JP2022129190A - Driving support device - Google Patents

Abstract

To provide a driving support device that encourages drivers to comply with road traffic laws and regulations in lane demarcation sections where overtaking is prohibited, lane changes are prohibited, etc., and does not give unnecessary warnings depending on conditions of a vehicle traffic zone where a vehicle is traveling.SOLUTION: A driving support device 1 includes: an external recognition device 11 that acquires traveling environment information; a direction indicator control unit 36 that flashes direction indicators 37a, 37b, 38a, 38b; a driving control unit 25 that recognizes the type of lane demarcation lines laid on the right and left of the vehicle traveling zone where an own vehicle M is traveling based on the traveling environment information acquired by the external recognition device 11; and a warning device 34 that is driven and controlled by the driving control unit 25. The driving control unit 25 cancels the drive of the warning device 34 even if the lane demarcation line is a no-override line when detecting a stationary obstacle in front of the vehicle when a signal to flash the direction indicator is input from a direction indicator control unit 36 and the vehicle is about to deviate from the vehicle traveling zone.SELECTED DRAWING: Figure 1

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving assistance device that issues a lane marking warning.

There are lane division lines such as lane boundary lines and lane center lines (center lines) on the driving road, and depending on the difference between yellow lines, white lines, solid lines, broken lines, etc., crossing is permitted for overtaking etc. The types of lane markings that the vehicle is in and the types of lane markings that are prohibited to be crossed are determined. Therefore, as a function to assist the driver, there is known a technique for determining the departure from the lane boundary line laid in the vehicle lane in which the own vehicle travels and activating an alarm device. For example, Patent Literature 1 discloses a lane departure prevention support device capable of supporting optimum departure prevention according to the line type of lane markings.

JP 2015-027837 A

However, conventional lane departure prevention support systems do not support lane markings (lane boundary line or lane center line) that prohibit straying or changing lanes when avoiding obstacles such as parked vehicles or construction sections. ), the alarm will work even if you step over.

Therefore, the present invention has been made in view of the above circumstances. It is an object of the present invention to provide a driving support device that does not issue unnecessary warnings.

A driving support device according to one aspect of the present invention includes an external recognition device that acquires at least driving environment information in front of the own vehicle, and blinks either the left or right direction indicator based on the operation of the direction indicator operation unit by the driver. a direction indicator control device connected to the external recognition device and the direction indicator control device, and based on the driving environment information acquired by the external recognition device, right and left of the vehicle traffic lane in which the own vehicle is traveling; and a driving control device for recognizing the type of lane markings installed in the vehicle; and when the own vehicle deviates from the vehicle traffic lane, the operation control device is driven and controlled according to the type of the lane markings. and a warning device, wherein the operation control device receives a signal from the direction indicator control device that causes the direction indicator to flash and the vehicle is about to deviate from the vehicle traffic lane. When a stationary obstacle is detected in front of the vehicle traffic lane in which the own vehicle is traveling, the driving of the warning device is canceled even if the type of the lane marking is a line that prohibits straying.

According to the present invention, the driver is encouraged to comply with road traffic laws and regulations in lane marking sections where overtaking is prohibited, lane changes are prohibited, etc., and driving assistance is provided that does not issue unnecessary warnings according to the conditions of the vehicle's traffic lane. Equipment can be provided.

