JP2022138525A - Travel support method and travel support device - Google Patents

Abstract

To provide a travel support method and a travel support device capable of estimating a correct structure of an intersection and achieving a smooth traffic at the intersection.SOLUTION: A travel support method and a travel support device extracts, from road indications in front of an own vehicle, a first zebra zone locating in front of the own vehicle and an intersection at the intersection where the own vehicle turns right, and sets a traveling route passing through a right side of the first zebra zone by using a traveling direction of an own vehicle lane where the own vehicle travels as a reference when: the first zebra zone is determined to be the road indication indicating that the own vehicle is approaching to a safety zone or an on-road obstacle at the intersection; and the first zebra zone is determined to be between a straight lane and a turning-right lane in a road where the own vehicle travels.SELECTED DRAWING: Figure 2

Description

The present invention relates to a driving assistance method and a driving assistance device.

For a right turn at an intersection where there is no arrow marking on the road surface to indicate the direction of travel, the point on the bisector between the two arms corresponding to the two non-dividing lanes on which the vehicle travels before and after the right turn and the center of the intersection A technique has been proposed for generating a branch lane centerline based on an intermediate point having a predetermined distance to .

JP 2015-4814 A

According to the technique described in Patent Document 1, depending on the structure of the intersection, the point on the bisector and the center of the intersection may be far apart, making it difficult to determine the midpoint, and the center line of the branch lane. It may not be possible to generate

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and its object is to provide a driving support method and a driving support device capable of estimating the correct structure of an intersection and realizing smooth traffic at the intersection. It is in.

In order to solve the above-described problems, a driving assistance method and a driving assistance device according to one aspect of the present invention are configured to: Extract from among the road markings in front of the . Then, it is determined that the first zebra zone is a road marking indicating that the vehicle is approaching a safety zone or a road obstacle at the intersection, and the first zebra zone is determined to be between the straight lane and the right-turn lane on the road on which the vehicle is traveling. When it is determined that there is one zebra zone, a running locus is set that passes through the right side of the first zebra zone with reference to the traveling direction of the own lane in which the own vehicle travels.

According to the present invention, it is possible to estimate the correct intersection structure and realize smooth traffic at the intersection.

FIG. 1 is a block diagram showing the configuration of a driving support device according to one embodiment of the present invention. FIG. 2 is a flow chart showing processing of the driving support device according to one embodiment of the present invention. FIG. 3 is a diagram showing an example of road markings at an intersection and set travel loci.

Embodiments of the present invention will now be described in detail with reference to the drawings. In the explanation, the same reference numerals are given to the same parts, and redundant explanations are omitted.

[Configuration of driving support device]
FIG. 1 is a block diagram showing the configuration of a driving support device according to this embodiment. As shown in FIG. 1, the driving support device according to the present embodiment includes an acquisition unit (imaging unit 71, in-vehicle sensor 73, map information acquisition unit 75) that acquires road information around the own vehicle, and a controller 100. In addition, the controller 100 is connected to the imaging unit 71, the vehicle-mounted sensor 73, the map information acquisition unit 75, and the vehicle control device 400 via wired or wireless communication paths.

Note that the imaging unit 71, the vehicle-mounted sensor 73, and the vehicle control device 400 are mounted on the own vehicle, but the map information acquisition unit 75 and the controller 100 may be mounted on the vehicle, or may be mounted on the vehicle. may be installed in

The imaging unit 71 captures an image of the surroundings of the own vehicle. For example, the imaging unit 71 is a digital camera having a solid-state imaging device such as a CCD or CMOS, and captures the surroundings of the vehicle to obtain a digital image of the surrounding area. The image capturing unit 71 captures an image of a predetermined range around the vehicle by setting the focal length, the angle of view of the lens, the vertical and horizontal angles of the camera, and the like.

The captured image captured by the imaging section 71 is output to the controller 100 and stored in a storage section (not shown) for a predetermined period. For example, the imaging unit 71 acquires captured images at predetermined time intervals, and the captured images acquired at predetermined time intervals are stored in the storage unit as past images. The past image may be deleted after a predetermined period has passed since the time when the past image was captured.

Further, the imaging unit 71 may detect signs (road signs, road markings attached to the road surface), guide rails, and the like existing around the vehicle.

