JP2024037265A - Driving support device - Google Patents

Abstract

[Problem] To provide appropriate driving assistance when entering an intersection with poor visibility. [Solution] A driving assistance device 100 assists the driving operation of a host vehicle when the host vehicle enters an intersecting road defined by a first boundary line on the side closer to the host vehicle and a second boundary line on the side farther from the host vehicle. The driving assistance device 100 includes a recognition unit 111 that recognizes a first stop line before the first boundary line, a second stop line before a second boundary line in an oncoming lane, and the second boundary line based on an external situation ahead of the host vehicle detected by a camera 1, a setting unit 112 that sets a virtual stop line ahead of the first stop line based on the positional relationship between the second stop line and the second boundary line recognized by the recognition unit 111, and a driving control unit 114 that controls a driving actuator AC mounted on the host vehicle so that the host vehicle, which has stopped temporarily at the first stop line, enters the intersecting road and then stops again at the virtual stop line set by the setting unit. [Selected Figure] FIG. 2

Description

The present invention relates to a driving support device that supports the driving operation of a vehicle when entering an intersection.

As this type of device, there is conventionally known a device that sets a target stop position before the stop line and automatically starts the own vehicle after stopping at the target stop position (for example, see Patent Document 1). ). In the device described in Patent Document 1, when a crosswalk exists in front of a stop line, the target stop position is set closer to the driver than when a crosswalk does not exist.

International Publication No. 2018/092298

However, when the own vehicle enters an intersection after stopping at a stop line, visibility to the intersection may be poor, and driving assistance in such cases is desired.

A driving support device that is one aspect of the present invention provides a driving support device for driving when a host vehicle enters an intersecting road defined by a first boundary line on the side closer to the host vehicle and a second boundary line on the side farther from the host vehicle. Supports the driving operation of the own vehicle. The driving support device includes an outside world situation detection unit that detects the outside world situation in front of the own vehicle, and based on the outside world situation detected by the outside world situation detection unit, the driving support device detects the first stop line before the first boundary line and the oncoming lane. a recognition unit that recognizes a second stop line in front of the second boundary line and the second boundary line; and a recognition unit that recognizes a second stop line in front of the second boundary line and a second boundary line; A setting section that sets a virtual stop line in front of the first stop line, and a setting section that allows the vehicle to temporarily stop at the virtual stop line set by the setting section when the own vehicle that has stopped temporarily at the first stop line enters an intersecting road. A travel control unit that controls a travel actuator mounted on the own vehicle.

According to the present invention, it is possible to appropriately provide driving assistance when entering an intersection with poor visibility.

1 is a diagram showing an example of a driving scene to which a driving support device according to an embodiment of the present invention is applied. 1 is a diagram showing a schematic configuration of a driving support device according to an embodiment of the present invention. A bird's eye view of the intersection in Figure 1. 3 is a flowchart illustrating an example of a process executed by the controller in FIG. 2. FIG. FIG. 3 is a diagram for explaining the operation of the driving support device. 3 is a flowchart showing another example of processing executed by the controller in FIG. 2.

Embodiments of the present invention will be described below with reference to FIGS. 1 to 6. Note that the vehicle to which the driving support device according to the present embodiment is applied may be referred to as the own vehicle to distinguish it from other vehicles. In the following description, it is assumed that the own vehicle is a manually operated vehicle equipped with ADAS (Advanced Driver-Assistance Systems) and an engine vehicle having an internal combustion engine as a driving source. Note that the own vehicle may be capable of running not only in a manual driving mode by the driver's driving operation, but also in an automatic driving mode that does not require the driver's driving operation. Further, the host vehicle may be either an electric vehicle having a travel motor as a travel drive source, or a hybrid vehicle having an engine and a travel motor as travel drive sources. The driving support device according to the present embodiment supports the driving operation of the own vehicle when the own vehicle enters a road that intersects with the road on which the own vehicle is traveling (hereinafter referred to as an intersecting road). configured.

FIG. 1 is a diagram showing an example of a driving scene to which a driving support device according to the present embodiment is applied. When the own vehicle 101 is traveling on the road SR, when the driver of the own vehicle 101 recognizes the stop road sign SG11 or road surface marking SG12 at the intersection IS, the driver of the own vehicle 101 temporarily stops the own vehicle 101 before the stop line SL1. . At this time, as shown in FIG. 1, if there is a structure such as a block wall WL or a building BL between the host vehicle 101 and the intersecting road IR, the driver will be able to avoid other vehicles or pedestrians passing through the intersecting road IR. is difficult to see. Therefore, after stopping temporarily before the stop line SL1, the driver drives slowly so as to make other vehicles and pedestrians passing through the intersecting road IR aware of the presence of his/her own vehicle 101. The host vehicle 101 is moved to a position where the driver can visually recognize the vehicle.

