JP2020126459A - Reverse travel determination system, reverse travel determination method, and reverse travel determination program - Google Patents

Abstract

To provide a technique capable of determining a possibility for a travel which is to leave an intersection, to be traveled reversely through relatively simple processing.SOLUTION: A reverse travel determination system 1 comprises: a ground object recognition section 11 for recognizing a relative position of a target ground object which is installed on a leaving road, to a target vehicle; a determination boundary setting section 12 for setting a determination boundary laterally dividing a frond region in a direction of travel of the target vehicle, at a position which is fixed with respect to a direction of the target vehicle; and a determination section 13 by which, in a case where left-hand traffic is determined by traffic rules, a left side is defined as a first side or in a case where right-hand traffic is determined by traffic rules, a right side is defined as the first side, an opposite side of the first side is defined as a second side and in a case where the position of the target ground object in the front region in the direction of travel is changed from the second side to the first side with respect to the determination boundary after the target vehicle enters an intersection and before leaving the intersection, it is determined that it is possible for the target vehicle to enter an opposite lane and to be traveled reversely.SELECTED DRAWING: Figure 1

Description

The present invention relates to a reverse running determination system, a reverse running determining method, and a reverse run determining program for determining the possibility of a vehicle entering an intersection entering an oncoming lane and running in reverse.

An example of a system for detecting reverse running of a vehicle is disclosed in Japanese Patent No. 5044436 (Patent Document 1). The system described in Patent Document 1 acquires a displacement pattern of a stationary object that changes its position on the image data according to the movement of the vehicle from a captured image of the area around the vehicle by a camera, and the acquired displacement pattern of the stationary object. It is configured to determine whether or not the vehicle is going to reverse in accordance with the above. As an example, Patent Document 1 describes that a rotation pattern of a road outside line is acquired as a displacement pattern of a stationary object, and it is determined that the vehicle has started reverse running when the rotation pattern is counterclockwise. (Paragraphs 0025, 0031-0036). Further, in Patent Document 1, as another example, a parallel movement pattern of an illumination column is acquired as a displacement pattern of a stationary object, and when the parallel movement pattern is a pattern that is reversed from left to right, the vehicle starts running in reverse. It is described that the judgment is made (paragraphs 0026, 0039-0042). In the system described in Patent Document 1, a vehicle that merges into the main line from a junction in an expressway is a target vehicle for reverse running detection.

Japanese Patent No. 5044436

Although not specified in Patent Document 1, reverse running of a vehicle may occur not only at a confluence point on a highway but also at various places, and may occur at an intersection of general roads, for example. Specifically, when a vehicle exits an exit road from an intersection, the vehicle may enter an oncoming lane on the exit road and run backward. Although it is possible to apply the technique described in Patent Document 1 to the detection of reverse running at an intersection, in the technique described in Patent Document 1, the displacement pattern (rotation pattern or parallel movement pattern) of a stationary object is a predetermined transition pattern. In order to determine the reverse run based on whether or not it matches, that is, because the reverse run is determined by comparing the patterns, it is easy to complicate the processing, and it is possible to reduce the load on the arithmetic processing device and improve the speed of the determination process. There was room for improvement from the viewpoint.

Therefore, it is desired to realize a technique capable of determining the possibility that a vehicle leaving an intersection may run backward with a relatively simple process.

The reverse running determination system according to the present disclosure is a reverse running determining system that determines the possibility that a target vehicle that has entered an intersection to which an exit road having an oncoming lane is connected enters the oncoming lane and runs in reverse. , The relative position of the target feature installed on the exit road to the target vehicle, with the feature installed in the end region on the intersection side at the boundary between the lanes whose traveling directions are opposite to each other as the target feature The feature recognition unit that recognizes, the determination boundary that divides the front area in the traveling direction of the target vehicle into left and right, and the determination boundary setting unit that sets the determination boundary at a position that is fixed with respect to the direction of the target vehicle; If the left side traffic is defined, the left side is defined. If the right side traffic is defined by the traffic rules, the right side is defined as the first side, and the side opposite to the first side is defined as the second side. When the position of the target feature in the front area in the traveling direction changes from the second side to the first side with respect to the determination boundary between the time the vehicle enters the intersection and the time the vehicle exits the intersection. A determining unit that determines that the target vehicle may enter the oncoming lane and travel in the opposite direction.

A reverse running determination method according to the present disclosure is a reverse running determination method for determining a possibility that a target vehicle that has entered an intersection to which an exit road having an oncoming lane is connected enters the oncoming lane and runs in reverse. , The relative position of the target feature installed on the exit road to the target vehicle, with the feature installed in the end region on the intersection side at the boundary between the lanes whose traveling directions are opposite to each other as the target feature Recognizing the feature, a decision boundary setting step of setting a decision boundary for dividing the front area in the traveling direction of the target vehicle into left and right at a position fixed with respect to the direction of the target vehicle, and traffic rules. If the left side traffic is defined, the left side is defined. If the right side traffic is defined by the traffic rules, the right side is defined as the first side, and the side opposite to the first side is defined as the second side. When the position of the target feature in the front area in the traveling direction changes from the second side to the first side with respect to the determination boundary between the time the vehicle enters the intersection and the time the vehicle exits the intersection. A determination step of determining that the target vehicle may enter the oncoming lane and travel in the opposite direction.

The reverse running determination program according to the present disclosure is a reverse running determination program for determining the possibility that a target vehicle that has entered an intersection to which an exit road having an oncoming lane is connected enters the oncoming lane and runs in reverse. , The relative position of the target feature installed on the exit road to the target vehicle, with the feature installed in the end region on the intersection side at the boundary between the lanes whose traveling directions are opposite to each other as the target feature The feature recognition function for recognizing, and the judgment boundary setting function for setting the judgment boundary for dividing the front area in the traveling direction of the target vehicle into left and right at a position fixed with respect to the direction of the target vehicle, and the traffic rules. If the left side traffic is defined, the left side is defined. If the right side traffic is defined by the traffic rules, the right side is defined as the first side, and the side opposite to the first side is defined as the second side. When the position of the target feature in the front area in the traveling direction changes from the second side to the first side with respect to the determination boundary between the time the vehicle enters the intersection and the time the vehicle exits the intersection. And a determination function of determining that the target vehicle may enter the oncoming lane and travel in the opposite direction.

When the target vehicle enters the proper lane of the exit road, the target vehicle passes the first side of the target feature provided on the exit road, while the target vehicle enters the opposite lane of the exit road. In this case, the target vehicle passes the second side of the target feature provided on the exit road. Therefore, when the target vehicle turns to the second side at the intersection or goes straight ahead at the intersection, the range of movement in the left-right direction in the forward region of the target feature is greater than that when the target vehicle enters the proper lane. When entering the oncoming traffic lane, the range becomes wider than the first side. Therefore, in the front area in the traveling direction, on the first side with respect to the position of the target feature when the target vehicle enters the intersection, there is an area where the target feature moves only when the target vehicle enters the oncoming lane. It is formed.

Focusing on this point, in the above configuration, a judgment boundary is set that divides the front area in the traveling direction into left and right, and the area in front of the traveling area in the traveling direction of the target feature is set between when the target vehicle enters the intersection and exits. When the position in the area changes from the second side to the first side with respect to the determination boundary, it is determined that the target vehicle may enter the oncoming lane and travel backward. Thereby, at least when the target vehicle turns to the second side at the intersection or goes straight on at the intersection, it is possible to determine whether or not the target vehicle may enter the oncoming lane and run backward. At this time, whether or not there is a possibility of reverse running can be determined by a relatively simple condition of whether or not the target feature crosses the determination boundary. It is possible to determine the possibility that the vehicle will reverse.

Further features and advantages of the reverse run determination system, the reverse run determination method, and the reverse run determination program will become more apparent from the following description of the embodiments described with reference to the drawings.

Block diagram showing the schematic configuration of the reverse running determination system Flowchart showing an example of the entire processing procedure of the reverse running determination processing Flowchart showing an example of the processing procedure of the main part of the reverse running determination processing Diagram showing an example of a situation where the target vehicle turns right at an intersection The figure which shows the example of setting the judgment boundary when the target vehicle turns right at the intersection. A schematic diagram showing an example of a forward direction image when the target vehicle turns right at an intersection and enters an appropriate lane A schematic diagram showing an example of a forward image of the traveling direction when the target vehicle turns right at an intersection and enters an oncoming lane Diagram showing an example of a situation where the target vehicle goes straight through an intersection The figure which shows the example of setting the judgment boundary when a target vehicle goes straight through an intersection. The schematic diagram which shows an example of the advancing direction front image when a target vehicle goes straight through an intersection and enters an appropriate lane. A schematic diagram showing an example of a forward direction image when the target vehicle goes straight through an intersection and enters an oncoming lane Diagram showing an example of a situation in which the target vehicle turns left at an intersection The figure which shows the example of setting the judgment boundary when a target vehicle turns left at an intersection. Schematic diagram showing an example of the forward image of the traveling direction when the target vehicle turns left at the intersection and enters the proper lane A schematic diagram showing an example of a forward direction image when the target vehicle turns left at an intersection and enters an oncoming lane The figure which shows another example of the intersection of judgment object

An embodiment of a reverse running determination system will be described with reference to the drawings. As shown in FIG. 1, the reverse running determination system 1 includes a control unit 10. Although illustration is omitted, the control unit 10 includes an arithmetic processing device such as a single or a plurality of CPUs (Central Processing Units) as a core member and a storage device to which the arithmetic processing device can refer. The storage device is, for example, a RAM (Random Access Memory) or a ROM (Read Only Memory). The control unit 10 executes the respective programs stored in the main storage device (a storage device included in the control unit 10) and the storage device 3 (a storage device provided separately from the control unit 10) to perform the reverse running determination. Realize each function to perform. The storage device 3 includes, as a hardware configuration, a storage medium that can store and rewrite information, such as a flash memory or a hard disk. Note that, in the following description, at least a part of data (including programs) described as being stored in the main storage device is stored in the storage device 3, and when stored in the storage device 3 in the following description. At least a part of the data (including programs) to be described may be stored in the main storage device. In this embodiment, the control unit 10 functions as a “computer”.

