JP5418448B2 - Vehicle reverse running detection device - Google Patents

Description

  The present invention relates to a vehicle reverse running detection device that detects that a vehicle travels in a reverse direction from a service area of an expressway or parking.

  In recent years, many reverse running accidents on expressways have been reported. In reverse running accidents, there are many painful accidents in which a vehicle that runs backward on a highway collides head-on with a vehicle that normally travels, or a vehicle crashes into a wall due to a sudden handle operation.

  Here, let us consider the cause of the driver running backward. There are various theories as the cause of reverse running, and one of them is known as reverse running from the service area. As an accident that actually occurred, there is a reverse running accident caused by a driver who took a nap in a service area or parking (hereinafter referred to as SA / PA), and this reverse running accident will be described.

  When a driver who has caused a reverse running accident enters SA / PA for rest, the vehicle is usually parked toward the exit side of SA / PA. However, when I went backwards, I went to take a nap at night, so in order to avoid the lights of the SA / PA store, I put the vehicle (the driver's seat) in the opposite direction to the entrance of the SA / PA. Parked to the side. And when the driver wakes up from a nap, the driver forgets that the vehicle is facing the SA / PA entrance side, and usually thinks that the vehicle is facing the SA / PA exit side, The vehicle was driven straight. As a result, the vehicle entered the SA / PA entrance and went backwards on the approach road, causing an accident to run backward on the highway.

  In order to prevent such reverse running, measures such as installation of roadside objects such as signs prohibiting entry and signboards at the entrance of the SA / PA are being implemented. However, it is costly to install a roadside object, so a cost reduction is required.

  As a low-cost measure, it is possible to realize a measure for notifying a reverse running warning using the map data of the car navigation device and the map matching result (current position of the vehicle). In this case, if the current position of the vehicle travels in the reverse direction at the entrance of the SA / PA, it is determined that the vehicle is running backward and a warning is issued. It becomes possible.

  However, in the case of the above configuration, it is necessary to accurately determine whether or not the current position of the vehicle has passed through the SA / PA entrance portion in the opposite direction. However, in the map data currently used in the car navigation device, The above determination cannot be performed accurately. This is because the map data currently in use contains information that distinguishes between highways and SA / PA, but the SA / PA entrance area (SA / PA approach road) and parking in SA / PA. This is because there is no information for distinguishing the car part (passage in the parking area).

  An example of map data around SA / PA is shown in FIG. As shown in FIG. 8, the map data includes road link data of the main road 1 of the highway and road link data of the passage 2 in the SA / PA. The road link data of the SA / PA intra-path 2 includes an SA / PA approach path 3, a parking area path 4, and an SA / PA exit path 5. These three passages 3, 4, 5 have a one-way attribute (see arrows in the figure). Thereby, it is possible to determine reverse running by determining whether or not the vehicle is traveling in the reverse direction with respect to the three passages 3, 4, and 5.

  However, in the parking area passage 4 in the three passages 3, 4, and 5, in order to try to park in the parking area, the parking area passage 4 may inevitably run backward. In such a case, since the driver has no intention of reverse running, if the reverse running is determined and the reverse running warning is made as described above, the driver has a problem that the reverse running warning is troublesome. For this reason, it is desirable to determine reverse running and issue a reverse running warning only when reverse running on the SA / PA approach path 3 and the SA / PA exit path 5.

  However, in the current map data of the car navigation system, it is possible to distinguish the SA / PA internal passage 2 composed of the three passages 3, 4, and 5 from other roads (main line 1). The three passages 3, 4, 5 in the inner passage 2, that is, the SA / PA approach passage 3, the parking area passage 4, and the SA / PA exit passage 5 cannot be distinguished from each other. The reverse run warning cannot be executed.

  Here, as a method for distinguishing (specifying) the SA / PA approach path 3 and the SA / PA exit path 5 from the in-parking area path 4, the configurations described in Patent Documents 1 and 2 are known. In the configuration described in Patent Document 1, a wireless communication device is installed on the SA / PA approach road entering the SA / PA from the main road of the highway, and a unique ID set for each SA / PA approach road is given to the vehicle. Send. And the vehicle which received said ID memorize | stores this ID, and when it receives the same ID again, it judges that it carried out reverse running on the service area approach path, and is comprised so that a reverse running warning may be performed.