However, when a multi-step stop as described above is performed, depending on the driving technique of the driver, the leading end of the own vehicle 101 may cross the boundary of the intersecting road IR during the multi-step stopping, causing the driver's vehicle 101 to cross the boundary of the intersecting road IR. If the vehicle approaches other vehicles or pedestrians rapidly, there is a risk of collision. Therefore, when entering an intersection IS with poor visibility as shown in FIG. 1, it is desirable that an appropriate multi-stage stop be performed. Therefore, in order to improve driving safety when entering an intersection with poor visibility, the driving support device in this embodiment is configured as follows. Hereinafter, the driving support provided by the driving support device will be referred to as multi-stage stop support or simply stop support.

FIG. 2 is a block diagram showing the main configuration of the driving support device 100 according to the embodiment of the present invention. The driving support device 100 includes a controller 10, a camera 1, an input/output device 2, a positioning unit 3, a communication unit 4, and an actuator AC.

The camera 1 is a stereo camera having an image sensor such as a CCD or CMOS. Camera 1 may be a monocular camera. Camera 1 detects the external environment around host vehicle 101 . The camera 1 is attached, for example, to a predetermined position at the front of the host vehicle 101, and continuously images the space in front of the host vehicle 101 to obtain images of objects. The objects include road signs SG11 and SG21 in front of the own vehicle 101, road markings SG12 and SG22, block walls WL, buildings BL, and the like.

The input/output device 2 is a general term for devices through which commands are input from the driver and information is output to the driver. The input/output device 2 includes various switches through which the driver inputs various commands by operating operating members, a microphone through which the driver inputs commands by voice, a display which provides information to the driver through displayed images, and information to the driver by voice. This includes speakers that provide

The input/output device 2 also includes a stop support on/off switch for enabling (ON) or disabling (OFF) the stop support function. The stop support on/off switch is provided, for example, around the driver's seat (instrument panel or steering wheel). Note that the stop support function is automatically set to ON when the engine is started (when the host vehicle 101 is an electric vehicle, when the system is powered on). Therefore, even if the stop support function is set to OFF by the stop support on/off switch, the stop support function is turned on again when the engine is started.

The positioning unit (GNSS unit) 3 has a positioning sensor that receives positioning signals transmitted from positioning satellites. Positioning satellites are artificial satellites such as GPS satellites and quasi-zenith satellites. The positioning unit 3 measures the current position (latitude, longitude, altitude) of the own vehicle 101 using the positioning information received by the positioning sensor.

Actuator AC is a travel actuator for controlling travel of own vehicle 101. When the traveling driving source is an engine, the actuator AC includes a throttle actuator that adjusts the opening degree of a throttle valve of the engine (throttle opening degree). When the travel drive source is a travel motor, the travel motor is included in the actuator AC. The actuator AC also includes a brake actuator that operates the braking device of the host vehicle 101 and a steering actuator that drives the steering device.

The communication unit 4 communicates with various servers (not shown) via networks including wireless communication networks such as the Internet and mobile phone networks, and periodically or arbitrarily transmits map information, driving history information, traffic information, etc. Get it from the server at the right time. Networks include not only public wireless communication networks but also closed communication networks established for each predetermined management area, such as wireless LAN, Wi-Fi (registered trademark), Bluetooth (registered trademark), and the like. The acquired map information is output to the storage unit 12. Thereby, the road map information stored in the storage unit 12 is updated as needed. The communication unit 4 can also communicate with other vehicles and roadside devices via the network and acquire map information from the other vehicles and roadside devices.

The controller 10 includes a computer having an arithmetic unit 11 such as a CPU (microprocessor), a storage unit 12 such as a ROM or RAM, and other peripheral circuits (not shown) such as an I/O interface.

The storage unit 12 stores highly accurate road map information. This road map information includes road position information, road shape (curvature, etc.) information, road slope information, intersection and branch point position information, number of lanes, lane width and position information for each lane ( Information on the center position of the lane and the boundary line of the lane position), and the position information of landmarks (traffic lights, signs, buildings, etc.) on the map are included.

The calculation unit 11 has a recognition unit 111, a setting unit 112, an output control unit 113, and a travel control unit 114 as functional components.

The recognition unit 111 recognizes the intersection IS in front of the own vehicle 101 based on the external environment around the own vehicle 101 detected by the camera 1 . The recognition unit 111 may recognize the intersection IS in front of the own vehicle 101 based on the current position of the own vehicle 101 measured by the positioning unit 3 and the road map information stored in the storage unit 12.