As shown in FIG. 1, the reverse running determination system 1 (control unit 10) includes a plurality of functional units. Specifically, the reverse running determination system 1 (control unit 10) includes a feature recognition unit 11, a determination boundary setting unit 12, and a determination unit 13. In the present embodiment, the warning processing unit 14 and the position are further provided. The information acquisition unit 15 and the exit road identification unit 16 are provided. The plurality of functional units are configured to exchange information with each other and to extract data from a storage device (main storage device or storage device 3). The plurality of functional units are at least logically distinguished and need not be physically distinguished. Further, the plurality of functional units do not have to be implemented by common hardware, and may be implemented by a plurality of hardware capable of communicating with each other (for example, the control unit 10 and the server device).

The control unit 10 executes the programs stored in the storage device (main storage device or storage device 3) (the programs that form the reverse running determination program) to perform the functions of the functional units illustrated in FIG. Realize. That is, each functional unit of the reverse run determination system 1 is configured by software (program) stored in the storage device, hardware such as a separately provided arithmetic circuit, or both of them. In other words, a program (reverse running determination program) for causing the arithmetic processing device (computer) to realize the function of each functional unit of the reverse running determination system 1 is stored in a storage device that can be referred to by the arithmetic processing device. The reverse running determination program is provided, for example, by a storage medium or via a communication network. When the reverse running determination system 1 is used by being incorporated in a vehicle navigation system, the provided reverse running determination program is installed in, for example, an in-vehicle device of the navigation system, and the reverse running determination system 1 is realized.

As shown in FIG. 1, the reverse running determination system 1 is realized using a plurality of devices (specifically, the devices included in the information acquisition unit 20, the storage device 3, and the warning device 4). The information acquisition unit 20 includes various devices (various sensors) that acquire information necessary for performing reverse running determination. Each device (each sensor) included in the information acquisition unit 20 is, for example, every prescribed cycle (every sampling period) or every time the target vehicle 2 travels a prescribed distance, or the target vehicle 2 reaches a prescribed position. The information is acquired at the timing. The control unit 10 is configured to be able to acquire the information acquired by the information acquisition unit 20 (detection information of each device included in the information acquisition unit 20). In the present specification, the “device” is not limited to one piece of integrated hardware, and one “device” may be composed of a plurality of pieces of hardware (device group) separated from each other. .. In addition, at least a part (for example, the storage device 3) of the plurality of devices for realizing the reverse running determination system 1 is not the target vehicle 2 but a portable device that can be carried by the user (for example, a portable navigation device or a smartphone). Etc.) or an external device (for example, a server device) that can communicate with the target vehicle 2. That is, the reverse running determination system 1 is not limited to the in-vehicle device, and may be realized using a portable device or an external device.

In the present embodiment, the information acquisition unit 20 includes a GPS receiver 21, a vehicle speed sensor 22, a gyro sensor 23, a camera 24, and an operation information acquisition unit 25. Each of these devices included in the information acquisition unit 20 is provided in the target vehicle 2. The information acquisition unit 20 may further include an acceleration sensor that generates a signal according to the acceleration of the target vehicle 2.

The GPS receiver 21 receives a GPS signal from a GPS (Global Positioning System) satellite and controls a signal for calculating the current position (latitude and longitude) of the target vehicle 2 (vehicle subject to reverse running determination). Output to the unit 10. The vehicle speed sensor 22 generates a signal according to the rotation of the wheels of the target vehicle 2 and sends a signal (for example, a vehicle speed pulse signal) for calculating the traveling speed (vehicle speed) and the traveling distance of the target vehicle 2 to the control unit 10. Output. The gyro sensor 23 generates a signal according to a change in the traveling direction F of the target vehicle 2 (a direction along the front-rear direction of the target vehicle 2), and controls a signal for calculating the yaw rate of the target vehicle 2. Output to the unit 10. The operation information acquisition unit 25 acquires operation information indicating an operation state of the driver on the target vehicle 2 and outputs the acquired operation information to the control unit 10. The operation information is, for example, information indicating the operation state of the turn signal indicator by the driver.

The camera 24 is an imaging device (for example, a front camera) that captures at least the front of the target vehicle 2. That is, the image captured by the camera 24 includes an image in front of the target vehicle 2 (landscape image). The camera 24 generates an image signal at least in front of the target vehicle 2 and outputs the generated image signal to the control unit 10. As schematically shown in FIG. 5 as an example of an image taken by the camera 24, the camera 24 is a target (a mounting position, a mounting angle, an angle of view, etc.) in which the road surface in front of the target vehicle 2 is captured. It is installed in the vehicle 2. Further, in the present embodiment, as shown in FIG. 4, the camera 24 is installed in the target vehicle 2 so as to have a visual field V that spreads left and right around the traveling direction F of the target vehicle 2. The camera 24 is installed, for example, at the center position of the target vehicle 2 in the width direction (horizontal direction H). The camera 24 is attached to, for example, the upper part of the front window or the front bumper.

The storage device 3 stores road information and feature information. The road information is information on the road network, and includes information on nodes corresponding to the intersection 100 and information on links connecting the nodes. Links may be maintained for each lane. The road information includes, for example, information on the node position and attributes (for example, intersection type) as the node information. Further, the road information includes, as link information, for example, the position of the end points (start point and end point) of the link, the link length, the number of lanes, the road width, the lane width, and the division of the traveling direction for each lane. The feature information is information on various features provided on or around the road. The feature information includes, for example, information on the position and attribute of the feature (type, name, etc. of the feature). The storage device 3 stores information on the boundary 73 and the target feature 50, which will be described later, as the feature information.

The reverse running determination system 1 is a system that determines the possibility that the target vehicle 2 that has entered the intersection 100 to which the exit road 60 having the oncoming lane 72 is connected enters the oncoming lane 72 and runs backward. Here, the oncoming lane 72 is the lane 70 in which it is specified that the vehicle travels in a direction opposite to the direction in which the vehicle exits the intersection 100 (in other words, the direction in which the vehicle exits the exit road 60). The exit road 60 is a road that the target vehicle 2 can enter when exiting from the intersection 100. Therefore, the exit road 60 has an appropriate lane 71 which is a lane 70 in which the vehicle is defined to travel in the same direction as the vehicle exiting from the intersection 100. Therefore, the exit road 60 having the oncoming lane 72 has the proper lane 71 and the oncoming lane 72. A road having only the oncoming lane 72 may be connected to the intersection 100.

The reverse running determination system 1 is configured to be able to determine whether or not the target vehicle 2 may run backward under a relatively simple condition, and as a result, with the relatively simple determination process, the intersection 100 It is possible to determine the possibility that the target vehicle 2 exiting from the vehicle may run in reverse. Hereinafter, the configuration of each functional unit (see FIG. 1) of the reverse running determination system 1 for realizing such a configuration will be specifically described. As described below, in the present embodiment, when the reverse running determination system 1 determines that the target vehicle 2 may run in reverse, the target vehicle 2 (the occupant of the target vehicle 2, especially the driver). ) Is issued.

The position information acquisition unit 15 is a functional unit that acquires the current position of the target vehicle 2. The position information acquisition unit 15 acquires the current position of the target vehicle 2 based on the detection results of the GPS receiver 21, the vehicle speed sensor 22, and the gyro sensor 23, for example. At this time, a correction (map matching process) for matching the current position of the target vehicle 2 with the position on the road may be performed based on the road information stored in the storage device 3. Further, the position information acquisition unit 15 may acquire the current position of the target vehicle 2 based on the recognition result of the features (road markings, etc.) around the target vehicle 2. Specifically, the feature around the target vehicle 2 is recognized by image processing or the like on the image captured by the camera 24, and the position information of the feature stored in the storage device 3 and the time when the feature is recognized. The current position of the target vehicle 2 can be acquired based on the relative position of the target vehicle 2 with respect to the feature. In addition, the position information acquisition unit 15 acquires the position acquired based on the recognition result of the features (road markings, etc.) around the target vehicle 2 and the traveling locus (transition of the current position) of the target vehicle 2 from the position. Based on this, the current position of the target vehicle 2 may be acquired. The position information acquisition unit 15 executes a process (position information acquisition process) of acquiring the current position of the target vehicle 2, and a function (position information acquisition function) of acquiring the current position of the target vehicle 2 is executed by executing the process. Will be realized.

