectory is corrected to the lane position determined by the line type discrimination. As described above, it is necessary to travel a predetermined distance to determine the line type and the response is slow, but the reliability is high. On the other hand, if a long time has passed since the first locus becomes invalid due to repeated meandering of the vehicle, an error accumulates in the second locus based on autonomous navigation. After that, even if the lane line is recognized, the method based on the distance from the lane line to the imaging unit cannot identify the lane line, so the travel locus cannot be drawn. For this reason, the above-described correction by line type discrimination is used as a backup for special operating conditions.

  Finally, in process 212, based on the information on the lane in which the host vehicle is traveling obtained in process 211, the road guidance is switched and information is notified to the occupant using voice or a screen.

  As described above, according to the lane determination device 100 described above, a lane line installed on a multi-lane road on one side is detected, and a relative relationship between the lane line and the own vehicle and an autonomous navigation calculated by the autonomous navigation are used. Since the lane in which the vehicle is traveling is determined based on the travel locus, the travel distance until the travel lane is determined can be shortened, and the accumulated error can be reduced according to the travel distance. it can. Therefore, the traveling lane of the own vehicle can be determined quickly and accurately.

  Therefore, for example, when a navigation system guides a branch on an expressway or guides the direction of travel at an intersection located in front of the vehicle, different route guidance can be performed for each lane, and advanced route guidance for passengers It can be realized and passenger comfort can be improved.

  Next, a specific example of the lane determination process in the lane determination device 100 will be described with reference to FIG.

  FIG. 3 is a diagram illustrating a case where the own vehicle 300 changes the lane by drawing a locus of a dotted arrow 301 from the left lane to the right lane on a two-lane road on one side.

  In FIG. 3, D1 is the distance from the vehicle center to the lane line visible to the left, D2 is the distance from the vehicle center to the lane line visible to the right, and the vehicle 300 exists in the left lane and in the right lane. In some cases, the target lane markings are different. In addition, the distance from the leftmost lane line to the vehicle 300 is represented by y. Further, the lane width is assumed to be W.

  First, when the own vehicle 300 exists at the point A, it is determined that the own vehicle 300 is traveling straight (YES in processing 205), and an initialization process of autonomous navigation is performed (processing 206). At this time, when both D1 and D2 are valid, for example, the first trajectory 312 is calculated with priority given to D1, the lateral position of autonomous navigation is set to y1, and the orientation is obtained from the first trajectory 312. When set to, the locus calculated by the autonomous navigation becomes the second locus 314. Further, since the first track is valid (YES in process 207), the first track is substituted for the third track (process 208), and the lane in which the host vehicle is traveling is determined (process 211). . In this case, since y1 <W, the lane in which the vehicle is traveling is 1 (left lane) as indicated by the lane position 318. In addition, since the vehicle 300 is determined to be traveling straight ahead until the vehicle 300 reaches the point B from the point A (the autonomous navigation initialization flag 311 is ON), the subsequent processing exists at the point A. The same.

  Next, when the own vehicle 300 reaches the point B, it is determined that the own vehicle 300 is not moving straight because the lane change operation has started (NO in the process 205), and the autonomous navigation initialization flag is turned OFF. D1 and D2 change until the own vehicle 300 reaches point C. However, since the first locus is valid (YES in process 207), the first locus is substituted into the third locus. (Processing 208), the lane in which the host vehicle is traveling is determined (Processing 211). Therefore, from the points A to C, the first trajectory and the third trajectory are the same.

  Next, when the host vehicle 300 reaches the point C and D1 and D2 are lost (NO in process 207), the third trajectory is extrapolated by the second trajectory (process 209). Further, when the own vehicle 300 reaches the point D, the lateral position of the third trajectory exceeds the lane width W, so the lane position 318 in which the own vehicle is traveling changes to 2 (processing 211).

  Next, when the host vehicle 300 reaches the point E and D1 and D2 become valid again (YES in process 207), the third trajectory returns to the first trajectory (process 208), so the second trajectory. If there is an error, the third trajectory jumps as shown in region 317.

  Next, when the vehicle 300 reaches the point F, the autonomous navigation initialization flag is turned ON again, and the autonomous navigation is initialized (processing 206). At this time, if there is an error in the second trajectory, the second trajectory jumps as in the region 315.

  Thereafter, it is determined that the host vehicle 300 is traveling straight ahead until the host vehicle 300 reaches the point G (the autonomous navigation initialization flag 311 is turned ON).

  As described above, by combining the distance from the own vehicle to the lane marking and autonomous navigation, it becomes possible to draw an accurate traveling locus without any interruption, and the traveling lane of the own vehicle can be determined quickly and accurately. it can.

  In addition, although the example in the one-side two-lane road was shown in FIG. 3, it cannot be overemphasized that the number of lanes is applicable even if it is three or more lanes.

  As described above, the present invention can be implemented in various modes without departing from the spirit of the present invention.

  According to the above, a lane line installed on a multi-lane road on one side is detected, and the vehicle travels based on the relative relationship between the lane line and the vehicle and the travel locus of the vehicle calculated by autonomous navigation. Since the lane is determined, the travel distance required until the travel lane is determined can be made shorter than the method of Patent Document 2, and the accumulated error can be reduced according to the travel distance. Therefore, the traveling lane of the own vehicle can be determined quickly and accurately. Therefore, advanced route guidance by the navigation system is possible.

