JP2012106735A - Fork road intrusion determination device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a fork road intrusion determination device which can exactly detect the existence of a fork road and can exactly determine that an own vehicle has intruded into the detected fork road.SOLUTION: The fork road intrusion determination device 1 comprises: a traffic lane detection means 2 which detects left and right traffic lanes Ll, Lr of the own vehicle MC; a length/width detection means 3 which detects a length and a width on an actual space in the intrusion direction of the own vehicle within the detected traffic lane; a traveling zone determination means 4 which determines a lane kind of the traffic lane on the basis of the detection result by the length/width detection means 3, and determines a zone of a traveling traffic lane in which the own vehicle travels; a fork road detection means 5 which detects that there exists the fork road B at the side of the traffic lane which is changed when the traffic lane being an actual lane is changed to a broken traffic lane BL having a prescribed length and a prescribed width; and a fork road intrusion determination means 6 which determines that the own vehicle moves toward the fork road during the fork road is detected, or that the own vehicle intrudes into the fork road when a winker operation is performed to the direction of the fork road.

Description

  The present invention relates to a branch road entry determination device, and more particularly to a branch road entry determination device that detects a lane around a host vehicle to recognize a branch road and determines whether the host vehicle enters the branch road.

In recent years, based on analysis results of images captured by imaging devices such as stereo cameras and monocular cameras, and measurement results of radar devices such as infrared laser radar and millimeter wave radar, road conditions ahead of and around the vehicle A cruise control device that recognizes the vehicle and controls the vehicle at a constant speed based on it, and a cruise with a preceding vehicle tracking function that performs a tracking control on the preceding vehicle in addition to the constant speed traveling control of the vehicle. ACC devices that perform control (Adaptive Cruise Control, hereinafter abbreviated as ACC) have been developed (see, for example, Patent Document 1).

  In an ACC device or the like, usually, the host vehicle is automatically driven at a set speed, and when there is a preceding vehicle, the accelerator throttle or brake mechanism of the own vehicle is automatically operated so that the own vehicle follows the preceding vehicle. Control to operate appropriately is performed.

  However, when the vehicle enters a branch road on the left or right side of a highway, an automobile-only road, or a general road, it is usually necessary to decelerate. Will continue. For this reason, the driver has to stop the cruise control function by himself, such as performing a strong brake operation or manually stopping the ACC device or the like.

  In order to cope with such a problem, in Patent Document 2, it is determined whether or not the vehicle is located near a branch point of the road based on the map information of the navigation device, and a gaze guidance mark (a delineator) beside the road. And a stationary object such as a guardrail (stopped object) is detected, and it is estimated whether or not the own vehicle has entered the branch road or whether there is a possibility of entering the branch road from the positional relationship therewith A branch approach estimation device has been proposed.

Japanese Patent Laid-Open No. 2005-1566 Japanese Patent Application Laid-Open No. 2004-319441

  However, stop objects such as line-of-sight guides and guardrails are not always installed on all branch roads. Also, the positional relationship such as the distance between the running lanes marked by lanes marked with continuous lines or broken lines on the road surface and their stopping objects is not always constant, so it is accurate based on the stopping objects It is not always easy to specify the number and position of traveling lanes. Furthermore, the estimation is not performed correctly unless a stationary object such as a gaze guidance sign standing in a rod shape from the road surface cannot be detected correctly. Therefore, the above branch path approach estimation apparatus can be used only in an ideal road environment for the apparatus, and there is a possibility that the estimation is erroneous if used in an environment unsuitable for use.

  In the present invention, a continuous line or a broken line marked on a road surface such as a road center line such as an overtaking prohibition line, a vehicle traffic zone boundary line, a lane line dividing a roadside zone and a roadway is referred to as a lane. Further, as shown in FIG. 5 and the like which will be described later, a lane having a wider lane width and a shorter length than a normal lane marked at a branch point of an expressway is called a block line.

  In such a branch road, the driving state of the host vehicle changes relatively abruptly, for example, when the host vehicle enters a branch road such as an entrance of a parking lot or an interchange while driving on an expressway. Therefore, it is necessary to perform control different from that in the normal traveling lane. Further, the same control is required not only for highways and the like, but also for a branch road from a bypass such as a national road to a general road or a branch from a general road to a side road.

  For this reason, it is desirable that this type of apparatus can accurately detect the presence of a branch path. And it is desired to be able to accurately determine whether or not the own vehicle enters the branch road after accurately determining it.

  The present invention has been made in view of such circumstances, and it is possible to accurately detect the presence of a branch road, and to accurately determine that the host vehicle enters the detected branch road. An object is to provide an apparatus.

In order to solve the above-described problem, the first invention is a branch path entry determination device,
Lane detection means for detecting the left and right lanes of the host vehicle;
A length / width detection means for detecting the length and width of the lane detected by the lane detection means in real space in the traveling direction of the host vehicle;
A travel segment determination unit that determines a line type of the lane based on a detection result by the length width detection unit and determines a segment of a travel lane in which the host vehicle is traveling;
When a lane that is a solid line is changed to a broken line having a predetermined length and a predetermined width based on a detection result by the length / width detection means, it is detected that a branch road exists on the changed lane side. A branch path detection means;
While the branch road detection means is detecting the branch road, if the host vehicle moves toward the branch road or if a winker operation is performed in the direction of the branch road, the own vehicle enters the branch road. A branch path entry judging means for judging,
When it is determined by the branch path entry determining means that the host vehicle enters the branch path, a signal for prohibiting acceleration of the host vehicle is output,
After the vehicle is determined to enter the branch road by the branch road entry determination means, the left or right side of the vehicle is left or right by the length width detection means while a predetermined time elapses or travels a predetermined distance. When the lane is a broken line having the predetermined length and the predetermined width, the output of the signal for prohibiting the acceleration of the host vehicle is canceled.