The exit road identifying unit 16 is a functional unit that identifies the exit road 60 that is predicted to enter when the target vehicle 2 exits from the intersection 100. In the present embodiment, the exit road identifying unit 16 identifies the exit road 60 before the target vehicle 2 enters the intersection 100. The exit road identification unit 16 executes processing (exit road identification processing) for identifying the exit road 60 predicted to enter when the target vehicle 2 exits from the intersection 100, and the target vehicle is executed by the execution of the processing. The function (exit road specifying function) of specifying the exit road 60 predicted to enter when 2 exits from the intersection 100 is realized.

The exit road identification unit 16 acquires information about the intersection 100 and the roads connected to the intersection 100 necessary for identifying the exit road 60, for example, by referring to the storage device 3 or by performing road-vehicle communication or the like. Obtained through communication. Here, the road-to-vehicle communication is communication between a communication device provided in the target vehicle 2 and a communication device (roadside communication device such as an optical beacon) installed on the road side. In addition, the exit road identification unit 16 obtains information about the behavior of the target vehicle 2 required to identify the exit road 60, for example, information acquired by the information acquisition unit 20, information stored in the storage device 3, and The information is acquired based on at least one of the information acquired through communication such as road-to-vehicle communication.

The exit road identifying unit 16 identifies the exit road 60 on which the target vehicle 2 is predicted to enter based on the behavior of the target vehicle 2. In the present embodiment, the exit road identifying unit 16 identifies the exit road 60 based on the future behavior (predictive behavior) of the target vehicle 2. That is, the exit road identification unit 16 identifies the exit road 60 by predicting the behavior (right turn, left turn, straight ahead, etc.) of the target vehicle 2 at the intersection 100. The future behavior of the target vehicle 2 is, for example, the current behavior of the target vehicle 2 (lane change operation, traveling speed, acceleration/deceleration, etc.), and the road width direction of the lane 70 in which the target vehicle 2 is traveling on the approach road 64. Position (whether the vehicle is on the left lane or the right lane, etc.), the traveling direction segment of the lane 70 in which the target vehicle 2 is traveling on the approach road 64, the guide route set by the navigation system, and the direction indicator. It can be predicted based on the operation state and the like. Here, the approach road 64 is a road on which the target vehicle 2 is traveling before entering the intersection 100. The lane 70 in which the target vehicle 2 is traveling is specified by, for example, an image recognition result of a feature (road marking, etc.) with respect to an image captured by the camera 24, or is acquired by information such as road-vehicle communication. It can be specified based on.

The feature recognition unit 11 is a functional unit that recognizes the relative position of the target feature 50 installed on the exit road 60 with respect to the target vehicle 2. The feature recognition unit 11 obtains information on the target feature 50 necessary for recognizing the relative position of the target feature 50 with respect to the target vehicle 2, for example, by referring to the storage device 3, or road-vehicle communication or the like. It is acquired through communication. Here, the target feature 50 is, as shown in FIGS. 4 and 5, a boundary 73 between lanes 70 whose traveling directions (traveling directions defined by traffic rules) are opposite to each other (that is, a proper lane 71 is opposed to each other). It is a feature installed in an end region on the side of the intersection 100 on the boundary with the lane 72). The boundary 73 is formed, for example, by using a three-dimensional structure such as a separation strip (central separation strip) or a road tack, or by using a road marking (center line, etc.) provided on the road surface with paint or the like. It The separating strip is a three-dimensional structure made of, for example, concrete, guardrails, tree planting, or the like. The feature recognition unit 11 acquires the relative position of the target feature 50 with respect to the target vehicle 2 at each specified cycle or each time the target vehicle 2 travels a specified distance. In the present embodiment, the process executed by the feature recognition unit 11 corresponds to the “feature recognition step”, and the function realized by executing the process corresponds to the “feature recognition function”.

The boundary 73 is formed continuously or intermittently along the extending direction of the road. Then, the target feature 50 is, for example, a feature different from the boundary 73 provided in the end region of the boundary 73 on the intersection 100 side. Examples of such a target feature 50 include a reflector, a marker plate, a blinking light (blinker light), a columnar body such as a rubber pole (see FIGS. 4 and 5), and a cone such as a load cone. The target feature 50 may be configured by a portion that forms an end region of the boundary 73 on the side of the intersection 100. Examples of such a target feature 50 include an end portion of a separation zone (concrete, guardrail, etc.) on the intersection 100 side, and an end portion of a road marking (center line, etc.) on the intersection 100 side. Thus, the target feature 50 may be a three-dimensional feature or a two-dimensional feature.

The feature recognition unit 11 recognizes, as the relative position of the target feature 50 with respect to the target vehicle 2, at least the relative position in the left-right direction H with respect to the target vehicle 2. Here, the left-right direction H is the left-right direction with reference to the orientation of the target vehicle 2, and changes in accordance with the change in the orientation of the target vehicle 2. That is, the left-right direction H is a direction orthogonal to the traveling direction F of the target vehicle 2 on the horizontal plane, and changes in accordance with the change in the traveling direction F of the target vehicle 2. In this specification, the left side is defined as the left side when the traffic rules define the left side, and the right side is defined as the first side H1 when the right rules are defined by the traffic rule, and the opposite side to the first side H1. Is the second side H2. In the present embodiment, as an example, it is assumed that the traffic rules define left-hand traffic (see FIG. 4 ), so that the first side H1 is the left side and the second side is the second side, as shown in FIG. H2 is on the right.

In the present embodiment, the feature recognition unit 11 acquires a captured image of the front of the target vehicle 2 by the camera 24, and based on the image recognition result of the captured image (image recognition result of the target feature 50), the target feature. The relative position of 50 with respect to the target vehicle 2 is recognized. Specifically, the feature recognition unit 11 recognizes the target feature 50 in the captured image by performing image recognition processing (pattern matching processing or the like) on the captured image by the camera 24. Then, the feature recognition unit 11 recognizes the relative position of the target feature 50 with respect to the target vehicle 2 from the position (pixel position) of the target feature 50 in the captured image. At this time, the feature recognition unit 11 performs, for example, projective conversion of the captured image into an image in plan view based on the installation form of the camera 24 on the target vehicle 2, and the position in the captured image and the position on the road surface ( The relative position of the target feature 50 with respect to the target vehicle 2 is recognized by referring to a conversion table in which the relationship with the target vehicle 2) is defined.

The determination boundary setting unit 12 is a functional unit that sets a determination boundary 81 that divides the front area 80 in the traveling direction of the target vehicle 2 into left and right at a position that is fixed with respect to the direction of the target vehicle 2. The determination boundary 81 is set at a position that is fixed with respect to the direction of the target vehicle 2 (in other words, a position that is fixed with respect to the traveling direction F of the target vehicle 2), so The position is fixed. In the present embodiment, the processing executed by the judgment boundary setting unit 12 corresponds to the “judgment boundary setting step”, and the function realized by executing the processing corresponds to the “judgment boundary setting function”.

In the present embodiment, the determination boundary setting unit 12 determines that the target vehicle 2 that has entered the intersection 100 is the exit road based on the approach angle of the target vehicle 2 to the intersection 100 and the exit direction E of the exit road 60 from the intersection 100. A turning angle θ that is an angle in the exit direction E based on the approach angle for normally exiting from 60 (entry angle to the intersection 100) is derived, and the turning angle θ is relatively set to the angle on the first side H1. As it becomes, the judgment boundary 81 is set so as to be located closer to the first side H1. The determination boundary setting unit 12 acquires the information necessary for deriving the turning angle θ, for example, by referring to the storage device 3 or by communication such as road-vehicle communication.

Since the approach angle of the target vehicle 2 to the intersection 100 is determined according to the approach direction A of the approach road 64 to the intersection 100, as shown in FIGS. 4 and 12, the turning angle θ is the approach direction A and the exit direction. It can be derived as the angle formed by the two vectors of E. FIG. 4 shows a situation in which the target vehicle 2 turns right at an intersection 100 (crossroads) where two roads intersect at a right angle or a substantially right angle (a situation in which the target vehicle 2 leaves the first exit road 61). In this case, the turning angle θ is 90 degrees (90 degrees to the right based on the approach angle to the intersection 100). Further, FIG. 12 shows a situation in which the target vehicle 2 turns left at the same intersection 100 as in FIG. 4 (a situation in which the target vehicle 2 leaves the third exit road 63). In this case, the turning angle θ is 90 degrees ( The angle is 90 degrees to the left of the approach angle to the intersection 100. Further, FIG. 8 shows a situation in which the target vehicle 2 goes straight through the same intersection 100 as that in FIG. 4 (a situation in which the target vehicle 2 leaves the second exit road 62), and in this case, the turning angle θ is 0 degree. Become. 4, FIG. 8, and FIG. 12, the running locus of the target vehicle 2 when the target vehicle 2 enters the proper lane 71 of the exit road 60 is shown by a solid line, and the target vehicle 2 is on the opposite lane of the exit road 60. A broken line shows a traveling locus of the target vehicle 2 when the vehicle 72 enters the vehicle and travels backward.