The in-vehicle sensor 73 includes an object detection sensor such as a laser radar, a millimeter wave radar, and a camera mounted on the vehicle that detects objects existing around the vehicle. The vehicle-mounted sensor 73 may comprise a plurality of different types of object detection sensors.

The in-vehicle sensor 73 detects the environment around the vehicle. For example, the in-vehicle sensor 73 detects other vehicles, motorbikes, bicycles, moving objects including pedestrians, and stationary objects including stopped vehicles within a predetermined distance determined by the detection performance (detectable distance determined by sensor performance) from the own vehicle. , and the positions, attitudes, sizes, velocities, accelerations, decelerations, yaw rates, etc. of moving and stationary objects with respect to the vehicle. The in-vehicle sensor 73 may output the behavior of a two-dimensional object in a zenith view (also referred to as a plan view) viewed from the air above the vehicle, for example, as a detection result.

Further, the in-vehicle sensor 73 may detect signs (road signs or road markings attached to the road surface), guide rails, or the like existing around the vehicle. In addition, the vehicle-mounted sensor 73 may detect the slipperiness of the road surface of the lane on which the vehicle is traveling by detecting the rotational speed of the wheels of the vehicle and the rotational speed difference.

In addition, the in-vehicle sensor 73 detects the state of the vehicle in addition to the surrounding environment of the vehicle. For example, the in-vehicle sensor 73 may detect the movement speed of the vehicle (front-rear direction, left-right movement speed, turning speed), the steering angle of the wheels of the vehicle, and the rate of change in the steering angle. .

In addition, the vehicle-mounted sensor 73 uses a position detection sensor that measures the absolute position of the vehicle, such as a position detection sensor that measures the absolute position of the vehicle, such as GPS (Global Positioning System) and odometry. , may include sensors that measure the position, attitude and velocity of the vehicle relative to predetermined reference points.

The map information acquisition unit 75 acquires map information indicating the structure of the road on which the vehicle travels. The map information acquired by the map information acquisition unit 75 may include position information of traffic lights, types of traffic lights, positions of stop lines corresponding to the traffic lights, and the like. The map information acquisition unit 75 may own a map database storing map information, or may acquire map information from an external map data server by cloud computing. Further, the map information acquisition unit 75 may acquire map information using vehicle-to-vehicle communication or road-to-vehicle communication.

The map information acquired by the map information acquisition unit 75 may include road structure information such as the absolute position of lanes, the connection relationship between lanes, and the relative positional relationship. The map information acquired by the map information acquisition unit 75 may also include facility information such as parking lots and gas stations.

The road information around the own vehicle is composed of an image captured by the imaging unit 71 , information obtained by the in-vehicle sensor 73 , and map information obtained by the map information acquisition unit 75 . In addition, the road information around the own vehicle may be obtained from the outside of the own vehicle through vehicle-to-vehicle communication or road-to-vehicle communication, in addition to being obtained by the obtaining unit.

Vehicle control device 400 controls the own vehicle based on the results obtained by controller 100 . For example, the vehicle control device 400 may automatically drive the vehicle along a predetermined travel route, or may assist the driver's operation of the vehicle.

The controller 100 (an example of a control unit or processing unit) is a general-purpose microcomputer having a CPU (Central Processing Unit), memory, and an input/output unit. A computer program (driving assistance program) is installed in the controller 100 to function as part of the driving assistance device. By executing a computer program, the controller 100 functions as a plurality of information processing circuits (110, 120, 130, 140, 170, 180, 190) included in the driving assistance device. The computer program (driving assistance program) may be stored in a computer-readable and writable recording medium.

Here, an example of realizing a plurality of information processing circuits (110, 120, 130, 140, 170, 180, 190) provided in the driving support device by software is shown. However, it is also possible to configure the information processing circuits (110, 120, 130, 140, 170, 180, 190) by preparing dedicated hardware for executing each information processing described below. Also, the plurality of information processing circuits (110, 120, 130, 140, 170, 180, 190) may be configured by individual hardware. Furthermore, the information processing circuits (110, 120, 130, 140, 170, 180, 190) may also be used as an electronic control unit (ECU) used for other vehicle-related controls.

