WO2023149100A1 - Driving assistance device - Google Patents

Abstract

A driving assistance device (10) is for assisting driving of a host vehicle (M1) traveling on a road having one or more lanes and comprises: a determination unit (20) that determines whether a traveling lane on which the host vehicle is traveling is an edge lane which is a lane located at the left edge or the right edge, on the basis of the detection results of sensors (70, 80) mounted on the host vehicle for detecting the position of the host vehicle or the surrounding situation of the host vehicle; and a driving control unit (50) that controls the host vehicle by using the result of determining by the determination unit.

Description

Driving support device Cross-reference to related applications

This application is based on Japanese Application No. 2022-17170 filed on February 7, 2022, and the contents thereof are incorporated herein.

The present disclosure relates to a driving support device.

Conventionally, technologies have been proposed that use the detection results of sensors installed in vehicles to assist driving. The driving support device described in Patent Document 1 recognizes and stores the driving lane in real time while driving, and even if the driving lane cannot be recognized, the stored driving lane is estimated as the current driving lane, and based on that, the vehicle is driven. control.

JP 2010-221859 A

In vehicle control, the content of control may differ depending on whether the lane in which the vehicle is currently traveling is the edgemost lane among multiple lanes. However, the driving assistance device described in Patent Literature 1 has a problem that it is not possible to specify whether or not the current lane is the endmost lane. Therefore, there is a demand for a technology that can identify whether the current lane is the farthest lane.

The present disclosure can be realized as the following forms.

According to one aspect of the present disclosure, a driving assistance device is provided. This driving assistance device is a driving assistance device that assists the driving of a vehicle traveling on a road having one or more lanes, and detects the position of the vehicle or the surrounding conditions of the vehicle. a determination unit for determining whether or not a lane in which the vehicle is traveling is an end lane, which is a leftmost or rightmost lane, using detection results of sensors mounted on the vehicle; and a driving control unit that controls the own vehicle by using the determination result of the determination by the determination unit.
According to this aspect of the driving support device, it is determined whether the lane in which the vehicle is traveling is the edge lane, which is the leftmost or rightmost lane, by using the detection result of the sensor mounted on the vehicle. By doing so, it is possible to identify whether or not the lane in which the host vehicle is traveling is the edge lane. Thus, the own vehicle can be controlled depending on whether or not the lane in which the own vehicle is traveling is an end lane.

The above and other objects, features and advantages of the present disclosure will become more apparent from the following detailed description with reference to the accompanying drawings. The drawing is
FIG. 1 is a block diagram showing a schematic configuration of a driving support device; FIG. 2 is a flowchart showing the procedure of driving support processing in this embodiment, FIG. 3 is a flowchart showing the procedure of the driving lane determination process in this embodiment, FIG. 4 is a flowchart showing the procedure of left first preliminary determination processing in this embodiment. FIG. 5 is a flowchart showing the procedure of the left second preliminary determination process in this embodiment. FIG. 6 is a flow chart showing the procedure for determination based on the third condition and the fourth condition in the left second preliminary determination process; FIG. 7 is a flowchart showing the procedure of arbitration processing in this embodiment, FIG. 8 is a flowchart showing the procedure of the right first preliminary determination process in this embodiment. FIG. 9 is a flow chart showing the procedure for determination based on the third condition and the fourth condition in the right first preliminary determination process; FIG. 10 is a flow chart showing the procedure for determination according to the fifth condition in the first right preliminary determination process; FIG. 11 is a flowchart showing the procedure of the right second preliminary determination process in this embodiment. FIG. 12 is a flowchart showing the procedure of vehicle control processing in this embodiment. FIG. 13 is an explanatory diagram showing an example of a situation in which the conditions for the preliminary determination process are satisfied; FIG. 14 is an explanatory diagram showing an example of a situation in which the conditions for the preliminary determination process are satisfied; FIG. 15 is an explanatory diagram showing an example of a situation in which the conditions for the preliminary determination process are satisfied; FIG. 16 is an explanatory diagram showing an example of a situation in which the conditions for the preliminary determination process are satisfied; FIG. 17 is an explanatory diagram showing an example of a situation in which the conditions for the preliminary determination process are satisfied; FIG. 18 is an explanatory diagram showing an example of a situation in which the conditions for the preliminary determination process are satisfied; FIG. 19 is an explanatory diagram showing an example of a situation in which the conditions for the preliminary determination process are satisfied; FIG. 20 is an explanatory diagram showing an example of a situation in which the conditions for the preliminary determination process are satisfied; FIG. 21 is an explanatory diagram showing an example of a situation in which the conditions for the preliminary determination process are satisfied; FIG. 22 is an explanatory diagram showing an example of a situation in which the conditions for the preliminary determination process are satisfied; FIG. 23 is an explanatory diagram showing an example of a situation in which the conditions for the preliminary determination process are satisfied; FIG. 24 is an explanatory diagram showing an example of a situation in which the conditions for the preliminary determination process are satisfied; FIG. 25 is an explanatory diagram showing an example of a situation in which the conditions for preliminary determination processing are satisfied.

A. First embodiment:
A-1. Device configuration:
A driving assistance device 10 according to an embodiment of the present disclosure shown in FIG. 1 is mounted on a vehicle M1 and controls the vehicle M1. In this embodiment, the vehicle M1 is also referred to as "own vehicle M1". In this embodiment, host vehicle M1 is a vehicle equipped with an engine. In addition, host vehicle M1 is a vehicle capable of executing automatic operation, and is configured to be switchable between automatic operation and manual operation. "Automatic driving" means driving in which engine control, brake control, and steering control are automatically executed instead of the passenger. "Manual operation" refers to operation for engine control (depression of the accelerator pedal), operation for brake control (depression of the brake pedal), and operation for steering control (rotation of the steering wheel). Means the driving performed by the occupants. Hereinafter, a case will be described where self-vehicle M1 is automatically driven in accordance with traffic regulations that stipulate that the vehicle travels on the left side.