As described above, the turning angle θ when the target vehicle 2 travels straight at the intersection 100 is compared with the turning angle θ when the target vehicle 2 turns to the second side H2 at the intersection 100 (in the present embodiment, a right turn). Relative to the first side H1 (in this embodiment, the angle on the left side). Further, the turning angle θ when the target vehicle 2 turns to the first side H1 at the intersection 100 (in the present embodiment, when turning left) is relative to the turning angle θ when the target vehicle 2 goes straight at the intersection 100. Therefore, the angle is on the first side H1. Then, as described above, in the present embodiment, the determination boundary setting unit 12 sets the determination boundary 81 to a position closer to the first side H1 as the turning angle θ relatively becomes the angle of the first side H1. Set to.

Therefore, the determination boundary 81 (see FIG. 9) when the target vehicle 2 goes straight ahead at the intersection 100 is first than the determination boundary 81 (see FIG. 5) when the target vehicle 2 turns the intersection 100 toward the second side H2. The position is set to the side H1. Further, the determination boundary 81 (see FIG. 13) when the target vehicle 2 turns the intersection 100 toward the first side H1 is first than the determination boundary 81 (see FIG. 9) when the target vehicle 2 goes straight through the intersection 100. The position is set to the side H1. Note that in FIG. 9 and FIG. 13, the determination boundary 81 in FIG. 5 is indicated by a chain double-dashed line for comparison. Further, in FIG. 5, when the determination boundary 81 is set to divide the forward direction region 80 in the left-right direction at the center position in the left-right direction H, that is, when the determination boundary 81 is set at the center position in the left-right direction H. However, the determination boundary 81 when the target vehicle 2 turns the intersection 100 toward the second side H2 is different from the center position in the left-right direction H (for example, with respect to the center position in the left-right direction H). The position of the second side H2) may be set.

When the target vehicle 2 turns at the intersection 100 to the second side H2, the turning angle θ becomes the angle of the second side H2 with the approach angle to the intersection 100 as a reference. Therefore, in the comparison between the cases where the target vehicle 2 turns the intersection 100 toward the second side H2, the determination boundary 81 is set to a position closer to the first side H1 as the turning angle θ (absolute value) becomes smaller. Further, when the target vehicle 2 turns the intersection 100 to the first side H1, the turning angle θ becomes the angle of the first side H1 with the approach angle to the intersection 100 as a reference. Therefore, in comparison between the cases where the target vehicle 2 turns the intersection 100 to the first side H1, the determination boundary 81 is set to a position closer to the first side H1 as the turning angle θ (absolute value) increases.

In addition, in the present embodiment, the determination boundary setting unit 12 sets the determination boundary 81 to a position closer to the second side H2 as the vehicle speed of the target vehicle 2 increases. As will be described later, the determination unit 13 determines that the position of the target feature 50 in the front area 80 in the traveling direction is the second with respect to the determination boundary 81 between the time the target vehicle 2 enters the intersection 100 and the time the vehicle 2 exits the intersection 100. When the side H2 changes to the first side H1, it is determined that the target vehicle 2 may enter the oncoming lane 72 and travel backward. Therefore, by setting the determination boundary 81 to a position closer to the second side H2 as the vehicle speed of the target vehicle 2 increases in this way, the target feature 50 is set to the determination boundary 81 as the vehicle speed of the target vehicle 2 increases. The determination boundary 81 can be set so that the timing of moving from the second side H2 to the first side H1 is earlier than 81. As a result, the target vehicle is appropriately timed even at a high vehicle speed, which is likely to cause a delay in the reaction after the reverse running determination (the reaction of the driver to the reverse running warning, the reaction of the vehicle control after the reverse running determination, etc.). It is possible to determine the possibility that 2 will run in reverse.

The determination unit 13 determines that the position of the target feature 50 in the front area 80 in the traveling direction is from the second side H<b>2 to the determination boundary 81 from the second side H<b>2 between the target vehicle 2 entering the intersection 100 and leaving the intersection 100. This is a functional unit that determines that the target vehicle 2 may enter the oncoming lane 72 and travel backward when the vehicle changes to the side H1. In the present embodiment, when a plurality of exit roads 60 provided with the target feature 50 are connected to the intersection 100, the reverse running determination system 1 allows the target vehicle 2 to enter based on the behavior of the target vehicle 2. It is configured to specify the exit road 60 that is predicted to do and use the target feature 50 provided on the exit road 60 for the determination by the determination unit 13. As described above, the exit road 60 in which the target vehicle 2 is predicted to enter is specified by the exit road specifying unit 16 in the present embodiment. In the present embodiment, the process executed by the determination unit 13 corresponds to the “determination step”, and the function realized by executing the process corresponds to the “determination function”.

The determination unit 13 acquires the position of the target feature 50 in the left-right direction H from the recognition result of the relative position of the target feature 50 with respect to the target vehicle 2 by the feature recognition unit 11. The determination unit 13 acquires the position of the target feature 50 in the left-right direction H every specified cycle or each time the target vehicle 2 travels a specified distance. Then, the determination unit 13 compares the position of the target feature 50 in the left-right direction H with the position of the determination boundary 81 set by the determination boundary setting unit 12, and the forward direction front region 80 of the target feature 50. It is determined whether or not the position at (i.e., the position in the left-right direction H) has changed from the second side H2 to the first side H1 with respect to the determination boundary 81. By performing such a determination, the determination unit 13 causes the target vehicle 2 to travel in the oncoming lane at least when the target vehicle 2 turns to the second side H2 at the intersection 100 or goes straight ahead at the intersection 100, as described below. It is possible to determine whether or not there is a possibility of entering 72 and running in the reverse direction.

As shown in FIG. 4, in a situation where the target vehicle 2 enters the intersection 100 and then turns to the second side H2 and exits to the first exit road 61, the target feature 50 provided on the first exit road 61 The first target feature 51, which is No. 1, is used for the determination by the determination unit 13. FIG. 5 schematically illustrates a state of the forward area 80 in the traveling direction when the target vehicle 2 enters the intersection 100 (in the present embodiment, an image captured by the camera 24) in such a situation. As shown in FIGS. 4 and 5, when the target vehicle 2 enters the intersection 100, the target feature 50 (here, the first target feature 51) used in the determination by the determination unit 13 is the target vehicle 2 Existing on the second side H2 with respect to the traveling direction F of.

Then, as shown by the solid line in FIG. 4, when the target vehicle 2 turns to the second side H2 and enters the proper lane 71 of the first exit road 61, the time before the target vehicle 2 enters the proper lane 71. 6, the first target feature 51 is basically maintained on the second side H2 with respect to the traveling direction F of the target vehicle 2. As shown in FIG. .. Therefore, the movement range of the first target feature 51 in the left-right direction H when the target vehicle 2 enters the proper lane 71 is basically settled on the second side H2 with respect to the center position in the left-right direction H. On the other hand, when the target vehicle 2 turns to the second side H2 and enters the oncoming lane 72 of the first exit road 61 as shown by the broken line in FIG. 4, the time point before the target vehicle 2 enters the oncoming lane 72. The target vehicle 2 in FIG. 4 is indicated by the alternate long and short dash line in FIG. 4, and the state of the front area 80 in the traveling direction before the target vehicle 2 enters the oncoming lane 72 is schematically shown in FIG. The target feature 51 basically moves from the second side H2 to the first side H1 in the traveling direction F of the target vehicle 2 before the target vehicle 2 enters the oncoming lane 72. Therefore, the moving range of the first target feature 51 in the left-right direction H when the target vehicle 2 enters the oncoming lane 72 has a portion arranged on the first side H1 with respect to the center position in the left-right direction H. That is, the moving range of the first target feature 51 in the left-right direction H when the target vehicle 2 enters the oncoming lane 72 is the left-right direction of the first target feature 51 when the target vehicle 2 enters the proper lane 71. Compared with the moving range of H, the range is expanded to the first side H1.

Therefore, for example, like the determination boundary 81 shown in FIG. 5, the first target feature 51 moves from the second side H2 to the first side H1 with respect to the determination boundary 81 only when the target vehicle 2 enters the oncoming lane 72. By setting the determination boundary 81 at the moving position, the position of the first target feature 51 in the forward region 80 in the traveling direction with respect to the determination boundary 81 in the situation where the target vehicle 2 turns to the second side H2 at the intersection 100. When the second side H2 changes to the first side H1, it can be determined that the target vehicle 2 may enter the oncoming lane 72 and travel backward.

As shown in FIG. 8, in a situation where the target vehicle 2 goes straight through the intersection 100 and exits to the second exit road 62, the second target feature 52 that is the target feature 50 provided on the second exit road 62. Is used for the determination by the determination unit 13. As with FIG. 5, FIG. 9 schematically shows a state of the front area 80 in the traveling direction when the target vehicle 2 enters the intersection 100, and FIG. 10 shows, like FIG. 6, that the target vehicle 2 has an appropriate lane. 71 (however, the state of the forward area 80 in the traveling direction before entering the 71 (the proper lane 71 of the second exit road 62) is schematically shown. In FIG. 11, the target vehicle 2 faces the same as in FIG. 7. The state of the front area 80 in the traveling direction before entering the lane 72 (however, the oncoming lane 72 of the second exit road 62) is schematically shown.