  According to a second aspect of the present invention, in the branch path entry determination device according to the first aspect of the invention, a signal indicating that the vehicle is returned to the constant speed traveling control is output together with the cancellation of the output of the signal.

3rd invention is the branch path approach determination apparatus of 1st or 2nd invention,
A preceding vehicle detection means for detecting the preceding vehicle;
When the preceding vehicle detected by the preceding vehicle detecting means is detected, a signal indicating that the follow-up traveling control for the preceding vehicle is performed is output.

  According to the first invention, when the lane line type is determined by detecting the lengths and widths of the left and right lanes of the host vehicle, and the lane line type is changed to a block line. By detecting that there is a branch road on the changed lane side, it is possible to accurately detect the presence of the branch road. In addition, by accurately detecting the existence of a branch road, by determining that the host vehicle enters the branch road when the host vehicle moves toward the branch road or the winker operation is performed in the direction of the branch road, It becomes possible to accurately determine whether or not the host vehicle enters the branch road.

  Furthermore, since it is possible to accurately detect the branch road as described above and accurately determine the approach to the branch road, for example, the vehicle is appropriately prohibited from accelerating or the vehicle is It is possible to decelerate the vehicle so that the host vehicle can travel stably, and the safety of the host vehicle can be improved.

  In addition, according to the first aspect of the present invention, it is possible to output a signal for prohibiting acceleration of the host vehicle when it is determined that the host vehicle enters the branch road, so that an entrance to a ramp road or the like that normally requires deceleration is provided. It is possible to prohibit unnecessary acceleration on the branch road and to start deceleration appropriately and stably. Therefore, it is possible to improve the traveling safety of the host vehicle.

  According to the first invention, even if it is determined that the host vehicle has entered the branch road across the block line, the lane may be an uphill road instead of a branch road. There is no need to prohibit acceleration. Therefore, after the host vehicle enters the branch road, if the left or right lane of the host vehicle is still a block line, it is determined that it is highly likely that the vehicle is traveling on an uphill road instead of a branch road. By canceling the output of the signal that prohibits the acceleration of the host vehicle, the host vehicle can travel appropriately, and the above-described effects can be more effectively exhibited.

  According to the second invention, when a curve such as a ramp road is tight or when it is highly likely that the host vehicle is traveling on an uphill road, a signal prohibiting acceleration of the host vehicle or a signal decelerating the host vehicle is provided. When the output of the vehicle is canceled, a signal for returning to the constant speed running control of the own vehicle is output and the ACC control is restored, so that the running of the own vehicle can be controlled more appropriately. The effects of the invention can be exhibited more effectively.

  According to the third invention, when the own vehicle is provided with the preceding vehicle detecting means for detecting the preceding vehicle, priority is given to the ACC control, particularly the follow-up traveling control for the preceding vehicle, over the control of each of the above inventions. With this configuration, it is possible to reliably prevent a situation such as a collision with a preceding vehicle, and the effects of the above-described inventions are more appropriately exhibited.

It is a block diagram which shows the structure of the branch path approach determination apparatus which concerns on this embodiment. It is a block diagram which shows the structure of the lane detection means which concerns on this embodiment. It is a figure showing a reference image and a lane candidate point. It is a figure showing the left and right lane detected in the standard image. It is a figure showing the block line and branching path which were imaged by the reference | standard image. It is a figure showing the example which does not detect a branch road, when a lane changes from a broken line to a block line. It is a figure explaining the solid object detected in real space, a preceding vehicle, a travel locus, and the traveling path of the own vehicle. It is a figure explaining the solid object detected in the reference | standard image, a preceding vehicle, a travel locus, and the advancing path of the own vehicle. It is a flowchart which shows the control structure of the control means of the branch path approach determination apparatus which concerns on this embodiment. It is a flowchart which shows the control structure of the control means of the branch path approach determination apparatus which concerns on this embodiment. It is a flowchart which shows the control structure of the control means of the branch path approach determination apparatus which concerns on this embodiment. It is a figure showing the block line and branch path detected on real space. It is a figure explaining the state in which the own vehicle is running on the uphill road. It is a figure explaining the state which the own vehicle approached into the ramp path. It is a figure explaining the state which the own vehicle entered parking etc.

  Embodiments of a branch path entry determination device according to the present invention will be described below with reference to the drawings.

  As shown in FIG. 1, the branch path approach determination device 1 according to the present embodiment includes a lane detection unit 2, a length / width detection unit 3, and a travel segment determination unit 4 including a data collection unit 2 a and an analysis unit 2 b. A branch path detection means 5, a branch path entry determination means 6, a preceding vehicle detection means 7, a control means 8, and a storage means 9. Moreover, in this embodiment, the signal from the branch path approach determination apparatus 1 is output to the ACC apparatus A.

  In the present embodiment, the ACC device A performs control so that the host vehicle travels at a constant speed at a speed set by the driver, and causes the host vehicle to follow the preceding vehicle when the preceding vehicle exists. It is a device for automatically controlling the accelerator throttle and brake mechanism of the host vehicle.

  The lane detection means 2 of the branch path entry determination device 1 is means for detecting the left and right lanes of the host vehicle. In the present embodiment, an image pickup means for picking up the surroundings of the host vehicle is provided, and a lane is detected from an image picked up by the image pickup means. Specifically, it was previously filed by the applicant of the present application. A lane recognition device described in JP-A-2006-331389 is used. A brief description is given below.