The controller 100 includes, as a plurality of information processing circuits (110, 120, 130, 140, 170, 180, 190), a road marking detection unit 110, a zebra zone extraction unit 120, a median strip detection unit 130, and a white line/arrow detection unit. 140 , determination unit 170 , travel locus setting unit 180 , and output unit 190 .

The road marking detection unit 110 detects road markings in front of the vehicle based on road information around the vehicle. For example, the road marking detection unit 110 detects road markings attached to the road surface in front of the vehicle based on the captured image captured by the imaging unit 71 . Various methods such as pattern matching, edge detection, texture analysis, and area division can be used to detect road markings from captured images.

Road markings detected by the road marking detection unit 110 include, for example, zebra zones (markings with a zebra pattern), arrows, lane boundaries (white lines on the road surface), and the like. Zebra zones are attached to roads to indicate "approaching safety zones or road obstacles", "traffic strips", "medians", "crosswalks", and the like. Arrows are placed on roads to indicate the direction of travel of vehicles in lanes.

The zebra zone extraction unit 120 extracts a first zebra zone located in front of the vehicle and at the intersection from the road markings detected by the road marking detection unit 110 . More specifically, zebra zone extraction unit 120 detects an intersection ahead of the vehicle based on road information around the vehicle, and extracts a first zebra zone located at the intersection. The zebra zone extraction unit 120 may extract a first zebra zone within a predetermined distance from the entrance of the intersection. The predetermined distance in this case may be a distance set in advance, or may be a distance set as needed based on the distance from the vehicle to the intersection, the size of the intersection, and the like.

In addition, when a median strip is detected by the median strip detection unit 130 described later, the zebra zone extraction unit 120 extracts a second zebra zone located at an intersection within a predetermined distance from the median strip on the road. It may be extracted from the road markings detected by the marking detection unit 110 . The predetermined distance in this case may be a distance set in advance, or may be set as a distance several times the width of the vehicle or several times the width of the lane in which the vehicle travels. There may be.

FIG. 3 is a diagram showing an example of road markings at an intersection and set travel loci. FIG. 3 shows a state in which the own vehicle VS is traveling in the right turn lane TL2, which is the own lane, before the own vehicle VS enters the intersection. The road on which the host vehicle VS travels includes a straight lane TL1, a right-turn lane TL2, an oncoming lane TL3, and an oncoming lane TL4. The road on which the own vehicle VS is traveling intersects a cross road composed of the cross lanes TL5 to TL8 and the median strip CZ.

For example, the zebra zone extraction unit 120 extracts the zebra zone Z1 located in front of the vehicle VS and at the intersection as the first zebra zone. In addition, the zebra zone extraction unit 120 extracts the zebra zone Z2 located at the intersection within a predetermined distance from the median strip CZ as the second zebra zone.

The zebra zone extraction unit 120 may extract, as the second zebra zone, a zebra zone located ahead of the first zebra zone with respect to the traveling direction of the vehicle. Alternatively, the zebra zone closest to the median strip may be extracted as the second zebra zone.

The median strip detection unit 130 detects the median strip of the intersecting road that intersects the road on which the vehicle is traveling at the intersection. More specifically, the median strip detection unit 130 detects an intersecting road that intersects the road on which the vehicle is traveling in front of the own lane based on the road information around the own vehicle, and then detects the intersecting road. to detect the median strip. For example, in the example shown in FIG. 3, the median strip detection unit 130 detects the median strip CZ based on the road information around the vehicle after detecting the cross road.

The median strip detection unit 130 may detect the median strip on the cross road located on the right side of the road on which the vehicle is traveling, with reference to the traveling direction of the vehicle's own lane.

The white line/arrow detection unit 140 extracts an arrow indicating the traveling direction located at the intersection from the road markings detected by the road marking detection unit 110 . In FIG. 3, the arrows attached to the road to indicate the traveling direction of the vehicle are shown as white arrows.