As is clear from FIGS. 8 to 11, even when the target vehicle 2 goes straight through the intersection 100, the target vehicle 2 enters the oncoming lane 72 as in the case where the target vehicle 2 turns to the second side H2 at the intersection 100. When moving, the moving range of the first target feature 51 in the left-right direction H is larger than the moving range of the first target feature 51 moving in the left-right direction H when the target vehicle 2 enters the proper lane 71. It is a range that is greatly expanded by H1. Therefore, for example, like the determination boundary 81 shown in FIG. 9, the second target feature 52 moves from the second side H2 to the first side H1 with respect to the determination boundary 81 only when the target vehicle 2 enters the oncoming lane 72. By setting the determination boundary 81 at the moving position, the position of the second target feature 52 in the front area 80 in the traveling direction is the second side with respect to the determination boundary 81 in the situation where the target vehicle 2 goes straight ahead at the intersection 100. When H2 changes to the first side H1, it can be determined that the target vehicle 2 may enter the oncoming lane 72 and travel backward.

As described above, in the present embodiment, the determination boundary 81 (see FIG. 9) when the target vehicle 2 goes straight through the intersection 100 is the determination boundary 81 (when the target vehicle 2 turns the intersection 100 toward the second side H2. It is set to a position on the first side H1 with respect to (see FIG. 5). In other words, the determination boundary 81 when the target vehicle 2 turns the intersection 100 toward the second side H2 is set to a position on the second side H2 from the determination boundary 81 when the target vehicle 2 goes straight through the intersection 100. Accordingly, when the determination boundary 81 when the target vehicle 2 turns the intersection 100 toward the second side H2 is set to the same position in the left-right direction H as the determination boundary 81 when the target vehicle 2 goes straight through the intersection 100. In comparison, in a situation in which the target vehicle 2 turns to the second side H2 at the intersection 100 and enters the oncoming lane 72, the target feature 50 moves from the second side H2 to the first side H1 with respect to the determination boundary 81. It is possible to speed up the timing to perform, that is, the timing to determine the possibility of the target vehicle 2 entering the oncoming lane 72 and traveling in reverse.

In this way, the determination boundary 81 is set at a position where the target feature 50 moves from the second side H2 to the first side H1 with respect to the determination boundary 81 only when the target vehicle 2 enters the oncoming lane 72. , The position of the target feature 50 in the forward area 80 in the traveling direction changes from the second side H2 to the first side H1 with respect to the determination boundary 81 between the time the target vehicle 2 enters the intersection 100 and the time the vehicle exits the intersection 100. In this case, it can be determined that the target vehicle 2 may enter the oncoming lane 72 and travel in the opposite direction.

On the other hand, as shown in FIG. 12, when the target vehicle 2 enters the intersection 100 and then turns to the first side H1 and exits to the third exit road 63, when the target vehicle 2 enters the intersection 100, When the target vehicle 2 enters the intersection 100, the target feature 50 used in the determination by the determination unit 13 (here, the third target site 80) is schematically shown in FIG. The object 53) exists on the first side H1 with respect to the traveling direction F of the target vehicle 2. In such a case, the target feature 50 (here, the third target feature 53) moves from the second side H2 to the first side H1 with respect to the determination boundary 81 only when the target vehicle 2 enters the oncoming lane 72. It may be difficult to set the determination boundary 81 so as to move.

Therefore, in the present embodiment, the determination boundary setting unit 12 controls the target vehicle 2 when the target vehicle 2 enters the intersection 100 when the target vehicle 2 turns to the second side H2 at the intersection 100 or when the target vehicle 2 goes straight ahead at the intersection 100. The determination boundary 81 is set so that the feature 50 (the target feature 50 used in the determination by the determination unit 13, the same applies hereinafter) is located on the second side H2 with respect to the determination boundary 81, while the target vehicle 2 When the vehicle turns to the first side H1 at the intersection 100, the judgment boundary 81 is set so that the target feature 50 is located on the first side H1 with respect to the judgment boundary 81 when the target vehicle 2 enters the intersection 100. Set. Note that when the turning angle θ (absolute value) shown in FIG. 12 is small, the target feature 50 is first to the determination boundary 81 from the second side H2 only when the target vehicle 2 enters the oncoming lane 72. When the determination boundary 81 can be set so as to move to the side H1, even when the target vehicle 2 turns to the first side H1 at the intersection 100, when the target vehicle 2 enters the intersection 100, The determination boundary 81 may be set so that the target feature 50 is located on the second side H2 with respect to the determination boundary 81.

Then, in the present embodiment, the determination unit 13 determines that the position of the target feature 50 in the front area 80 in the traveling direction with respect to the determination boundary 81 is between the entry of the target vehicle 2 and the exit of the intersection 100. Even when the distance between the target vehicle 2 and the target feature 50 is equal to or less than the specified distance while being maintained on the first side H1, the target vehicle 2 may enter the oncoming lane 72 and run in reverse. Is configured to be present. Accordingly, as described below, even when the target vehicle 2 turns to the first side H1 at the intersection 100, it is possible to determine whether or not the target vehicle 2 may enter the oncoming lane 72 and run backward. Has become. The distance between the target vehicle 2 and the target feature 50 is based on, for example, the current position of the target vehicle 2 acquired by the position information acquisition unit 15 and the position of the target feature 50 stored in the storage device 3. , Can be obtained. The distance between the target vehicle 2 and the target feature 50 may be acquired based on the recognition result of the target feature 50 with respect to the image captured by the camera 24.

In FIG. 13, when the target vehicle 2 enters the intersection 100, the determination boundary 81 is set such that the target feature 50 (here, the third target feature 53) is located on the first side H1 with respect to the determination boundary 81. Is assumed to be set. In this case, when the target vehicle 2 turns to the first side H1 at the intersection 100 and enters the proper lane 71 of the third exit road 63 as shown by the solid line in FIG. 12, the target vehicle 2 enters the proper lane 71. As schematically shown in FIG. 14 as to the state of the front area 80 in the traveling direction before the movement, the third target feature 53 is basically before the target vehicle 2 enters the proper lane 71. The vehicle moves from the first side H1 to the second side H2 in the traveling direction F of the target vehicle 2.

On the other hand, when the target vehicle 2 turns to the first side H1 at the intersection 100 and enters the oncoming lane 72 of the third exit road 63 as shown by the broken line in FIG. 12, the target vehicle 2 enters the oncoming lane 72. As schematically shown in FIG. 15 in the traveling direction front region 80 at the previous time point, the third target feature 53 is basically located on the first side H1 with respect to the traveling direction F of the target vehicle 2. Maintained. Therefore, in this case, in the same determination method as when the target vehicle 2 turns to the second side H2 at the intersection 100 or when the target vehicle 2 goes straight through the intersection 100, the target vehicle 2 may enter the oncoming lane 72 and run backward. The presence or absence cannot be determined.

Therefore, in the present embodiment, when the target vehicle 2 turns to the first side H1 at the intersection 100, as shown in FIG. 12, the target vehicle 2 and the target feature 50 (here, the third target feature 53). Considering that the distance between the target vehicle 2 and the target vehicle 2 is likely to be shorter when entering the oncoming lane 72 than when the target vehicle 2 is entering the proper lane 71, the determination unit 13 causes the target vehicle 2 to enter the intersection 100. In the state in which the position of the target feature 50 in the front area 80 in the traveling direction is maintained on the first side H1 with respect to the determination boundary 81, the target vehicle 2 and the target feature 50 from the time when the target vehicle 50 exits. When the distance between and becomes less than or equal to the specified distance, it is determined that the target vehicle 2 may enter the oncoming lane 72 and travel backward.

This specified distance is reversed when the target vehicle 2 enters the oncoming lane 72 at a timing at which the target vehicle 2 can avoid entering the oncoming lane 72 by the operation of the driver of the target vehicle 2 or the behavior control of the target vehicle 2. It is preferable to set the distance so that the possibility of running can be determined. Therefore, the specified distance can be set to a fixed value. However, for example, the specified distance is set to increase as the vehicle speed of the target vehicle 2 increases, or the minimum turning radius of the target vehicle 2 increases. It is preferable to adopt a configuration in which the length is set longer as it gets closer.

As described above, when the determination boundary 81 is set such that the target feature 50 is located on the first side H1 with respect to the determination boundary 81 when the target vehicle 2 enters the intersection 100, the target vehicle 2 is When the vehicle 100 turns to the first side H1 at the intersection 100 and enters the proper lane 71, the target feature 50 is basically before the target vehicle 2 enters the proper lane 71, and the traveling direction of the target vehicle 2 is basically the same. It moves from the first side H1 to the second side H2 with respect to F. Therefore, the determination unit 13 determines that the position of the target feature 50 in the front area 80 in the traveling direction from the first side H1 with respect to the determination boundary 81 is between the time the target vehicle 2 enters the intersection 100 and the time the vehicle exits. If the target vehicle 2 enters the oncoming lane 72 and there is no possibility of reverse running when the vehicle changes to the second side H2, the reverse running determination process for the intersection 100 is terminated at that time. You can also do it.