  Further, in the configuration described in Patent Document 2, the three passages 3, 4, 5 in the SA / PA inner passage 2, that is, the SA / PA approach passage 3, the parking area passage 4, and the SA / PA Information for specifying each of the exit paths 5 is incorporated into map data used in the car navigation device. Thereby, it is comprised so that reverse run of a service area approach path may be judged and reverse run warning may be performed.

JP 2003-151077 A JP 2007-139531 A

  However, in the configurations of Patent Documents 1 and 2 described above, there is a problem that the cost increases because it is necessary to install a road wireless communication device (infrastructure construction) and to maintain map data (database).

  Therefore, the present inventor does not construct the infrastructure and maintain the database, and sets the SA / PA approach path 3 and the SA / PA exit path 5 as the parking area passage 4 based on the currently used map data. I tried to identify (identify) the method. Among them, a method of specifying the SA / PA approach path 3 and the SA / PA exit path 5 based on map shape characteristics (for example, road link arrangement and pattern) was considered. With respect to the SA / PA internal passage 2 having the shape as shown in FIG. 8, the SA / PA approach path 3 and the SA / PA exit path 5 could be specified by the method based on the map shape feature.

  However, in the case of the path shape pattern as shown in FIG. 9, there is a problem that it is difficult to know where and where the SA / PA approach path and the SA / PA exit path correspond because there is no path branching on the way.

  Therefore, the object of the present invention is to recognize the boundary between the approach path in the service area or the parking area passage and the passage in the parking area, and accurately detect that the vehicle runs backward on the service area or the approach path to the parking area. It is in providing the reverse running detection apparatus of the vehicle which can be determined.

  According to the first aspect of the present invention, the position detection means for detecting the current position of the vehicle, the entry determination means for determining whether or not the vehicle has entered the service area or the parking area, and the vehicle mounted for photographing the front of the vehicle. A white line is extracted from a camera, an image photographed by the in-vehicle camera, white line determining means for determining whether the white line is parallel, and the white line is changed from a parallel state to a non-parallel state. Storage means for storing a passage from the position to the main road of the expressway as an approach path to a service area or parking, and reverse running determination for determining whether the vehicle has traveled in the reverse direction on the stored approach path Means for recognizing the boundary between the approach path in the service area or the parking area passage and the entry path to the service area or the parking area. To reverse run can be determined accurately.

  According to the invention of claim 2, reverse running warning means for performing a reverse running warning to the driver when the reverse running judging means determines that the vehicle has run in the reverse direction on the stored approach path. The driver can clearly recognize reverse running.

  According to the third aspect of the invention, since the stored approach path or the position of the vehicle where the white line changes from a parallel state to a non-parallel state is provided to an external information center, the service is provided. Information on the boundary between the approach path in the area or the parking passage and the passage in the parking area can be stored in the information center, and the stored boundary information can be provided to other vehicles.

The block diagram which shows one Embodiment of this invention and shows schematic electrical structure of a car navigation apparatus Block diagram showing processing function configuration of control circuit The figure which shows the example of the image which was image | photographed with the vehicle-mounted camera and a white line is a parallel state FIG. 3 equivalent diagram showing an example of an image in which white lines are in a non-parallel state The figure explaining the process which recognizes the boundary of the SA / PA approach path and the passage in a parking area The figure explaining the process which detects that a vehicle runs backward on a SA / PA approach path Reverse run warning process flowchart Figure showing road link data around the service area or parking Figure 8 equivalent diagram showing different service areas or parking

  Hereinafter, an embodiment in which the present invention is applied to a car navigation apparatus will be described with reference to FIGS. First, FIG. 1 is a block diagram schematically showing an electrical configuration of the car navigation device 11 of the present embodiment. As shown in FIG. 1, the car navigation device 11 includes a position detector 12, a map data input device 13, an operation switch group 14, an in-vehicle camera 15, a communication device 16, an external memory 17, a display device 18, a remote control sensor 19, And it comprises the control circuit 20 connected to these. The control circuit 20 is configured as a normal computer, and includes a well-known CPU, ROM, RAM, I / O, and a bus line for connecting these configurations.

