JP2022138524A - Driving support method and driving support device - Google Patents

Abstract

To provide a travel support method and a travel support device capable of estimating a correct structure of an intersection and achieving a smooth traffic at the intersection.SOLUTION: A travel support method and a travel support device comprise: detecting a crossroad intersecting with an own vehicle lane where an own vehicle travels, in front of the own vehicle; detecting, as a first boundary position, a boundary position on a left side of an own vehicle lane at an entrance from the own vehicle lane to the crossroad; detecting, as a second boundary position, a boundary position on a left side of the own vehicle lane at an exit from the crossroad to the own vehicle lane; setting a virtual end point separated from a median strip of the crossroad by a first distance; and setting a traveling route of the own vehicle within the intersection on the basis of the first boundary position, the second boundary position, and the virtual end point.SELECTED DRAWING: Figure 2

Description

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

Based on the trajectory of a vehicle that has actually traveled through an intersection, links are generated between the entrance node and the exit node of the intersection. A technique for estimating the structure has been proposed (see Patent Document 1).

JP 2016-75905 A

According to the technique described in Patent Document 1, if the travel locus of a vehicle traveling in the correct lane at the intersection is obtained, the correct structure of the intersection can be estimated. However, in reality, there are cases where the vehicle does not run in the correct lane at an intersection having a complicated structure. Therefore, even if it is based on the travel trajectory of the vehicle that actually traveled through the intersection, there is a possibility that the correct structure of the intersection cannot be estimated.

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

In order to solve the above-described problems, a driving assistance method and a driving assistance device according to one aspect of the present invention detect an intersecting road that intersects the own lane in which the own vehicle is traveling in front of the own vehicle, and The position of the left boundary of the own lane at the entrance to the crossroad is detected as the first boundary position, and the position of the left boundary of the own lane at the exit from the crossroad to the own lane is detected as the second boundary position. Then, a virtual end point is set at a first distance from the median strip of the crossroad, and a running path for the vehicle within the intersection is set based on the first boundary position, the second boundary position, and the virtual end point. .

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

FIG. 1 is a block diagram showing the configuration of a driving support device according to one embodiment of the present invention. FIG. 2 is a flow chart showing processing of the driving support device according to one embodiment of the present invention. FIG. 3 is a diagram showing an example of road markings and set lanes at an intersection. 4 is a partially enlarged view of FIG. 3. FIG.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The controller 100 includes, as a plurality of information processing circuits (110, 120, 130, 140, 170, 180, 190), a road marking detection unit 110, a boundary detection unit 120, a median strip detection unit 130, a virtual end point setting unit 140, A determination unit 170 , a track setting unit 180 and an output unit 190 are provided.

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

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

The boundary detection unit 120 detects an intersection ahead of the vehicle based on road information around the vehicle. Then, the boundary detection unit 120 detects an intersecting road that intersects the own lane in which the own vehicle travels at the intersection. For example, the boundary detection unit 120 may detect cross roads based on road markings detected by the road marking detection unit 110 .

The boundary detection unit 120 may detect an intersecting road based on map information. The boundary detection unit 120 may detect a place where the other vehicle crosses the own lane as an intersection when there is another vehicle crossing the own lane ahead of the own vehicle. In addition, the boundary detection unit 120 may detect cross roads based on road signs.

Further, the boundary detection unit 120 detects the position of the boundary on the left side of the own lane at the entrance from the own lane to the intersecting road, as the first boundary position, with reference to the traveling direction of the own lane. The boundary detection unit 120 detects the position of the boundary on the left side of the own lane at the exit from the intersecting road to the own lane as the second boundary position.

For example, the boundary detection unit 120 uses the traveling direction of the vehicle's lane as a reference, and uses the frontmost side of the area where the vehicle's lane and the cross road intersect in front of the vehicle as an entrance and the farthest side as an exit. It may be something that is extracted. Then, the boundary detection unit 120 detects the position of the lane boundary line located on the left side of the entrance among the road markings detected by the road marking detection unit 110 as the first boundary position, and detects the position of the lane boundary line located on the left side of the exit as the first boundary position. The position of the lane boundary line may be detected as the second boundary position.

For example, FIG. 3 shows a situation where the own vehicle VS travels along the own lane TL6 and the intersecting road in front of the own vehicle VS. Here, the intersecting road is composed of the intersecting lane TL1, the intersecting lane TL2, and the median strip CZ. Also, the adjacent lane TL5 is adjacent to the own lane TL6. FIG. 4 shows an enlarged view of region R1 in FIG.