  Next, another embodiment of the present invention will be described in detail with reference to the drawings.

  FIG. 4 is a block diagram showing the function of the lane determination device according to another embodiment of the present invention, in which road shape acquisition means 12 is added to the lane determination device described in FIG. Therefore, a configuration and function different from those in FIG. 1 will be described.

  The road shape acquisition means 12 detects the vehicle position using a signal output from a GPS (Global Positioning System) receiver mounted on the vehicle, and automatically detects the vehicle position from the detected vehicle position and map information. Get the road shape of the road on which the car is traveling. The road shape acquired here is information such as the number of lanes, the lane width, the type of lane marking for each lane, the curvature radius of the road, the presence / absence of branching / merging, and the like. It is good also as a structure to acquire.

  The second trajectory calculating means 6 is based on the autonomous navigation using the road shape acquired by the road shape acquiring means 12, the vehicle speed detected by the vehicle speed detecting means 4 and the direction of the own vehicle detected by the direction detecting means 5. Is calculated. Here, the autonomous navigation is a method of sequentially calculating the position of the vehicle by adding the vehicle speed vector obtained from the vehicle speed and direction to the initial position. Specifically, the own vehicle position (X, Y) can be calculated by the equations (1) and (2) using the own vehicle speed VSP and the direction change DIR of the own vehicle.

  Here, (Xz1, Yz1) is the previous calculation result of the vehicle position, and Δt is the calculation cycle. Whereas the trajectory calculated by the first trajectory calculating means 3 is interrupted when the lane markings cannot be recognized, the second trajectory calculating means 6 draws the trajectory using autonomous navigation. Although there are no errors in the vehicle speed or direction, it accumulates over time and can be used without correction for a short time. Also, since the azimuth and position are relative, initialization is important.

  The initializing means 8 initializes the autonomous navigation based on the traveling direction of the own vehicle estimated by the traveling direction estimating means 7, the vehicle speed detected by the vehicle speed detecting means 4, and the direction of the own vehicle detected by the direction detecting means 5. If the accuracy of the traveling direction of the host vehicle estimated by the traveling direction estimation means 7 is high, initialization is performed. The autonomous navigation is also initialized when the lane line recognition unit 2 cannot recognize the lane line.

  Next, processing contents of the entire lane determination device of FIG. 4 will be described.

  FIG. 5 is a flowchart showing the processing contents of the lane determination device shown in FIG.

  First, in the process 501, the distance from the lane marking recognized by the lane marking recognition means 2 to the imaging means is repeatedly calculated, and further, the type of the lane marking (solid line, broken line, dotted line, etc.) is determined.

  Next, in process 502, a travel locus (first locus) of the host vehicle is calculated based on the distance from the lane marking calculated in process 501 to the imaging means.

  Next, in process 503, it is determined whether or not the vehicle is traveling in parallel along the road. If the vehicle is traveling in parallel along the road, the process proceeds to process 504, and the vehicle is If the vehicle is not traveling in parallel along the road, the process proceeds to step 505. Here, whether or not the vehicle is traveling in parallel along the road is determined by the traveling direction estimated by the traveling direction estimation means 7 and the direction of the lane line recognized by the lane line recognition means 2. Is within a predetermined angle (for example, within 2 degrees), or the change in the angle difference is within a predetermined value (for example, 1 degree / second), and the vehicle speed detected by the vehicle speed detecting means 4 is equal to or higher than a predetermined speed (for example, 10 km / h or more) and the rate of change (angular velocity) of the direction of the vehicle detected by the direction detection means 5 is within a predetermined range (for example, within 0.2 degrees / second).

  In the process 504, since the vehicle is considered to be parallel along the road and have high accuracy in estimating the direction and position, the autonomous navigation is initialized. In this initialization method, the value of the first trajectory is substituted for the lateral position on the road (y in FIG. 10 described later), and the traveling direction of the host vehicle estimated by the traveling direction estimating means 7 is substituted for the heading. To do. Specifically, the traveling locus of the host vehicle is traced back for a predetermined time, and the inclination of the regression line based on the least square method is defined as the traveling direction.

  Next, in process 505, it is determined whether or not the autonomous navigation has been initialized. If the autonomous navigation has been initialized, the process proceeds to process 506, and if the autonomous navigation has not been initialized, the process proceeds to process 513. .

  In process 506, the road shape (the number of lanes, the lane width, the radius of curvature of the road, etc.) of the road on which the vehicle is traveling is acquired by the road shape acquisition means 12, and the obtained road shape and autonomous navigation are acquired in process 507. To calculate the traveling locus (second locus) of the vehicle.

  Next, in process 508, it is determined whether or not the first trajectory is valid. If the first trajectory is valid, the process proceeds to process 509, and the first trajectory is calculated as the third trajectory. On the other hand, if the first trajectory is not valid, the process proceeds to processing 510. Here, the first trajectory is valid indicates that the lane marking is recognized by the lane marking recognition means 2, and the lane marking recognition means 2 recognizes the lane marking when the first trajectory is not valid. Indicates the case where it is not.

  In process 510, it is determined whether or not the previous calculated value of the first trajectory is valid. If the previous calculated value of the first trajectory is valid, the process proceeds to process 511, and the previous calculated value of the first trajectory is valid. If not, the process proceeds to step 512.