  The lane detection means 2 is configured as shown in FIG. 2, and in the data collection unit 2a, an imaging means 21 comprising a pair of main camera 21a and sub camera 21b arranged at a certain distance in the vehicle width direction. The A / D converters 22a and 22b, which are conversion means 22, respectively convert the pair of captured images obtained by imaging the surroundings of the host vehicle to digital images, and the image correction unit 23 removes deviations and noises, and the luminance value. Are corrected and stored in the image data memory 24 and transmitted to the analysis unit 2b.

  The pair of captured images subjected to the image correction is sent to the image processing means 25, and the captured images (hereinafter referred to as reference images) captured by the main camera 21a by the image processor 26 are converted into a plurality of pixel blocks. The pixel block corresponding to the captured image captured by the sub camera 21b for each pixel block is found by the stereo matching process, and the parallax is calculated for each pixel block. The calculation of the parallax is described in detail in Japanese Patent Application Laid-Open No. 5-1114099 previously filed by the applicant of the present application.

The disparity and the position in the real space can be associated based on the principle of triangulation. Specifically, the disparity is dp, the coordinates on the reference image of the pixel block are (i, j), and the real space Thus, with the point on the road surface directly below the center of the main camera 21a and the sub camera 21b as the origin, the vehicle width direction of the host vehicle, that is, the X axis in the left and right direction, the Y axis in the vehicle height direction, and the Z direction in the vehicle length direction, that is, the distance direction. Taking the axis, the relationship between the point (X, Y, Z) in real space, the parallax dp and the coordinates (i, j) on the reference image of the pixel block is
X = CD / 2 + Z * PW * (i-IV) (1)
Y = CH + Z × PW × (j−JV) (2)
Z = CD / (PW × (dp−DP)) (3)
Can be expressed as

  Here, CD is a distance between the main camera 21a and the sub camera 21b, PW is a viewing angle per pixel, CH is a mounting height of the main camera 21a and the sub camera 21b, and IV and JV are infinity points in front of the host vehicle. I coordinate and j coordinate, and DP represent vanishing point parallax.

  The image processing means 25 assigns a parallax dp to each pixel block of the reference image, stores it in the distance data memory 27, and transmits it to the analysis unit 2b. Hereinafter, an image formed by assigning the parallax dp to each pixel block of the reference image is referred to as a distance image.

  The analysis unit 2b of the lane detection means 2 is composed of a computer having a CPU, ROM, RAM, input / output interface, etc. (not shown) connected to the bus.

  In the analysis unit 2b, as shown in FIG. 3, the luminance change amount between adjacent pixels is calculated and set on the horizontal line j of one pixel width of the reference image T, for example, sequentially from the center of the reference image T in the left-right direction. Pixels whose luminance values greatly change beyond the threshold value are detected as lane candidate points cl and cr. The lane candidate points are detected on each horizontal line j while shifting the horizontal line j on the reference image T upward by one pixel. At that time, the analysis unit 2b excludes the detected lane candidate points from the lane candidate points that are determined not to be on the road surface based on the distance image.

  Then, of the remaining lane candidate points, the lane is approximated by a straight line based on the lane candidate points closer to the host vehicle, and is detected on the left and right sides of the host vehicle, respectively. In this case, if multiple lanes are detected on one side (for example, the right side) of the host vehicle while improving the reliability of detection by excluding lane candidate points that cannot be consistent with the straight line Select a lane that is consistent with the lane detected on the other side of the vehicle (for example, the left side) or a lane that is consistent with the lane detected in the previous sampling cycle, etc. To do.

  In this way, when the lanes are detected in a straight line on the side closer to the host vehicle, the lane candidate points are selected and connected based on the positional relationship with the straight line based on the straight line on the far side, thereby FIG. As shown in the figure, the lanes Ll and Lr are detected on the left and right sides of the host vehicle, respectively. Hereinafter, the left and right lanes Ll and Lr of the host vehicle are referred to as a left lane Ll and a right lane Lr, respectively. Further, in FIG. 4, the lane candidate points cl and cr are shown to be sparsely detected on the reference image T, but in reality, a large number are detected very finely.

  The lane detection means 2 described above is described in detail as a lane recognition device in Japanese Patent Application Laid-Open No. 2006-331389 as described above, and the detailed description is referred to the same publication.

  In the present embodiment, the length / width detection means 3, the travel segment determination means 4, the branch path detection means 5, the branch path entry determination means 6, the preceding vehicle detection means 7, the control means 8 and the storage means 9 shown in FIG. The computer is the same as the computer constituting the analysis unit 2b of the lane detection means 2.

  The length width detection means 3 detects the length of the left lane Ll and the right lane Lr detected by the lane detection means 2 in the real space in the traveling direction of the host vehicle and the width of the lane in the real space, respectively. It has become.

Specifically, as shown in FIG. 3, when the lane detection unit 2 detects the lane candidate points cl and cr on the horizontal line j of the reference image T as shown in FIG. Corresponding to cl and cr, pixels whose luminance values are greatly reduced from the luminance values of adjacent pixels by a set threshold value or more are detected as end points cl ^* and cr ^* .

Then, the coordinates (i, j) and the parallax dp of the reference image T of the lane candidate points cl and cr and the end points cl ^* and cr ^* are substituted into the equations (1) to (3) to obtain the lane candidate point cl. an X-axis direction, that is in the left-right direction between the real space of the end point cl ^*, and the X-axis direction distance in the real space of the lane candidate points cr and the end point cr ^* is calculated respectively, of the vehicle The widths of the left lane Ll and the right lane Lr are detected as real space widths. This operation is performed each time the lane detection means 2 detects the lane candidate points cl and cr while shifting the horizontal line j upward on the reference image T.