Further, the recognition unit 111 recognizes the stop line based on the external environment surrounding the own vehicle 101 detected by the camera 1 . FIG. 3 is a bird's eye view of the intersection IS in FIG. In the driving scene shown in FIG. 1, when the own vehicle 101 is traveling on the road SR toward the intersection IS, the recognition unit 111 detects a stop point before the boundary line BD1 on the side of the intersecting road IR that is closer to the own vehicle 101. Recognize line SL1. The recognition unit 111 also recognizes the boundary line BD2 on the side of the intersecting road IR that is away from the own vehicle 101. Specifically, the recognition unit 111 recognizes a free space (road shoulder, etc.) on the side of the intersecting road IR away from the own vehicle 101, and defines the edge of the free space (hereinafter referred to as a free space edge) as the boundary line BD2. I recognize that. When the free space does not exist and is not recognized, the recognition unit 111 recognizes the road edge on the side of the intersecting road IR that is away from the host vehicle 101 as the boundary line BD2. Note that the method of recognizing the boundary line BD2 is not limited to this. Furthermore, the recognition unit 111 recognizes a stop line SL2 in front of the boundary line BD2 in the lane (oncoming lane) that is opposite to the lane in which the host vehicle 101 is traveling (own lane).

Based on the positional relationship between the stop line SL2 and the boundary line BD2 recognized by the recognition unit 111, the setting unit 112 causes the vehicle 101 to move forward of the stop line SL1 at a time before the own vehicle 101 reaches the stop line SL1. A virtual stop line VL is set. Specifically, first, the setting unit 112 determines the distance between the stop line SL2 and the boundary line BD2 based on the positions of the stop line SL2 and the boundary line BD2 in the traveling direction (vertical direction in FIG. 3) recognized by the recognition unit 111. A distance DT2 in the traveling direction is calculated. As shown in FIG. 3, the setting unit 112 sets the virtual stop line VL so that the distance DT1 between the stop line SL1 and the virtual stop line VL becomes the distance DT2. As a result, even when the position (position in the traveling direction) of the boundary line BD1 of the intersecting road IR cannot be recognized from the host vehicle 101 due to the block wall WL or building BL as in the example shown in FIG. Based on the distance DT2 between the lane-side stop line SL2 and the boundary line BD2, the virtual stop line VL can be set at an appropriate position, specifically at the position of the boundary line BD1. The setting of the virtual stop line VL is performed when the stop support function is set to ON.

Note that when the visibility of the intersection IS is good, the setting unit 112 may determine that stop support is not required and may not set the virtual stop line VL. Here, a method for determining whether the visibility of the intersection IS is good or bad will be explained. The setting unit 112 uses recognition technology such as semantic segmentation to detect blind spots in a predetermined range on the left side (left side in FIG. 3) and right side (right side in FIG. 3) of the intersection IS based on the image captured by the camera 1. I do. The setting unit 112 determines that visibility of the intersection IS is good when no blind spot is detected, and determines that visibility of the intersection IS is poor when a blind spot is detected. In addition to whether a blind spot is detected, the setting unit 112 uses technology such as machine learning to determine whether the visibility of the intersection IS is good or bad based on the position, shape, and size of the detected blind spot. It's okay.

By the way, if the road structure around stop line SL1 is different from the road structure around stop line SL2, for example, there is a pedestrian crossing in front of stop line SL1, and there is no crosswalk in front of stop line SL2 in the oncoming lane. At this time, the distance between the stop line SL1 and the boundary line BD1 may be different from the distance between the stop line SL2 and the boundary line BD2. At this time, if the virtual stop line VL is set based on the distance DT2 between the stop line SL2 on the opposite lane side and the boundary line BD2, the virtual stop line VL will not be set at an appropriate position. If the virtual stop line VL is set to the front (rear side) of the boundary line BD1, the leading end of the own vehicle 101 will cross the boundary line BD1 during multi-step stopping, and the own vehicle 101 will not be able to pass through the intersecting road IR. There is a risk of a sudden collision with other vehicles or pedestrians inside. For example, at a T-junction intersection where the road SR on which the host vehicle 101 is traveling is the end road, the stop line SL2 and the boundary line BD2 on the opposite lane side do not exist, so the distance DT2 cannot be calculated, and the virtual stop line Unable to set VL.

Therefore, when the road structure around the stop line SL1 is different from the road structure around the stop line SL2, the setting unit 112 determines that stop support is not possible and does not set the virtual stop line VL. Specifically, the setting unit 112 performs feature point matching or the like after aligning the captured image around the stop line SL1 and the captured image around the stop line SL2 obtained by the camera 1 using affine transformation or the like. Then, the degree of coincidence (degree of similarity) between the road structure around the stop line SL1 and the road structure around the stop line SL2 is calculated. Note that other matching methods may be used to calculate the similarity, and the method is not limited to this. Further, the degree of coincidence (similarity) may be calculated based on the road map information stored in the storage unit 12. The setting unit 112 does not set the virtual stop line VL when the calculated similarity is less than a predetermined threshold.