  In process 511, the autonomous navigation is initialized in order to calculate the third trajectory after reducing the error of the second trajectory. This initialization uses the same method as the processing 504.

  Next, in process 512, the second trajectory is calculated as the third trajectory.

  Next, in processing 513, lane determination processing based on line type determination is performed. Here, the lane in which the host vehicle is traveling is determined using the type of lane marking recognized by the lane marking recognition means 2 (solid line, broken line, dotted line, etc.). For example, in the case of a Japanese highway with three lanes on one side, the lane markings are arranged in the order of solid line, broken line, broken line, and solid line from the left. The lane in which the vehicle is traveling can be determined.

  Next, in process 514, the lane in which the host vehicle is traveling is determined using the third trajectory calculated in process 509 or 512. Specifically, it is only necessary to determine which position on the multi-lane road the horizontal position of the third trajectory is, and it is determined using information on the number of lanes and the lane width. If the lane in which the vehicle is traveling is determined by the line type determination in step 513, the lane determined by the line type determination is not adopted without using the lane determined using the third trajectory. Adopt with priority. At this time, if the lane determined by the line type discrimination and the lane determined by the third trajectory are different, the lateral position of the third trajectory is corrected to the lane position determined by the line type discrimination. As described above, it is necessary to travel a predetermined distance to determine the line type and the response is slow, but the reliability is high. On the other hand, if a long time has passed since the first locus becomes invalid due to repeated meandering of the vehicle, an error accumulates in the second locus based on autonomous navigation. After that, even if the lane line is recognized, the method based on the distance from the lane line to the imaging unit cannot identify the lane line, so the travel locus cannot be drawn. For this reason, the above-described correction by line type discrimination is used as a backup for special operating conditions.

  Finally, in process 515, based on the information on the lane in which the host vehicle is traveling obtained in process 514, the road guidance is switched and information is notified to the occupant using voice or a screen.

  As described above, according to the lane determination device 100 described above, a lane line installed on a multi-lane road on one side is detected, and a relative relationship between the lane line and the own vehicle and an autonomous navigation calculated by the autonomous navigation are used. Since the lane in which the vehicle is traveling is determined based on the travel locus, the travel distance until the travel lane is determined can be shortened, and the accumulated error can be reduced according to the travel distance. it can. In addition, the autonomous navigation using the road shape enables accurate lane determination even on roads other than straight lines such as curves. Therefore, the traveling lane of the own vehicle can be determined quickly and accurately.

  Therefore, for example, when a navigation system guides a branch on an expressway or guides the direction of travel at an intersection located in front of the vehicle, different route guidance can be performed for each lane, and advanced route guidance for passengers It can be realized and passenger comfort can be improved.

  Next, the second trajectory calculation method using the road shape will be described in detail with reference to FIGS. 6 to 9 by applying it to a predetermined road situation.

  FIG. 6 is a diagram illustrating a case where the own vehicle 600 changes the lane by drawing a locus of a dotted arrow 601 from the right lane to the left lane on a road that turns to the right in two lanes on one side.

  In FIG. 6, it is assumed that the first trajectory has become invalid when the vehicle 600 reaches the Ay axis. The Ay axis, By axis, and Cy axis are in the direction perpendicular to the road, and the Ax axis, Bx axis, and Cx axis are in the direction perpendicular to the Ay axis, By axis, and Cy axis (the tangential direction of the road), respectively. .

  First, if the first trajectory becomes invalid when the host vehicle 600 reaches the Ay axis, the autonomous navigation is initialized (processing 511). At this time, the arrow 610 is the traveling direction of the host vehicle estimated by the traveling direction estimating means 7, and the angle formed with the road is θ0. Therefore, θ0 is set as the initial direction of the autonomous navigation. If the leftmost lane line is set as the reference lane line, and the distance from this reference lane line is y, the distance y0 from the reference lane line obtained from the previous value of the first trajectory is the initial value of autonomous navigation. Position. A dotted line 602 indicates a fixed position at a distance y0 from the reference partition line.

  Next, the distance y1 from the reference lane line when the own vehicle 600 reaches the By axis is calculated. Using the curvature radius R0 of the road on the Ay axis and the distance C1 from the Ay axis to the By axis (calculated by integrating the vehicle speed of the host vehicle 600), the angle α1 formed by the Ay axis and the By axis is expressed by equation (3). It can be calculated with

  Assuming that the angle α1 formed between the Ay axis and the By axis is sufficiently small, the distance N1 between the Ax axis and the travel locus 601 of the vehicle 600 on the By axis can be calculated by the equation (4).

  Similarly, assuming that the angle α1 formed between the Ay axis and the By axis is sufficiently small, the distance M1 between the Ax axis and the Bx axis on the By axis can be calculated by Expression (5).

  Therefore, the distance y1 from the reference lane line when the host vehicle 600 reaches the By axis can be calculated by Equation (6).

  A dotted line 603 indicates a fixed position at a distance y1 from the reference partition line.

  Next, the distance y2 from the reference lane line when the own vehicle 600 reaches the Cy axis is calculated. Using the curvature radius R1 of the road on the By axis, the distance C2 from the By axis to the Cy axis (calculated by integrating the vehicle speed of the host vehicle 600), the angle α2 formed by the By axis and the Cy axis is expressed by equation (7). It can be calculated with

  Assuming that the angle α2 formed by the By axis and the Cy axis is sufficiently small, the distance N2 between the Bx axis on the Cy axis and the traveling locus 601 of the vehicle 600 is obtained by using the direction θ1 with respect to the autonomous navigation road on the By axis ( It can be calculated by equation (8).