The white line/arrow detection unit 140 extracts the first lane boundary line drawn from the road markings detected by the road marking detection unit 110, which is located at the intersection and where the own lane connects to the intersection. may be Further, the white line/arrow detection unit 140 selects the road markings detected by the road marking detection unit 110, which are located on the right side of the first zebra zone and within a predetermined range from the first zebra zone with respect to the traveling direction of the own lane. The second lane boundary line may be extracted. In FIG. 3, the second lane boundary line is shown as a lane boundary line BD connecting positions P2 and P3. On the other hand, in FIG. 3, the first lane boundary line is not shown. If a lane boundary line connecting the positions P1, P2, and P3 exists, the lane boundary line becomes the first lane boundary line. Note that the position P1 is the position where the right-turn lane TL2, which is the own lane, connects to the intersection.

The determination unit 170 determines whether the first zebra zone is a road marking indicating approaching a safety zone at an intersection or an obstacle on the road. Also, it is determined whether or not there is a first zebra zone between the straight lane and the right-turn lane on the road on which the vehicle is traveling.

For example, the zebra zone Z1 in FIG. 3 is a road marking that indicates approaching a safety zone or road obstacle. Specifically, a vehicle traveling in the straight lane TL1 and a vehicle traveling in the right-turn lane TL2 travel while avoiding the zebra zone Z1, so that the zebra zone Z1 is located between the two vehicles with the zebra zone Z1 interposed therebetween. It is a road marking that encourages you to keep your distance and pass through the center of the intersection. Therefore, the determination unit 170 determines that the zebra zone Z1, which is the first zebra zone, is a road marking indicating that the vehicle is approaching a safety zone at an intersection or an obstacle on the road.

Also, the zebra zone Z1 is located between the straight lane TL1 and the right turn lane TL2. Therefore, determination unit 170 determines that zebra zone Z1, which is the first zebra zone, is between the straight lane and the right-turn lane on the road on which the vehicle is traveling.

The running locus setting unit 180 sets the running locus based on the first zebra zone. More specifically, it is determined that the first zebra zone is a road marking indicating that the vehicle is approaching a safety zone or a road obstacle at an intersection, and the vehicle is traveling on a straight lane and a right turn lane. If it is determined that there is a first zebra zone between set.

The travel locus set by the travel locus setting unit 180 will be described with reference to FIG. For example, when the own vehicle VS turns right in an intersection, in the situation shown in FIG. Set as a running locus.

When the travel locus of the vehicle VS is set without being based on the first zebra zone, for example, the center line of the right turn lane TL2 in which the vehicle VS is traveling before passing through the intersection and the center line of the vehicle VS passing through the intersection It is conceivable to calculate the intersection of the center lines of the intersecting lane TL6 on which the vehicle VS is scheduled to travel, and set the travel locus of the host vehicle VS so as to pass through the vicinity of the intersection. However, the travel locus set by this method passes through a position farther outward from the center of curvature of the travel locus RT than the travel locus RT shown in FIG. Therefore, there is a risk of obstructing the traffic flow in the intersection.

On the other hand, since the traveling locus setting unit 180 sets a traveling locus passing through the right side of the first zebra zone based on the first zebra zone, there is a risk of setting a traveling locus that hinders the traffic flow in the intersection. is reduced. Furthermore, since the running locus is set so as to pass through the right side of the first zebra zone, which is a road marking indicating that the vehicle is approaching a safety zone or an obstacle on the road, it is possible to drive in compliance with traffic regulations. It becomes possible.

The running locus setting unit 180 may set a running locus passing through a position separated by a first predetermined distance from the median strip detected by the median strip detection unit 130 . Here, the first predetermined distance may be a distance set in advance, or may be set as a distance corresponding to the width of the vehicle or the width of the lane in which the vehicle travels. . In the situation shown in FIG. 3, the running locus setting unit 180 sets the running locus RT along the median strip CZ.

Further, the running locus setting unit 180 may set a running locus that passes between the second zebra zone and the median strip. In the situation shown in FIG. 3, the traveling locus setting unit 180 sets the traveling locus RT so as to pass between the zebra zone Z2, which is the second zebra zone, and the median strip CZ.

Further, the running locus setting section 180 may set a running locus along the arrow extracted by the white line/arrow detecting section 140 . In the situation shown in FIG. 3, the running locus setting unit 180 sets the running locus RT along the arrow AR.