  The position detector 12 includes a known gyroscope 21, a distance sensor 22, and a GPS receiver 23 for detecting the position of the vehicle based on radio waves from a satellite. Since these sensors 11, 12, and 13 have errors of different properties, they are configured to be used while being interpolated by a plurality of sensors. The position detector 12 constitutes position detection means. Depending on the accuracy, a part of the above may be used, and a steering rotation sensor, a wheel sensor for each wheel, or the like may be used.

  The map data input unit 13 performs recognition processing in a voice recognition device (not shown) in addition to so-called map matching data for improving position detection accuracy, various navigation data including map data and landmark data. It is a device for inputting dictionary data used for the. As a storage medium, it is considered that a hard disk or a DVD is generally used because of the amount of data, but another medium such as a CD-ROM may be used. When a DVD is used as the data storage medium, the map data input device 13 is a DVD player.

  The display device 18 is a color display device. On the screen of the display device 18, the vehicle current position mark input from the position detector 12, the map data input from the map data input device 13, and further displayed on the map. Additional data such as guidance routes to be set and landmarks for setting points can be displayed in an overlapping manner. In addition, when a menu screen that displays a plurality of options, or when an option is selected, a command input screen that displays a plurality of options can be displayed.

  The communication device 16 is for communicating with a contact specified by the set contact communication information or communicating with the center, and is constituted by a mobile communication device such as a mobile phone.

  The control circuit 20 of the car navigation system 11 receives the current position from the remote control sensor 19 or the operation switch group 14 via a remote control terminal (hereinafter referred to as a remote control) 19a. A function of automatically selecting an optimum route from a position to its destination to form and display a guidance route, a so-called route guidance function is also provided. As such a method for automatically setting an optimum route, a method such as the Dijkstra method is known. For example, a touch switch or a mechanical switch integrated with the display device 18 is used as the operation switch group 14 and is used for inputting various commands.

  Further, as shown in FIG. 2, the control circuit 20 includes a map matching processing unit 24, an image recognition processing unit 25, an HMI unit 26, and an external communication processing unit 27. The map matching processing unit 24 has a function of obtaining a vehicle position on the map, that is, a map matching result based on the position detection signal from the position detector 2 and map data, and further includes a surrounding environment recognition processing unit 28. And a reverse running determination processing unit 29. The surrounding environment recognition processing unit 28 has a function of recognizing the traveling environment of the vehicle based on the map matching result. In order to recognize the three traveling environments, the highway traveling determination unit 30 and the SA / PA approach determination Unit 31 and SA / PA exit determination unit 32.

  The highway travel determination unit 30 determines that the vehicle is traveling on the highway when the predetermined distance matching with the road link of the highway continues. The SA / PA entry determination unit 31 determines that the vehicle has entered the service area (or parking area) when matching with the road link in the SA / PA passage. The SA / PA entry determination unit 31 constitutes an entry determination unit. The SA / PA exit determination unit 32 determines that the vehicle has exited SA / PA when there is no road link in the passage in the SA / PA around the vehicle position on the map.

  The reverse running determination processing unit 29 has a function of determining whether or not the vehicle is running backward based on the map data, the map matching result, and the white line recognition result (described later), and the approach path storage unit 33. And a reverse running determination unit 34 and an erroneous notification suppression unit 35. The approach path storage unit 33 enters the three in the SA / PA path 2 based on the white line recognition result (described later) after the vehicle enters the SA / PA and matches the road link of the path in the SA / PA. When the boundary between the SA / PA approach path 3 and the parking area path 4 among the paths 3, 4, and 5 is recognized, the boundary is traced to the main line, and this is stored as the SA / PA approach path 3 (see FIG. 5). The approach path storage unit 33 constitutes a storage unit. The process of recognizing the boundary between the SA / PA approach path 3 and the parking area passage 4 based on the white line recognition result will be described later.

  The reverse running determination unit 34 approaches the stored SA / PA approach path 3 and the matching position (map matching result, current position of the vehicle, leaving position), and the traveling direction (direction) of the vehicle is the SA / PA approach. If the direction is opposite to the direction of the road 3 (one-way forward direction), it is determined that the vehicle runs backward (see FIG. 6). The reverse running determination unit 34 constitutes reverse running determination means. Is the false notification suppression unit 35 comparing the surrounding road links with the current position (matching position) of the vehicle and the traveling direction, and is there a possibility that the vehicle is not traveling backward (traveling in the forward direction as usual)? Determine whether or not.