  Note that the azimuth θ1 with respect to the road of autonomous navigation can be calculated by the equation (9) using the azimuth change amount δ1 detected by the azimuth detecting means 5 until the vehicle 600 reaches the Cy axis from the By axis.

  Similarly, assuming that the angle α2 formed by the By axis and the Cy axis is sufficiently small, the distance M2 between the Bx axis and the Cx axis on the Cy axis can be calculated by Expression (10).

  Therefore, the distance y2 from the reference lane line when the host vehicle 600 reaches the Cy axis can be calculated by equation (11).

  A dotted line 604 indicates a fixed position at a distance y2 from the reference partition line.

  As described above, even on a curved road, it is possible to obtain the distance to the reference partition line while performing coordinate conversion. In addition, the calculation formula accompanying the n-th coordinate conversion can be expressed by the formulas (12) to (16).

  FIG. 7 is a diagram showing a case where the own vehicle 700 changes the lane by drawing a locus of a dotted arrow 701 from the left lane to the right lane on a road turning rightward in two lanes on one side.

  In FIG. 7, it is assumed that the first trajectory is invalid when the host vehicle 700 reaches the Ay axis. The Ay axis, By axis, and Cy axis are in the direction perpendicular to the road, and the Ax axis, Bx axis, and Cx axis are in the direction perpendicular to the Ay axis, By axis, and Cy axis (the tangential direction of the road), respectively. .

  First, if the first trajectory becomes invalid when the host vehicle 700 reaches the Ay axis, the autonomous navigation is initialized (processing 511). At this time, the arrow 710 is the traveling direction of the host vehicle estimated by the traveling direction estimating means 7, and the angle formed with the road is θ0. Therefore, θ0 is set as the initial direction of the autonomous navigation. If the leftmost lane line is set as the reference lane line, and the distance from this reference lane line is y, the distance y0 from the reference lane line obtained from the previous value of the first trajectory is the initial value of autonomous navigation. Position. A dotted line 702 indicates a fixed position at a distance y0 from the reference division line.

  Next, a distance y1 from the reference lane line when the own vehicle 700 reaches the By axis is calculated. Using the curvature radius R0 of the road on the Ay axis and the distance C1 from the Ay axis to the By axis (calculated by integrating the vehicle speed of the host vehicle 700), the angle α1 formed by the Ay axis and the By axis is expressed by equation (17). It can be calculated with

  Assuming that the angle α1 formed by the Ay axis and the By axis is sufficiently small, the distance N1 between the Ax axis and the traveling locus 701 of the vehicle 700 on the By axis can be calculated by Expression (18).

  Similarly, assuming that the angle α1 formed by the Ay axis and the By axis is sufficiently small, the distance M1 between the Ax axis and the Bx axis on the By axis can be calculated by Expression (19).

  Therefore, the distance y1 from the reference lane line when the own vehicle 700 reaches the By axis can be calculated by Equation (20).

  A dotted line 703 indicates a fixed position at a distance y1 from the reference partition line.

  Next, the distance y2 from the reference lane line when the own vehicle 700 reaches the Cy axis is calculated. By using the radius of curvature R1 of the road on the By axis and the distance C2 from the By axis to the Cy axis (calculated by integrating the vehicle speed of the host vehicle 700), the angle α2 formed by the By axis and the Cy axis is expressed by equation (21). It can be calculated with

  Assuming that the angle α2 formed by the By axis and the Cy axis is sufficiently small, the distance N2 between the Bx axis on the Cy axis and the travel locus 701 of the vehicle 700 is calculated using the direction θ1 with respect to the autonomous navigation road on the By axis ( It can be calculated by equation (22).

  Note that the azimuth θ1 with respect to the road of autonomous navigation can be calculated by the equation (23) using the azimuth change amount δ1 detected by the azimuth detecting means 5 until the vehicle 700 reaches the Cy axis from the By axis.

  Similarly, assuming that the angle α2 formed by the By axis and the Cy axis is sufficiently small, the distance M2 between the Bx axis and the Cx axis on the Cy axis can be calculated by Expression (24).

  Therefore, the distance y2 from the reference lane line when the host vehicle 700 reaches the Cy axis can be calculated by the equation (25).

  A dotted line 704 indicates a fixed position at a distance y2 from the reference partition line.

  As described above, even on a curved road, it is possible to obtain the distance to the reference partition line while performing coordinate conversion. Note that the calculation formulas associated with the nth coordinate conversion can be expressed by formulas (26) to (30).

  FIG. 8 is a diagram illustrating a case where the own vehicle 800 changes the lane by drawing a locus of a dotted arrow 801 from the left lane to the right lane on a road that turns to the right of two lanes on one side.

  In FIG. 8, it is assumed that the first trajectory is invalid when the vehicle 800 reaches the Ay axis. The Ay axis, By axis, and Cy axis are in the direction perpendicular to the road, and the Ax axis, Bx axis, and Cx axis are in the direction perpendicular to the Ay axis, By axis, and Cy axis (the tangential direction of the road), respectively. .