In the example shown in FIG. 3, the boundary detection unit 120 detects the position P1 as the first boundary position and detects the position P3 as the second boundary position.

The boundary detection unit 120 may detect adjacent lanes adjacent to the own lane in addition to the own lane in which the own vehicle travels, based on road information around the own vehicle. For example, the boundary detection unit 120 may detect adjacent lanes based on road markings (eg, zebra zones, lane boundaries, etc.). Further, the boundary detection unit 120 may detect an adjacent lane located on the right side of the own lane on the intersecting road with respect to the traveling direction of the own lane.

The median strip detector 130 detects the median strip of the intersecting road based on the road information around the vehicle. In the example shown in FIG. 3 , the median strip detection unit 130 detects the median strip CZ based on the road information around the vehicle after detecting the cross road.

The median strip detection unit 130 may detect the median strip based on the zebra zone indicating the “median strip” among the road markings detected by the road sign detection unit 110 . In addition, the median strip detection unit 130 extracts stationary objects such as guide rails and poles located near the intersection based on the road information, and detects the median strip based on the stationary objects. good.

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

The virtual endpoint setting unit 140 sets a virtual endpoint at a first distance from the median strip. More specifically, virtual endpoint setting unit 140 sets a virtual endpoint that is a first distance to the right from the leading edge of the median strip with respect to the traveling direction of the own lane.

In the example shown in FIGS. 3 and 4, the virtual endpoint setting unit 140 sets the position P2, which is separated from the median strip CZ by the distance L1, as the virtual endpoint.

Note that the first distance when setting the virtual end point may include a margin distance for separating the median strip from the lane on which the vehicle travels in the intersection. As the margin distance increases, the travel locus of the vehicle traveling through the intersection is further away from the median strip.

In addition, based on the road information around the own vehicle, it is determined whether the median strip is a road marking attached to the road surface, and the virtual end point setting unit 140 determines that the median strip is not a road marking. The margin distance when it is determined that the median strip is a road marking may be set smaller than the margin distance when the median is determined to be a road marking.

The determination unit 170 determines whether or not the ratio determined based on the first boundary position, the second boundary position, and the virtual endpoint is equal to or less than a predetermined threshold.

More specifically, determination unit 170 divides the angle formed by the traveling direction of the own lane at the first boundary position and the direction from the first boundary position to the virtual end point by the distance from the first boundary position to the virtual end point. Then, a first ratio is calculated, and it is determined whether or not the first ratio is equal to or less than a predetermined threshold. In the example shown in FIG. 4, the determination unit 170 calculates the first ratio by dividing the angle θ1 by the distance between the positions P1 and P2.

Further, the determining unit 170 divides the angle between the direction from the first boundary position to the virtual end point and the direction from the virtual end point to the second boundary position by the distance from the virtual end point to the second boundary position to obtain a second ratio. is calculated, and it is determined whether or not the second ratio is equal to or less than a predetermined threshold. In the example shown in FIG. 4, the determination unit 170 calculates the second ratio by dividing the angle θ2 by the distance between the positions P2 and P3.

Note that when it is determined that the first ratio is not equal to or less than the predetermined threshold value or the second ratio is not equal to or less than the predetermined threshold value, the determination unit 170 increases the first distance in the virtual end point setting unit 140. may After that, the virtual endpoint setting unit 140 may update the virtual endpoint based on the newly set first distance. The determination unit 170 may recalculate the first ratio and the second ratio based on the updated virtual end points. That is, the virtual endpoint may be updated until the first ratio and the second ratio become equal to or less than the predetermined threshold.

Further, the determination unit 170 may determine whether or not the distance between the line segment connecting the first boundary position and the second boundary position and the adjacent lane is equal to or greater than the second distance. Furthermore, the determination unit 170 may determine whether or not the distance between the road set by the road setting unit 180 described later and the adjacent lane is equal to or greater than a second distance.

The second distance is a distance set to separate the lane on which the vehicle is traveling in the intersection from the adjacent lane. Both traveling directions are opposite to the second distance set when the traveling direction of the other vehicle traveling in the adjacent lane and the traveling direction of the own vehicle traveling in the intersection are the same. The second distance in the case may be set large. As a result, the own vehicle can be more reliably separated from other vehicles traveling in the adjacent lane.