  The image recognition processing unit 25 has a function of performing image recognition processing on an image ahead of the vehicle taken by the in-vehicle camera 15 and includes a white line recognition processing unit 36. The white line recognition processing unit 36 has a function of extracting a white line portion (see FIGS. 3 and 4) indicating a road boundary from an image taken by the in-vehicle camera 15 and recognizing a three-dimensional structure. 37 and a white line parallelism determination unit 38. The white line recognition processing unit 36 constitutes white line determination means. The white line recognition unit 37 extracts a white line portion of the road (see FIGS. 3 and 4) from the image captured by the in-vehicle camera 15. The white line parallelism determination unit 38 recognizes the three-dimensional structure of the extracted white lines and determines whether the two white lines in the image are parallel. For example, the white lines shown in FIG. 3 are determined to be parallel (parallel state), and the white lines shown in FIG. 4 are determined not to be parallel (non-parallel state). Then, the parallel determination result of the white line is transmitted to the approach path storage unit 33 of the reverse running determination processing unit 29 as a white line recognition result.

  Here, based on the white line recognition result, that is, whether the white line is parallel or not, the SA / PA approach path 3 and the parking area of the three paths 3, 4 and 5 of the SA / PA internal path 2 are determined. Processing for recognizing the boundary with the inner passage 4 will be described. When the vehicle enters the service area from the main road of the expressway and is traveling on the SA / PA approach path 3 of the SA / PA internal passage, the two white lines drawn on both sides of the road (that is, the road As shown in FIG. 3, the white line indicating the boundary is parallel. After this, when the vehicle reaches the boundary between the SA / PA approach road 3 and the parking area passage 4, a space where the vehicle can freely travel is expanded, so two white lines drawn on both sides of the road are As shown in FIG. 4, they are no longer parallel. As a result, the position (time point) of the vehicle in which the two white lines drawn on both sides of the road have changed from the parallel state to the non-parallel state is the boundary between the SA / PA approach path 3 and the parking area path 4. It can be determined that there is.

  In the car navigation device 11, map matching is always performed while the vehicle is traveling, and map (road link) display candidates are continuously calculated. When the vehicle enters the SA / PA from the main road of the expressway and travels on the SA / PA approach path 3 of the SA / PA internal passage, the display candidate matches the road link of the SA / PA approach path 3. For this reason, if the time (timing) when the two white lines drawn on both sides of the road change from the parallel state to the non-parallel state by recognizing the image taken by the in-vehicle camera 15 is determined, Based on the map matching position (current position of the vehicle), it is possible to determine (recognize) the boundary between the SA / PA approach path 3 and the parking area passage 4. Based on the white line recognition result recognized in this way, the boundary between the SA / PA approach path 3 and the parking area path 4 out of the three paths 3, 4, 5 in the SA / PA path 2. 5, as shown in FIG. 5, it can be traced from the boundary to the main line, and this can be recognized and stored as the SA / PA approach path 3.

  Of the three passages 3, 4, 5 of the SA / PA passage 2, the recognition process at the boundary between the parking area passage 4 and the SA / PA exit path 5 is performed in the opposite determination process. Just do it. That is, while the vehicle is traveling in the parking area passage 4, the two white lines drawn on both sides of the road are changed from the non-parallel state to the parallel state by recognizing the image taken by the in-vehicle camera 15. By determining this, it becomes possible to determine (recognize) the boundary between the parking area passage 4 and the SA / PA exit path 5. Then, the road from the recognized boundary to the main road of the highway may be stored as the SA / PA exit path 5.

  The HMI unit 26 has a function of performing various notifications and warnings to the driver of the vehicle, and has a warning processing unit 39. When the reverse running determination unit 34 determines that the vehicle is running backward, the warning processing unit 39 displays a warning message for reverse running on the display device 18 or a voice output device ( (Not shown in the figure). The warning processing unit 39 constitutes reverse running warning means.