  First, if the first trajectory becomes invalid when the host vehicle 800 reaches the Ay axis, the autonomous navigation is initialized (processing 511). At this time, since the arrow 810 is the traveling direction of the host vehicle estimated by the traveling direction estimating means 7 and the angle formed with the road is θ0, this θ0 is set as the initial direction of autonomous navigation. If the leftmost lane line is set as the reference lane line, and the distance from this reference lane line is y, the distance y0 from the reference lane line obtained from the previous value of the first trajectory is the initial value of autonomous navigation. Position. A dotted line 802 indicates a position where the distance from the reference division line is y0.

  Next, a distance y1 from the reference lane line when the vehicle 800 reaches the By axis is calculated. Using the curvature radius R0 of the road on the Ay axis and the distance C1 from the Ay axis to the By axis (calculated by integrating the vehicle speed of the host vehicle 800), the angle α1 formed by the Ay axis and the By axis is expressed by equation (31). It can be calculated with

  Assuming that the angle α1 formed between the Ay axis and the By axis is sufficiently small, the distance N1 between the Ax axis and the travel locus 801 of the vehicle 800 on the By axis can be calculated by Expression (32).

  Similarly, assuming that the angle α1 between the Ay axis and the By axis is sufficiently small, the distance M1 between the Ax axis and the Bx axis on the By axis can be calculated by the equation (33).

  Therefore, the distance y1 from the reference lane line when the own vehicle 800 reaches the By axis can be calculated by the equation (34).

  A dotted line 803 indicates a fixed position at a distance y1 from the reference division line.

  Next, the distance y2 from the reference lane line when the own vehicle 800 reaches the Cy axis is calculated. By using the curvature radius R1 of the road on the By axis and the distance C2 from the By axis to the Cy axis (calculated by integrating the vehicle speed of the host vehicle 800), the angle α2 formed by the By axis and the Cy axis is expressed by equation (35). It can be calculated with

  Assuming that the angle α2 formed by the By axis and the Cy axis is sufficiently small, the distance N2 between the Bx axis on the Cy axis and the travel locus 801 of the vehicle 800 is calculated using the direction θ1 with respect to the autonomous navigation road on the By axis ( It can be calculated by equation 36).

  The azimuth θ1 with respect to the autonomous navigation road can be calculated by the equation (37) using the azimuth change amount δ1 detected by the azimuth detecting means 5 until the vehicle 800 reaches the Cy axis from the By axis.

  Similarly, assuming that the angle α2 formed by the By axis and the Cy axis is sufficiently small, the distance M2 between the Bx axis and the Cx axis on the Cy axis can be calculated by Expression (38).

  Therefore, the distance y2 from the reference lane line when the own vehicle 800 reaches the Cy axis can be calculated by the equation (39).

  A dotted line 804 indicates a fixed position at a distance y2 from the reference partition line.

  As described above, even on a curved road, it is possible to obtain the distance to the reference partition line while performing coordinate conversion. In addition, the calculation formula accompanying the n-th coordinate conversion can be expressed by the formulas (40) to (44).

  FIG. 9 is a diagram showing a case where the own vehicle 900 changes the lane by drawing a locus of a dotted arrow 901 from the left lane to the right lane on a road that turns to the right in two lanes on one side.

  In FIG. 9, it is assumed that the first trajectory has become invalid when the vehicle 900 reaches the Ay axis. The Ay axis, By axis, and Cy axis are in the direction perpendicular to the road, and the Ax axis, Bx axis, and Cx axis are in the direction perpendicular to the Ay axis, By axis, and Cy axis (the tangential direction of the road), respectively. .

  First, if the first trajectory becomes invalid when the vehicle 900 reaches the Ay axis, the autonomous navigation is initialized (processing 511). At this time, the arrow 910 is the traveling direction of the host vehicle estimated by the traveling direction estimating means 7, and the angle formed with the road is θ0. Therefore, θ0 is set as the initial direction of autonomous navigation. If the leftmost lane line is set as the reference lane line, and the distance from this reference lane line is y, the distance y0 from the reference lane line obtained from the previous value of the first trajectory is the initial value of autonomous navigation. Position. A dotted line 902 indicates a fixed position at a distance y0 from the reference partition line.

  Next, the distance y1 from the reference lane line when the own vehicle 900 reaches the By axis is calculated. Using the curvature radius R0 of the road on the Ay axis and the distance C1 from the Ay axis to the By axis (calculated by integrating the vehicle speed of the host vehicle 900), the angle α1 formed by the Ay axis and the By axis is expressed by equation (45). It can be calculated with

  Assuming that the angle α1 formed by the Ay axis and the By axis is sufficiently small, the distance N1 between the Ax axis and the traveling locus 901 of the vehicle 900 on the By axis can be calculated by Expression (46).

  Similarly, assuming that the angle α1 between the Ay axis and the By axis is sufficiently small, the distance M1 between the Ax axis and the Bx axis on the By axis can be calculated by the equation (47).

  Accordingly, the distance y1 from the reference lane line when the host vehicle 900 reaches the By axis can be calculated by Equation (48).

  A dotted line 903 indicates a fixed position at a distance y1 from the reference division line.