The driving support device 10 of this embodiment is configured by an ECU (Electronic Control Unit) equipped with a microcomputer and memory. The driving support device 10 is connected to the monitoring sensor 70, the information acquisition device 80, and the operation control device 100 via an in-vehicle network such as CAN (Controller Area Network).

The monitoring sensor 70 is configured by a sensor that detects objects around the own vehicle M1. The "surroundings of own vehicle M1" include the front, sides, and rear of own vehicle M1. The monitoring sensor 70 has an image sensor 71 , a radio wave radar 72 , a laser radar 73 and an ultrasonic sensor 74 . The image sensor 71 is composed of an imaging camera and acquires at least front and side images of the host vehicle M1. Radio wave radar 72 detects the presence or absence of an object in the surroundings of own vehicle M1, the position of the object, the distance between the object and own vehicle M1, the size of the object, the shape of the object, and the shape of the object. relative to own vehicle M1. The laser radar 73 uses infrared laser light to detect the presence or absence of objects around the host vehicle M1, similarly to the radio wave radar 72 . The ultrasonic sensor 74 uses ultrasonic waves to detect the distance between the vehicle M1 and objects around the vehicle M1, like the radio wave radar 72 does.

The information acquisition device 80 acquires various types of support information for automatic driving. The information acquisition device 80 has a GNSS receiver 81 , a navigation device 82 and a wireless communication device 83 . The GNSS receiver 81 detects the current position (longitude/latitude) of the own vehicle M1 based on navigation signals received from artificial satellites that constitute the GNSS (Global Navigation Satellite System). The navigation device 82 determines a planned route for automatic driving based on destination information preset by the crew member and the current position of the host vehicle M1 detected by the GNSS receiver 81 . A sensor such as a gyro sensor may be used in addition to the GNSS receiver 81 for determination and correction of the planned route. The navigation device 82 has a preset dynamic map. A dynamic map has dynamic information such as congestion information in addition to static map information such as road width and lanes. The radio communication device 83 performs radio communication with an Intelligent Transport System, communication with other vehicles, and communication with roadside radios installed in road facilities. Thereby, the information about the situation of own vehicle M1 and the surrounding situation can be exchanged. The monitoring sensor 70 and the information acquisition device 80 correspond to the "sensor" in the present disclosure.

The motion control device 100 is a functional unit that controls the motion of the host vehicle M1. In this embodiment, the operation control device 100 includes an engine ECU 110, a brake ECU 120, a steering ECU 130, and a direction indicator ECU 140.

The engine ECU 110 controls the operation of the engine 210. Specifically, by controlling various actuators (not shown), the opening/closing operation of the throttle valve, the ignition operation of the igniter, the opening/closing operation of the intake valve, and the like are controlled. Brake ECU 120 controls brake mechanism 220 . The brake mechanism 220 is composed of a group of devices (actuators) related to brake control, such as sensors, motors, valves, and pumps. Brake ECU 120 determines the timing and amount of braking (braking amount) to apply the brakes, and controls each device constituting brake mechanism 220 so that the determined amount of braking is obtained at the determined timing. The steering ECU 130 controls the steering mechanism 230 . The steering mechanism 230 is composed of a group of devices (actuators) related to steering such as a power steering motor. The steering ECU 130 determines a steering amount (steering angle) based on measured values obtained from a yaw rate sensor and a steering angle sensor (not shown), and controls each device constituting the steering mechanism 230 so as to achieve the determined steering amount.

The direction indicator ECU 140 controls the operation of the direction indicator 240, that is, the lighting and extinguishing of the direction indicator 240. The direction indicator ECU 140 notifies the indicator state detection unit 40 of the driving support device 10 of the operation status of the direction indicator 240, that is, the ON state or the OFF state. The direction indicator 240 is switched between a lit state and an extinguished state by the operation of the passenger. Generally, the direction indicator 240 is turned on when the vehicle M1 changes lanes or turns left or right. The direction indicators 240 include a total of four direction indicators 240 arranged on the front, rear, left, and right of the host vehicle M1.

The driving support device 10 includes a determination unit 20 , a reset processing unit 30 , an indicator state detection unit 40 and an operation control unit 50 . Each functional unit from the determination unit 20 to the operation control unit 50 is realized by executing a control program stored in advance in a storage unit (not shown) of the driving assistance device 10 by a microcomputer (not shown) of the driving assistance device 10. be done.

Based on the detection results from the monitoring sensor 70 and the information acquired by the information acquisition device 80, the determination unit 20 performs lane determination processing, which will be described later. Further, the reset processing unit 30 resets the result of the traffic lane determination processing by the determination unit 20 when a reset condition, which will be described later, is satisfied.

The indicator state detection unit 40 receives a notification from the direction indicator ECU 140 and detects the operating state of the direction indicator 240 . The driving control unit 50 controls the own vehicle M<b>1 according to the result of determination by the determination unit 20 and the operating state of the direction indicator 240 .

A-2. Driving support processing:
The driving assistance process shown in FIG. 2 is repeatedly executed in the driving assistance device 10 while the host vehicle M1 is running. In the following, a case will be described where the vehicle complies with traffic regulations that stipulate that the vehicle travels on the left side.

