JP7558091B2 - Driving support method and driving support device - Google Patents

Description

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

A technology has been proposed that estimates the structure of an intersection by generating links between the entrance node and the exit node of the intersection based on the driving trajectory of a vehicle that actually traveled through the intersection, and evaluating the probability that each generated link is a valid link (see Patent Document 1).

JP 2016-75905 A

According to the technology described in Patent Document 1, if the travel trajectory of a vehicle that has traveled in the correct lane at an intersection is obtained, the correct structure of the intersection can be estimated. However, in reality, at intersections with complex structures, vehicles may not be traveling in the correct lane. Therefore, there is a risk that the correct structure of the intersection cannot be estimated even if it is based on the travel trajectory of a vehicle that has actually traveled through the intersection.

The present invention was made in consideration of the above problems, and its purpose is to provide a driving assistance method and device that can correctly estimate the intersection structure and ensure smooth traffic flow at the intersection.

In order to solve the above-mentioned problems, a driving assistance method and driving assistance device according to one aspect of the present invention detects an intersecting road ahead of the vehicle that intersects with the lane in which the vehicle is traveling, detects the position of the left boundary of the vehicle's lane at the entrance from the vehicle's lane to the intersecting road as a first boundary position, and detects the position of the left boundary of the vehicle's lane at the exit from the intersecting road to the vehicle's lane as a second boundary position. Then, a virtual endpoint is set a first distance away from the center reservation of the intersecting road, and a path for the vehicle within the intersection is set based on the first boundary position, the second boundary position, and the virtual endpoint.

The present invention makes it possible to estimate the correct intersection structure and ensure smooth traffic flow at the intersection.

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

Next, an embodiment of the present invention will be described in detail with reference to the drawings. In the description, the same parts will be given the same reference numerals and duplicate explanations will be omitted.

[Configuration of the driving assistance 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 this embodiment includes an acquisition unit (imaging unit 71, on-board sensor 73, map information acquisition unit 75) that acquires road information around the vehicle, and a controller 100. The controller 100 is connected to the imaging unit 71, the on-board sensor 73, the map information acquisition unit 75, and the vehicle control device 400 via a wired or wireless communication path.

The imaging unit 71, the on-board sensor 73, and the vehicle control device 400 are mounted on the vehicle itself, but the map information acquisition unit 75 and the controller 100 may be mounted on the vehicle or installed outside the vehicle.

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

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

The imaging unit 71 may also detect signs (road signs and road markings on the road surface) and guide rails that are present around the vehicle.

The on-board sensor 73 is composed of an object detection sensor mounted on the vehicle, such as a laser radar, a millimeter wave radar, or a camera, that detects objects present around the vehicle. The on-board sensor 73 may be equipped with a plurality of different types of object detection sensors.

The on-board sensor 73 detects the environment around the vehicle. For example, the on-board sensor 73 may detect moving objects including other vehicles, motorcycles, bicycles, and pedestrians, and stationary objects including parked vehicles, within a predetermined distance from the vehicle determined by the detection performance (detectable distance determined by the performance of the sensor), and detect the position, attitude, size, speed, acceleration, deceleration, yaw rate, etc. of the moving and stationary objects relative to the vehicle. The on-board sensor 73 may output, as a detection result, the behavior of two-dimensional objects in a zenith view (also called a plan view) viewed from the air above the vehicle.

The on-board sensor 73 may also detect signs (road signs or road markings on the road surface) or guide rails that are present around the vehicle. Additionally, the on-board sensor 73 may detect the rotational speed or difference in rotational speed of the wheels of the vehicle to detect the slipperiness of the road surface of the lane on which the vehicle is traveling.

In addition to the environment around the vehicle, the on-board sensor 73 also detects the state of the vehicle. For example, the on-board sensor 73 may detect the vehicle's moving speed (forward/backward and left/right moving speed, turning speed), the steering angle of the wheels of the vehicle, and the rate of change of the steering angle.

In addition, the on-board sensor 73 may include a sensor that measures the absolute position of the vehicle, i.e., the position, attitude, and speed of the vehicle relative to a predetermined reference point, using a position detection sensor that measures the absolute position of the vehicle, such as a GPS (Global Positioning System) or odometry.