  Next, the distance y2 from the reference lane line when the host vehicle 900 reaches the Cy axis is calculated. By using the curvature radius R1 of the road on the By axis and the distance C2 from the By axis to the Cy axis (calculated by integrating the vehicle speed of the host vehicle 900), the angle α2 formed by the By axis and the Cy axis is expressed by the equation (49). It can be calculated with

  Assuming that the angle α2 formed between the By axis and the Cy axis is sufficiently small, the distance N2 between the Bx axis on the Cy axis and the travel locus 901 of the vehicle 900 is calculated using the direction θ1 with respect to the autonomous navigation road on the By axis ( 50).

  The azimuth θ1 with respect to the road of autonomous navigation can be calculated by the equation (51) using the azimuth change amount δ1 detected by the azimuth detecting means 5 until the vehicle 900 reaches the Cy axis from the By axis.

  Similarly, assuming that the angle α2 formed by the By axis and the Cy axis is sufficiently small, the distance M2 between the Bx axis and the Cx axis on the Cy axis can be calculated by Expression (52).

  Accordingly, the distance y2 from the reference lane line when the host vehicle 900 reaches the Cy axis can be calculated by Equation (53).

  A dotted line 904 indicates a fixed position at a distance y2 from the reference partition line.

  As described above, even on a curved road, it is possible to obtain the distance to the reference partition line while performing coordinate conversion. The calculation formulas associated with the n-th coordinate conversion can be expressed by the formulas (54) to (58).

  In the method described with reference to FIGS. 6 to 9, the calculation error is reduced by shortening the calculation cycle. For example, the calculation cycle is preferably 100 ms or less. Further, since the term of M (n) becomes a very small value when the calculation cycle is shortened, the method of obtaining y (n) by ignoring the term of M (n) may be used.

  Next, a specific example of lane determination processing in the lane determination device 100 will be described with reference to FIG.

  FIG. 10 is a diagram showing a case where the own vehicle 1000 changes the lane by drawing a locus of a dotted arrow 1001 from the right lane to the left lane on a road that turns to the right in two lanes on one side.

  In FIG. 10, D1 is the distance from the vehicle center to the lane marking visible to the left, D2 is the distance from the vehicle center to the lane marking visible to the right, and the vehicle 1000 exists in the left lane and in the right lane. In some cases, the target lane markings are different. In addition, the distance from the leftmost lane marking to the vehicle 1000 is represented by y. W is a lane width and may be acquired by the road shape acquisition means 12, but a value obtained by adding D1 and D2 may be adopted.

  First, when the own vehicle 1000 exists at the point A, it is determined that the own vehicle 1000 is traveling in parallel along the road (YES in processing 503, the autonomous navigation initialization flag 1011 is turned on), and the initial autonomous navigation is performed. The process is executed (process 504). At this time, since only D2 is effective (D1 cannot be detected due to the broken line), the first trajectory 1014 is calculated using D2 (processing 502), the position of autonomous navigation is set to y5, and the direction is set. When the azimuth obtained in the first trajectory 1014 is set, the trajectory calculated by the autonomous navigation becomes a second trajectory 1015 when the method described with reference to FIGS. 6 to 9 is used (process 507). Here, since the previous calculated value of the lane position 1019 is 2 (right lane), y5 is calculated by adding the lane width W to y1 (y5 = y1 + W). Further, since the first trajectory 1014 is valid (YES in processing 508), the first trajectory 1014 is substituted into the third trajectory 1017 (processing 509), and the lane in which the host vehicle is traveling is determined ( Process 514). In this case, since y5> W, the lane in which the vehicle is traveling is 2 (right lane) as indicated by the lane position 1019. Further, since it is determined that the vehicle 1000 is traveling in parallel along the road until it reaches point B from point A (autonomous navigation initialization flag 1011 is ON), the subsequent processing exists at point A. Same as the case. Note that D1 becomes effective while the host vehicle 1000 reaches the point B from the point A, but since the D2 is continuously detected, the first trajectory 1014 is calculated giving priority to the D2. However, if D1 can be detected continuously more than a predetermined number of times (for example, 5 times or more), the first locus 1014 may be calculated by switching to D1.

  Next, when the own vehicle 1000 reaches the point B, it is determined that the own vehicle 1000 is not driving in parallel along the road because the own vehicle 1000 has started a lane changing operation (NO in the processing 503). The conversion flag 1011 is turned off. D1 and D2 change until the own vehicle 1000 reaches the point C. However, since the first trajectory 1014 is valid (YES in processing 508), the first trajectory 1014 is changed to the third trajectory 1017. Is substituted (process 509), and the lane in which the vehicle is traveling is determined (process 514). Therefore, from the points A to C, the first trajectory 1014 and the third trajectory 1017 are the same.

  Next, when the own vehicle 1000 reaches point C and D1 and D2 become invalid (NO in processing 508), the autonomous navigation initialization flag 1011 is turned ON and the autonomous navigation is initialized using the first trajectory 1014. Then, the third trajectory 1017 is extrapolated from the second trajectory 1015 (processing 512). Further, when the host vehicle 1000 reaches the point D, the third locus 1017 becomes smaller than the lane width W, so the lane position 1019 in which the host vehicle is traveling changes to 1 (left lane) (processing 514).

  Next, when the own vehicle 1000 reaches the point E and D1 and D2 become valid again (YES in the process 508), the third trajectory 1017 returns to the first trajectory 1014 (process 509), so the second If there is an error in the trajectory 1015, the third trajectory 1017 jumps like a region 1018.