The determination unit 170 may decrease the first distance in the virtual end point setting unit 140 when it is determined that the distance between the set running path and the adjacent lane is not equal to or greater than the second distance. After that, the virtual endpoint setting unit 140 may update the virtual endpoint based on the newly set first distance. The determination unit 170 may recalculate the first ratio and the second ratio based on the updated virtual end points. That is, the virtual end point may be updated until the distance between the set lane and the adjacent lane becomes equal to or greater than the second distance.

In addition, the determination unit 170 may determine whether or not the median strip is a road marking placed on the road surface, based on the road information around the host vehicle.

The track setting unit 180 sets a track for the vehicle within the intersection based on the first boundary position, the second boundary position, and the virtual end point. More specifically, the lane setting unit 180 sets the left lane boundary line BL passing through the first boundary position, the second boundary position, and the virtual end point. Then, a right lane boundary line BR is set at a position spaced apart from the left lane boundary line BL by the width of the vehicle or the own lane on the right side of the traveling direction of the own lane. The lane setting unit 180 sets the area sandwiched between the left lane boundary line BL and the right lane boundary line BR as the lane of the vehicle within the intersection.

FIG. 3 shows an example of the left lane boundary line BL and the right lane boundary line BR set by the lane setting unit 180. As shown in FIG. In the example shown in FIG. 3, the left lane boundary line BL is composed of a line segment connecting positions P1 and P2 and a line segment connecting positions P2 and P3. That is, the lane setting unit 180 defines a boundary line (a line formed by a first-order spline function) obtained by connecting the first boundary position, the second boundary position, and the virtual end points with line segments as the left lane boundary line. It may be set as BL.

The lane setting unit 180 may also set a line formed by at least one of a spline function, a sigmoid function, and a sine function of degree two or more as the left lane boundary line BL. The left lane boundary line BL constructed by these functions is smoother than the left lane boundary line BL constructed by line segments. Therefore, the trajectory of the vehicle running on the lane defined by the left lane boundary line BL constructed by these functions becomes smoother.

Furthermore, the lane setting unit 180 moves the left lane boundary line BL in parallel to the right side with respect to the traveling direction of the own lane to a position separated from the left lane boundary line BL by the width of the own vehicle or the own lane. The line may be set as the right lane boundary line BR.

Further, when the determination unit 170 determines that the first ratio is not equal to or less than the predetermined threshold value, or determines that the second ratio is not equal to or less than the predetermined threshold value, the track setting unit 180 determines that the increased first distance Based on the virtual end point updated based on , the course of the own vehicle within the intersection may be set again.

In addition, when the determining unit 170 determines that the distance between the line segment connecting the first boundary position and the second boundary position and the adjacent lane is greater than or equal to the second distance, the lane setting unit 180 determines that the first boundary A route for the own vehicle within the intersection may be set based on a line segment connecting the position and the second boundary position.

Further, when the determining unit 170 determines that the distance between the set running path and the adjacent lane is not equal to or greater than the second distance, the running path setting unit 180 determines the updated virtual distance based on the decreased first distance. Based on the end points, the course of the own vehicle within the intersection may be set again.

In addition, the track setting section 180 may set a running locus that passes through the set track.

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

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

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

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

In step S105, the boundary detection unit 120 detects boundary positions (first boundary position, second boundary position) at the entrance and exit of the intersection.

In step S107, the median strip detector 130 detects the median strip of the intersecting road based on the road information around the host vehicle.

In step S109, the virtual endpoint setting unit 140 sets a virtual endpoint that is the first distance away from the median strip.

In step S111, the determination unit 170 calculates a first ratio and a second ratio based on the first boundary position, the second boundary position, and the virtual end point.

In step S113, the determination unit 170 determines whether or not the ratio determined based on the first boundary position, the second boundary position, and the virtual endpoint is equal to or less than a predetermined threshold.

If it is determined that the first ratio is not equal to or less than the predetermined threshold or the second ratio is not equal to or less than the predetermined threshold (NO in step S113), in step S119, the virtual endpoint setting unit 140 sets the virtual endpoint. Update. After that, the process returns to step S111.

On the other hand, if it is determined that the first ratio is equal to or less than the predetermined threshold and the second ratio is equal to or less than the predetermined threshold (YES in step S113), in step S115, the track setting unit 180 sets the first boundary position , the second boundary position, and the virtual end point, the lane of the own vehicle within the intersection is set.

In step S<b>117 , the output unit 190 outputs the track set by the track setting unit 180 .