  Further, the length / width detecting means 3 detects the distance in the Z-axis direction of the lane candidate points cl and cr detected while shifting the horizontal line j upward, that is, the traveling direction of the host vehicle by the same calculation. The lane candidate points that are close to each other with the distance in the Z-axis direction between the lane candidate points being equal to or less than the set threshold are grouped as the same group. In addition, when the distance in the Z-axis direction between the lane candidate point detected on a certain horizontal line j and the already detected closest lane candidate point is larger than the threshold, the lane candidate point is in another group. Distinguish as belonging to. One group corresponds to the marking portion of the lane painted on the road surface.

  Then, the length / width detection means 3 calculates the distance in the Z-axis direction in the real space of the thus detected group, that is, the marking portion of the lane, in the real space in the traveling direction of the lanes Ll and Lr. The length of each is detected. When a plurality of groups are detected, the distance between the groups in the traveling direction of the host vehicle, that is, the distance between the two unmarked portions of the lane that are not painted is also detected.

  If the width of the lane detected in this way is less than 0.2 m, for example, the length / width detection means 3 determines that the lane is a normal lane, and among these, the self-signed portion of the marking portion grouped as a group. A lane that is a solid line if the length in the real space in the vehicle traveling direction continues for a predetermined length or more, and a broken line if the length of the marking part or the interval between the non-marking parts is a predetermined length. Judging that it is a certain lane.

  The lane detection means 2 and the length / width detection means 3 are not limited to the above-described configuration, and can detect the left and right lanes Ll and Lr of the host vehicle, and detect their width and length in the traveling direction of the host vehicle. Anything is possible.

  The travel segment determination means 4 (see FIG. 1) determines the line type of the lane based on the detection result by the length width detection means 3, and determines whether the lane that is a solid line is the left side or the right side of the host vehicle. Thus, the classification of the traveling lane in which the host vehicle is traveling is determined.

  For example, as shown in FIG. 3, when the left lane Ll is a lane that is a solid line and the right lane Lr is a lane that is a broken line, the travel classification determination unit 4 determines that the vehicle is in the leftmost travel lane of the road. It is determined that the vehicle is running. Conversely, when the right lane Lr is a lane that is a solid line and the left lane Ll is a lane that is a broken line, the travel classification determination means 4 causes the vehicle to travel in the rightmost travel lane of the road. It is determined that

  When the left and right lanes Ll and Lr of the host vehicle are both solid lanes, the travel classification determination means 4 is a travel lane in which the host vehicle is not allowed to overtake (hereinafter referred to as a “protrude prohibited lane”). ) Is determined to be driving.

  The branch road detecting means 5 (see FIG. 1) determines the changed lane when the line type of the lane detected as a solid lane changes to a block line based on the detection result by the length width detecting means 3. The presence of a branch path on the side of the is detected. Specifically, the line type of the lane detected as being a solid line changes to a broken line, and the width of the lane is within the range of 0.3 to 0.75 m based on the detection result of the length / width detection means 3. When the length of the marking portion is in the range of 2 to 5 m, it is determined that the detected lane line type has changed to a block line with a wider lane width and shorter length than a normal lane. Yes.

  Further, the branch path detection means 5 maintains a history that the lane currently detected as a block line was a solid line in the previous sampling cycle in order to detect that the lane has changed from a solid line to a block line. Have means for. In the present embodiment, as will be described later, a counter (left lane running counter Lcount) is used as a means for holding the history, and the counter indicates the history while one lane of the host vehicle is a solid line. A certain count number is increased or a constant value is set. And when the block line is detected as one of the lanes, the count number is referred to, and if the count number indicates that the lane was a solid line before, the lane changed from a solid line to a block line It has come to be judged.

  For example, as shown in FIG. 3, the left lane L1 detected as a lane that is a solid line is shown in FIG. 5 based on the length of the lane in the traveling direction of the vehicle and the width of the lane in the real space. When the block line BL changes as shown, the branch path detection means 5 determines that the branch path B exists on the changed lane side, that is, in the case of FIG. 5, further on the left side of the block line BL on the left side of the host vehicle. Thus, the branch path B is detected.

  For example, as shown in FIG. 6, when a road that was originally three lanes branches into two lanes and one lane, the lane may change from a lane that is a broken line to a block line BL. In such a case, in the present embodiment, the branch path detection means 5 is configured such that even if the left or right lane of the host vehicle changes from a lane that is a broken line to a block line BL, Furthermore, the right driving lane is not detected as a branch road.

  Accordingly, the branch path detection means 5 determines that if the left lane Ll changes from a solid lane to a block line BL when the host vehicle is traveling on the leftmost lane of the road, the host vehicle is the rightmost side of the road. If the right lane Lr changes from a lane that is a solid line to a block line when the vehicle is traveling in a driving lane, and if the host vehicle is traveling on an overhang prohibition lane, one of the left and right lanes Ll and Lr is a solid line When the lane is changed from a lane to a block line, it is determined that there is a branch road outside the lane.

  The branch path entry determining means 6 (see FIG. 1) is configured so that the host vehicle moves toward the branch path B while the branch path detecting means 5 detects the branch path B, or the winker operation is performed in the direction of the branch path. When it is performed, it is determined that the host vehicle enters the branch road B.

  In the present embodiment, the branch path entry determination means 6 detects that a turn signal switch (not shown) has been operated to the branch path side or receives information to that effect and performs a winker operation in the direction of the branch path. It has come to be judged. Therefore, even if the turn signal operation is performed, if the turn signal switch is operated on the side opposite to the branch path B, the branch path entry determination means 6 does not determine that the host vehicle enters the branch path B.

  In the present embodiment, the movement of the host vehicle to the branch path B is determined by the position of the wheel on the branch path B side of the host vehicle contacting the inner end of the block line converted into the real space. At that stage, it is determined that the host vehicle moves toward the branch path B and enters the branch path B. In addition to this, other conditions for determining the movement of the host vehicle to the branch path B include the case where the wheel on the branch path B side of the host vehicle advances from the center of the block line to the branch path B side, and the steering wheel is branched. When the vehicle is turned to the road B side by a predetermined rudder angle or more, a travel locus Lest of the host vehicle, which will be described later, may face the branch road B side or the like, and is set as appropriate.