Further, when the road width of the intersecting road IR is large, the distance from the own vehicle 101 to the boundary line BD2 and the stop line SL2 becomes long, and the positions of the stop line SL2 and the boundary line BD2 recognized based on the captured image of the camera 1 are Accuracy may be reduced. In this case, the calculation accuracy of the distance DT2 by the setting unit 112 decreases, so if the virtual stop line VL is set based on the distance DT2, the virtual stop line VL may not be set at an appropriate position.

Therefore, when the distance between the stop line SL1 and the stop line SL2 is a predetermined distance or more, the setting unit 112 determines that stop support is not possible and does not set the virtual stop line VL. Specifically, the setting unit 112 calculates the distance between the stop line SL1 and the stop line SL2 based on the captured image including the stop line SL1 and the stop line SL2 obtained by the camera 1, and the setting unit 112 calculates the distance between the stop line SL1 and the stop line SL2, and sets the calculated distance to a predetermined value. When the distance is greater than or equal to the distance, the virtual stop line VL is not set.

Further, the setting unit 112 may not be able to recognize the stop line SL2 or the boundary line BD2 based on the image captured by the camera 1 due to a structure or the like between the own vehicle 101 and the stop line SL2 or the boundary line BD2. . For example, when a separation strip is provided on the intersecting road IR, or when road construction is being carried out on the intersecting road IR and there are fences and signboards related to the road construction in the surrounding area, the image captured by camera 1 In this case, a so-called occlusion occurs in which the stop line SL2 or the boundary line BD2 is hidden behind those structures, and the setting unit 112 cannot recognize the stop line SL2 or the boundary line BD2. In this case, the setting unit 112 cannot calculate the distance DT2 and cannot set the virtual stop line VL at an appropriate position. Therefore, when the recognition unit 111 cannot recognize the stop line SL2 or the boundary line BD2 due to a structure on the intersecting road IR, the setting unit 112 determines that stopping support is not possible and does not set the virtual stop line VL. .

In addition, when the road surface of the road SR is wet and road reflection occurs, or when visibility around the intersection IS is poor due to bad weather (rain or snow), the recognition unit 111 detects stop lines SL1 and SL2. Recognition accuracy decreases. Also, when the stop lines SL1 and SL2 are rubbed, the recognition accuracy of the stop lines SL1 and SL2 by the recognition unit 111 decreases. Since the position of the virtual stop line VL is determined based on the positions of the stop lines SL1 and SL2, when the recognition accuracy of the stop lines SL1 and SL2 is low, the setting unit 112 cannot set the virtual stop line VL at an appropriate position. . Therefore, when the recognition accuracy of the stop line SL1 or the stop line SL2 by the recognition unit 111 is low, the position of the virtual stop line VL is set to the near side in the traveling direction. Specifically, the setting unit 112 calculates the recognition accuracy of the stop line SL1 or the stop line SL2 by the recognition unit 111, and when the recognition accuracy of the stop line SL1 or the stop line SL2 is less than a predetermined level, the setting unit 112 calculates the recognition accuracy of the stop line SL1 or the stop line SL2. The position of the virtual stop line VL is set closer to the front in the traveling direction than when the recognition accuracy of the line SL2 is above a predetermined level. More specifically, when the width of the stop lines SL1 and SL2 recognized by the recognition unit 111 (the length in the vertical direction in FIG. 3) is less than a specified width, the setting unit 112 determines the recognition accuracy of the stop lines SL1 and SL2. is determined to be less than a predetermined level. Thereby, it is possible to prevent the host vehicle 101 from exceeding the boundary line BD1 during multi-step stopping. Note that when the recognition accuracy of the stop line SL1 or the stop line SL2 is less than a predetermined level, it may be determined that stop support is not possible, and the virtual stop line VL may not be set. Note that the specified width of the stop lines SL1 and SL2 differs depending on the number of lanes on the road SR, so the setting unit 112 determines the number of lanes on the road SR based on the road map information stored in the storage unit 12 or the image captured by the camera 1. The specified width corresponding to the number of lanes is used for the above determination.

Furthermore, when a preceding vehicle exists between the host vehicle 101 and the intersection IS, the recognition unit 111 may not be able to recognize the stop line SL1, the stop line SL2, the boundary line BD2, etc. Further, when an oncoming vehicle exists in the oncoming lane, the stop line SL2, boundary line BD2, etc. may enter the blind spot of the oncoming vehicle, and the recognition unit 111 may not be able to recognize the stop line SL2, boundary line BD2, etc. Therefore, when such a preceding vehicle or an oncoming vehicle is recognized by the recognition unit 111, the setting unit 112 determines that stop assistance is not possible, and does not set the virtual stop line VL.