Further, the running locus setting unit 180 may set a running locus along the first lane boundary line or the second lane boundary line extracted by the white line/arrow detection unit 140 . In the situation shown in FIG. 3, the traveling locus setting unit 180 sets the traveling locus RT along the lane boundary line BD. In particular, the traveling locus setting unit 180 sets the traveling locus RT so as to pass between the zebra zone Z1, which is the first zebra zone, and the lane boundary line BD, which is the second lane boundary line.

The output unit 190 outputs the travel locus set by the travel locus setting unit 180 . The travel locus is output to the vehicle control device 400, and the travel of the own vehicle is controlled based on the travel locus.

[Processing procedure of driving support device]
Next, a processing procedure of the driving support device according to this embodiment will be described with reference to the flowchart of FIG. The processing of the driving support device shown in FIG. 2 may be repeatedly executed at a predetermined cycle, or may be executed each time the acquisition unit acquires the road information around the own vehicle. good.

First, in step S101, the acquisition unit acquires road information around the host vehicle.

In step S103, the road marking detection unit 110 detects road markings in front of the vehicle based on road information around the vehicle.

In step S105, the median strip detection unit 130 detects the median strip on the intersecting road that intersects the road on which the vehicle is traveling ahead of the vehicle, based on the road information around the vehicle. Also, from the road markings detected by the road marking detection unit 110, an arrow indicating the direction of travel located at the intersection is extracted.

In step S107, the zebra zone extraction unit 120 extracts the first zebra zone located at the intersection in front of the vehicle based on the road information around the vehicle. Also, the zebra zone extraction unit 120 may extract a second zebra zone located at an intersection within a predetermined distance from the median strip from the road markings detected by the road marking detection unit 110. .

In step S109, the determination unit 170 determines whether or not the first zebra zone is a predetermined road marking. More specifically, the determination unit 170 determines whether the first zebra zone is a road marking indicating approaching a safety zone at an intersection or a road obstacle.

In step S111, the determination unit 170 determines whether or not there is a first zebra zone between the straight lane and the right turn lane on the road on which the vehicle is traveling.

Note that the determinations in steps S109 and S111 do not have to be performed in the order of the flowchart shown in FIG. 3, and the order is random.

If the determination results in steps S109 and S111 are NO, the process of the flowchart shown in FIG. 3 is terminated.

On the other hand, if the result of determination in step S109 is YES and the result of determination in step S111 is YES, then in step S113, processing for setting the travel locus within the intersection is performed.

That is, it is determined that the first zebra zone is a road marking indicating that the vehicle is approaching a safety zone or a road obstacle at an intersection, and the first zebra zone is determined to be between the straight lane and the right-turn lane on the road on which the vehicle is traveling. When it is determined that there is one zebra zone, the traveling locus setting unit 180 sets a traveling locus passing through the right side of the first zebra zone with reference to the traveling direction of the own lane in which the own vehicle travels.

In step S<b>115 , the output unit 190 outputs the travel locus set by the travel locus setting unit 180 .

[Effects of Embodiment]
As described in detail above, the driving support method and driving support device according to the present embodiment, at an intersection where the vehicle turns right, converts the first zebra zone located in front of the vehicle and at the intersection to a zone in front of the vehicle. Extract from road markings. Then, it is determined that the first zebra zone is a road marking indicating that the vehicle is approaching a safety zone or a road obstacle at the intersection, and the first zebra zone is determined to be between the straight lane and the right-turn lane on the road on which the vehicle is traveling. When it is determined that there is one zebra zone, a running locus is set that passes through the right side of the first zebra zone with reference to the traveling direction of the own lane in which the own vehicle travels.

This makes it possible to estimate the correct intersection structure and realize smooth traffic at the intersection. In particular, even if there is no arrow in the intersection or it is difficult to detect the arrow in the intersection, the lane in which the vehicle should travel can be set. In addition, even if there is no lane boundary line to guide the right turn of the vehicle to the merging lane in the intersection, or even if it is difficult to detect the lane boundary line, the lane in which the vehicle should travel can be set. Therefore, it is possible to reduce the possibility of setting a travel locus that hinders the traffic flow in the intersection, and furthermore, it is possible to travel in compliance with traffic laws.