Functional block diagram showing the configuration of the driving support device Top view of a vehicle with autonomous sensors , a diagram showing a state in which the own vehicle is traveling in the vehicle lane on the right side on a two-lane road with white dashed lane boundary lines. A diagram showing a state in which the own vehicle is traveling in a vehicle traffic lane on a one-lane road with white dashed lane boundary lines. A diagram showing a state in which the own vehicle is traveling in the vehicle traffic lane on the right side on a two-lane road with solid white lane boundary lines. A diagram showing a state in which the own vehicle is traveling in a vehicle traffic lane on a one-lane road with solid white lane boundary lines. A diagram showing a state in which the own vehicle is traveling in the vehicle traffic lane on the right side on a two-lane road with solid yellow lane boundary lines. A diagram showing a state in which the own vehicle is traveling in a vehicle traffic lane on a one-lane road with lane boundaries indicated by solid yellow lines. A diagram showing the state in which the vehicle is traveling in the vehicle lane on the right side of a two-lane road with the white dashed line inside the lane boundary line and the yellow solid line outside the lane boundary line. A diagram showing the state in which the own vehicle is traveling in the vehicle traffic lane on a one-lane road with white dashed lines on the inside of the lane boundaries and solid yellow lines on the outside. Diagram showing the state in which the vehicle is traveling in the vehicle lane on the right side of a road with solid yellow lines on the inside of the lane boundary and dashed white lines on the outside. A diagram showing the state in which the vehicle is traveling in the left vehicle lane on a two-lane road with a solid yellow line on the inside of the lane boundary and a broken white line on the outside. Flowchart for Determining Lane Boundary Lines, Lane Center Lines, and Lane Line Types of Lane Lines Flowchart showing an example of control when determining a lane boundary line or a lane center line of a lane marking Flowchart showing an example of control when determining the lane marking type Flowchart showing an example of control when driving or canceling an alarm device

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

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

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

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

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

The main camera 11a and the sub-camera 11b are, for example, autonomous sensors that sense the real space in front of the vehicle. For example, as shown in FIG. 2, the main camera 11a and the sub-camera 11b are arranged at symmetrical positions in the vehicle interior in front of the upper part of the windshield across the center in the vehicle width direction. stereo imaging from

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

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

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

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

Further, the driving environment recognition unit 11d includes a plurality of radar devices (for example, a left front side radar device 11fl, a right front side radar device 11fr, a left rear side radar device 11rl, and a right rear side radar device) as autonomous sensors. device 11rr) is connected. These radar devices (the left front side radar device 11fl, the right front side radar device 11fr, the left rear side radar device 11rl, and the right rear side radar device 11rr) are, for example, as shown in FIG. Outside the vehicle, they are arranged on bumpers or the like so as to sandwich the center in the front-rear direction and vehicle width direction and to be symmetrical in the front-rear and left-right directions.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The operation control unit 25 also includes, on the output side, a steering control unit 31 that causes the own vehicle M to travel along the target travel route, a brake control unit 32 that decelerates the own vehicle M by forced braking, and controls the vehicle speed of the own vehicle M. An acceleration/deceleration control unit 33 and an alarm device 34 are connected, and a direction indicator (blinker) control unit 36, which is a direction indicator control device, is connected to the input side.

The direction indicator controller 36 receives an ON signal from the direction indicator lever 35 of the direction indicator operation section (blinker lever) operated by the driver. Further, the alarm device 34 is an alarm such as a sound or a buzzer, or a warning display on an instrument panel.

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

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

A relay circuit is incorporated in the direction indicator control unit 36, and by operating the direction indicator lever 35 by the driver, one of the four direction indicators (blinkers) 37a, 37b, 38a, 38b on the front, rear, left, and right sides is turned on. The left and right pairs are made to blink. Here, for example, as shown in FIG. 2, the right front direction indicator 37a and the right rear direction indicator 38a are paired, and the left front direction indicator 37b and the left rear direction indicator 38b are paired.

Here, a brief description will be given of the types of lane markings that are laid to define lanes on roads and the road traffic regulations associated with the types of lane markings.

For example, as shown in FIG. 3, multiple lanes in the same traveling direction, here, when the lane boundary line as the lane division line separating the boundary between the first vehicle traffic lane and the second vehicle traffic lane is a white dashed line DWL, The own vehicle M may overtake the preceding vehicle, etc., and may protrude into other vehicle traffic lanes to avoid stationary obstacles such as parked vehicles and construction sections, or may cross over to change lanes.