  The external communication processing unit 27 has a function of communicating with an external server (such as an information center) via the communication device 16 and includes a determination position transmission processing unit 40. The determination position transmission processing unit 40 determines the boundary between the SA / PA approach path 3 and the parking area passage 4 determined as described above (or the stored SA / PA approach path 3), and the parking area passage. 4 and information on the boundary between the SA / PA exit path 5 (or the stored SA / PA exit path 5) is transmitted to the information center. The determination position transmission processing unit 40 constitutes an external transmission unit.

  Next, the operation of the above configuration will be described with reference to the flowchart of FIG. Note that the flowchart of FIG. 7 shows the contents of the control of the reverse running warning process in the control of the control circuit 20. First, in step S10 of FIG. 7, it is determined whether or not the vehicle is traveling on a highway. If it is determined that the vehicle is not traveling on the highway, the process proceeds to “NO” and the determination in step S10 is repeated.

  If it is determined in step S10 that the vehicle is traveling on the highway, the process proceeds to “YES”, and the process proceeds to step S20 to determine whether the vehicle has entered SA / PA. If it is determined that the vehicle has not entered the SA / PA, the process proceeds to “NO”, returns to step S10, and the subsequent processing is repeated. If it is determined in step S20 that the vehicle has entered SA / PA, the process proceeds to “YES”, and the process proceeds to step S30 to execute a white line recognition process. Here, the white line portion of the road (see FIG. 3 or FIG. 4) is extracted from the image taken by the in-vehicle camera 5, and the three-dimensional structure of the extracted white line is recognized, so that the two white lines in the image are detected. A process of determining (recognizing) whether or not they are parallel is performed.

  Then, it progresses to step S40 and it is judged whether the point (vehicle position, boundary) where the parallelism of the two white lines in an image is lost was recognized. In this case, when the vehicle enters the SA / PA from the main road of the highway and travels on the SA / PA approach path 3 of the SA / PA internal passage, the two white lines change from the parallel state to the non-parallel state. It is determined that the vehicle position (point, point in time) recognized as being the boundary between the SA / PA approach path 3 and the parking area passage 4.

  If the position where the two white lines change from the parallel state to the non-parallel state cannot be recognized in step S40, the process proceeds to “NO”, and the process proceeds to step S50. In this step S50, it is determined whether or not the vehicle has left SA / PA. If the SA / PA has not been exited, the process proceeds to “NO” in step S50, returns to step S30, and the subsequent processing is repeated. If it is determined in step S50 that the vehicle has exited SA / PA, the process proceeds to “YES” and the control of the reverse running warning process is terminated.

  On the other hand, when the position where the two white lines change from the parallel state to the non-parallel state is recognized in step S40, the process proceeds to “YES”, and the process proceeds to step S60. In this step S60, information on the position where the white line recognized as described above changes from the parallel state to the non-parallel state, that is, information on the boundary between the SA / PA approach path 3 and the parking area passage 4 (or from the above boundary). A process of transmitting the information on the SA / PA approach path 3 specified by tracing up to the main line to the information center is performed. Then, it progresses to step S70 and memorize | stores the information of the SA / PA approach path 3 specified by tracing from the boundary of the SA / PA approach path 3 and the parking area passage 4 to the main line.

  Thereafter, the process proceeds to step S80, and it is determined whether or not the vehicle has traveled in the reverse direction on the SA / PA approach path 3. If it is determined in this step S80 that the vehicle is not running backward, the process proceeds to "NO", and the process proceeds to step S90 to determine whether or not the vehicle has exited SA / PA. If the SA / PA has not been exited, the process proceeds to “NO” in step S90, returns to step S80, and the subsequent processing is repeated. If it is determined in step S90 that the vehicle has left SA / PA, the process proceeds to “YES”, and the control of the reverse running warning process is terminated.

  On the other hand, if it is determined in step S80 that the vehicle is traveling backward on the service area approach road 3, the process proceeds to “YES”, and the process proceeds to step S100 to determine whether there is a possibility of erroneous detection of reverse traveling. to decide. If it is determined that there is a possibility of erroneous detection, the process proceeds to “NO”, proceeds to step S90, and the above-described processing is repeated.