4, FIG. 8, and FIG. 12 exemplify a case where the intersection 100 is a crossroad, but at an intersection where at least one exit road 60 having the oncoming lane 72 and provided with the target feature 50 is connected. If it exists, it can be set as the intersection 100 to be determined, not limited to the crossroads. For example, a T-junction or a Y-junction can be the intersection 100 to be determined. Further, a point where two roads (the first road 91 and the second road 92) intersect in a plane in a plane Y-type interchange as illustrated in FIG. 16 can be set as the intersection 100 to be determined.

In FIG. 16, both the first road 91 and the second road 92 are one-way roads in which the traffic direction T is limited to one direction. In the situation shown in FIG. 16, the upstream side portion of the first road 91 in the traffic direction T with respect to the intersection 100 corresponds to the approach road 64. Further, the downstream side portion of the first road 91 in the traffic direction T with respect to the intersection 100 corresponds to the proper lane 71 of the exit road 60, and the upstream side portion of the second road 92 in the traffic direction T with respect to the intersection 100. Corresponds to the oncoming lane 72 of the exit road 60. Then, the target feature 50 is provided in an end region on the side of the intersection 100 on the boundary 73 between the proper lane 71 and the oncoming lane 72.

Similar to FIGS. 4, 8 and 12, in FIG. 16, the running locus of the target vehicle 2 when the target vehicle 2 enters the proper lane 71 of the exit road 60 is shown by a solid line, and the target vehicle 2 is the exit road. The running locus of the target vehicle 2 when entering the oncoming lane 72 of 60 and traveling in the reverse direction is indicated by a broken line. In this case, by setting the determination boundary 81 at a position where the target feature 50 moves from the second side H2 to the first side H1 with respect to the determination boundary 81 only when the target vehicle 2 enters the oncoming lane 72, In other words, by setting the determination boundary 81 so that the target feature 50 is located on the second side H2 with respect to the determination boundary 81 when the target vehicle 2 enters the intersection 100, as shown in FIG. In a situation in which the target vehicle 2 that has traveled on the first road 91 should travel on the first road 91 even after passing through the intersection 100, the position of the target feature 50 in the forward region 80 in the traveling direction is relative to the determination boundary 81. When the second side H2 changes to the first side H1, it can be determined that the target vehicle 2 may enter the oncoming lane 72 and travel backward.

The warning processing unit 14 is a functional unit that issues a warning when the determination unit 13 determines that the target vehicle 2 may enter the oncoming lane 72 and travel backward. The warning processing unit 14 issues a warning using the warning device 4 when the determination unit 13 determines that the target vehicle 2 may enter the oncoming lane 72 and travel backward. The warning processing unit 14 executes processing (warning processing step) for issuing a warning when it is determined that the target vehicle 2 may enter the oncoming lane 72 and travel in the reverse direction. A function (warning processing function) of issuing a warning when it is determined that the vehicle 2 may enter the oncoming lane 72 and travel backward may be realized.

The warning processing unit 14 uses, for example, a display as the warning device 4, displays warning character information and a blinking pattern of light on the display, and warns an occupant (particularly, a driver) of the target vehicle 2. To do. Further, the warning processing unit 14 uses, for example, a speaker as the warning device 4, and issues a warning message or warning sound for warning from the speaker to warn the occupant of the target vehicle 2.

Hereinafter, with reference to FIG. 2 and FIG. 3, a processing procedure of a reverse running determination process executed in the reverse running determining system 1 of the present embodiment will be described. Each step described below is executed by an arithmetic processing unit (computer) included in the reverse running determination system 1.

As illustrated in FIG. 2, when the intersection 100 to be determined is present in front of the target vehicle 2 (step #01: Yes), the control unit 10 may allow the target vehicle 2 entering the intersection 100 to enter. The predicted exit road 60 is specified (step #02). The intersection 100 to be determined is the intersection 100 to which at least one exit road 60 having the oncoming lane 72 and provided with the target feature 50 is connected. When the identified exit road 60 has the target feature 50 (step #03: Yes), the control unit 10 performs the reverse running determination process (step #04), and the identified exit road 60 is determined. If it does not have the target feature 50 (step #03: No), the process ends.

Next, the reverse running determination process in step #04 of FIG. 2 will be described with reference to FIG. The control unit 10 determines whether or not the target vehicle 2 has entered the intersection 100 (step #10). The control unit 10 determines that the target vehicle 2 has entered the intersection 100, for example, when the target vehicle 2 has passed through the entry point set in the end area on the side of the intersection 100 on the approach road 64. This approach point can be, for example, a point where a road marking such as a stop line marking is installed or a point set with the installation position of the road marking as a reference. When the target vehicle 2 enters the intersection 100 (step #10: Yes), the control unit 10 performs feature recognition processing for recognizing the relative position of the target feature 50 installed on the exit road 60 with respect to the target vehicle 2. While starting (step #11), the vehicle speed of the target vehicle 2 is acquired (step #12), and the determination boundary 81 is set based on the turning angle θ about the exit road 60 and the vehicle speed of the target vehicle 2 (step ##). 13). It should be noted that the processing of step #11 may be performed after the processing of steps #12 and #13 instead of before the processing of steps #12 and #13, or in parallel with the processing of steps #12 and #13. Good.

When the target feature 50 exists on the second side H2 with respect to the determination boundary 81 when the target vehicle 2 enters the intersection 100 (step #14: Yes), the control unit 10 causes the target vehicle 2 to cross the intersection. Until exiting from 100 (step #15: No), it is repeatedly determined whether or not the target feature 50 has moved to the first side H1 with respect to the determination boundary 81 (step #16). The control unit 10 determines that the target vehicle 2 has exited from the intersection 100, for example, when the target vehicle 2 passes through the exit point set in the end area of the exit road 60 on the side of the intersection 100. The exit point can be, for example, a point set with the installation position of the target feature 50 as a reference (for example, a position where the position along the extension direction of the exit road 60 matches the target feature 50). .. Then, when the target feature 50 moves to the first side H1 with respect to the determination boundary 81 until the target vehicle 2 leaves the intersection 100 (step #15: No), the control unit 10 (step S15). #16: Yes), it is determined that the target vehicle 2 may enter the oncoming lane 72 and run backward (step #17), and the warning process using the warning device 4 is performed (step #18). On the other hand, when the target vehicle 50 exits from the intersection 100 without moving the target feature 50 to the first side H1 with respect to the determination boundary 81 (step #16: No) (step #15: Yes), The control unit 10 ends the process.

Further, when the target feature 50 exists on the first side H1 with respect to the determination boundary 81 when the target vehicle 2 enters the intersection 100 (step #14: No), the control unit 10 causes the target vehicle 2 to move. Until the exit from the intersection 100 (step #19: No), the position of the target feature 50 in the forward area 80 in the traveling direction is maintained on the first side H1 with respect to the determination boundary 81. It is repeatedly determined whether or not the distance between the vehicle 2 and the target feature 50 has become equal to or less than the specified distance (steps #20, #21). Then, the control unit 10 determines that the position of the target feature 50 in the front area 80 in the traveling direction is first with respect to the determination boundary 81 until the target vehicle 2 exits from the intersection 100 (step #19: No). When the distance between the target vehicle 2 and the target feature 50 is equal to or less than the specified distance while being maintained on the side H1 (step #20: Yes), the target vehicle 2 is It is determined that there is a possibility of entering the oncoming lane 72 and traveling in the reverse direction (step #17), and the warning process using the warning device 4 is performed (step #18). On the other hand, the target feature 50 does not move to the second side H2 with respect to the determination boundary 81 (step #20: Yes), and before the distance between the target vehicle 2 and the target feature 50 becomes equal to or less than the specified distance. If the target vehicle 2 exits from the intersection 100 (step #21: No) (step #19: Yes), the control unit 10 ends the process.

Further, in the example shown in FIG. 3, before the target vehicle 2 leaves the intersection 100 (step #19: No), before the distance between the target vehicle 2 and the target feature 50 becomes equal to or less than the specified distance. When the target feature 50 moves to the second side H2 with respect to the determination boundary 81 (step #21: No) (step #20: No), the control unit 10 causes the target vehicle 2 to move to the oncoming lane 72. The process is terminated when it is determined that there is no possibility of entering and running in reverse. Note that, unlike this configuration, the distance between the target vehicle 2 and the target feature 50 is equal to or less than the specified distance until the target vehicle 2 exits from the intersection 100 (step #19: No). Before (step #21: No), when the target feature 50 has moved to the second side H2 with respect to the determination boundary 81 (step #20: No), the process may proceed to step #15. it can.

[Other Embodiments]
Next, another embodiment of the reverse running determination system will be described.

(1) In the above-described embodiment, the determination unit 13 determines that the position of the target feature 50 in the front area 80 in the traveling direction is the determination boundary 81 between the time the target vehicle 2 enters the intersection 100 and the time the vehicle exits the intersection 100. On the other hand, when the distance between the target vehicle 2 and the target feature 50 becomes equal to or less than the specified distance while being maintained on the first side H1, the target vehicle 2 enters the oncoming lane 72 and runs in the opposite direction. The configuration that determines that there is a possibility has been described as an example. However, without being limited to such a configuration, for example, the determination unit 13 is in a state in which the position of the target feature 50 in the front area 80 in the traveling direction is maintained on the first side H1 with respect to the determination boundary 81. Then, it is determined that the target vehicle 2 may enter the oncoming lane 72 and travel in the reverse direction on condition that other conditions are satisfied instead of the condition based on the specified distance or in addition to the condition. It can also be configured to. In addition, in the state where the determination unit 13 maintains the position of the target feature 50 in the front area 80 in the traveling direction on the first side H1 with respect to the determination boundary 81, the target vehicle 2 enters the oncoming lane 72. It is also possible to adopt a configuration in which it is not determined that there is a possibility of reverse running.