  As shown in FIG. 1, the branch vehicle approach determination device 1 of the present embodiment is provided with a preceding vehicle detection means 7. The preceding vehicle detection means 7 reads the distance image from the distance data memory 27 of the data collection unit 2a of the lane detection means 2, and selects the preceding vehicle from the reference image T based on the information of the parallax dp of each pixel block of the distance image. It comes to detect.

  In the present embodiment, the preceding vehicle detection means 7 is configured based on a vehicle exterior monitoring device described in Japanese Patent Application Laid-Open No. 10-283461 and Japanese Patent Application Laid-Open No. 10-283477 previously filed by the applicant of the present application. Thus, for example, based on the reference image T shown in FIG. 3, as shown in FIG. 7, a three-dimensional object existing in the imaging region in front of the host vehicle MC and located at a position higher than the road surface is detected. The When the three-dimensional object detected in this way is shown in the reference image T, as shown in FIG. 8, the three-dimensional object at a position higher than the road surface can be detected in a state surrounded by a frame line. In addition, the code | symbol of S and O with respect to the detected solid object is a code | symbol which shows the classification whether the side surface of the solid object is detected, or the back surface is detected.

Further, the preceding vehicle detection means 7 estimates the traveling locus Lest of the own vehicle as shown in FIGS. 7 and 8 based on the behavior of the own vehicle. Specifically, the preceding vehicle detecting means 7 turns the own vehicle based on the vehicle speed V, yaw rate γ, the steering angle δ of the steering wheel, etc. inputted from a vehicle speed sensor, a yaw rate sensor, and a steering angle sensor (not shown). The curvature Cua is calculated based on the following equations (4), (5), and (6). In the following equations, Re is the turning radius, Asf is the vehicle stability factor, and Lwb is the wheelbase.
Cua = γ / V (4)
Re = (1 + Asf · V ² ) · (Lwb / δ) (5)
Cua = 1 / Re (6)

  And the preceding vehicle detection means 7 calculates and estimates the traveling locus Lest of the own vehicle based on the calculated turning curvature Cua. In the present embodiment, as shown in FIG. 7, the preceding vehicle detection means 7 is a three-dimensional object existing on the traveling path Rest of the own vehicle, which is an area corresponding to the vehicle width of the own vehicle with the travel locus Lest as the center. Thus, the three-dimensional object closest to the host vehicle, that is, the truck which is the three-dimensional object O2 in the example of FIGS. 7 and 8, is detected as the preceding vehicle.

  The preceding vehicle detection means 7 is not limited to the above configuration as long as the preceding vehicle can be detected.

  The above detection results and determination results in the length / width detection means 3, the travel segment determination means 4, the branch road detection means 5, the branch road entry determination means 6, and the preceding vehicle detection means 7 are appropriately stored in the storage means 9. Further, it is read from the storage means 9 as necessary.

  Next, the control configuration of the control means 8 (see FIG. 1) will be described with reference to the flowcharts of FIGS. 9 to 11 and the operation of the branch path entry determination device 1 according to this embodiment will be described.

  Hereinafter, the case where the host vehicle is traveling on a highway and the ACC device A is operating will be described as an example. When the preceding vehicle is detected by the preceding vehicle detecting means 7, the control means 8 outputs information on the distance between the host vehicle and the preceding vehicle and the speed of the preceding vehicle to the ACC device A. The device A performs constant speed traveling control of the own vehicle when the information on the preceding vehicle is not received, and the preceding vehicle of the own vehicle according to the distance and the speed when the information on the preceding vehicle is received. The ACC control is performed by appropriately selecting the follow-up control and the constant speed traveling control of the host vehicle.

  In the initial state of the branch road entry determination device 1, a branch road flag F, a left lane traveling counter Lcount, and an uphill road counter Scount described later are set to zero.

  When the lane detection means 2 detects the lanes Ll and Lr on the left and right sides of the host vehicle (step S1), the control means 8 detects the left lane Ll and the right lane Lr of the host vehicle detected by the length width detection means 3. The length of the traveling direction in the real space and the width of the lane in the real space are detected in the above manner (step S2). Further, when the lane is a broken line, the interval between the non-labeled portions of the lane is also detected.

  Subsequently, the travel classification determination unit 4 determines whether the lane that is a solid line is the left side or the right side of the host vehicle based on the detection result by the length width detection unit 3, and the host vehicle is traveling. Determine the lane classification.

  Then, as shown in FIG. 7, for example, the control means 8 is such that the left lane Ll of the own vehicle is a solid line and the right lane Lr is a broken line, and the travel classification judging means 4 If it is determined that the vehicle is traveling in the travel lane (step S3 in FIG. 9: YES), then the length of the right lane Lr, which is a broken line, and the non-labeled portion based on the detection result of the length / width detection means 3 It is determined whether each of the intervals is within a predetermined range (step S4).

  The confirmation of the length of the marking portion of the right lane Lr and the interval between the non-labeling portions that are traveling on the left lane is for confirming whether or not the host vehicle is traveling on the highway. In the embodiment, if the length of the marking portion of the lane is within the range of 8 m ± 1 m and the interval between the non-marking portions is within the range of 12 m ± 2 m, it is determined that it is within the predetermined range. In addition, when operating the branch path entry determination device 1 of the present embodiment while traveling on a general road other than an expressway, the range setting as a reference for the above determination may be changed, and this confirmation It is also possible to configure so that determination processing is not performed.