[Effects of Embodiment]
As described in detail above, the driving support method and the driving support device according to the present embodiment detect an intersecting road in front of the own vehicle that intersects the own lane on which the own vehicle is traveling, and shift the vehicle from the own lane to the intersecting road. The position of the left boundary of the own lane at the entrance of the vehicle is detected as the first boundary position, and the position of the left boundary of the own lane at the exit from the intersecting road to the own lane is detected as the second boundary position. Then, a virtual end point is set at a first distance from the median strip of the crossroad, and a running path for the vehicle within the intersection is set based on the first boundary position, the second boundary position, and the virtual end point. .

This makes it possible to estimate the correct intersection structure and realize smooth traffic at the intersection. In particular, it is possible to set the lane on which the vehicle should travel within the intersection while preventing the vehicle from colliding with the median strip.

In addition, since the virtual end point is set with reference to the median strip of the cross road, it is possible to set a road that is closer to the left. Therefore, even if another vehicle runs on the right side of the lane on which the vehicle is traveling when traveling straight through an intersection, the lane of the vehicle is adjusted so that the vehicle runs in a position separated from the other vehicle. Can be set. Therefore, it is possible to prevent the own vehicle from coming into contact with the median strip while suppressing obstruction of the traffic flow in the intersection.

Furthermore, even if there is no lane boundary line to guide the vehicle travel within the intersection, or even if it is difficult to detect the lane boundary line, the lane along which the vehicle should travel can be set. Therefore, it is possible to reduce the possibility of setting a travel locus that hinders the traffic flow in the intersection, and furthermore, it is possible to travel in compliance with traffic laws.

For example, among the road information around the own vehicle, the road markings within the intersection are attached to the road surface, and therefore have the property of being easily worn away by the running of the vehicle. On the other hand, information about the intersection of the crossing road and the own lane can be obtained based on map information, the presence of other vehicles crossing the own lane, and the lane boundaries of the own lane before and after the intersection. relatively easy to obtain. Therefore, according to the driving support method and the driving support device according to the present embodiment, it is possible to set the driving route more quickly and accurately based on the road information around the own vehicle.

Further, in the driving support method and the driving support device according to the present embodiment, the angle formed by the traveling direction of the own lane at the first boundary position and the direction from the first boundary position to the virtual endpoint is The first distance may be set so that the first ratio obtained by dividing by the distance is equal to or less than a predetermined threshold. Further, in the driving support method and the driving support device according to the present embodiment, the angle between the direction from the first boundary position to the virtual end point and the direction from the virtual end point to the second boundary position is The first distance may be set to set the track so that the second ratio obtained by dividing by the distance is equal to or less than a predetermined threshold.

As a result, it is possible to prevent the vehicle from setting a road that causes a sudden change in the direction of the vehicle when passing through the intersection. Furthermore, it is possible to prevent a sudden load from being applied to a vehicle passing through an intersection, passengers boarding the vehicle, cargo loaded on the vehicle, and the like. In particular, while preventing the vehicle from contacting the median strip, it is possible to prevent the vehicle from setting a lane that causes a sudden change in the orientation of the vehicle when passing through the intersection.

Furthermore, the driving support method and the driving support device according to the present embodiment, when setting the first distance including the margin distance for separating the median strip and the lane, based on the road information around the own vehicle, It is determined whether the median strip is a road marking on the road surface, and compared with the margin distance when it is determined that the median strip is not a road marking, and the median strip is a road marking. The margin distance when determined may be reduced.

When the median strip is a road marking on the road surface, the median strip does not significantly affect the running of the vehicle even if the vehicle approaches the median strip. Therefore, in such a case, it is possible to suppress the obstruction of the traffic flow in the intersection by setting the lane as close to the median strip as possible.

Further, the driving support method and the driving support device according to the present embodiment detect the adjacent lane located on the right side of the own lane on the intersecting road with respect to the traveling direction of the own lane, and detect the first boundary position and the second boundary position. It is determined whether or not the distance between the line segment connecting the boundary position and the adjacent lane is greater than or equal to the second distance, and if it is determined that the distance between the line segment and the adjacent lane is greater than or equal to the second distance. , line segments may be used to set the running path.

As a result, it is possible to prevent the host vehicle from unnecessarily turning to the left in the intersection. Furthermore, it is possible to prevent the road from being set such that the direction of the vehicle suddenly changes when passing through the intersection. Furthermore, it is possible to prevent a sudden load from being applied to a vehicle or the like passing through the intersection.

Furthermore, the driving support method and the driving support device according to the present embodiment detect an adjacent lane located on the right side of the own lane on the cross road with respect to the traveling direction of the own lane, and detect the set traveling road and the adjacent lane. If it is determined that the distance between the set lane and the adjacent lane is not the second distance or more, the first distance is decreased. , the course may be set again.