When the virtual stop line VL is set by the setting unit 112, the output control unit 113 generates information (hereinafter referred to as , referred to as recommendation information) is output to the input/output device 2. For example, the output control unit 113 outputs display information including recommendation information to the display of the input/output device 2, for example, a composite information display (MID) included in an instrument installed in the driver's seat. For example, the output control unit 113 outputs audio information including recommendation information to a speaker of the input/output device 2 (a speaker provided in the vehicle interior). Thereby, it is possible to notify the driver that the stop support function is available. When the driver approves this notification via an operating member of the input/output device 2, for example, a predetermined switch provided near the steering wheel, the driving control unit 114 performs stop support. Note that the driving control unit 114 may perform the stop assistance without the output control unit 113 providing the above notification.

The travel control unit 114 controls the actuator AC to provide stopping support for the own vehicle 101. More specifically, when the host vehicle 101 stops at the stop line SL1, the travel control unit 114 causes the host vehicle 101 to automatically start from the stop line SL1 and to slow down to the virtual stop line VL. The actuator AC is controlled to temporarily stop at the virtual stop line VL. When the stop support function is off, or when the setting unit 112 determines that stop support is not possible, the travel control unit 114 does not perform stop support.

FIG. 4 is a flowchart showing an example of a process executed by the controller 10 of FIG. 2 according to a predetermined program. The process shown in this flowchart is started, for example, when the engine of the own vehicle 101 is started, and is repeated at a predetermined period.

First, in step S1, it is determined whether an intersection IS exists in front of the own vehicle 101. More specifically, it is determined whether the intersection IS is included in the captured image in front of the own vehicle 101 obtained by the camera 1. If the answer in step S1 is affirmative, that is, if the intersection IS is included in the captured image, it is determined that the intersection IS has been recognized in front of the own vehicle 101, and the process proceeds to step S2. If the answer in step S1 is negative, that is, if the intersection IS is not included in the captured image, it is determined that the intersection IS is not recognized in front of the host vehicle 101, and the process ends.

In step S2, it is determined whether a stop line SL1 corresponding to the own lane exists before the intersection IS. Specifically, it is determined whether the captured image in front of the own vehicle 101 obtained by the camera 1 includes the stop line SL1 corresponding to the own lane. If the answer in step S2 is negative, that is, if the stop line SL1 does not exist, it is determined that the road SR is a priority road, and it is determined that stopping assistance is not required, and the process is terminated. If the answer is YES in step S2, it is determined in step S3 whether or not the visibility of the intersection IS is poor. If the result in step S3 is negative, that is, when the visibility of the intersection IS is good, it is determined that stop support is not necessary and the process is terminated. On the other hand, if the answer in step S3 is affirmative, it is determined in step S4 whether or not the stop line SL2 on the opposite lane side has been recognized. Specifically, it is determined whether the captured image of the front of the own vehicle 101 obtained by the camera 1 includes the stop line SL2 corresponding to the corresponding lane. If the answer is yes in step S4, it is determined in step S5 whether or not the boundary line BD2 on the far side of the intersecting road IR has been recognized. If the answer is affirmative in step S5, in step S6, the distance DT2 between the stop line SL2 recognized in step S4 and the boundary line BD2 recognized in step S5 is calculated, and the distance DT2 and the distance recognized in step S2 are calculated. A virtual stop line VL is set based on the stop line SL1. In step S7, the driver is notified via the input/output device 2 that the stop support function is available. Specifically, display information (icons, messages, etc.) including recommendation information is output to the MID. Note that audio information including recommendation information may be output to a speaker inside the vehicle. On the other hand, if the results in steps S4 and S5 are negative, the driver is notified via the input/output device 2 in step S8 that the stop support function is not available. Specifically, information for notifying that the stop support function cannot be used (hereinafter referred to as support unavailability information) is output to the input/output device 2. Similar to the recommendation information, the unsupportable information may be display information (such as an icon or a message) output to the MID, or may be audio information output to a speaker inside the vehicle.

The operation of the driving support device 100 according to this embodiment is summarized as follows. FIG. 5 is a diagram for explaining the operation of the driving support device 100. FIG. 5 shows the situation when the host vehicle 101, which is manually driving on the road SR, temporarily stops at the stop line SL1 before the intersection IS, then stops at the virtual stop line VL, and enters the intersection IS. It is shown. When the own vehicle 101 is traveling in manual driving mode and the intersection IS is recognized at time t0 (S1), it is determined whether or not there is a stop line SL1 corresponding to the own lane in front of the intersection IS. A determination is made (S2). When it is determined that the stop line SL1 exists at time t1, it is determined whether the visibility of the intersection IS is poor, that is, whether or not stopping assistance is required (S3). In the example of FIG. 5, the visibility of the intersection IS is poor because there are blind spots caused by structures on the left and right sides of the intersection IS, so it is determined that stopping assistance is required. Then, a virtual stop line VL is set based on the stop line SL2 on the oncoming lane side and the boundary line BD2 on the far side of the intersecting road IR (S4, S5, S6). Specifically, a distance DT2 between the stop line SL2 and the boundary line BD2 is calculated, and a virtual stop line VL is set at a position spaced forward (upward in FIG. 5) by a distance DT2 from the stop line SL1.