At step S1000, the determination unit 20 performs a driving lane determination process. The driving lane determination process means a process of determining whether or not the lane in which the host vehicle M1 is traveling (hereinafter also referred to as the "driving lane") is the edge lane, which is the leftmost or rightmost lane. The driving lane determination processing will be described with reference to FIG.

At step S1100, the determination unit 20 collects surrounding information of the own vehicle M1. The peripheral information includes information about the driving lane, information about the travel schedule of the vehicle M1, information about the road structure, information about objects around the vehicle M1, and the like. The information about the driving lane includes, for example, the types of lane markers around the driving lane, the number of lanes in the same traveling direction, designated traffic classifications such as right-turn-only lanes, left-turn-only lanes, and straight-ahead lanes. The information about the intersection corresponds to, for example, intersection classification such as a right-turn prohibited intersection and a left-turn prohibited intersection. The information about the objects around the own vehicle M1 includes, for example, the relative speed between the objects around the own vehicle M1 and the own vehicle M1, the distance between the object and the own vehicle M1, and the like.

Judgment unit 20 uses the collected peripheral information of own vehicle M1 to perform left first preliminary judgment processing (step S1200) for judging whether or not it is clear that the driving lane is the leftmost lane. Left second preliminary determination processing (step S1300) for determining whether or not it is clear that the lane is not in the right lane; A right side second preliminary determination process (step S1500) is performed to determine whether or not it is clear that the lane is not the . The left side first preliminary determination process and the right side first preliminary determination process correspond to the "first preliminary determination process" in the present disclosure. Also, the left side second preliminary determination process and the right side second preliminary determination process correspond to the "second preliminary determination process" in the present disclosure.

In the preliminary determination process, the determination unit 20 determines that each condition described later in the preliminary determination process is satisfied while the vehicle M1 is traveling a preset distance or time while the running condition of the vehicle M1 is stable. Confirm the decision if the situation continues. In the present embodiment, the determination unit 20 determines the stability of the running condition of the vehicle M1 based on the radius of curvature of the running track. When the conditions in the preliminary determination process are satisfied continuously while the vehicle travels a preset distance, the determination is confirmed. In this embodiment, the preset distance is 20 m, but the preset distance is not limited to 20 m and may be any distance. Hereinafter, in the description of each condition in the preliminary determination process, the left m-th (m is a natural number) lane marker closest to the host vehicle M1 is called a lane marker LMLm, and the right n-th (n is a natural number) lane marker is called a lane marker LMLm. It is called a lane marker LMRn.

As shown in FIG. 4, in the present embodiment, in the first left preliminary determination process, the determination unit 20 makes determinations based on two conditions. First, the first condition in the left first preliminary determination process will be described. If the traveling position of the host vehicle M1 is not near the intersection (step S1210: NO) and the lane marker LML1 is a white solid line (step S1212: YES), the determining unit 20 determines that the traveling lane is the leftmost lane. It is determined that it is clear (step S1214). If the traveling position of the host vehicle M1 is near the intersection (step S1210: YES), or if the lane marker LML1 is not a white solid line (step S1212: NO), the determination unit 20 determines that the traveling lane is the leftmost lane. The determination based on this condition ends without judging that is clear. In the example shown in FIG. 13, the traveling position of the own vehicle M1 is not near the intersection, and the lane marker LM1a is a white solid line. .

The second condition in the first left preliminary determination process shown in FIG. 4 will be described. When the lane marker LML1 is recognized (step S1220: YES) and the distance DL1 is equal to or less than the preset threshold (step S1222: YES), the determination unit 20 determines that the lane is the leftmost lane. is clear (step S1226). The distance DL1 is obtained by subtracting a distance DL3 in the width direction between the lane marker LML1 and the vehicle M1 from a distance DL2 in the road width direction (hereinafter also simply referred to as "width direction") between the left side road edge RSL and the vehicle M1. means distance. In other words, the distance DL1 means the widthwise distance between the left road edge RSL and the lane marker LML1. The left side road edge RSL means the edge on the left side in the direction of travel of the vehicle M1 among both edges in the width direction of the road on which the vehicle M1 travels. Applicable. The reason why the determination is made using the distance DL1 is that while the distance DL2 fluctuates depending on the position of the own vehicle M1 in the driving lane, the distance DL1 is determined by the road structure and fluctuates less, which reduces the stability of the determination. can be suppressed.

On the other hand, if the lane marker LML1 is not recognized (step S1220: NO), if the distance DL2 is equal to or less than the preset threshold value (step S1224: YES), the determination unit 20 determines that the driving lane is the leftmost lane. It is determined that it is clear (step S1226). When the lane marker LML1 is not recognized, for example, the lane marker LML1 is thinned due to deterioration over time, or the lane marker LML1 is blocked by a vehicle parked on the shoulder of the road. In order to perform the determination with high accuracy even in such a case, the determination unit 20 performs the determination using the distance DL2. If the distance DL1 is greater than the threshold (step S1222: NO), or if the distance DL2 is greater than the threshold (step S1224: NO), the determination unit 20 determines that it is clear that the driving lane is the leftmost lane. The determination based on this condition ends without determination. In the example shown in FIG. 14, both the distance DL1b and the distance DL2b are equal to or less than the threshold, so regardless of whether or not the lane marker LML1b is recognizable, the determination unit 20 determines that it is clear that the lane is the leftmost lane. do. The left side first preliminary determination process ends after the determination based on the first condition and the second condition is completed.