For example, as shown in FIG. 4, when the lane center line (center line) that separates the vehicle traffic lane, which is the oncoming lane, is a white dashed line DWL, overtaking the preceding vehicle, parked vehicles, construction sections, etc. When avoiding an obstacle that has been set, the vehicle may protrude into the other vehicle traffic lane.

For example, as shown in FIG. 5, when there are multiple lanes in the same traveling direction, and the lane boundary line as the lane division line dividing the boundary between the first vehicle traffic lane and the second vehicle traffic lane is a solid white line SWL, You may pass over other vehicle traffic lanes to avoid stationary obstacles such as overtaking vehicles in front, parked vehicles, and construction sections, or you may cross over to change lanes.

For example, as shown in FIG. 6, when the lane center line (center line) that separates the vehicle traffic lane, which is the oncoming lane, is a solid white line SWL, in principle, the own vehicle M moves toward the other vehicle traffic lane. It is prohibited to protrude and overtake the preceding vehicle. However, this does not apply if the vehicle cannot pass unless it protrudes into the other vehicle traffic lane when avoiding stationary obstacles such as parked vehicles and construction sections.

For example, as shown in FIG. 7, when there are multiple lanes in the same traveling direction, and the lane boundary line as the lane division line dividing the boundary between the first vehicle traffic lane and the second vehicle traffic lane is a solid yellow line SYL, Overtaking is prohibited and lane changes to other vehicle traffic lanes are prohibited. However, this does not apply if the vehicle cannot pass unless it protrudes into the other vehicle traffic lane when avoiding stationary obstacles such as parked vehicles and construction sections.

For example, as shown in FIG. 8, when the lane center line (center line) that separates the vehicle traffic lane, which is the oncoming lane, is a solid yellow line SYL, when the own vehicle M overtakes the preceding vehicle, in principle, , Protruding into other vehicle traffic lanes is prohibited. This does not apply when avoiding stationary obstacles such as parked vehicles and construction sections, and when the vehicle cannot pass unless it protrudes into the side of other vehicle traffic lanes.

For example, as shown in FIG. 9, a plurality of lanes in the same traveling direction, in this case, a plurality of lane boundary lines as lane division lines dividing the boundary between the first vehicle traffic lane and the second vehicle traffic lane, and the own vehicle If there is a white dashed line DWL on the M side and a yellow solid line SYL on the other vehicle traffic side, the vehicle M will overtake the vehicle in front and avoid stationary obstacles such as parked vehicles and construction sections. In addition, you may cross over to the side of other vehicle traffic lanes, and you may cross over to change lanes.

For example, as shown in FIG. 10, there are a plurality of lane center lines (center lines) that separate the boundary with the vehicle traffic lane, which is the oncoming lane, and there is a white broken line DWL on the side of the own vehicle M, and other vehicle traffic If there is a solid yellow line SYL on the side of the strip, the vehicle may protrude into the side of the other vehicle traffic zone when overtaking the preceding vehicle and avoiding stationary obstacles such as parked vehicles and construction sections.

As shown in FIG. 11, when the solid yellow line SYL and the dashed white line DWL are laid in reverse, that is, the solid yellow line SYL is on the vehicle M side, and the dashed white line DWL is on the other vehicle traffic lane side. In this case, overtaking is prohibited and lane changes to other vehicle traffic lanes are prohibited. Even in this case, this does not apply if the vehicle cannot pass unless it protrudes into the other vehicle traffic lane when avoiding stationary obstacles such as parked vehicles and construction sections.

Further, as shown in FIG. 12, for example, when the own vehicle M is traveling in the second vehicle traffic lane, the yellow solid line SYL is on the own vehicle M side, and the white broken line DWL is on the other vehicle traffic lane side. Therefore, it is prohibited to change the lane to the first vehicle traffic lane, and in principle, it is prohibited to cross over to the other vehicle traffic lane side. However, this does not apply if the vehicle cannot pass unless it protrudes into the first vehicle lane when avoiding a stationary obstacle such as a broken vehicle or a construction section.