Once the virtual stop line VL is set, recommendation information is output to the MID, etc., and the stop support function is available until the driver temporarily stops the own vehicle 101 at the stop line SL1 (time t2). is notified to the driver (S7). When the driver performs an approval operation before starting the own vehicle 101 that has been temporarily stopped at the stop line SL1, the start of stop support is notified. As a result, the own vehicle 101, which is temporarily stopped at the stop line SL1, automatically starts and starts to drive slowly. When the leading end of the host vehicle 101 reaches the virtual stop line VL at time t3, the host vehicle 101 temporarily stops again at the virtual stop line VL. According to such stop support, while avoiding sudden approaches and collisions with other vehicles 102 and pedestrians PD passing through the intersecting road IR, the own vehicle 101 can be stopped from the stop line SL1 while passing through the intersecting road IR. The other vehicle 102 and pedestrian PD can be moved to a position where the driver can visually recognize them.

When the host vehicle 101 stops at the virtual stop line VL, the stop support ends. At this time, information for notifying that the stop support has ended (hereinafter referred to as support end information) is output to the input/output device 2 (MID or speaker). When the driver recognizes that the stop support has ended based on the support end information, he resumes the driving operation. Note that the stop support does not end when the own vehicle 101 stops at the virtual stop line VL, but when the driver performs a steering operation or an accelerator operation on the own vehicle 101 that has stopped at the virtual stop line VL. Support may be terminated. Furthermore, if the driver performs a steering operation or an accelerator operation on the own vehicle 101 before the own vehicle 101 reaches the virtual stop line VL, it is determined that the driver has canceled the stop assistance, and at that point The stop support may be terminated.

According to the embodiment of the present invention, the following effects can be achieved.
(1) The driving support device 100 is configured to operate when the own vehicle 101 enters an intersection road IR defined by a boundary line BD1 on the side closer to the own vehicle 101 and a boundary line BD2 on the side farther from the own vehicle 101. The driving operation of the vehicle 101 is supported. The driving support device 100 uses a camera 1 that detects the outside world situation in front of the own vehicle 101, and based on the outside world situation detected by the camera 1, a stop line SL1 in front of the boundary line BD1 and a boundary line BD2 in the oncoming lane. A recognition unit 111 recognizes the front stop line SL2 and the boundary line BD2, and a virtual stop is made in front of the stop line SL1 based on the positional relationship between the stop line SL2 and the boundary line BD2 recognized by the recognition unit 111. A setting unit 112 that sets the line VL and a setting unit 112 that sets the own vehicle 101 so that when the own vehicle 101 that has temporarily stopped at the stop line SL1 enters the intersecting road IR, the own vehicle 101 further temporarily stops at the virtual stop line VL set by the setting unit 112. and a travel control section 114 that controls a travel actuator AC mounted on the vehicle. The setting unit 112 sets a virtual stop line at a position separated from the stop line SL1 by a distance between the boundary line BD2 and the stop line SL2 in the traveling direction of the own vehicle 101. As a result, even at an intersection with poor visibility, the vehicle can enter the intersection while avoiding sudden approaches or collisions with other vehicles or pedestrians passing through the intersecting road. In this way, by appropriately providing driving assistance when entering an intersection with poor visibility, traffic safety can be improved.

(2) The setting unit 112 calculates the degree of similarity between the road structure around the stop line SL1 and the road structure around the stop line SL2 based on the external environment detected by the camera 1, and if the degree of similarity is less than a predetermined threshold, In some cases, the virtual stop line is not set. Further, the setting unit 112 does not set the virtual stop line VL when the distance between the stop line SL1 and the stop line SL2 in the traveling direction of the host vehicle is a predetermined distance or more. Further, the setting unit 112 does not set the virtual stop line VL when the stop line SL2 or the boundary line BD2 cannot be recognized due to structures installed on or around the intersecting road IR. Thereby, when setting the virtual stop line VL based on the positional relationship between the stop line SL2 and the boundary line BD2, it is possible to prevent the virtual stop line from being set ahead (on the back side) of the boundary line BD1.

(3) The setting unit 112 calculates the recognition accuracy of the stop line SL1 and the stop line SL2 by the recognition unit 111, and when the recognition accuracy of the stop line SL1 or the stop line SL2 is less than a predetermined level, the setting unit 112 calculates the recognition accuracy of the stop line SL1 and the stop line SL2. The position of the virtual stop line is set closer to the front in the traveling direction than when the recognition accuracy of SL2 is above a predetermined level. In this way, when the recognition accuracy of the stop line SL1 or the stop line SL2 is low, by ending the stop support early, it is possible to prevent the host vehicle from crossing the boundary line BD1 during the stop support.