The map information acquisition unit 75 acquires map information that indicates the structure of the road on which the vehicle is traveling. The map information acquired by the map information acquisition unit 75 may include position information of traffic lights, types of traffic lights, and positions of stop lines corresponding to the traffic lights. The map information acquisition unit 75 may have a map database that stores map information, or may acquire map information from an external map data server by cloud computing. The map information acquisition unit 75 may also 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 information on road structures such as absolute lane positions, lane connections, and relative positional relationships. 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 vehicle is composed of an image captured by the imaging unit 71, information obtained by the on-board sensor 73, and map information obtained by the map information acquisition unit 75. In addition to being acquired by the acquisition unit, the road information around the vehicle may also be acquired from outside the vehicle via vehicle-to-vehicle communication or road-to-vehicle communication.

The vehicle control device 400 controls the vehicle based on the results obtained by the controller 100. For example, the vehicle control device 400 may drive the vehicle by automatic driving along a predetermined driving route, or may assist the vehicle occupant in driving operations.

The controller 100 (an example of a control unit or processing unit) is a general-purpose microcomputer equipped with a CPU (central processing unit), memory, and input/output units. A computer program (driving assistance program) for functioning as part of the driving assistance device is installed in the controller 100. By executing the computer program, the controller 100 functions as multiple information processing circuits (110, 120, 130, 140, 170, 180, 190) equipped in the driving assistance device. The computer program (driving assistance program) may be stored in a recording medium that can be read and written by a computer.

Here, an example is shown in which the multiple information processing circuits (110, 120, 130, 140, 170, 180, 190) of the driving support device are realized by software. However, it is also possible to prepare dedicated hardware for executing each information process shown below and configure the information processing circuits (110, 120, 130, 140, 170, 180, 190). Also, the multiple 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 be shared with an electronic control unit (ECU) used for other control related to the vehicle.

The controller 100 includes 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 road setting unit 180, and an output unit 190 as multiple information processing circuits (110, 120, 130, 140, 170, 180, 190).

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

Road markings detected by the road marking detection unit 110 include, for example, zebra zones (zebra pattern markings), arrows, lane boundaries (white lines on the road surface), and the like. Zebra zones are placed on roads to indicate "approaching a safety zone or road obstacle," "guiding strip," "median strip," "pedestrian crossing," and the like. Arrows are placed on roads to indicate the direction in which vehicles should travel in the lane.

The boundary detection unit 120 detects an intersection ahead of the vehicle based on road information around the vehicle. The boundary detection unit 120 then detects a cross road at the intersection that crosses the vehicle's own lane. For example, the boundary detection unit 120 may detect a cross road based on road markings detected by the road marking detection unit 110.

The boundary detection unit 120 may detect intersecting roads based on map information. When there is another vehicle crossing the own lane ahead of the own vehicle, the boundary detection unit 120 may detect the location where the other vehicle crosses the own lane as an intersecting road. Alternatively, the boundary detection unit 120 may detect intersecting roads based on road signs.

Furthermore, the boundary detection unit 120 detects the position of the left boundary of the own vehicle lane at the entrance from the own vehicle lane to the intersecting road as the first boundary position, based on the traveling direction of the own vehicle lane. The boundary detection unit 120 detects the position of the left boundary of the own vehicle lane at the exit from the intersecting road to the own vehicle lane as the second boundary position.

For example, the boundary detection unit 120 may use the travel direction of the own lane as a reference and extract the nearest side of the area where the own lane and the intersecting road in front of the own vehicle as an entrance and the farthest side as an exit. The boundary detection unit 120 may detect the position of the lane boundary line located on the left side at the entrance of the road markings detected by the road marking detection unit 110 as a first boundary position, and detect the position of the lane boundary line located on the left side at the exit as a second boundary position.

For example, FIG. 3 shows a situation in which the lane TL6 on which the vehicle VS is traveling intersects with a cross road ahead of the vehicle VS. Here, the cross road is made up of cross lanes TL1 and TL2, and a center divider CZ. In addition, adjacent lane TL5 is adjacent to the vehicle lane TL6. FIG. 4 shows an enlarged view of region R1 in FIG. 3.