(2) In the above-described embodiment, in addition to the case where the target vehicle 2 turns to the second side H2 at the intersection 100, the reverse running determination system 1 further includes the case where the target vehicle 2 goes straight through the intersection 100 or the first position at the intersection 100. The configuration has been described as an example in which the possibility of the target vehicle 2 entering the oncoming lane 72 and traveling backward is determined even when the vehicle turns to the side H1. However, without being limited to such a configuration, for example, when the reverse running determination system 1 turns the target vehicle 2 to the first side H1 at the intersection 100, the target vehicle 2 enters the oncoming lane 72. Only when the target vehicle 2 turns to the second side H2 at the intersection 100 and when the target vehicle 2 goes straight ahead at the intersection 100 without determining the possibility of reverse running, the target vehicle 2 can enter the oncoming lane 72 and run in reverse. It is also possible to adopt a configuration in which the sex is determined. When the target vehicle 2 turns to the first side H1 at the intersection 100 or when the target vehicle 2 goes straight ahead at the intersection 100, the target vehicle 2 may enter the oncoming lane 72 and run in the opposite direction. It is also possible to adopt a configuration in which the possibility of the target vehicle 2 entering the oncoming lane 72 and traveling in the reverse direction is determined only when the target vehicle 2 turns to the second side H2 at the intersection 100 without performing the determination.

(3) In the above embodiment, the reverse running determination system 1 identifies the exit road 60 on which the target vehicle 2 is predicted to enter based on the behavior of the target vehicle 2, and the target provided on the exit road 60. The configuration in which the feature 50 is used for the determination by the determination unit 13 has been described as an example. However, without being limited to such a configuration, the reverse running determination system 1 does not specify the exit road 60 where the target vehicle 2 is predicted to enter, and the turning angle θ is the second side H2. The target feature 50 provided on the exit road 60 having an angle (the first exit road 61 in the example shown in FIG. 4) may be always used for the determination by the determination unit 13. In this case, the reverse running determination system 1 determines the possibility that the target vehicle 2 will enter the oncoming lane 72 and run in reverse only on the exit road 60 where the turning angle θ is the most second side H2. Composed.

(4) In the above embodiment, the configuration in which the determination boundary setting unit 12 sets the determination boundary 81 to the position closer to the second side H2 as the vehicle speed of the target vehicle 2 increases has been described as an example. However, the configuration is not limited to such a configuration, and the determination boundary setting unit 12 may set the determination boundary 81 without considering the vehicle speed of the target vehicle 2.

(5) In the above-described embodiment, the determination boundary setting unit 12 sets the determination boundary 81 to a position closer to the first side H1 as the turning angle θ relatively becomes the angle of the first side H1. Has been described as an example. However, the configuration is not limited to such a configuration, and the determination boundary setting unit 12 may set the determination boundary 81 without considering the turning angle θ.

(6) In the above-described embodiment, the feature recognition unit 11 acquires a captured image of the front of the target vehicle 2 by the camera 24, and based on the image recognition result of the captured image, the target feature 50 for the target vehicle 2 is acquired. The configuration for recognizing the relative position has been described as an example. However, without being limited to such a configuration, for example, the information acquisition unit 20 includes a radar (laser radar, millimeter wave radar, or the like) that detects an object at least in front of the target vehicle 2, and the feature recognition unit 11 However, the relative position of the target feature 50 with respect to the target vehicle 2 may be recognized based on the detection result of the radar. In this case, as the radar, it is preferable to use a radar (scan type radar) capable of detecting the distance to the object and the direction in which the object exists (at least in the horizontal plane).

(7) In the above embodiment, the reverse running determination system 1 (control unit 10) includes the warning processing unit 14, and when the determination unit 13 determines that the target vehicle 2 may run backward, a warning is issued. The configuration in which the processing unit 14 issues a warning has been described as an example. However, without being limited to such a configuration, when the determination unit 13 determines that the target vehicle 2 may run in reverse, the target vehicle 2 may be replaced with or in addition to the warning process. The behavior may be controlled (for example, control for correcting the steering by the driver is performed).

(8) The allocation of each functional unit of the reverse running determination system 1 (control unit 10) shown in the above embodiment is merely an example, and a plurality of functional units may be combined or one functional unit may be further divided. It is also possible.

(9) Note that the configuration disclosed in each of the above-described embodiments may be applied in combination with the configuration disclosed in another embodiment as long as no contradiction occurs (of the embodiments described as other embodiments. (Including combinations) is also possible. Regarding other configurations, the embodiments disclosed in the present specification are merely examples in all respects. Therefore, various modifications can be appropriately made without departing from the spirit of the present disclosure.

[Outline of the above embodiment]
The outline of the reverse running determination system described above will be described below.

Reverse running to determine the possibility that the target vehicle (2) entering the intersection (100) to which the exit road (60) having the oncoming lane (72) is connected enters the oncoming lane (72) and runs in reverse. In the determination system (1), a target feature (50) is a feature installed in an end region on the side of the intersection (100) at a boundary (73) between lanes (70) whose traveling directions are opposite to each other. And a feature recognition unit (11) that recognizes a relative position of the target feature (50) installed on the exit road (60) with respect to the target vehicle (2), and a traveling direction of the target vehicle (2). A judgment boundary setting unit (12) that sets a judgment boundary (81) that divides the front area (80) into left and right at a position fixed with respect to the direction of the target vehicle (2), and a left side traffic is defined by traffic rules. If the right side is defined by the traffic rules, the right side is defined as the first side (H1), and the side opposite to the first side (H1) is defined as the second side (H1). As H2), the position of the target feature (50) in the forward direction region (80) of the target feature (50) is determined from the time when the target vehicle (2) enters the intersection (100) until it exits. Possibility of the target vehicle (2) entering the oncoming lane (72) and traveling in the reverse direction when the second side (H2) changes to the first side (H1) with respect to the boundary (81). And a determination unit (13) that determines that there is.

When the target vehicle (2) enters the proper lane (71) of the exit road (60), the target vehicle (2) is the first side of the target feature (50) provided on the exit road (60). When the target vehicle (2) enters the oncoming lane (72) of the exit road (60) while passing through (H1), the target vehicle (2) is installed on the exit road (60). And passes through the second side (H2) of the target feature (50). Therefore, when the target vehicle (2) turns to the second side (H2) at the intersection (100) or goes straight on at the intersection (100), etc., in the forward direction area (80) of the target feature (50) in the traveling direction. The moving range in the left-right direction (H) is wider when the target vehicle (2) enters the oncoming lane (72) than when the target vehicle (2) enters the proper lane (71). The range is Therefore, in the front area (80) in the traveling direction, the target vehicle (2) is located on the first side (H1) with respect to the position of the target feature (50) when the target vehicle (2) enters the intersection (100). A region in which the target feature (50) moves is formed only when () enters the oncoming lane (72).

Focusing on this point, in the above configuration, a determination boundary (81) that divides the forward area (80) in the traveling direction into left and right is set, and the target vehicle (2) enters the intersection (100) and then exits. Until, when the position of the target feature (50) in the front area (80) in the traveling direction changes from the second side (H2) to the first side (H1) with respect to the determination boundary (81), It is determined that the target vehicle (2) may enter the oncoming lane (72) and travel backward. Thus, at least when the target vehicle (2) turns to the second side (H2) at the intersection (100) or goes straight ahead at the intersection (100), the target vehicle (2) enters the oncoming lane (72). It is possible to determine the possibility of running backwards. At this time, the possibility of reverse running can be determined by a relatively simple determination process, because it can be determined by a relatively simple condition of whether or not the target feature (50) has crossed the determination boundary (81). It is possible to determine the possibility that the target vehicle (2) leaving the intersection (100) will run in reverse.

Here, the determination boundary setting unit (12), the approach angle of the target vehicle (2) to the intersection (100), and the exit direction (E) of the exit road (60) from the intersection (100). On the basis of the following, the turning that is the angle of the exit direction (E) based on the approach angle for the target vehicle (2) entering the intersection (100) to normally exit from the exit road (60). The angle (θ) is derived, and as the turning angle (θ) relatively becomes the angle of the first side (H1), the determination boundary (81) becomes closer to the first side (H1). It is preferable to set as follows.

The judgment boundary (81) is defined by the target feature (50) from the second side (H2) to the first side (H2) with respect to the judgment boundary (81) only when the target vehicle (2) enters the oncoming lane (72). It is necessary to set the position to move to H1), but the determination timing of the possibility that the target vehicle (2) may run backward becomes late as the determination boundary (81) becomes the position on the first side (H1). According to the above configuration, as the turning angle (θ) becomes relatively the angle on the first side (H1), the target feature (50) when the target vehicle (2) enters the intersection (100) is changed. Considering that the position is closer to the first side (H1), the delay of the determination timing due to the determination boundary (81) being too far from the first side (H1) is suppressed, and the target vehicle (2 ) Enters the oncoming lane (72) so that the target feature (50) moves from the second side (H2) to the first side (H1) with respect to the determination boundary (81). 81) can be set at a position according to the turning angle (θ).