As shown in FIGS. 5 and 6, in the present embodiment, in the left second preliminary determination process, the determination unit 20 makes determinations according to four conditions. First, the first condition in the left second preliminary determination process shown in FIG. 5 will be described. If the lane marker LML1 is a dashed line or a yellow line (step S1310: YES), the determination unit 20 determines that the driving lane is clearly not the leftmost lane (step S1312). If the lane marker LML1 is not a dashed line or a yellow line (step S1310: NO), the determination unit 20 does not determine that it is clear that the lane is not the leftmost lane, and terminates the determination based on this condition. In the example shown in FIG. 15, the lane marker LM1c is a dashed line, so the determining unit 20 determines that it is clear that the driving lane is not the leftmost lane. Also, in the example shown in FIG. 16, the lane marker LM1d is a hatched yellow line, so the determining unit 20 determines that it is clear that the driving lane is not the leftmost lane.

The second condition in the left second preliminary determination process shown in FIG. 5 will be described. If the lane marker LML1 is recognized (step S1320: YES) and the distance DL1 is greater than the preset threshold (step S1322: YES), the determination unit 20 determines that the driving lane is not the leftmost lane. (step S1326). On the other hand, if the lane marker LML1 is not recognized (step S1320: NO), and if the distance DL2 is greater than the preset threshold (step S1324: YES), the determination unit 20 determines that the driving lane is not the leftmost lane. It is determined that it is clear (step S1326). If the distance DL1 is equal to or less than the threshold (step S1322: NO), or if the distance DL2 is equal to or less than the threshold (step S1324: NO), the determination unit 20 determines that it is clear that the driving lane is not the leftmost lane. Without doing so, the determination based on this condition ends. In the example shown in FIG. 17, both the distance DL1e and the distance DL2e are greater than the threshold, so regardless of whether or not the lane marker LML1e is recognizable, the determination unit 20 determines that the driving lane is clearly not the leftmost lane. .

The third condition in the left second preliminary determination process shown in FIG. 6 will be described. If the lane marker LML2 is recognized (step S1330: YES), the determination unit 20 determines that the lane is clearly not the leftmost lane (step S1332). If the lane marker LML2 is not recognized (step S1330: NO), the determination unit 20 terminates determination based on this condition without determining that it is clear that the driving lane is not the leftmost lane. In the example shown in FIG. 18, the lane marker LML2f is recognized, so the determining unit 20 determines that it is clear that the driving lane is not the leftmost lane.

The fourth condition in the left second preliminary determination process shown in FIG. 6 will be described. If there is another vehicle N1 moving in the same direction as the vehicle M1 on the left side of the vehicle M1 (step S1340: YES), the determination unit 20 determines that the driving lane is clearly not the leftmost lane ( step S1342). If there is no vehicle N1 moving in the same direction as the vehicle M1 on the left side of the vehicle M1 (step S1340: NO), the determination unit 20 does not determine that the driving lane is clearly not the leftmost lane. , terminates the determination based on this condition. In the example shown in FIG. 19, there is another vehicle N1g moving in the same direction as the own vehicle M1 on the left side of the own vehicle M1, so the determination unit 20 determines that the driving lane is clearly not the leftmost lane. . The left side second preliminary determination process ends after the determination based on the first to fourth conditions is completed.

As shown in FIG. 3, after the left side first preliminary determination process and the left side second preliminary determination process are completed, determination unit 20 performs arbitration processing (step S1600) to determine whether or not the driving lane is the leftmost lane. judge. Arbitration processing will be described with reference to FIG.

In the left side first preliminary determination process, it is determined that the driving lane is clearly the leftmost lane under at least one of the first condition and the second condition (step S1610: YES). Then, in the left second preliminary determination process, if it is determined that the driving lane is not the leftmost lane under any of the first to fourth conditions (step S1620: NO), the determination unit 20 determines that the driving lane is the leftmost lane (step S1630).

In the left side first preliminary determination process, it is determined that the driving lane is clearly the leftmost lane under at least one of the first condition and the second condition (step S1610: YES). Then, in the left second preliminary determination process, if it is determined that the driving lane is not the leftmost lane under at least one of the first to fourth conditions (step S1620: YES), The determination unit 20 determines that it is unclear whether or not the driving lane is the leftmost lane (step S1632). This is because the two determination results obtained contradict each other.

In the left side first preliminary determination process, when it is determined that the driving lane is clearly the leftmost lane under either the first condition or the second condition (step S1610: NO), In the left side second preliminary determination process, if it is determined that the driving lane is not the leftmost lane under at least one of the first to fourth conditions (step S1622: YES), the determining unit 20 determines that the driving lane is not the leftmost lane (step S1634).

In the left side first preliminary determination process, when it is determined that the driving lane is clearly the leftmost lane under either the first condition or the second condition (step S1610: NO), In the left side second preliminary determination process, if it is determined that the driving lane is not the leftmost lane under any of the first to fourth conditions (step S1622: NO), the determination unit 20 , it is determined that it is unknown whether or not the driving lane is the leftmost lane (step S1632).

As shown in FIGS. 8 to 10, in the present embodiment, in the right first preliminary determination process, the determination unit 20 makes determinations based on five conditions. First, the first condition in the right first preliminary determination process shown in FIG. 8 will be described. If the lane marker LML1 is a broken white line and the lane marker LMR1 is a solid white line (step S1410: YES), the determination unit 20 determines that the lane is clearly the rightmost lane (step S1412). If the lane marker LML1 is not a broken white line and the lane marker LMR1 is not a solid white line (step S1410: NO), the determining unit 20 does not determine that the lane is the rightmost lane, but rather end the judgment. In the example shown in FIG. 15, as described above, the determining unit 20 determines that it is clear that the driving lane is not the leftmost lane. Further, since the lane marker LML1c is a white dashed line and the lane marker LMR1c is a white solid line, the determining unit 20 determines that the lane of travel is clearly the rightmost lane.