  Next, when the own vehicle 1000 reaches the point F, it is determined that the own vehicle 1000 is traveling in parallel along the road (YES in processing 503), the autonomous navigation initialization flag 1011 is turned on again, and autonomous The navigation is initialized (process 504). At this time, if there is an error in the second trajectory 1015, the second trajectory 1015 jumps like an area 1016.

  Thereafter, it is determined that the host vehicle 1000 is traveling in parallel along the road until the host vehicle 1000 reaches the point G (the autonomous navigation initialization flag 311 is ON).

  As described above, by combining autonomous navigation that takes into account the distance from the vehicle to the lane marking and the road shape, it becomes possible to draw an accurate traveling locus without any interruption, and the traveling lane of the own vehicle can be drawn quickly and accurately. Can be judged.

  In addition, although the example in the one-sided two-lane road is shown in FIG. 10, it is needless to say that the number of lanes can be applied even when the number of lanes is three or more, and can be applied when changing the lane from the left lane to the right lane.

  In addition, before and after merging or branching, the type of lane marking is often irregular, so it is preferable not to perform the lane determination process based on the line type determination in the process 513. Specifically, the processing 513 is not performed for a predetermined distance (for example, 200 m) before and after joining and branching. However, this is not the case when the road shape acquisition unit 12 can acquire the types of lane markings before and after merging and branching.

  Next, a specific example of information notification processing in the lane determination device 100 will be described with reference to FIG.

  FIG. 11A shows a car mark 1102 of the vehicle traveling on the road 1101 on the screen 1100 when the vehicle is traveling on a three-lane road on one side, and further, which lane the vehicle is traveling on. It is a figure which shows the case where the indicator 1103 which shows whether it is doing is displayed.

  The indicator 1103 indicates which lane of the three-lane road on one side the vehicle is traveling on, and displays the car mark 1104 of the own vehicle based on the processing result of the lane determination processing 514. In this case, since it is determined by the lane determination processing 514 that the host vehicle is traveling in the second lane (second lane from the left), the car mark 1104 of the host vehicle is displayed in the second lane.

  Similarly, FIG. 11B shows the car mark 1112 of the vehicle traveling on the road 1111 on the screen 1110 when the vehicle is traveling on a three-lane road on one side. It is a figure which shows the case where the indicator 1113 which shows whether it is drive | working a lane is displayed.

  The indicator 1113 indicates which lane of the three-lane road the vehicle is traveling on, and displays the lane in which the vehicle is traveling as hatching 1114 based on the processing result of the lane determination processing 514. In this case, since it is determined by the lane determination processing 514 that the host vehicle is traveling in the second lane (second lane from the left), hatching 1114 is displayed in the second lane.

  The indicator 1103 and the indicator 1113 switch between displaying and not displaying based on the recognition result by the lane marking recognition unit 2 and the calculation result by the third trajectory calculation unit 9. Specifically, when a lane line is not recognized by the lane line recognition means 2 for a predetermined time or longer (for example, 5 seconds or longer), or for a predetermined time or longer (for example, 5 seconds or longer) on a lane line (on the boundary of each lane) When driving, stop the indicator display. In the former case, if the lane line is not recognized by the lane line recognition means 2, the third locus will continue to be calculated only by the autonomous navigation, and the indicator display is stopped because the error of the autonomous navigation increases. In the latter case, when the vehicle is traveling on a lane line (on the boundary of each lane), the display of the indicator is stopped because the lane position is likely to hunt to the left and right.

  In addition, the indicator 1103 and the indicator 1113 do not display the current travel lane of the own vehicle by the car mark 1104 or the hatching 1114 of the own vehicle, but pass through a branch or an intersection ahead based on navigation route guidance. It is also possible to notify the occupant of the most suitable lane by flashing the car mark 1104 or hatching 1114 of the own vehicle. For example, when driving on a three-lane highway on one side and there is a road that branches to the left, and the route guidance by navigation also branches to the left, the first lane (the leftmost lane) of the indicator 1113 is It blinks in hatching 1114. Thereby, since a passenger | crew can know the suitable driving lane beforehand, a sense of security improves.

  In order to realize the above, it is desirable to create a guidance route including an appropriate lane position in advance when starting navigation route guidance. Further, from VICS (road traffic information communication system) It is desirable to acquire traffic information and create a guidance route including the lane position in response to traffic congestion and lane restrictions due to construction.

  As described above, by notifying the occupant of information using the screen, the occupant's sense of security and comfort can be improved.

  As described above, the present invention can be implemented in various modes without departing from the spirit of the present invention.

  According to the above, the lane markings installed on the one-lane multiple lane road are detected, and the vehicle is automatically detected based on the traveling trajectory of the vehicle calculated by autonomous navigation considering the relative relationship between the lane marking and the vehicle and the road shape. Since the lane in which the vehicle is traveling is determined, the travel distance required to determine the travel lane can be made shorter than the method of Patent Document 2, and the accumulated error is reduced according to the travel distance. be able to. Furthermore, even when the lane marking cannot be detected, the lane is changed on a curved road such as a curve that cannot be realized by the method of Patent Document 3 by interpolating the traveling locus of the vehicle by autonomous navigation in consideration of the road shape. Lane determination is possible. Therefore, since accurate lane determination is possible, advanced route guidance by the navigation system is possible.