In order to prompt the driver to strictly observe the road traffic regulations according to the types of lane markings laid on the road to define the lanes as described above, the warning device 34 of the driving support device 1 is driven. A control example will be described in detail below.

As shown in FIG. 13, the driving support device 1 determines whether the lane marking is a lane boundary line or a lane center line (center line) and determines the type of the left and right lane markings.

Specifically, the driving control unit 25 of the driving support device 1 determines the lane boundary line/lane center line of the lane marking (S1), determines the right lane marking type for the own vehicle M (S2), For M, the left lane marking type determination (S3) and the alarm device activation determination (S4) are performed. The order of the right lane line type determination (S2) and the left lane line type determination (S3) may be reversed.

First, the driving control unit 25 of the driving support device 1 executes the control example shown in FIG. 14 in the lane boundary line/lane center line determination (S1) of the lane markings in FIG. 13 . Note that the driving control unit 25 of the driving support device 1 detects the image of the driving environment ahead of the vehicle M captured by the cameras 11a and 11b by the IPU 11c of the driving environment recognition unit 11 of the external recognition device. It determines whether the right lane marking for M is the lane boundary line or the lane center line.

The operation control unit 25 determines whether or not there is a lane marking on the left side of the vehicle traffic lane in which the host vehicle M is traveling (S11).

If there is a lane marking on the left side, the operation control unit 25 determines whether or not there is a vehicle traffic zone and a lane marking on the left side of the lane marking (S12). If there is no lane marking on the left side, the operation control unit 25 proceeds to the routine of step S15, which will be described later.

The operation control unit 25 recognizes the vehicle traffic lane on the left side of the lane marking on the immediate left side, and when there is no lane marking on the left side of the vehicle traffic lane, the lane marking on the left side is recognized as the outside line of the roadway. Then (S13), the routine proceeds to step S15, which will be described later.

The operation control unit 25 recognizes the left lane line as the lane boundary line when there is a vehicle traffic lane on the left side of the nearest left lane line and a lane lane line on the left side of the vehicle traffic lane. Then (S14), the routine proceeds to the next step S15.

In step S15, the operation control unit 25 determines whether or not there is a forward road marking on the right side of the right lane marking (S15). If there is a forward road sign such as an arrow, speed indicator, U-turn prohibition, or right turn indicator on the right side of the right lane marking, the operation control unit 25 proceeds to the routine of step S20, which will be described later.

On the other hand, if there is no road sign on the right side of the right lane marking, the operation control unit 25 determines whether or not there is a vehicle traffic lane on the right side of the right lane marking (S16).

If there is no vehicle traffic zone on the right side of the right lane marking, the operation control unit 25 recognizes the right lane marking as the lane center line (S17), and End the boundary line/lane center line determination routine.

On the other hand, the operation control unit 25 determines whether or not an oncoming vehicle is detected in the vehicle traffic zone on the right side (oncoming vehicle traffic zone) when there is a vehicle traffic zone on the right side of the right lane marking. (S18).

When an oncoming vehicle is detected, the operation control unit 25 recognizes the right lane line as the lane center line (S17), and terminates the lane boundary line/lane center line determination routine for the lane line.

On the other hand, if no oncoming vehicle is detected, the operation control unit 25 determines whether or not a parallel vehicle is detected in the right vehicle traffic lane (adjacent vehicle traffic lane/parallel vehicle traffic lane) (S19). ). When no parallel running vehicle is detected in the vehicle traffic zone on the right side, the operation control unit 25 recognizes the lane marking on the right side as the lane center line (S17), and determines the lane boundary line/lane center line of the lane marking. End the judgment routine.

In this case, neither oncoming vehicles nor parallel vehicles are detected in the vehicle traffic lane on the right side, and the lane markings on the right side cannot recognize the distinction between the lane boundary line and the lane center line, so safety is given priority. Then, it is recognized as the lane center line.

Further, in step S19, when a parallel running vehicle is detected in the vehicle traffic lane on the right side, the operation control unit 25 recognizes the lane marking on the right side as the lane boundary line (S20), and End the boundary line/lane center line determination routine.