The second condition in the right first preliminary determination process shown in FIG. 8 will be described. If the lane marker LML1 is a yellow line and the lane marker LMR1 is a white line (step S1420: YES), the determination unit 20 determines that the lane of travel is clearly the rightmost lane (step S1422). If the lane marker LML1 is a yellow line and the lane marker LMR1 is not a white line (step S1420: NO), the determination unit 20 ends the determination based on this condition without determining that it is clear that the driving lane is the rightmost lane. do. In the example shown in FIG. 16, as described above, the determination unit 20 determines that it is clear that the driving lane is not the leftmost lane. Also, since the lane marker LML1d is a yellow line and the lane marker LMR1d is a white line, the determination unit 20 determines that the lane of travel is clearly the rightmost lane.

The third condition in the right first preliminary determination process shown in FIG. 9 will be described. If the traveling position of host vehicle M1 is not near the intersection (step S1430: NO), and if lane marker LML1 is a white line and lane marker LMR1 is a yellow line (step S1432: YES), determination unit 20 determines that the traveling lane is at the right end. (step S1434). If the traveling position of host vehicle M1 is near an intersection (step S1430: YES), or if lane marker LML1 is a white line and lane marker LMR1 is not a yellow line (step S1432: NO), determination unit 20 determines that the traveling lane is the rightmost lane. Without judging that the lane is clear, the judgment based on this condition ends. In the example shown in FIG. 20, the vehicle M1 is not in the vicinity of the intersection, and the lane marker LML1h is a white line and the lane marker LMR1h is a yellow line. Determine that there is.

The fourth condition in the right first preliminary determination process shown in FIG. 9 will be described. If the distance DO is less than or equal to the preset threshold (step S1440: YES), the determination unit 20 determines that the lane is clearly the rightmost lane (step S1442). The distance DO means the distance between the host vehicle M1 and another vehicle N2 traveling in the opposite direction. If the distance DO is greater than the threshold (step S1440: NO), the determination unit 20 terminates determination based on this condition without determining that it is clear that the lane is the rightmost lane. If the other vehicle N2 moving in the direction opposite to the own vehicle M1, that is, the oncoming vehicle is not recognized when step S1440 is executed, the distance DO cannot be specified, and the determination unit 20 determines whether the determination condition in step S1440 is met. I can't judge. Therefore, in this case as well, the determination unit 20 ends the determination based on this condition without determining that it is clear that the lane in which the vehicle is traveling is the rightmost lane. In the example shown in FIG. 21, the distance DOi between the own vehicle M1 and the other vehicle N2i moving in the opposite direction to the own vehicle M1 is equal to or less than the threshold value, so the determination unit 20 determines that the driving lane is the rightmost lane. is clear.

The fifth condition in the right first preliminary determination process shown in FIG. 10 will be described. If the lane marker LMR1 is recognized (step S1450: YES) and the distance DR1 is equal to or less than the preset threshold (step S1452: YES), the determination unit 20 determines that the lane is the rightmost lane. is clear (step S1456). The distance DR1 means a distance obtained by subtracting a widthwise distance DR3 between the lane marker LMR1 and the own vehicle M1 from a widthwise distance DR2 between the right side road edge RSR and the own vehicle M1. In other words, the distance DR1 means the widthwise distance between the right road edge RSR and the lane marker LMR1. The right road edge RSR means the edge on the running lane side among both ends of the lane divider in the width direction, and corresponds to, for example, a guardrail or a curb installed in the lane divider. The reason for making the determination using the distance DR1 is the same as the reason for making the determination using the distance DL1 described above.

On the other hand, if the lane marker LMR1 is not recognized (step S1450: NO), and if the distance DR2 is equal to or less than the preset threshold (step S1454: YES), the determination unit 20 determines that the driving lane is the rightmost lane. is clear (step S1456). The reason for making the determination using the distance DR2 is the same as the reason for making the determination using the distance DL2 described above. If the distance DR1 is greater than the threshold (step S1452: NO), or if the distance DR2 is greater than the threshold (step S1454: NO), the determination unit 20 determines that it is clear that the driving lane is the rightmost lane. The determination based on this condition ends without determination. In the example shown in FIG. 22, both the distance DR1j and the distance DR2j are equal to or less than the threshold value, so regardless of whether the lane marker LMR1j is recognizable or not, the determination unit 20 determines that the driving lane is clearly the rightmost lane. do. The right first preliminary determination process ends after the determination based on the first to fifth conditions is completed.

As shown in FIG. 11, in the present embodiment, in the second preliminary determination process for the right side, the determination unit 20 makes determinations based on three conditions. First, the first condition in the right second preliminary determination process will be described. If the lane marker LML1 is a white dashed line and the lane marker LMR1 is a white dashed line (step S1510: YES), the determination unit 20 determines that it is clear that the driving lane is not the rightmost lane (step S1512). If the lane marker LML1 is not a white dashed line and the lane marker LMR1 is not a white dashed line (step S1510: NO), the determination unit 20 does not determine that it is clear that the driving lane is not the rightmost lane, but determines according to this condition. exit. In the example shown in FIG. 23, the lane marker LML1k is a white dashed line and the lane marker LMR1k is a white dashed line, so the determining unit 20 determines that the driving lane is clearly not the rightmost lane.