Among the road markings in the intersection, the zebra zone having a relatively large area has the property of being easier to detect than the arrow having a small area. According to the driving support method and the driving support device according to the present embodiment, since the zebra zone is detected and the lane structure within the intersection is estimated, arrows on the road are detected to estimate the lane structure within the intersection. It is possible to make an accurate estimation compared to the estimation method.

For example, an arrow on a road is difficult to detect because it is in the lane and has a small area. In addition, it has the property of being worn out and disappearing easily even among road markings. On the other hand, the zebra zone on the road is often installed in places where it is not recommended for vehicles to travel, and furthermore, it has a property that it is easy to detect because it has a large area. Moreover, it has the property that it is hard to be worn out even among road markings.

Therefore, compared with the method of detecting the arrow on the road and estimating the structure of the lane in the intersection, the driving support method and the driving support device according to the present embodiment detect the zebra zone and , it is possible to perform faster and more accurate lane estimation.

Further, the driving support method and the driving support device according to the present embodiment detect the median strip of the intersecting road that intersects the road on which the vehicle travels at the intersection, and detect the position separated from the median strip by the first predetermined distance. You may set the running locus which passes through. As a result, after driving through the intersection and passing the right side of the first zebra zone, if there is no arrow or lane boundary line to guide the right turn to the merging, or if it is difficult to detect the arrow or lane boundary line However, the lane in which the vehicle should travel can be set. Therefore, it is possible to reduce the possibility of setting a travel locus that hinders the traffic flow in the intersection, and furthermore, it is possible to travel in compliance with traffic laws.

Furthermore, the driving support method and driving support device according to the present embodiment extract a second zebra zone located at an intersection within a second predetermined distance from the median strip from the road markings, and extract the second zebra zone. and the median strip may be set. As a result, even if there is no arrow or lane boundary line that guides a right turn to a merging, or even if it is difficult to detect the arrow or lane boundary line, it is possible to set the lane in which the vehicle should travel. Furthermore, since it is possible to drive the vehicle so as to pass between the second zebra zone and the median strip, it is possible to more reliably prevent the occurrence of a situation that hinders the traffic flow within the intersection.

Interfering with the traveling of other vehicles traveling in the oncoming lane that turn right in the intersection (that is, vehicles exiting the intersection by passing from the right side of the own lane to the left side as seen from the own vehicle). can be reduced.

Further, the driving support method and the driving support device according to the present embodiment extract the arrow indicating the direction of travel located at the intersection from the road markings, and set the driving locus along the arrow. good. Since arrows are detected in addition to the zebra zone to estimate the lane structure within the intersection, it is possible to more quickly and accurately set the lane in which the vehicle should travel. Moreover, it is possible to more reliably prevent the occurrence of a situation that hinders the traffic flow in the intersection.

If arrows can be detected, it is possible to estimate the structure of lanes in an intersection without using zebra zones. Therefore, the computational cost for extracting the zebra zone can be omitted. Furthermore, erroneous lane estimation due to erroneous detection of zebra zones can be suppressed.

Furthermore, the driving support method and the driving support device according to the present embodiment extract, from the road markings, the first lane boundary line drawn from the position where the own lane connects to the intersection, and A travel locus may be set along the lane boundary line. In addition to the zebra zone, lane boundary lines are detected to estimate the lane structure within the intersection, so it is possible to more quickly and accurately set the lane in which the vehicle should travel. Moreover, it is possible to more reliably prevent the occurrence of a situation that hinders the traffic flow in the intersection.

If the first lane boundary line can be detected, it is possible to estimate the lane structure within the intersection without using the zebra zone. Therefore, the computational cost for extracting the zebra zone can be omitted. Furthermore, erroneous lane estimation due to erroneous detection of zebra zones can be suppressed.

In addition, the driving support method and the driving support device according to the present embodiment use the traveling direction of the own lane as a reference, and the second lane boundary line located on the right side of the first zebra zone and within a predetermined range from the first zebra zone, A travel locus may be set by extracting from the road markings and passing between the first zebra zone and the second lane boundary line. In addition to the zebra zone, lane boundary lines are detected to estimate the lane structure within the intersection, so it is possible to more quickly and accurately set the lane in which the vehicle should travel. Moreover, it is possible to more reliably prevent the occurrence of a situation that hinders the traffic flow in the intersection.