As described above, the driving control unit 25 of the driving support device 1 recognizes and stores the left and right lane markings as the lane boundary line, the lane center line, or the roadway outer line.

Then, the operation control unit 25 of the driving support device 1 executes the control example shown in FIG. 15 in the right lane line type determination (S2) and the left lane line type determination (S3). Note that the driving control unit 25 of the driving support device 1 is also operated by the IPU 11c of the driving environment recognition unit 11 of the external recognition device. Based on the information, the left and right lane marking types (right lane marking type determination and left lane marking type determination) are determined.

The driving control unit 25 of the driving support device 1 determines whether the lane markings on the side of the own vehicle (on the side of the own vehicle M) in the width direction (vehicle width direction) of the vehicle traffic zone in which the vehicle is traveling are solid lines based on the forward driving environment image information. It is determined whether or not (S21). When the operation control unit 25 determines that the lane markings are not solid lines, the operation control unit 25 proceeds to the routine of step S26, which will be described later.

When the operation control unit 25 determines that the lane markings are solid lines, it determines whether the lane markings are yellow (S22). When the operation control unit 25 determines that the lane line is the yellow solid line SYL, it recognizes the line as a no-going line including a lane change (S23), and terminates the determination of the right or left lane line type. That is, the lane marking here is either the lane boundary line or the lane center line (center line) yellow solid line SYL.

On the other hand, when the operation control unit 25 determines that the lane marking is not the yellow solid line SYL such as the white solid line SWL, for example, it determines whether the lane marking is the lane boundary line (S24). Here, the operation control unit 25 refers to the lane boundary line/lane center line determination result of the lane markings stored in the control example shown in FIG. . When the lane marking is a lane boundary line, the operation control unit 25 proceeds to the routine of step S27, which will be described later.

If the lane marking is not a lane boundary line, the operation control unit 25 recognizes it as a line that does not involve a lane change (S25), and terminates the determination of the right or left lane marking type. That is, the lane marking here is the lane center line of the solid white line SWL.

In step S21, when the operation control unit 25 determines that the lane markings on the own vehicle side in the width direction of the vehicle traffic lane are not solid lines, it determines whether the lane markings are the lane center line ( S26). Here too, the operation control unit 25 refers to the result of the lane boundary line/lane center line determination of the lane markings stored in the control example shown in FIG. 14 to determine whether it is a lane boundary line. .

If the lane marking is not the lane center line, the operation control unit 25 proceeds to the next step S27. In step S27, the operation control unit 25 recognizes the line as a possible stray line including a lane change (S27).

Then, the operation control unit 25 terminates the right or left lane marking type determination routine. That is, the lane marking here is the lane boundary line of the broken white line DWL or the solid white line SWL.

On the other hand, when the lane marking is the lane center line, the operation control unit 25 recognizes it as a line that does not include a lane change (S28) and terminates the right or left lane classification determination routine. That is, the lane marking here is recognized as the lane center line of the broken white line DWL.

As described above, the operation control unit 25 of the driving support device 1 determines whether the left and right lane markings are a no-going line that includes a lane change, a no-going-off line that does not include a lane change, a line that allows a run-off or a lane that includes a lane change. Recognize and store any overflowable lines that do not contain changes.

Then, the driving control unit 25 of the driving support device 1 instructs the driver to comply with the road traffic regulations based on the recognition of the above-described lane marking type and lane boundary line/lane center line in the warning device activation determination (S4). 16 is executed to drive the warning device 34 shown in FIG.

As shown in FIG. 16, the driving control unit 25 of the driving support device 1 determines whether or not the direction indicator blinks (ON) (S31). If any pair of direction indicators 37a, 37b, 38a, 38b is not blinking, the operation control unit 25 proceeds to the routine of step S40, which will be described later.

On the other hand, when the direction indicator lever is operated by the driver and a signal is input from the direction indicator control section 36 so that the direction indicator blinks (ON), the operation control unit 25 turns on the pair of left and right direction indicators 37a. , 37b, 38a, and 38b on the blinking side is a lane boundary line (S32).