  If the control means 8 determines that the length of the marking portion of the right lane Lr and the interval between the non-labeling portions are within a predetermined range (step S4: YES), then the left lane running counter Lcount has a predetermined count number. Is set (step S5). In the present embodiment, the left lane running counter Lcount is means for holding the above-described history, the meaning of which will be described later.

  In addition, the control means 8 determines that the travel classification determination means 4 is traveling on a vehicle other than the leftmost travel lane of the road (step S3: NO) or indicates the right lane Lr that is a broken line If it is determined that either or both of the length of the portion and the interval of the non-labeled portion are not within the predetermined range (step S4: NO), the count number of the left lane running counter Lcount is set to 1 for each sampling period. Subtract (Step S6).

  Subsequently, the control means 8 determines whether or not the count number of the left lane running counter Lcount is greater than 0 (step S7). If it is greater than 0 (step S7: YES), the branch path detection means 5 is described above. In this manner, it is determined whether or not the left lane Ll has changed to a block line (step S8).

  For example, as shown in FIG. 7, when the host vehicle MC is traveling in the leftmost lane and has not reached the entrance of an interchange or parking, the left lane Ll is a solid line, and in the above determination, the left lane It is determined that the lane Ll has not changed to a block line (step S8: NO in FIG. 9). If the branch path flag F is 0 in the initial state, the following processing in the flowchart is not performed, and the above routine is repeated, and a predetermined count is set in the left lane running counter Lcount for each sampling period. . Also, if it is determined that the host vehicle is traveling on a road other than the leftmost lane on the road, the left lane traveling counter Lcount is decremented by one.

  However, as shown in FIG. 12, when the host vehicle MC is traveling on the leftmost lane of the highway, the branch road detection means is reached at a certain sampling period, for example, by approaching the entrance of an interchange or parking. 5 determines that the left lane L1 previously labeled as a solid line has changed to a block line BL having a width of 0.3 to 0.75 m and a length of the marking portion of 2 to 5 m (step S8 in FIG. 9: YES), the branch path detection means 5 detects the branch path B further to the left of the block line BL, and the control means 8 changes the labeling of the left lane Ll from the solid line to the block line.

  Here, the meaning of the left lane running counter Lcount as means for holding the history will be described. The branch road B of the expressway is detected by detecting that the left lane Ll of the host vehicle MC traveling in the leftmost lane has changed to a block line. However, if the labeling of the left lane Ll is only changed from the solid line to the block line as described above, the host vehicle MC is traveling in the leftmost lane in the determination process of step S3 in the sampling period after the next time. Therefore, there is no history that the left lane Ll, which was a solid line, has changed to a block line.

  Therefore, in order to leave a history that the left lane Ll detected as the current block line is a solid line at least several seconds ago and has changed to a block line, in this embodiment, the host vehicle MC is the leftmost lane. Is determined to be traveling (step S3: YES), a predetermined count is set to the count of the left lane traveling counter Lcount representing the history (step S5), and the left lane Ll is set to the block line BL. Even after the change (step S3: NO), the left lane Ll detected as the block line BL is detected as a solid line before, while the count number holds a value larger than 0 (step S7: YES). Leave a history of having been.

  Then, by detecting that the left lane Ll, which has been a solid line, has changed to the block line BL in this way (step S8: YES), the left lane Ll of the host vehicle MC that has been traveling in the leftmost travel lane. The branch path B is detected while guaranteeing that has changed to a block line.

  As a means for holding the history, the left lane traveling counter Lcount is set to a predetermined value every time it is detected that the host vehicle MC is traveling in the leftmost traveling lane in the process of step S5 as in the present embodiment. Instead of setting the count number, the left lane running counter Lcount may be incremented by 1 and the addition may be stopped when a certain upper limit value is reached. In addition, a flag is set as means for retaining a history when it is detected that the host vehicle MC is traveling on the leftmost lane of the expressway, and the host vehicle MC travels for a predetermined time or a predetermined distance. Meanwhile, the flag may be reset when it is detected that the host vehicle MC is not traveling in the leftmost travel lane.

  If the control means 8 determines that the left lane Ll has changed to a block line (step S8: YES), then whether or not the host vehicle MC enters the branch road B in the manner described above to the branch path entry determination means 6 If it is determined that the host vehicle MC enters the branch path B (step S9: YES), the branch path flag F is set to 1 (step S10). A branch road flag F of 1 indicates that the host vehicle MC may have entered the branch road B.

  Subsequently, when the control unit 8 determines that the branch road flag F is 1 (step S11 in FIG. 10: YES), that is, the host vehicle MC has entered the branch path B, the block line BL where the host vehicle MC is on the left side. Therefore, it is determined from the detection results of the lane detection means 2 and the length width detection means 3 whether or not the block line BL is detected as the right lane Lr (step S12).

  When the control means 8 determines that the right lane Lr has become the block line BL (step S12: YES), the control means 8 increments the count of the uphill road counter Scount by 1 every sampling period (step S13). When the count of the uphill road counter Scount exceeds a preset threshold value Sth (step S14: YES), the branch road flag F is reset to 0 (step S15).

  The above process is a process for continuously operating the ACC device A when the lane in which the host vehicle is traveling is an uphill road. That is, even if the host vehicle MC straddles the block line BL, the lane on the left side of the block line BL may actually be an uphill road instead of a branch road as shown in FIG. It is better to activate the device A. Further, since the set of 1 for the branch road flag F indicating that the host vehicle MC has entered the branch road B is an error, it is reset and released. As a result, the ACC device A returns to normal operation as will be described later.