In the example shown in FIG. 3, the boundary detection unit 120 detects position P1 as the first boundary position and 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 is traveling, based on road information about the roads around the own vehicle. For example, the boundary detection unit 120 may detect adjacent lanes based on road markings (e.g., zebra zones, lane boundaries, etc.). The boundary detection unit 120 may also detect adjacent lanes located to the right of the own lane on a cross road, based on the traveling direction of the own lane.

The median strip detection unit 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 intersecting road and then detects the median strip CZ based on the road information around the vehicle.

The median strip detection unit 130 may detect the median strip based on a zebra zone indicating a "median strip" among the road markings detected by the road marking detection unit 110. Alternatively, the median strip detection unit 130 may extract stationary objects such as guide rails and poles located near an intersection based on road information, and detect the median strip based on the stationary objects.

The median strip detection unit 130 may detect a median strip on an intersecting road located to the left of the road on which the vehicle is traveling, based on the traveling direction of the vehicle's lane.

The virtual end point setting unit 140 sets a virtual end point that is a first distance away from the median strip. More specifically, the virtual end point setting unit 140 sets a virtual end point that is a first distance away to the right of the leading edge of the median strip, based on the traveling direction of the own lane.

In the example shown in Figures 3 and 4, the virtual end point setting unit 140 sets a position P2 that is a distance L1 away from the central reservation CZ as the virtual end point.

The first distance when setting the virtual end point may include a margin distance for separating the median strip from the road on which the host vehicle travels within the intersection. The larger the margin distance, the further away the vehicle's travel path will be from the median strip when traveling within the intersection.

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

The determination unit 170 determines whether the ratio determined based on the first boundary position, the second boundary position, and the virtual end point is equal to or less than a predetermined threshold.

More specifically, the determination unit 170 calculates a first ratio by dividing the angle between the traveling direction of the vehicle 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, and determines whether the first ratio is equal to or smaller than a predetermined threshold value. In the example shown in FIG. 4, the determination unit 170 calculates the first ratio by dividing the angle θ1 by the distance between positions P1 and P2.

The determination unit 170 also calculates a second ratio by dividing 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, and determines whether the second ratio is equal to or smaller than a predetermined threshold value. In the example shown in FIG. 4, the determination unit 170 calculates the second ratio by dividing the angle θ2 by the distance between positions P2 and P3.

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 may increase the first distance in the virtual end point setting unit 140. After that, the virtual end point setting unit 140 may update the virtual end point 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 point. In other words, the virtual end point may be updated until the first ratio and the second ratio become equal to or less than the predetermined threshold value.

The determination unit 170 may also determine whether 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 a second distance. Furthermore, the determination unit 170 may also determine whether the distance between the path set by the path 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 path along which the vehicle travels within the intersection from the adjacent lane. Compared to the second distance set when the traveling direction of the other vehicle traveling on the adjacent lane and the traveling direction of the vehicle traveling within the intersection are the same, the second distance may be set to be larger when the two traveling directions are opposite. This makes it possible to more reliably separate the vehicle from the other vehicle traveling on the adjacent lane.

If it is determined that the distance between the set road and the adjacent lane is not equal to or greater than the second distance, the determination unit 170 may decrease the first distance in the virtual end point setting unit 140. The virtual end point setting unit 140 may then update the virtual end point 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 point. In other words, the virtual end point may be updated until the distance between the set road 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 on the road surface based on road information around the vehicle.

The lane setting unit 180 sets the lane 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 a left lane boundary line BL that passes through the first boundary position, the second boundary position, and the virtual end point. Then, based on the traveling direction of the vehicle's lane, it sets a right lane boundary line BR at a position spaced from the left lane boundary line BL by the width of the vehicle or the lane. The lane setting unit 180 sets the area between the left lane boundary line BL and the right lane boundary line BR as the lane for the vehicle within the intersection.

Figure 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. In the example shown in Figure 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. In other words, the lane setting unit 180 may set the 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 point with a line segment as the left lane boundary line BL.