At this time, the operation control unit 25 refers to the lane boundary line/lane center line determination result of the lane markings stored in the control example shown in FIG. . If the lane markings on the blinking side of the direction indicators 37a, 37b, 38a, 38b are not lane boundary lines, the operation control unit 25 proceeds to the routine of step S37, which will be described later.

On the other hand, when the lane markings on the flashing side of the direction indicators 37a, 37b, 38a, and 38b are lane boundary lines, the operation control unit 25 determines whether or not the lane boundary line is a line that prohibits straying (S33). ).

At this time, the operation control unit 25 refers to the lane line type determination result of the lane line stored in the above control example shown in FIG. Note that the stray-prohibited lines here are lane boundary lines including the lane-change-prohibited lines of the solid white line SWL and the solid yellow line SYL that is not the dashed white line DWL.

The operation control unit 25 proceeds to the routine of step S35 when the lane boundary line is a line that prohibits straying. On the other hand, when the lane markings on the flashing side of the direction indicators 37a, 37b, 38a, 38b are not lane boundary lines, the operation control unit 25 controls the adjacent vehicle traffic zone on the flashing side of the direction indicators 37a, 37b, 38a, 38b. It is determined whether or not a parallel running vehicle is detected in (parallel vehicle traffic zone) (S34).

Here, the operation control unit 25 receives from the driving environment recognizing section 11d information about a parallel running vehicle existing on the side of the own vehicle M and on the blinking side of the direction indicators 37a, 37b, 38a, and 38b. Determine the presence or absence of a parallel running vehicle. When a parallel running vehicle is detected in the adjacent vehicle traffic zone, the operation control unit 25 proceeds to the routine of step S39 and drives the alarm device 34 (S39).

On the other hand, if the parallel running vehicle is not detected, the operation control unit 25 returns to step S31 without driving the alarm device 34 in step S39.

Further, in step S32, if the lane markings on the blinking side of the direction indicators 37a, 37b, 38a, 38b are the lane center line, the operation control unit 25 determines whether or not the lane center line is a line that prohibits straying. (S37). At this time as well, the operation control unit 25 refers to the lane line type determination result of the lane line stored in the above control example shown in FIG. It should be noted that the no-run-out line here is the lane center line of the solid yellow line SYL or the solid white line SWL, which is not the dashed white line DWL.

When the lane center line is a line that does not allow vehicles to cross over, the operation control unit 25 proceeds to the routine of step S35, and determines whether or not a preceding vehicle is detected in front of the vehicle traffic lane on which the vehicle M travels. (S35). Here, the operation control unit 25 determines whether or not there is a preceding vehicle by receiving information on a preceding vehicle existing in front of the own vehicle M from the driving environment recognition section 11d.

When the preceding vehicle is detected, the operation control unit 25 proceeds to the routine of step S39 and drives the warning device 34 (S39). On the other hand, when the preceding vehicle is not detected, the operation control unit 25 determines whether or not an obstacle standing still in front of the vehicle traffic lane in which the own vehicle M travels is detected (S36). Here, the operation control unit 25 determines the presence or absence of stationary obstacles by inputting information about stationary obstacles such as vehicles parked in front of the own vehicle M and construction sections from the driving environment recognition unit 11d. do.

When the stationary obstacle is not detected, the operation control unit 25 proceeds to the routine of step S39 and drives the alarm device 34 (S39). On the other hand, if a stationary obstacle is detected, the operation control unit 25 returns to step S31 without driving the alarm device 34 in step S39. That is, the operation control unit 25 cancels the driving of the alarm device 34 .

When the operation control unit 25 determines in step S37 that the lane boundary line is not a line that prohibits straying, it determines whether or not an oncoming vehicle is detected in the vehicle traffic zone on the right side (oncoming vehicle traffic zone) (S38). . Here, the operation control unit 25 determines whether or not there is an oncoming vehicle based on the detection information of the oncoming vehicle being input from the driving environment recognition section 11d.