100 Lane determination device 300, 600, 700, 800, 900, 1000 Own vehicle 301, 601, 701, 801, 901, 1001

Claims (16)

In the lane determination device for determining the traveling lane of the own vehicle traveling on one side multiple lane road,
A lane determination device that detects a lane line installed on the one-side multiple lane road and determines the travel lane based on a relative relationship between the lane line and the host vehicle and a travel locus of the host vehicle. In the lane determination device for determining the traveling lane of the own vehicle traveling on one side multiple lane road,
An imaging unit that images a road, a lane line recognition unit that recognizes a lane line from an image captured by the imaging unit, and a distance from the lane line recognized by the lane line recognition unit to the imaging unit is repeatedly calculated. First trajectory calculating means for calculating the trajectory of the own vehicle, second trajectory calculating means for calculating the trajectory of the own vehicle based on autonomous navigation, and the first trajectory calculated by the first trajectory calculating means. A third trajectory calculating means for calculating the trajectory of the host vehicle based on the trajectory and the second trajectory calculated by the second trajectory calculating means; and a third trajectory calculated by the third trajectory calculating means. Driving lane determining means for determining the lane in which the vehicle is traveling based on
The third trajectory calculation means calculates the third trajectory based on the first trajectory when the lane marking recognition means can recognize the lane marking, and the lane marking recognition means recognizes the lane marking. A lane determination device that calculates the third trajectory based on the second trajectory if it is not possible. Vehicle speed detection means for detecting the speed of the host vehicle, and direction detection means for detecting the direction of the host vehicle,
The lane determination device according to claim 2, wherein the autonomous navigation calculates a trajectory of the own vehicle based on a vehicle speed detected by the vehicle speed detection unit and a direction detected by the direction detection unit. Based on the first trajectory calculated by the first trajectory calculating means, a traveling direction estimating means for estimating the traveling direction of the own vehicle, the traveling direction of the own vehicle estimated by the traveling direction estimating means, and the first Initializing means for initializing at least one of the direction and position of autonomous navigation based on the locus of
The initialization unit is configured so that the difference between the traveling direction of the host vehicle estimated by the traveling direction estimation unit and the direction of the lane marking recognized by the lane marking recognition unit is within a predetermined angle, or the difference between the directions. 4. The lane determination device according to claim 3, wherein when the change of the vehicle is less than a predetermined value over a predetermined period or a travel distance, the first trajectory calculated by the first trajectory calculating means is used as an initial value of the autonomous navigation trajectory. .   The travel lane determining means determines the lane in which the host vehicle is traveling based on the type of the lane line recognized by the lane line recognition means, and the third trajectory calculated by the third trajectory calculation means. The lane judgment device according to claim 4 which corrects. Comprising information notifying means for notifying the occupant of information using a screen or sound;
The lane determination device according to claim 5, wherein the information notification unit switches contents of information notified to the occupant based on a lane in which the host vehicle is traveling determined by the travel lane determination unit.   The navigation system which has a lane determination apparatus in any one of Claims 1-6. A lane determination device that detects a lane line installed on a multi-lane road on one side and determines a traveling lane of the own vehicle based on a relative relationship between the lane line and the own vehicle and a traveling locus of the own vehicle,
A lane determination device that determines the travel lane based on the travel locus and a road shape when the lane marking cannot be detected. Road shape acquisition means for acquiring the road shape in front of the host vehicle,
The lane determination device according to claim 6, wherein the second trajectory calculation unit calculates a trajectory of the host vehicle based on the road shape acquired by the road shape acquisition unit and the autonomous navigation.   The lane determination device according to claim 9, wherein the road shape acquired by the road shape acquisition means is information including at least a curvature radius of the road and the number of lanes.   The second trajectory calculating means and the third trajectory calculating means set one of the lane markings installed on the one-side multiple lane road as a reference lane marking, and repeatedly calculate a distance from the reference lane marking. The lane determination device according to claim 10, wherein the vehicle trajectory is calculated.   The traveling lane determining means determines the lane in which the host vehicle is traveling based on the distance from the reference lane line in the third trajectory calculated by the third trajectory calculating means, the number of lanes, and the lane width. The lane determination device according to claim 11.   When the road on which the vehicle is traveling is a curved road, the second trajectory calculating means regards the curved road as a pseudo continuous series of straight roads, up to the lane marking on each deemed straight road. The lane determination device according to claim 12, wherein the trajectory of the own vehicle is calculated by obtaining the distance while performing coordinate conversion.   The initialization means calculates the travel direction of the host vehicle estimated by the travel direction estimation means and the third trajectory calculation means when the lane line recognition by the lane line recognition means cannot be recognized. The lane determination device according to claim 13, wherein the azimuth and position of autonomous navigation are initialized based on a distance from a reference lane line in the third locus.   The information notifying means notifies, using a screen, which lane on which one-side multiple lanes are traveling based on the lane in which the vehicle is traveling determined by the traveling lane determining means, and recognizes the lane markings The lane determination device according to claim 14, wherein the notification on the screen is stopped when the lane line is not recognized by the means for a predetermined time or more or when the vehicle travels on the lane line for a predetermined time or more.   The navigation system which has a lane determination apparatus in any one of Claims 8-15.

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