The lane setting unit 180 may also set a line formed by at least one of a quadratic or higher degree spline function, a sigmoid function, and a sine function as the left lane boundary line BL. The left lane boundary line BL formed by these functions will be smoother than the left lane boundary line BL formed by a line segment. Therefore, the trajectory of a vehicle traveling on a lane determined by a left lane boundary line BL formed by these functions will be smoother.

Furthermore, the lane setting unit 180 may set the boundary line obtained by translating the left lane boundary line BL to a position that is a width of the vehicle or the lane to the right of the traveling direction of the own lane as the right lane boundary line BR.

In addition, if the determination unit 170 determines that the first ratio is not equal to or less than the predetermined threshold, or if the determination unit 170 determines that the second ratio is not equal to or less than the predetermined threshold, the path setting unit 180 may set the path of the vehicle within the intersection again based on the virtual endpoint updated based on the increased first distance.

In addition, when the determination 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 equal to or greater than the second distance, the path setting unit 180 may set the path of the vehicle within the intersection based on the line segment connecting the first boundary position and the second boundary position.

In addition, if the determination unit 170 determines that the distance between the set path and the adjacent lane is not equal to or greater than the second distance, the path setting unit 180 may set the path of the vehicle within the intersection again based on the virtual endpoint updated based on the reduced first distance.

In addition, the route setting unit 180 may set a driving trajectory that passes through the set route.

The output unit 190 outputs the route set by the route setting unit 180. The route is output to the vehicle control device 400, and the running of the host vehicle is controlled based on the running trajectory within the route.

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

First, in step S101, the acquisition unit acquires road information about the surroundings of the vehicle.

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

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

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

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

In step S111, the determination unit 170 calculates the first ratio and the 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 the ratio determined based on the first boundary position, the second boundary position, and the virtual end point is equal to or less than a predetermined threshold value.

If 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 (NO in step S113), in step S119, the virtual end point setting unit 140 updates the virtual end point. Then, 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 path setting unit 180 sets the path of the host vehicle within the intersection based on the first boundary position, the second boundary position, and the virtual end point.

In step S117, the output unit 190 outputs the route set by the route setting unit 180.

[Effects of the embodiment]
As described above in detail, the driving assistance method and driving assistance device according to this embodiment detect a cross road ahead of the host vehicle that crosses the host vehicle's lane, detects the position of the left boundary of the host vehicle's lane at the entrance from the host vehicle's lane to the cross road as a first boundary position, detects the position of the left boundary of the host vehicle's lane at the exit from the cross road to the host vehicle's lane as a second boundary position, then sets a virtual endpoint a first distance away from the center reservation of the cross road, and sets a path for the host vehicle within the intersection based on the first boundary position, the second boundary position, and the virtual endpoint.

This allows the system to correctly estimate the intersection structure and ensure smooth traffic flow at the intersection. In particular, it can set the path that the vehicle should travel within the intersection while preventing the vehicle from coming into contact with the central reservation.

In addition, since the virtual end point is set based on the median strip of the intersecting road, the lane can be set to be shifted to the left. Therefore, even if another vehicle is traveling on the right side of the lane on which the vehicle is traveling when traveling straight through an intersection, the lane of the vehicle can be set so that the vehicle travels at a distance from the other vehicle. This makes it possible to prevent the vehicle from coming into contact with the median strip while minimizing disruption to traffic flow at the intersection.

Furthermore, even if there are no lane boundaries within an intersection to guide the vehicle's travel, or if the lane boundaries are difficult to detect, it is possible to set a route for the vehicle to travel. This reduces the risk of setting a travel path that disrupts traffic flow within the intersection, and also makes it possible to travel in compliance with traffic laws.

For example, among the road information around the vehicle, road markings in intersections are attached to the road surface and therefore have the property of being easily worn away and erased by the vehicle's travel. On the other hand, information regarding the intersection of the intersecting road and the vehicle's lane can be obtained based on map information, the presence of other vehicles crossing the vehicle's lane, and the lane boundary lines of the vehicle's lane before and after the intersection, and is easier to obtain reliably than road markings in the intersection. Therefore, according to the driving assistance method and driving assistance device of this embodiment, it is possible to set a route more quickly and accurately because it is based on road information around the vehicle.