When the oncoming vehicle is detected, the operation control unit 25 proceeds to the routine of step S39 and drives the alarm device 34 (S39). On the other hand, if the oncoming vehicle is not detected, the operation control unit 25 returns to step S31 without driving the alarm device 34 in step S39. That is, the operation control unit 25 cancels the driving of the alarm device 34 .

In step S31, the operation control unit 25 determines that the direction indicators 37a, 37b, 38a, and 38b are not blinking (ON), and the distance between the vehicle M and either the left or right lane marking or the predetermined threshold value When it becomes the following (S40), it is determined whether or not the adjacent lane marking is a line that prohibits straying (S41). The operation control unit 25 returns to step S31 if the distance between the host vehicle M and either the left or right lane marking is not equal to or less than a predetermined threshold value.

The operation control unit 25 drives the warning device 34 if the lane marking is a line that prohibits straying (S39), and returns to step S31 without driving the warning device 34 if the lane line is not a line that prohibits straying. .

As described above, the driving support device 1 determines the type of lane markings and the lane boundary line or center line (center line) of the lane markings, and also determines whether the own vehicle M is parked in front of the vehicle or under construction. To cancel the driving of an alarm device 34 even if a lane boundary line or a center line is a line that prohibits straying when a vehicle is about to deviate from a traffic lane in order to avoid a stationary obstacle such as a section. to perform control.

In addition, the driving support system 1 operates to turn the direction indicators 37a, 37b, 38a on when the host vehicle M is about to deviate from the vehicle traffic zone in order to avoid stationary obstacles such as parked vehicles and construction sections. , 38b on the blinking side of the adjacent vehicle traffic lane or an oncoming vehicle in the oncoming vehicle traffic lane, the control for driving the alarm device 34 is executed.

Furthermore, the driving support device 1 turns on the warning device 34 when the own vehicle M approaches the stray prohibition line within a distance equal to or less than a predetermined threshold when the direction indicators 37a, 37b, 38a, and 38b are not blinking. Execute the driving control.

In this way, the driving support device 1 urges the driver to comply with laws and regulations when overtaking a preceding vehicle, avoiding obstacles, changing lanes, etc. By not issuing (canceling) an alarm, it is possible to prevent the driver from feeling annoyed.

In order to reduce the processing load on the operation control unit 25, the determination process for driving the warning device 34 shown in FIG. good.

Further, the operation control unit 25 recognizes the center line (center line) of the solid yellow line SYL or the solid white line SWL, and if the result of determination is that the alarm device 34 is not to be driven, the vehicle M is positioned on the solid yellow line SWL or the solid white line SWL. may be set so that the alarm device 34 is not driven until it exceeds by straddling . That is, when avoiding a stationary obstacle such as a construction zone or a parked vehicle, it is often sufficient to step on the center line slightly, so the warning device 34 can be prevented from being driven by such a degree. .

Note that the operation control unit 25 recognizes the lane boundary line of the yellow solid line SYL, and if the determination result is to drive the warning device 34, the lane keeping control (ALK: Active Lane Keep) is first operated, An alarm device 34 may be activated.

Further, the operation control unit 25 recognizes the lane boundary line of the yellow solid line SYL, and if the determination result is that the warning device 34 is not to be driven, the vehicle M moves toward the yellow solid line SYL and the own vehicle. When the angle with M is large, the warning device 34 may be driven after the lane keeping control (ALK: Active Lane Keep) is operated first.

Further, the operation control unit 25 recognizes the lane boundary line of the yellow solid line SYL, and if the determination result is that the warning device 34 is not to be driven, and if both the left and right sides of the own vehicle M are the yellow solid line SYL, the lane keeping control is performed. (ALK: Active Lane Keep) By setting the steering torque to return to the center of the vehicle traffic lane low, there will always be a vehicle traffic lane adjacent to the departure side and the left and right opposite sides, and it will be possible to deviate into that vehicle traffic lane. can also be considered.