The second condition in the right second preliminary determination process shown in FIG. 11 will be described. If the lane marker LML1 is a yellow line and the lane marker LMR1 is a yellow line (step S1520: YES), the determination unit 20 determines that it is clear that the driving lane is not the rightmost lane (step S1522). If the lane marker LML1 is a yellow line and the lane marker LMR1 is not a yellow line (step S1520: NO), the determination unit 20 does not determine that it is clear that the driving lane is not the rightmost lane, and terminates determination based on this condition. do. In the example shown in FIG. 24, the lane marker LML1l is a yellow line and the lane marker LMR1l is a yellow line, so the determining unit 20 determines that it is clear that the driving lane is not the rightmost lane.

The third condition in the right second preliminary determination process shown in FIG. 11 will be described. If there is another vehicle N1 moving in the same direction as the vehicle M1 on the right side of the vehicle M1 (step S1530: YES), the determination unit 20 determines that the driving lane is clearly not the rightmost lane ( step S1532). If there is no vehicle N1 moving in the same direction as the vehicle M1 on the right side of the vehicle M1 (step S1530: NO), the determination unit 20 determines that the driving lane is not the rightmost lane. , terminates the determination based on this condition. In the example shown in FIG. 25, there is another vehicle N1m moving in the same direction as the own vehicle M1 on the right side of the own vehicle M1, so the determination unit 20 determines that the driving lane is clearly not the rightmost lane. do. The right second preliminary determination process ends after the determination based on the first to third conditions is completed.

As shown in FIG. 3, after the right side first preliminary determination process and the right side second preliminary determination process are finished, the determination unit 20 performs an arbitration process (step S1605) to determine whether the driving lane is the rightmost lane. judge. The arbitration process in step S1605 is the same as the arbitration process in step S1600 described above. After step S1600 and step S1605 are finished, the driving lane determination process is finished.

As shown in FIG. 2, after the driving lane determination process ends, the driving support device 10 determines whether or not the circumstances around the host vehicle M1 satisfy the reset condition (step S2000). If the circumstances surrounding host vehicle M1 satisfy the reset condition (step S2000: YES), reset processing unit 30 resets the determination obtained by the driving lane determination process, and driving assistance device 10 performs the driving lane determination process again. I do. A reset condition in this embodiment will be described.

While the host vehicle M1 travels a preset distance or time, the reset processing unit 30 determines whether each condition of the preliminary determination process continues to be unsatisfied, or when the travel condition of the host vehicle M1 changes. , and when a new determination result contradicting the already obtained determination result is obtained, the determination is reset on the assumption that the circumstances around the host vehicle M1 satisfy the reset condition.

A case where each condition of the preliminary determination process continues to be unsatisfied while the host vehicle M1 travels a preset distance or time will be described. In this embodiment, the reset processing unit 30 resets the determination when the condition of the preliminary determination process continues while the host vehicle M1 travels a preset distance. In this embodiment, the preset distance is 30 m, but the preset distance is not limited to 30 m and may be any distance. For example, when the result of the preliminary determination processing is that the lane marker LML1 is a solid white line and the lane in which the vehicle is traveling is clearly the leftmost lane, the lane marker LML1 is set while the host vehicle M1 travels 30 m. If the unrecognizable situation continues, the reset processing unit 30 resets the determination.

A case where there is a change in the running condition of own vehicle M1 will be described. In this embodiment, the reset processing unit 30 resets the determination when the vehicle changes lanes, turns left or right, or enters an intersection.

I will explain the case where a new judgment result that contradicts the already obtained judgment result is obtained. For example, if it has already been determined that the lane in question is the leftmost lane, and a road marking indicating that the lane is a right-turn only lane is recognized, the result of the already obtained determination is inconsistent. The reset processing unit 30 resets the determination when the result of the determination is obtained.

If the peripheral information does not satisfy the reset condition (step S2000: NO), the driving assistance device 10 detects whether or not the direction indicator 240 is lit by the indicator state detection unit 40 (step S3000). If the direction indicator 240 is not lit (step S3000: NO), the driving support device 10 performs the processing from step S1000 to step S3000 until the indicator state detection unit 40 detects that the direction indicator 240 is lit.

When the indicator state detection unit 40 detects that the direction indicator 240 is turned on (step S3000: YES), the driving support device 10 performs vehicle control processing (step S4000). Vehicle control processing will be described along FIG.

In step S4100, the operation control unit 50 determines whether or not a determination result indicating that it is unclear whether or not the driving lane is an edge lane has been obtained in the driving lane determination processing. In the driving lane determination process, if the determination result is that it is unclear whether the driving lane is the edge lane (step S4200: YES), the driving control unit 50 performs vehicle control without performing driving assistance. End the process.

In the driving lane determination process, if the determination result that it is unknown whether the driving lane is the edge lane is not obtained (step S4100: NO), in other words, the determination result that the driving lane is the edge lane, Alternatively, when it is determined that the driving lane is not the edge lane, the operation control unit 50 determines whether or not the driving lane is the edge lane in the indicated direction of the direction indicator 240 (step S4200).

If the driving lane is not the end lane in the direction indicated by the direction indicator 240 (step S4200: NO), the driving control unit 50 assists the lane change to the lane in the direction indicated by the direction indicator 240 (step S4300). , the vehicle control process ends. After the vehicle control process ends, the driving support device 10 ends the driving support process. If the driving lane is the edge lane in the indicated direction of direction indicator 240 (step S4200: YES), driving control unit 50 terminates the vehicle control process without performing driving assistance.

According to the driving support device 10 described above, it is determined whether or not the lane in which the vehicle M1 is traveling is an edge lane by using the detection result of the sensor mounted on the vehicle M1. is an edge lane or not. Further, the own vehicle M1 can be controlled according to the determination result.