  Further, if the lane into which the host vehicle MC has entered is the branch road B, the right lane Lr of the host vehicle MC changes from the block line BL to the solid line, but if the lane into which the host vehicle MC has entered is the uphill road S, As shown in FIG. 13, the state where the right lane Lr of the host vehicle MC is the block line BL continues for a relatively long time. In order to determine whether the lane on which the host vehicle MC is traveling is a branch road B or an uphill road S, the right lane Lr of the host vehicle MC is a block line. It counts the lapse of time that continues. Therefore, as long as the count of the uphill road counter Scount does not exceed the preset threshold value Sth (step S14: NO in FIG. 10), it cannot be determined whether the road is a branch road or an uphill road, and the branch road flag F is set to 1. maintain.

  When the control means 8 determines that the branch road flag F is 1 (step S11: YES), that is, the host vehicle MC may have entered the branch road B, and the right lane Lr is no longer the block line BL. (Step S12: NO), based on the detection results of the lane detection means 2 and the length width detection means 3, it is determined whether or not the left and right lanes Ll and Lr of the host vehicle are both solid lines (Step S16).

  As shown in FIG. 14, when the host vehicle MC enters the ramp road R (outflow road from the expressway) from the branch road B, the left and right lanes Ll and Lr of the host vehicle MC are both solid lines. Therefore, when the control means 8 determines that the right lane Lr is not the block line BL and the left and right lanes Ll and Lr of the host vehicle are both solid lines with the branch road flag F being 1 (step S16 in FIG. 10: YES) ) Since the vehicle MC is likely to have entered the ramp road R, the branch road flag F is set to 2 (step S17).

  And when the branch road flag F is 2 (step S18: YES), the control means 8 judges whether the curvature of a road is more than the preset threshold value (step S19). This is because, in this embodiment, when the curvature of the road is large, the own vehicle is equipped with a curve suppression mechanism that automatically controls the accelerator throttle, brake mechanism, etc. of the own vehicle to perform optimum deceleration. When the curvature of the ramp path or the like is large, it is a judgment for canceling the control according to the present invention and performing the automatic control by the above mechanism.

  Therefore, when it is determined that the curvature of the road is equal to or greater than a preset threshold value (step S19: YES), the control means 8 resets the branch road flag F (step S20). The curvature of the road may be calculated based on the left and right lanes Ll and Lr detected by the lane detection means 2, and in the present embodiment, the preceding vehicle detection means 7 uses the above formula (4) and (5 ) And (6) may be determined based on the turning curvature Cua of the vehicle.

  Further, when one or both of the left and right lanes Ll and Lr of the host vehicle MC are not detected (step S21: YES), the control means 8 causes the host vehicle MC to exit the ramp road R as shown in FIG. Therefore, the branch flag F is set to 3 (step S22 in FIG. 10), assuming that there is a high possibility that the vehicle has reached the parking area P, the toll gate, or the interchange exit.

  When the control unit 8 finishes setting the branch path flag F as described above, the control unit 8 subsequently causes the ACC device A (see FIG. 1) to perform various controls according to the value of the branch path flag F. The signal is output.

First, when the branch road flag F is 0 (steps S23, S25, S27: NO), as shown in FIG. 7, it is a case where the host vehicle MC is traveling in a normal travel lane, and therefore, the control means 8 Activates the ACC device A as usual. Therefore, in the above processing, when the count of the uphill road counter Scount exceeds the preset threshold value Sth with the branch road flag F being 1 (step S14 in FIG. 10: YES), the branch road flag F is 0. (Step S15), so that the count of the uphill road counter Scount exceeds the threshold value Sth even if the control of prohibiting the acceleration of the host vehicle is performed when entering the uphill road as described later. Then, the control is released, and the operation of the ACC device A returns to the normal operation.

  When the road curvature is equal to or greater than a preset threshold value when the branch road flag F is 2 (step S19: YES), the branch road flag F is reset to 0 (step S20). Even if the vehicle MC enters the ramp road and is controlled to decelerate, the control is canceled when the road curvature exceeds a threshold value, and the curve suppression mechanism functions as described above, and the ACC device. The operation of A returns to the normal operation.

  When the branch road flag F is 1 (step S23 in FIG. 11: YES), that is, when it is determined that the host vehicle MC enters the branch path B, the control means 8 gives a signal for prohibiting acceleration of the host vehicle ACC. The data is output to the device A (step S24). Specifically, the signal for prohibiting acceleration of the host vehicle is, for example, a signal for instructing to turn off the accelerator, whereby the ACC device A does not accelerate the host vehicle MC even when the accelerator throttle is depressed by the driver. It becomes like this.

  When the branch road flag F is 2 (step S25: YES), that is, when it is determined that the left and right lanes Ll and Lr of the vehicle are both solid lines and the vehicle MC has entered the ramp road R from the branch road B. Thus, the control means 8 outputs a signal for decelerating the host vehicle to the ACC device A (step S26). Specifically, the signal indicating that the host vehicle is decelerated is, for example, a signal that instructs the ACC device A to decelerate the host vehicle at a preset deceleration. The brake mechanism is automatically operated so that the host vehicle is decelerated at a speed.

  In addition, after the control means 8 starts outputting a signal indicating that the host vehicle is decelerated to the ACC device A, a predetermined time elapses, the host vehicle travels a predetermined distance, or the vehicle speed of the host vehicle is If the branch flag F continues to be 2 even when the speed is less than the predetermined speed, the vehicle is already sufficiently decelerated, so that the output of a signal to decelerate the vehicle is canceled. It is also possible to do.

  When the branch road flag F is 3 (step S27: YES), that is, one or both of the left and right lanes Ll and Lr of the own vehicle are not detected, and the own vehicle MC passes through the ramp road R to enter the parking area or When it is determined that the toll gate or the exit of the interchange has been reached, the control means 8 outputs a signal to the ACC device A to cancel the ACC control (step S28), and resets the branch path flag F to 0. (Step S29).