The above embodiments can be modified in various ways. Modifications will be described below. In the above embodiment, the recognition unit 111 detects the first stop line (in FIG. 1) before the first boundary line (boundary line BD1 in FIG. 1) based on the external world situation detected by the camera 1 as the external world situation detection unit. The stop line SL1) and the second stop line (boundary line BD2 in FIG. 1) before the second boundary line (boundary line BD2 in FIG. 1) in the oncoming lane are recognized. However, the recognition unit 111 stores the information in the storage unit 12 in place of the information detected by the camera 1 , in place of the information detected by the camera 1 , or together with the information detected by the camera 1 . The first stop line, second stop line, etc. may be recognized using the stored high-precision road map information.

Further, in the above embodiment, when it is determined in step S3 that the visibility of the intersection IS is poor, the virtual stop line VL is set based on the stop line SL1, the stop line SL2, and the boundary line BD2 (step S4 , S5, S6). However, even when the visibility of the intersection IS is poor, the boundary line BD1 may be recognized from the image captured by the camera 1. Further, there are cases where the boundary line BD1 can be recognized based on the captured image of the camera 1 and the highly accurate road map information stored in the storage unit 12. Therefore, the controller 10 may execute the process shown in FIG. 6 instead of the process shown in FIG. 4. FIG. 6 is a flowchart showing another example of the process executed by the controller 10 of FIG. 2 according to a predetermined program. Note that the processes in steps S11 to S13, S15, S16, S18, and S19 in FIG. 6 are the same as steps S1 to S3, S4, S5, S7, and S8 in FIG. 4, respectively, and therefore the description thereof will be omitted.

As shown in FIG. 6, when the answer is YES in step S13, it is determined in step S14 whether or not the front boundary line BD1 of the intersecting road IR has been recognized. If the result in step S14 is negative, the process advances to step S15. On the other hand, if the result in step S14 is affirmative, the process advances to step S17. The process in step S17 is similar to step S6 in FIG. 4, but when the boundary line BD1 is recognized in step S14, a virtual stop line VL is set based on the positional relationship between the stop line SL1 and the boundary line BD1. do. At this time, the virtual stop line VL may be simply set to overlap the boundary line BD1.

Further, in the above embodiment, when the width of the stop lines SL1 and SL2 recognized by the recognition unit 111 is less than the specified width, the setting unit 112 determines that the recognition accuracy of the stop lines SL1 and SL2 is less than a predetermined level. I decided to do so. By the way, if the stop lines SL1 and SL2 are rubbed, it becomes difficult to detect the edges (more specifically, the edges of the long sides) of the stop lines SL1 and SL2 from the captured image of the camera 1. Further, if the road surface around the stop lines SL1, SL2 is wet, it becomes difficult to detect the edges of the stop lines SL1, SL2 from the image captured by the camera 1 due to road surface reflection. In this case, the positions of the stop lines SL1 and SL2 cannot be accurately recognized. As a result, if the virtual stop line VL is set based on the stop lines SL1 and SL2, the virtual stop line VL cannot be set at an appropriate position. Therefore, the setting unit cannot detect the edges of the stop lines SL1 and SL2 recognized by the recognition unit 111 (both the long side edge on the host vehicle 101 side and the long side edge on the side away from the host vehicle 101). Sometimes, it may be determined that the recognition accuracy of the stop lines SL1 and SL2 is less than a predetermined level.

In the embodiment described above, when the recognition accuracy of the stop line SL1 by the recognition unit 111 is less than a predetermined level, the setting unit 112 determines that the virtual stop line VL is higher than when the recognition accuracy of the stop line SL1 is higher than a predetermined level. Either the position is set to the front side in the direction of travel, or the virtual stop line VL is not set because it is determined that stop support is not possible. However, even when the recognition accuracy of the stop road sign SG11 installed in front of the intersection IS is less than a predetermined level, the setting unit may cause the virtual stop to stop more quickly than when the recognition accuracy of the stop line SL1 is higher than the predetermined level. The position of the line VL may be set to the front side in the traveling direction, or the virtual stop line VL may not be set by determining that stop support is not possible. Note that the setting unit determines that the recognition accuracy of the road sign SG11 is less than a predetermined level when the recognition unit 111 repeats recognition and non-recognition of the road sign SG11 until the host vehicle 101 reaches the intersection IS. You may. Furthermore, when the road sign SG11 is not recognized based on the captured image of the camera 1 even though the road sign SG11 is recognized based on the road map information in the storage unit 12, the setting unit determines that the recognition accuracy of the road sign SG11 is It may be determined that it is less than a predetermined level.