If the second lane boundary line can be detected, it is possible to estimate the lane structure within the intersection without using the zebra zone. Therefore, the computational cost for extracting the zebra zone can be omitted. Furthermore, erroneous lane estimation due to erroneous detection of zebra zones can be suppressed.

Each function illustrated in the above embodiments may be implemented by one or more processing circuits. Processing circuitry includes programmed processors, electrical circuits, etc., as well as devices such as application specific integrated circuits (ASICs) and circuit components arranged to perform the described functions. etc. are also included.

Although the contents of the present invention have been described above according to the embodiments, it is obvious to those skilled in the art that the present invention is not limited to these descriptions and that various modifications and improvements are possible. The discussion and drawings forming part of this disclosure should not be understood as limiting the invention. Various alternative embodiments, implementations and operational techniques will become apparent to those skilled in the art from this disclosure.

Of course, the present invention includes various embodiments and the like that are not described here. Therefore, the technical scope of the present invention is defined only by the matters specifying the invention according to the valid scope of claims based on the above description.

71 imaging unit 73 in-vehicle sensor 75 map information acquisition unit 100 controller 110 road marking detection unit 120 zebra zone extraction unit 130 median strip detection unit 140 white line/arrow extraction unit 170 determination unit 180 running locus setting unit 190 output unit 400 vehicle control device

Claims (7)

A travel support method for setting a travel trajectory within the intersection for a vehicle turning right at an intersection ahead in the direction of travel,
The driving support method includes:
detecting a road marking in front of the own vehicle;
extracting a first zebra zone located in front of the own vehicle and at the intersection from the road markings;
determining whether the first zebra zone is a road marking indicating approaching a safety zone or road obstacle at the intersection;
determining whether or not there is the first zebra zone between the straight lane and the right-turn lane on the road on which the vehicle is traveling;
It is determined that the first zebra zone is a road marking indicating that the vehicle is approaching a safety zone or a road obstacle at the intersection, and between the straight lane and the right-turn lane on the road on which the vehicle travels. characterized in that, when it is determined that the first zebra zone exists, the running locus is set so as to pass through the right side of the first zebra zone with reference to the traveling direction of the own lane in which the own vehicle travels. driving support method. A driving support method according to claim 1,
At the intersection, detecting the median strip of the intersecting road that intersects the road on which the vehicle travels,
A driving support method, wherein the driving locus is set so as to pass through a position separated from the median strip by a first predetermined distance. A driving support method according to claim 2,
extracting a second zebra zone located at the intersection within a second predetermined distance from the median strip from the road markings;
A driving support method, wherein the driving locus is set to pass between the second zebra zone and the median strip. The driving support method according to any one of claims 1 to 3,
extracting an arrow indicating the direction of travel located at the intersection from the road markings;
A driving support method, wherein the driving locus is set along the arrow. The driving support method according to any one of claims 1 to 4,
extracting from the road markings a first lane boundary line located at the intersection and drawn from a position where the own lane connects to the intersection;
A driving support method, wherein the driving locus is set along the first lane boundary line. The driving support method according to any one of claims 1 to 5,
extracting from the road markings a second lane boundary line located on the right side of the first zebra zone and within a predetermined range from the first zebra zone with respect to the traveling direction of the own lane;
A driving support method, wherein the driving locus is set to pass between the first zebra zone and the second lane boundary line. A travel support device for setting a travel locus within the intersection of the own vehicle turning right at the intersection ahead in the traveling direction,
The driving support device includes a controller,
The controller is
detecting a road marking in front of the own vehicle;
extracting a first zebra zone located in front of the own vehicle and at the intersection from the road markings;
determining whether the first zebra zone is a road marking indicating approaching a safety zone or road obstacle at the intersection;
determining whether or not there is the first zebra zone between the straight lane and the right-turn lane on the road on which the vehicle is traveling;
It is determined that the first zebra zone is a road marking indicating that the vehicle is approaching a safety zone or a road obstacle at the intersection, and between the straight lane and the right-turn lane on the road on which the vehicle travels. characterized in that, when it is determined that the first zebra zone exists, the running locus is set so as to pass through the right side of the first zebra zone with reference to the traveling direction of the own lane in which the own vehicle travels. driving support device.

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