  As a result, the signal for decelerating the host vehicle that has been output to the ACC device A when the branch path flag F is 2 is released, and all the ACC control by the ACC device A is released. This is because, in a parking area, a toll booth, and the like, it is better for the driver to appropriately handle the vehicle so as not to collide with the preceding vehicle or the like, rather than performing constant speed traveling control of the own vehicle.

  In this embodiment, the host vehicle traveling on the leftmost lane of the expressway enters the branch road on the left side of the road, enters the ramp, and reaches the parking area, toll gate, or interchange exit. However, the present invention is not limited to this case. The same control can be performed on a motorway or general road such as the Metropolitan Expressway.

  In addition, there is a case where a branch road is provided on the right side of a road on an automobile exclusive road or the like. In such a case, not only the left lane Ll of the own vehicle but also the lane Lr on the right side of the own vehicle. A branch path can be detected by detecting a change from a solid line to a block line.

  Furthermore, although this embodiment has been described on the assumption that the ACC control is performed by the ACC device, even when the ACC control is not performed, the branch path is detected in the same manner as described above, and the host vehicle branches. It is possible to perform control such as prohibiting acceleration of the host vehicle when entering the road, and decelerating the host vehicle when entering the ramp road.

  As described above, according to the branch road entry determination device 1 according to the present embodiment, the length and width of the left and right lanes of the host vehicle are detected, and when one lane that is a solid line changes to a block line, By detecting the presence of a branch road on the changed lane side, it is possible to accurately detect the presence of a branch road.

  In addition, after accurately detecting the existence of a branch road, it is determined that the host vehicle enters the branch road when the host vehicle moves toward the branch road or the winker operation is performed in the direction of the branch road. Thus, it is possible to accurately determine whether or not the own vehicle enters the branch road.

  In addition, as described above, it is possible to accurately detect the branch road and accurately determine the approach to the branch road, so that the acceleration of the host vehicle is appropriately prohibited or the host vehicle is appropriately decelerated on the ramp road or the like. It becomes possible to make the host vehicle run stably, and it becomes possible to improve the safety of running of the host vehicle.

  In addition, when the branch path approach determination device 1 includes the preceding vehicle detection unit 7 as in the present embodiment, the ACC device A includes information on the speed of the preceding vehicle and the distance from the host vehicle transmitted from the control unit 8. Based on this, the follow-up traveling control for the preceding vehicle is automatically performed. At that time, when a signal for prohibiting acceleration of the host vehicle or a signal for decelerating the host vehicle is transmitted from the control means 8, the ACC device A receives these signals as a reference for determining the deceleration of the host vehicle. Two types of criteria are generated: one based on the signal and one based on information on the speed of the preceding vehicle and the distance from the host vehicle.

  In such a case, it is possible to compare the decelerations of the two, and to perform control with priority given to the deceleration having the larger absolute value, that is, the one that must be strongly decelerated. If comprised in this way, it will become possible to prevent the situation of colliding with a preceding vehicle.

  Further, when the preceding vehicle is detected, it is possible to perform the ACC control by the ACC device A without performing the control of the present embodiment, and to perform the follow-up traveling control for the preceding vehicle. . If comprised in this way, it will become possible to prevent appropriately the situation of colliding with a preceding vehicle.

  Further, when the driver of the own vehicle performs a winker operation in the direction opposite to the branch road direction, it is possible to return to the ACC control by the ACC device A, particularly the constant speed traveling control of the own vehicle. It is. If configured in this way, when the driver accidentally enters his / her vehicle on a branch road or when returning to the normal driving lane from an uphill road, the control such as prohibition of acceleration of the own vehicle is properly canceled, It is possible to appropriately return to the ACC control.

DESCRIPTION OF SYMBOLS 1 Branch road approach determination apparatus 2 Lane detection means 21 Imaging means 3 Length width detection means 4 Travel division determination means 5 Branch path detection means 6 Branch path entry determination means 7 Predecessor vehicle detection means B Branch road BL Predetermined length and predetermined Dashed line (block line)
Lcount Left lane running counter (means to keep history)
Ll Left lane (left lane)
Lr Right lane (right lane)
MC own vehicle O2 preceding vehicle

Claims (3)

Lane detection means for detecting the left and right lanes of the host vehicle;
A length / width detection means for detecting the length and width of the lane detected by the lane detection means in real space in the traveling direction of the host vehicle;
A travel segment determination unit that determines a line type of the lane based on a detection result by the length width detection unit and determines a segment of a travel lane in which the host vehicle is traveling;
When a lane that is a solid line is changed to a broken line having a predetermined length and a predetermined width based on a detection result by the length / width detection means, it is detected that a branch road exists on the changed lane side. A branch path detection means;
While the branch road detection means is detecting the branch road, if the host vehicle moves toward the branch road or if a winker operation is performed in the direction of the branch road, the own vehicle enters the branch road. A branch path entry judging means for judging,
When it is determined by the branch path entry determining means that the host vehicle enters the branch path, a signal for prohibiting acceleration of the host vehicle is output,
After the vehicle is determined to enter the branch road by the branch road entry determination means, the left or right side of the vehicle is left or right by the length width detection means while a predetermined time elapses or travels a predetermined distance. When the lane is a broken line having a predetermined length and a predetermined width, an output of a signal prohibiting acceleration of the host vehicle is canceled.   The branch path entry determination device according to claim 1, wherein a signal indicating that the vehicle is returned to constant speed traveling control is output together with the cancellation of the output of the signal. A preceding vehicle detection means for detecting the preceding vehicle;
3. The signal according to claim 1, wherein when the preceding vehicle detected by the preceding vehicle detection unit is detected, a signal indicating that the following traveling control is performed on the preceding vehicle is output. Branch road entry judgment device.

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