Further, in the embodiment described above, if it is determined in step S3 that the visibility of the intersection IS is good, it is determined that stopping assistance is not necessary. However, when the visibility of the intersection IS is good, there is a possibility that the driver becomes relaxed and his/her attention to the surroundings of the own vehicle 101 becomes distracted. Therefore, even if it is determined in step S3 that the visibility of the intersection IS is good, if the driver monitoring system (not shown) installed in the own vehicle 101 detects the driver's drowsiness or inattentiveness, the process is not terminated. The process may proceed to step S4. Alternatively, the process may be terminated after issuing a warning (blow, etc.) to the driver via the MID or the vehicle interior speaker.

Furthermore, in the embodiment described above, when it is determined in step S2 that the stop line SL1 does not exist, it is determined that the road SR is a priority road, and it is determined that stopping assistance is not required, and the process is ended. However, if the stop line SL1 cannot be recognized due to rubbing or road surface reflection, there is a risk that it will be erroneously determined in step S2 that the stop line SL1 does not exist. Therefore, in order to further improve safety, the presence or absence of the temporary stop road sign SG11 may also be determined in step S2. Specifically, when both the road sign SG11 and the stop line SL1 are not recognized, it is determined that stop support is not required and the process is terminated. Note that the presence or absence of the road marking SG12 may also be determined.

The above description is merely an example, and the present invention is not limited to the above-described embodiments and modifications as long as the characteristics of the present invention are not impaired. It is also possible to arbitrarily combine the above embodiment and one or more of the modifications, and it is also possible to combine the modifications.

Reference Signs List 1 camera, 2 input/output device, 3 positioning unit, 10 controller, 11 calculation unit, 12 storage unit, 111 recognition unit, 112 setting unit, 113 output control unit, 114 travel control unit, 100 driving support device, AC actuator

Claims (7)

Driving to support the driving operation of the own vehicle when the own vehicle enters an intersecting road defined by a first boundary line on the side closer to the own vehicle and a second boundary line on the side farther from the own vehicle. A support device,
an outside world situation detection unit that detects an outside world situation in front of the own vehicle;
Based on the outside world situation detected by the outside world situation detection unit, a first stop line before the first boundary line, a second stop line before the second boundary line in the oncoming lane, and the second boundary line. a recognition unit that recognizes a line;
a setting unit that sets a virtual stop line in front of the first stop line based on the positional relationship between the second stop line and the second boundary line recognized by the recognition unit;
When the own vehicle that has temporarily stopped at the first stop line enters the intersecting road, a traveling actuator mounted on the own vehicle is configured to further temporarily stop at the virtual stop line set by the setting unit. A driving support device comprising: a driving control section for controlling the vehicle; The driving support device according to claim 1,
The setting unit calculates the degree of similarity between the road structure around the first stop line and the road structure around the second stop line based on the outside world situation detected by the outside world situation detection unit, and calculates the similarity between the road structure around the first stop line and the road structure around the second stop line. The driving support device is characterized in that the virtual stop line is not set when the stop line is less than a predetermined threshold. The driving support device according to claim 1,
The driving support is characterized in that the setting unit does not set the virtual stop line when a distance between the first stop line and the second stop line in the traveling direction of the host vehicle is a predetermined distance or more. Device. The driving support device according to claim 1,
The setting unit may not set the virtual stop line when the second stop line or the second boundary line cannot be recognized due to structures on or around the intersecting road. Support equipment. The driving support device according to claim 1,
The setting unit calculates the recognition accuracy of the first stop line and the second stop line by the recognition unit, and when the recognition accuracy of the first stop line or the second stop line is less than a predetermined degree, A driving support device characterized in that the position of the virtual stop line is set closer to the front in the traveling direction than when the recognition accuracy of the first stop line and the second stop line is equal to or higher than the predetermined level. The apparatus according to claim 1, comprising:
The setting unit sets the virtual stop line at a position separated by a distance between the second boundary line and the second stop line in the traveling direction of the host vehicle from the first stop line. Support equipment. Driving to support the driving operation of the own vehicle when the own vehicle enters an intersecting road defined by a first boundary line on the side closer to the own vehicle and a second boundary line on the side farther from the own vehicle. A support device,
an outside world situation detection unit that detects an outside world situation in front of the own vehicle;
a recognition unit that recognizes a first stop line in front of the first boundary line and the first boundary line based on the external situation detected by the external situation detection unit;
a setting unit that sets a virtual stop line in front of the first stop line based on the positional relationship between the first stop line and the first boundary line recognized by the recognition unit;
When the own vehicle that has temporarily stopped at the first stop line enters the intersecting road, a traveling actuator mounted on the own vehicle is configured to further temporarily stop at the virtual stop line set by the setting unit. A driving support device comprising: a driving control section for controlling the vehicle;

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