As a result, when the vehicle is too close to the adjacent lane located on the right side of the own lane on the cross road on the set lane, the lane is updated, and other vehicles traveling in the adjacent lane are separated from the own vehicle. can be made As a result, it is possible to suppress the influence of the running of the other vehicle running in the adjacent lane on the running of the own vehicle.

Further, in the driving assistance method and the driving assistance device according to the present embodiment, the lane boundary may be a line formed by at least one of a spline function, a sigmoid function, and a sine function of degree two or more. As a result, it is possible to prevent the vehicle from setting a road that causes a sudden change in the direction of the vehicle when passing through the intersection. In particular, it is possible to prevent the vehicle from setting a road that causes a sudden change in the orientation of the vehicle when passing through the intersection entrance, the virtual end point, and the intersection exit. Furthermore, it is possible to prevent a sudden load from being applied to a vehicle or the like passing through the intersection.

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

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

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

71 imaging unit 73 vehicle-mounted sensor 75 map information acquisition unit 100 controller 110 road marking detection unit 120 boundary detection unit 130 median strip detection unit 140 virtual end point setting unit 170 determination unit 180 lane setting unit 190 output unit 400 vehicle control device

Claims (7)

A driving support method for setting a running path for the own vehicle when traveling straight through an intersection ahead in the direction of travel,
The driving support method includes:
Detecting an intersecting road in front of the own vehicle that intersects the own lane on which the own vehicle travels,
Based on the traveling direction of the own lane,
detecting the position of the boundary on the left side of the own lane at the entrance from the own lane to the intersecting road as a first boundary position;
detecting the position of the boundary on the left side of the own lane at the exit from the intersecting road to the own lane as a second boundary position;
Detecting the median strip of the cross road,
Set a virtual end point a first distance away from the median strip,
A driving support method, wherein the running path is set based on the first boundary position, the second boundary position, and the virtual end point. A driving support method according to claim 1,
The angle formed by the traveling direction of the own lane at the first boundary position and the direction from the first boundary position to the virtual end point is divided by the distance from the first boundary position to the virtual end point. 1 ratio, and
A second boundary obtained by dividing an angle between a direction from the first boundary position to the virtual end point and a direction from the virtual end point to the second boundary position by the distance from the virtual end point to the second boundary position. ratio,
is equal to or less than a predetermined threshold value, and the running path is set by setting the first distance. The driving support method according to claim 1 or 2,
When setting the first distance including the margin distance for separating the median strip and the running path,
Based on the road information around the own vehicle, it is determined whether the median strip is a road marking attached to the road surface,
The margin distance when the median strip is determined to be the road marking is smaller than the margin distance when it is determined that the median strip is not the road marking. Driving support method. The driving support method according to any one of claims 1 to 3,
Detecting an adjacent lane located on the right side of the own lane on the intersecting road with respect to the traveling direction of the own lane,
determining whether the distance between the line segment connecting the first boundary position and the second boundary position and the adjacent lane is greater than or equal to a second distance;
A driving support method, wherein, when it is determined that the distance between the line segment and the adjacent lane is equal to or greater than the second distance, the running route is set based on the line segment. The driving support method according to any one of claims 1 to 3,
Detecting an adjacent lane located on the right side of the own lane on the intersecting road with respect to the traveling direction of the own lane,
determining whether the distance between the set running path and the adjacent lane is greater than or equal to a second distance;
When it is determined that the distance between the set running path and the adjacent lane is not equal to or greater than a second distance, the first distance is decreased and the running path is set again. Method. The driving support method according to any one of claims 1 to 5,
A driving support method, wherein the boundary of the lane is a line formed by at least one of a spline function, a sigmoid function, and a sine function of degree two or more. A driving support device for setting a running path for the own vehicle when traveling straight through an intersection ahead in the direction of travel,
The driving support device includes a controller,
The controller is
Detecting an intersecting road in front of the own vehicle that intersects the own lane on which the own vehicle travels,
Based on the traveling direction of the own lane,
detecting the position of the boundary on the left side of the own lane at the entrance from the own lane to the intersecting road as a first boundary position;
detecting the position of the boundary on the left side of the own lane at the exit from the intersecting road to the own lane as a second boundary position;
Detecting the median strip of the intersecting road,
Set a virtual end point a first distance away from the median strip,
A driving support device, wherein the running path is set based on the first boundary position, the second boundary position, and the virtual end point.

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