  If it is determined in step S100 that there is no possibility of erroneous detection of reverse running, the process proceeds to “YES” and proceeds to step S110 to warn reverse running. In this case, a warning message indicating that the vehicle is running backward is displayed on the display device or is output by voice.

  In the present embodiment having the above-described configuration, when the vehicle enters the SA / PA from the main road 1 of the expressway and travels on the SA / PA approach path 3 of the SA / PA internal passage, the vehicle camera 5 takes a picture. By recognizing the image, the position where the two white lines drawn on both sides of the road have changed from the parallel state to the non-parallel state (current position of the vehicle) is recognized, and based on this, the SA / PA The boundary between the approach path 3 and the parking area passage 4 was determined (recognized). Then, from this boundary to the main line, this is recognized and stored as the SA / PA approach path 3, and then the stored SA / PA approach path 3 and the matching position (current position of the vehicle) approach each other. In addition, when the traveling direction (direction) of the vehicle is opposite to the direction of the SA / PA approach path 3 (the one-way forward direction), it is determined that the vehicle is traveling backward. As a result, even in the case of SA / PA as shown in FIG. 9, the SA / PA approach path 3 can be distinguished from the parking area passage 4, so that the vehicle on the SA / PA approach path 3 can run backward. It can be detected accurately.

  Moreover, in the said embodiment, when it determined with the vehicle having drive | worked on the memorize | stored SA / PA approach path in the reverse direction, since it comprised so that a driver | operator might reversely run, a driver | operator reversely runs. Can be clearly and reliably recognized.

  Furthermore, in the above embodiment, the stored SA / PA approach path or the position of the vehicle where the white line changes from the parallel state to the non-parallel state (information on the boundary between the SA / PA approach path and the parking area passage) is externally displayed. Since the information is transmitted to the information center, the SA / PA approach road or the position of the vehicle where the white line changes from the parallel state to the non-parallel state is stored in the information center for each SA / PA of each expressway. The accumulated information can be provided to other vehicles. The vehicle capable of receiving the accumulated information is in a state where a database of map data is prepared, so that the reverse running is performed even if the vehicle-mounted camera and the white line determination means are not provided. Warning processing can be realized.

  In the drawing, 3 is an SA / PA approach path, 4 is a parking area passage, 11 is a car navigation device, 12 is a position detector (position detecting means), 13 is a map data input device, 15 is an in-vehicle camera, and 16 is communication. Device, 18 display device, 19 remote control sensor, 20 control circuit, 23 GPS receiver, 24 map matching processing unit, 25 image recognition processing unit, 26 HMI unit, 27 external communication processing unit, 28 Is a surrounding environment recognition processing unit, 29 is a reverse running determination processing unit, 30 is an expressway traveling determination unit, 31 is an SA / PA approach determination unit (entry determination means), 32 is an SA / PA exit determination unit, and 33 is an approach road A storage unit (storage unit), 34 is a reverse running determination unit (reverse running determination unit), 35 is a false notification suppression unit, 36 is a white line recognition processing unit (white line determination unit), 37 is a white line recognition unit, and 38 is a white line parallelism. The determination unit 39 is a warning processing unit ( Run warning means), 40 denotes determination position transmission section (external transmission means).

Claims (3)

Position detecting means for detecting the current position of the vehicle;
Based on map data and the current position of the vehicle, an entry determination means for determining whether the vehicle has entered a service area or a parking area while traveling on an expressway;
An in-vehicle camera for photographing the front of the vehicle;
A white line is extracted from an image photographed by the in-vehicle camera, and a white line determining means for determining whether or not the white line is parallel;
Storage means for storing a path following the main line of the expressway from the position of the vehicle where the white line changes from a parallel state to a non-parallel state as an approach path to a service area or parking;
A reverse running detection device for a vehicle, comprising reverse running determination means for determining whether or not the vehicle has traveled in the reverse direction on the stored approach path.   A reverse running warning means for giving a reverse running warning to a driver when the reverse running judging means judges that the vehicle has run in the reverse direction on the stored approach path is provided. Item 1. A vehicle reverse running detection device according to Item 1.   2. The vehicle according to claim 1, further comprising an external transmission unit configured to transmit the stored approach path or the position of the vehicle at which the white line changes from a parallel state to a non-parallel state to an external information center. Reverse running detection device.

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