Further, it is preferable that the judgment boundary setting unit (12) sets the judgment boundary (81) to a position closer to the second side (H2) as the vehicle speed of the target vehicle (2) increases. is there.

According to the above configuration, the timing at which the target feature (50) moves from the second side (H2) to the first side (H1) with respect to the determination boundary (81) as the vehicle speed of the target vehicle (2) increases. The determination boundary (81) can be set so that the speed becomes faster. Therefore, it is possible to determine the possibility that the target vehicle (2) will run in reverse at an appropriate timing even at high vehicle speeds where a reaction delay after reverse running determination is likely to occur.

Further, the determination unit (13) is a front area (80) in the traveling direction of the target feature (50) during a period from when the target vehicle (2) enters the intersection (100) until it exits. Is maintained on the first side (H1) with respect to the determination boundary (81), the distance between the target vehicle (2) and the target feature (50) is less than or equal to a specified distance. It is preferable to determine that the target vehicle (2) may enter the oncoming lane (72) and run backward even when the target vehicle (2) has run out.

When the target vehicle (2) enters the intersection (100), the target feature (50) is located on the first side (H1) with respect to the determination boundary (81) in the front area (80) in the traveling direction. In this case, the position of the target feature (50) in the forward direction region (80) of the target feature (50) when the target vehicle (2) enters the oncoming lane (72) is basically relative to the determination boundary (81). It is maintained on the first side (H1). Such a situation is assumed, for example, when the target vehicle (2) turns to the first side (H1) at the intersection (100). According to the above configuration, in such a case, the distance between the target vehicle (2) and the target feature (50) is smaller than that when the target vehicle (2) enters the proper lane (71). It is possible to determine whether or not there is a possibility that the target vehicle (2) may enter the oncoming lane (72) and travel in the opposite direction, considering that it is likely to be shorter when entering the vehicle.

Further, it is preferable that the specified distance is set to be longer as the vehicle speed of the target vehicle (2) is higher.

According to the above configuration, the specified distance is set such that the timing at which the distance between the object vehicle (2) and the object feature (50) becomes equal to or less than the specified distance becomes earlier as the vehicle speed of the object vehicle (2) becomes higher. can do. Therefore, it is possible to determine the possibility that the target vehicle (2) will run in reverse at an appropriate timing even at high vehicle speeds where a reaction delay after reverse running determination is likely to occur.

Further, the exit road (60) predicted to enter the target vehicle (2) is specified based on the behavior of the target vehicle (2), and the target feature provided on the exit road (60) is specified. It is preferable to use (50) for the determination by the determination unit (13).

According to the above configuration, even when a plurality of exit roads (60) provided with the target feature (50) are connected to the intersection (100), the target feature (50) used for the determination is selected. With proper selection, it is possible to determine whether the target vehicle (2) may enter the oncoming lane (72) and run in reverse.

In addition, the feature recognition unit (11) acquires a captured image in front of the target vehicle (2) by a camera (24), and based on an image recognition result of the captured image, the target feature (50) of the target feature (50) is acquired. It is preferable to recognize the relative position with respect to the target vehicle (2).

According to the above configuration, it is possible to appropriately recognize the relative position of the target feature (50) with respect to the target vehicle (2) from the position of the target feature (50) in the image captured by the camera (24).

The reverse running determination system according to the present disclosure may have at least one of the effects described above.

The various technical features of the reverse running determination system described above are also applicable to a reverse run determining method and a reverse run determining program, and such a method and program, and a storage medium storing such a program. (Eg, optical disks, flash memory, etc.) are also disclosed herein. For example, the reverse run determination method can include steps with the features of the reverse run determination system described above. Further, the reverse running determination program can cause a computer to realize the function having the features of the reverse running determination system described above. As a matter of course, these reverse run determination method and reverse run determination program can also achieve the operational effects of the above-described reverse run determination system. Furthermore, it is also possible to incorporate various additional features exemplified as a preferable aspect of the reverse run determination system into these reverse run determination methods and reverse run determination programs, and the method and the program have respective additional features. Corresponding operational effects can also be achieved.

1: Reverse running determination system 2: Target vehicle 11: Feature recognition unit 12: Determination boundary setting unit 13: Determination unit 24: Camera 50: Target feature 60: Exit road 70: Lane 72: Oncoming lane 73: Boundary 80: Forward direction front area 81: Judgment boundary 100: Intersection E: Exit direction H1: First side H2: Second side θ: Turning angle

Claims (9)

A target vehicle that has entered an intersection to which an exit road having an oncoming lane is connected is a reverse running determination system that determines the possibility of going backwards by entering the oncoming lane,
As a target feature the feature installed in the end region on the side of the intersection at the boundary between lanes whose traveling directions are opposite to each other, the relative position of the target feature installed on the exit road to the target vehicle is set. A feature recognition unit that recognizes
A determination boundary setting unit that sets a determination boundary that divides the front area in the traveling direction of the target vehicle into left and right, at a position that is fixed with respect to the direction of the target vehicle,
The left side is defined as the left side if the traffic rules define it, and the right side is defined as the first side if the right rules are defined in the traffic rules, and the side opposite to the first side is defined as the second side. , The position of the target feature in the front area in the traveling direction changes from the second side to the first side with respect to the determination boundary between the time when the target vehicle enters the intersection and the time when the target vehicle exits the intersection. And a determination unit that determines that the target vehicle may enter the oncoming lane and run in the opposite direction, the reverse running determination system. The determination boundary setting unit, based on the approach angle of the target vehicle to the intersection and the exit direction of the exit road from the intersection, the target vehicle entering the intersection normally exits from the exit road. A turning angle that is an angle in the exit direction with the approach angle as a reference, and as the turning angle relatively becomes the first side angle, the determination boundary is moved to a position closer to the first side. The reverse run determination system according to claim 1, wherein the reverse run determination system is set to: The reverse running determination system according to claim 1, wherein the determination boundary setting unit sets the determination boundary to a position closer to the second side as the vehicle speed of the target vehicle increases. The determination unit maintains the position of the target feature in the front area in the traveling direction on the first side with respect to the determination boundary between the time the target vehicle enters the intersection and the time the vehicle exits the intersection. When the distance between the target vehicle and the target feature is equal to or less than a specified distance in a state where the target vehicle enters the opposite lane, it is determined that the target vehicle may run backward. The reverse run determination system according to any one of Items 1 to 3. The reverse running determination system according to claim 4, wherein the specified distance is set to increase as the vehicle speed of the target vehicle increases. The exit road that is predicted to enter the target vehicle is specified based on the behavior of the target vehicle, and the target feature provided on the exit road is used for the determination by the determination unit. The reverse running determination system described in any one of 1. The feature recognition unit acquires a captured image in front of the target vehicle by a camera, and recognizes a relative position of the target feature with respect to the target vehicle based on an image recognition result of the captured image. The reverse run determination system according to any one of 6 above. A target vehicle that has entered an intersection to which an exit road having an oncoming lane is connected is a reverse running determination method for determining the possibility of going backward by entering the oncoming lane,
As a target feature the feature installed in the end region on the side of the intersection at the boundary between lanes whose traveling directions are opposite to each other, the relative position of the target feature installed on the exit road to the target vehicle is set. A feature recognition step to recognize,
A determination boundary setting step of setting a determination boundary that divides the front area in the traveling direction of the target vehicle into left and right, at a position fixed with respect to the direction of the target vehicle;
The left side is defined as the left side if the traffic rules define it, and the right side is defined as the first side if the right rules are defined in the traffic rules, and the side opposite to the first side is defined as the second side. , The position of the target feature in the front area in the traveling direction changes from the second side to the first side with respect to the determination boundary between the time when the target vehicle enters the intersection and the time when the target vehicle exits the intersection. In the case of doing, a determination step of determining that the target vehicle may enter the oncoming lane and travel in the opposite direction may be performed. A target vehicle that has entered an intersection to which an exit road having an oncoming lane is connected is a reverse running determination program that determines the possibility of going back into the oncoming lane,
As a target feature the feature installed in the end region on the side of the intersection at the boundary between lanes whose traveling directions are opposite to each other, the relative position of the target feature installed on the exit road to the target vehicle is set. Feature recognition function to recognize,
A determination boundary setting function of setting a determination boundary that divides the front area in the traveling direction of the target vehicle into left and right, at a position fixed with respect to the direction of the target vehicle,
The left side is defined as the left side if the traffic rules define it, and the right side is defined as the first side if the right rules are defined in the traffic rules, and the side opposite to the first side is defined as the second side. , The position of the target feature in the front area in the traveling direction changes from the second side to the first side with respect to the determination boundary between the time when the target vehicle enters the intersection and the time when the target vehicle exits the intersection. A reverse running determination program that causes a computer to implement a determination function of determining that there is a possibility that the target vehicle may enter the opposite lane and run in the reverse direction.

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