In addition, the operation control unit 25 recognizes the lane boundary line of the yellow solid line SYL, and if the judgment result is that the warning device 34 is not to be driven, or if lane change steering control including automatic driving is in operation, the The determination control for driving the alarm device 34 shown may not be executed.

Further, when the operation control unit 25 recognizes the lane boundary line of the yellow solid line SYL and the determination result is that the warning device 34 is not to be driven, when the yellow solid line SYL has just changed from the white line SWL or the white broken line DWL, The alarm device 34 may not be activated and may be delayed. That is, since there may be a slight margin at the position immediately after the line type of the lane boundary line changes, the warning is not issued unless the own vehicle M protrudes slightly from the yellow solid line SYL.

In the above embodiment, the stereo images of the two cameras 11a and 11b are used to recognize the driving environment. However, the stereo images may not necessarily be used. may be

Further, the operation control unit 25 and various control units 31 to 33, 36 of the operation support device 1 have processors including a central processing unit (CPU), storage devices such as ROM and RAM. Also, all or part of the multiple circuits of the processor may be implemented by software. For example, the CPU may read and execute various programs corresponding to each function stored in the ROM.

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

In the above-described embodiment, a left-hand traffic regulated road is exemplified, and in the case of a right-hand traffic regulated road, the technology of the present application can of course be applied by reversing the left-right direction.

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

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

1 Driving support device 11 Driving environment recognition unit 11a Main camera 11b Sub camera 11d Driving environment recognition unit 11fl Left front side radar device 11fr Right front side radar device 11rl Left rear side radar device 11rr Right Rear side radar device 25 Operation control unit 31 Steering control unit 34 Warning device 35 Direction indicator lever 36 Direction indicator control unit 37a Right front direction indicator 37b Left front direction indicator 38a Right rear direction indicator 38b...Left rear direction indicator M...Own vehicle SWL...White solid line SYL...Yellow solid line DWL...White broken line

Claims (4)

an external recognition device that acquires at least driving environment information in front of the own vehicle;
a direction indicator control device that blinks either the left or right direction indicator based on the operation of the direction indicator operation unit by the driver;
Lane markings laid on the left and right of the vehicle lane in which the own vehicle is traveling, connected to the external recognition device and the direction indicator control device, and based on the driving environment information acquired by the external recognition device. an operation control device that recognizes the type;
an alarm device driven and controlled by the operation control device according to the type of the lane marking when the own vehicle deviates from the vehicle lane;
and
The operation control device controls the vehicle that the host vehicle is traveling when a signal for blinking the direction indicator is input from the direction indicator control device and the host vehicle is about to deviate from the vehicle traffic lane. A driving support device that cancels the driving of the warning device even if the type of the lane marking is a line that prohibits straying when an obstacle standing still in front of a traffic lane is detected. When the driving control device recognizes that the lane marking is the lane center line of the line where the vehicle can run off, the driving control device is configured to control the oncoming vehicle traffic lane in which the own vehicle attempts to deviate from the vehicle traffic lane based on the driving environment information. 2. The driving support device according to claim 1, wherein the warning device is activated when an oncoming vehicle is detected in the vehicle. The external recognition device acquires the driving environment information of the front, rear, left, and right of the own vehicle,
The driving control device, when recognizing that the lane marking is a lane boundary line of a line on which it is possible to run off, the driving control device detects an adjacent vehicle traffic lane in which the own vehicle attempts to deviate from the vehicle traffic lane based on the driving environment information. 3. The driving support system according to claim 1, wherein the warning device is activated when a parallel running vehicle is detected. When the driving control device recognizes that the lane marking is a line that prohibits crossing, and in a state in which a signal for blinking the direction indicator is not input from the direction indicator control device, the driving environment information 4. The driving support device according to claim 1, wherein the warning device is driven when the distance between the own vehicle and the lane marking becomes equal to or less than a predetermined threshold based on the .

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