Further, as the detection result of the sensor, the types of lane markers around the own vehicle M1, the distance between the left side road edge RSL and the own vehicle M1 or the distance between the right side road edge RSR and the own vehicle M1, and the surroundings of the own vehicle M1 are obtained. Since determination is made using at least one of the driving conditions of the other vehicles N1 and N2, it is possible to more accurately identify whether or not the lane in which the vehicle M1 is traveling is an edge lane.

Also, since the determination is made by arbitrating the determination result of the first preliminary determination process and the determination result of the second preliminary determination process, it is possible to suppress deterioration in the stability of the determination.

In addition, since the determination result is confirmed when the determination result does not change while the vehicle travels the preset distance or the preset time, it is possible to suppress deterioration in the stability of the determination.

In addition, when the judgment result is not obtained while traveling for a preset distance or for a preset time, or when there is a change in the traveling condition of the own vehicle M1, the judgment result is inconsistent with the already obtained judgment result. In at least one of the cases in which a new determination result is obtained, the confirmed determination result is reset, so it is possible to suppress deterioration in determination stability.

B. Second Embodiment The driving support device 10 of the second embodiment uses the current position of the own vehicle M1 acquired by the GNSS receiver 81 and the map information set in the navigation device 82 together with the result of the preliminary determination process described above. Then, it is different from the driving support system 10 of the first embodiment in that it is determined whether or not the driving lane is the edge lane. An example of determination in this embodiment will be described.

For example, the determination unit 20 identifies the travel position of the vehicle M1 on the road on which the vehicle M1 is traveling, based on the map information and the current position of the vehicle M1. Thereby, the position of the driving lane is specified, and it is determined whether or not the driving lane is the edge lane.

As another example, when the map information and the current position of the vehicle M1 specify that the road on which the vehicle M1 is traveling is a one-lane road, the determination unit 20 determines that the driving lane is the leftmost lane. It is determined that the lane is the rightmost lane as well as the lane.

As another example, when the map information and the current position of the vehicle M1 specify that the road on which the vehicle M1 is traveling is a road with two lanes in each direction, the preliminary determination processing determines that the lane on which the vehicle is traveling is the left end. When it is determined that the lane is clearly the lane of , the determination unit 20 determines that the driving lane is not the rightmost lane.

As another example, when the map information and the current position of the vehicle M1 specify that the road on which the vehicle M1 is traveling is a road with two lanes in each direction, the preliminary determination processing determines that the lane on which the vehicle is traveling is the left end. When it is determined that it is clearly not the lane of the road, the determining unit 20 determines that the lane of travel is the rightmost lane.

As another example, when the map information and the current position of the vehicle M1 specify that the road on which the vehicle M1 is traveling is a road with two lanes in each direction, the preliminary determination processing determines that the driving lane is the right end. When it is determined that the lane is clearly the lane of , the determining unit 20 determines that the driving lane is not the leftmost lane.

As another example, when the map information and the current position of the vehicle M1 specify that the road on which the vehicle M1 is traveling is a road with two lanes in each direction, the preliminary determination processing determines that the driving lane is the right end. When it is determined that it is clearly not the lane of the road, the determining unit 20 determines that the lane of travel is the leftmost lane.

As another example, when the map information and the current position of the vehicle M1 specify that the road on which the vehicle M1 is traveling is a road with three lanes in each direction, and the lane marker LML3 is recognized, the determination is made. The unit 20 determines that the driving lane is the rightmost lane. Similarly, when the map information and the current position of the vehicle M1 specify that the road on which the vehicle M1 is traveling is a four-lane road, and the lane marker LML4 is recognized, the determination unit 20 determines that the driving lane is the rightmost lane.

As another example, when the road on which the vehicle M1 is traveling is specified by the map information and the current position of the vehicle M1 to be a road with three lanes in each direction, the second vehicle on the left side of the vehicle M1. When another vehicle N1 moving in the same direction as the own vehicle M1 is recognized in a nearby lane, the determination unit 20 determines that the driving lane is the rightmost lane. Similarly, when the road on which the vehicle M1 is traveling is specified by the map information and the current position of the vehicle M1 to be a road with four lanes in each direction, the third closest lane on the left side of the vehicle M1 When another vehicle N1 moving in the same direction as the own vehicle M1 is recognized, the determination unit 20 determines that the lane is the rightmost lane.

As another example, when the road on which the vehicle M1 is traveling is specified by the map information and the current position of the vehicle M1 to be a road with three lanes in each direction, the second vehicle on the right side of the vehicle M1. When another vehicle N1 moving in the same direction as the own vehicle M1 is recognized in a nearby lane, the determination unit 20 determines that the driving lane is the leftmost lane. Similarly, when the road on which the vehicle M1 is traveling is specified to be a road with four lanes in each direction based on the map information and the current position of the vehicle M1, the third closest lane on the right side of the vehicle M1 When another vehicle N1 moving in the same direction as the own vehicle M1 is recognized, the determination unit 20 determines that the lane is the leftmost lane.

According to the driving support device 10 of the second embodiment described above, the determination is made using the preset map information and the traveling position of the own vehicle M1 as the detection result of the sensor. It is possible to more accurately identify the presence of

C. Other embodiments:
(C1) The configuration of the driving assistance device 10 of the above-described embodiment is merely an example, and various modifications are possible. For example, the direction indicator 240 may be omitted and the passenger may verbally direct left or right turns or lane changes into a microphone that picks up the passenger's voice. Even with such a configuration, the same effects as those of the above embodiment can be obtained.

(C2) In the above embodiment, the driving support device 10 is mounted on the own vehicle M1 that is powered by an engine and is capable of executing automatic driving. may be mounted on the

(C3) In the above embodiment, the arbitration process is determined only by whether or not each condition of each preliminary determination process is satisfied, but the present disclosure is not limited to this. In the arbitration process, a score may be set in advance for each condition of each preliminary determination process, and determination may be made using the set score. For example, if the score of the fourth condition for the right first preliminary determination process is preset as 2 points and the score for the first condition of the right second preliminary determination process is preset as 1 point, and both conditions are satisfied, It is assumed that the determination result based on the fourth condition of the right first preliminary determination process with a high set score is prioritized, and the arbitration result indicates that the driving lane is the rightmost lane. Also, priority may be set for each condition instead of the score.

(C4) In the above embodiment, the driving lane determination process is performed to determine whether or not lane change assistance is required, but the present disclosure is not limited to this. The driving lane determination process may be performed, for example, for driving speed control on roads where speed limits are set for each lane.

(C5) In the above embodiment, the driving lane determination process is performed by mediating the results of the first preliminary determination process and the second preliminary determination process for each of the left and right lanes, but the present disclosure is not limited to this. The driving lane determination process may be performed for each of the left and right vehicles depending on whether or not the conditions in the first preliminary determination process are satisfied. According to this aspect, the driving lane determination process can be facilitated.

(C6) In the above embodiment, the driving assistance device 10 confirms the determination when the conditions in the preliminary determination process continue to be satisfied while the host vehicle M1 travels the preset distance or time. , the disclosure is not limited thereto. The driving support device 10 may confirm the determination when each condition in the preliminary determination process is momentarily satisfied.

(C7) In the above embodiment, the driving support device 10 resets the determination when the reset condition described above is satisfied, but the present disclosure is not limited to this. The driving support device 10 may acquire the result of each new determination as the final determination result even when the reset condition described above is not satisfied.

The present disclosure is not limited to the above-described embodiments, and can be implemented in various configurations without departing from the scope of the present disclosure. For example, the technical features in each embodiment corresponding to the technical features in the form described in the outline of the invention are used to solve some or all of the above problems, or Substitutions and combinations may be made as appropriate to achieve part or all. Also, if the technical features are not described as essential in this specification, they can be deleted as appropriate.

The controller and techniques described in this disclosure may be implemented by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by the computer program. may be Alternatively, the controls and techniques described in this disclosure may be implemented by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits. Alternatively, the control units and techniques described in this disclosure can be implemented by a combination of a processor and memory programmed to perform one or more functions and a processor configured by one or more hardware logic circuits. It may also be implemented by one or more dedicated computers configured. The computer program may also be stored as computer-executable instructions on a computer-readable non-transitional tangible recording medium.

Claims (6)

1. A driving assistance device (10) for assisting driving of an own vehicle (M1) traveling on a road having one or more lanes,
   A driving lane, which is a lane in which the own vehicle is traveling, using detection results of sensors (70, 80) mounted on the own vehicle that detect the position of the own vehicle or the surrounding conditions of the own vehicle. is an edge lane, which is the leftmost or rightmost lane;
   a driving control unit (50) for controlling the own vehicle using the determination result of the determination by the determination unit;
   A driving support device.
2. The driving support device according to claim 1,
   The determination unit, as the detection result,
   types of lane markers around the own vehicle;
   a distance in the width direction of the road from the end of the road on the side closer to the driving lane to the own vehicle or a distance in the width direction from the end of the dividing strip on the side of the driving lane to the own vehicle;
   the traveling conditions of other vehicles traveling around the subject vehicle;
   preset map information and the position of the own vehicle;
   Making the determination using at least one of
   Driving assistance device.
3. The driving support device according to claim 1 or claim 2,
   The determination includes a first preliminary determination process of whether or not it is clear that the driving lane is the edge lane, and a second preliminary determination process of whether or not it is clear that the driving lane is not the edge lane. including
   The determination unit performs the determination by arbitrating the determination result of the first preliminary determination process and the determination result of the second preliminary determination process,
   Driving assistance device.
4. The driving support device according to claim 3,
   Said arbitration includes:
   When it is clear that the determination result of the first preliminary determination process is the edge lane and it is not clear that the determination result of the second preliminary determination process is not the edge lane, the driving lane is the edge lane. A process for determining that the vehicle is in a lane;
   When it is clear that the determination result of the first preliminary determination process is the edge lane, and when it is clear that the determination result of the second preliminary determination process is not the edge lane, the driving lane is determined to be the edge lane. A process of determining that it is unknown whether it is an edge lane;
   If it is not clear that the determination result of the first preliminary determination process is the edge lane and if it is clear that the determination result of the second preliminary determination process is not the edge lane, the driving lane is determined to be the edge lane. A process for determining that it is not an edge lane;
   If it is not clear that the determination result of the first preliminary determination process is the edge lane, and if it is not clear that the determination result of the second preliminary determination process is not the edge lane, the driving lane is not the edge lane. A process of determining that it is unknown whether or not it is a lane;
   A driving assistance device, including
5. The driving support device according to any one of claims 1 to 4,
   The determination unit repeatedly executes the determination,
   performing a process of confirming the judgment result of the judgment when the judgment result of the judgment does not change while the own vehicle travels a preset distance or a preset time,
   The operation control unit controls the host vehicle using the confirmed determination result of the determination.
   Driving assistance device.
6. The driving support device according to claim 5,
   When the judgment result of the judgment is not obtained while the own vehicle travels a preset distance or a preset time;
   When there is a change in the running condition of the own vehicle;
   When a new judgment result of the judgment is obtained that is inconsistent with the judgment result of the judgment that has already been obtained;
   further comprising a reset processing unit (30) that performs a process of resetting the determination result of the determined determination in at least one of the cases,
   Driving assistance device.

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