The driving support method and driving support device according to this embodiment may set the first distance and set the route so that a first ratio obtained by dividing the angle between the traveling direction of the vehicle 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 is equal to or less than a predetermined threshold value.The driving support method and driving support device according to this embodiment may set the first distance and set the route so that a second ratio obtained by dividing 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 is equal to or less than a predetermined threshold value.

This prevents a route from being set that would cause the vehicle to suddenly change direction when passing through an intersection. Furthermore, it is possible to prevent sudden loads from being placed on the vehicle passing through the intersection, the passengers in the vehicle, and the cargo carried by the vehicle. In particular, it prevents a route from being set that would cause the vehicle to suddenly change direction when passing through an intersection while preventing contact with the central reservation.

Furthermore, when setting the first distance including the margin distance for separating the median strip from the road, the driving assistance method and driving assistance device according to this embodiment may determine whether or not the median strip is a road marking on the road surface based on road information around the vehicle, and reduce the margin distance when it is determined that the median strip is a road marking compared to the margin distance when it is determined that the median strip is not a road marking.

When the median strip is a road marking on the road surface, the median strip does not have a significant effect on the vehicle's movement even if the vehicle approaches the median strip. Therefore, in such cases, by setting the driving route as close to the median strip as possible, it is possible to prevent disruption to traffic flow at the intersection.

The driving assistance method and driving assistance device according to this embodiment may also detect an adjacent lane located to the right of the own lane on an intersecting road based on the traveling direction of the own lane, determine whether 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 a second distance, and set a route based on the line segment if it is determined that the distance between the line segment and the adjacent lane is equal to or greater than the second distance.

This makes it possible to prevent the vehicle from turning unnecessarily to the left within an intersection. Furthermore, it also makes it possible to prevent a route being set that would cause the vehicle to suddenly change direction when passing through an intersection. Furthermore, it makes it possible to prevent sudden loads from being placed on vehicles passing through an intersection.

Furthermore, the driving assistance method and driving assistance device according to this embodiment may detect an adjacent lane located to the right of the own lane on an intersecting road based on the traveling direction of the own lane, determine whether the distance between the set road and the adjacent lane is equal to or greater than a second distance, and if it is determined that the distance between the set road and the adjacent lane is not equal to or greater than the second distance, reduce the first distance and set the road again.

As a result, if the set lane would cause the vehicle to get too close to an adjacent lane located to the right of the vehicle's lane on an intersecting road, the lane can be updated to ensure that the vehicle is spaced apart from other vehicles traveling in the adjacent lane. As a result, the impact of other vehicles traveling in the adjacent lane on the vehicle's driving can be reduced.

In addition, in the driving assistance method and driving assistance device according to this embodiment, the boundary of the road may be a line constructed by at least one of a quadratic or higher order spline function, a sigmoid function, and a sine function. This prevents a road from being set that causes the vehicle's orientation to change suddenly when passing through an intersection. In particular, it prevents a road from being set that causes the vehicle's orientation to change suddenly when passing through the entrance, virtual end point, or exit of the intersection. Furthermore, it is possible to prevent a sudden load from being applied to a vehicle passing through an intersection.

Each of the functions described in the above embodiments may be implemented by one or more processing circuits. Processing circuits include programmed processors, electrical circuits, and even devices such as application specific integrated circuits (ASICs), and circuit components arranged to perform the described functions.

The contents of the present invention have been described above in accordance with the embodiments, but the present invention is not limited to these descriptions, and it will be obvious to those skilled in the art that various modifications and improvements are possible. The descriptions and drawings that form part of this disclosure should not be understood as limiting the present invention. Various alternative embodiments, examples, and operating techniques will be apparent to those skilled in the art from this disclosure.

The present invention naturally includes various embodiments not described here. Therefore, the technical scope of the present invention is determined only by the invention-specific matters related to the scope of the claims that are appropriate from 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 Road setting unit 190 Output unit 400 Vehicle control device

Claims (7)

A driving support method for a driving support device that sets a route for a vehicle when the vehicle travels straight through an intersection ahead in a traveling direction, comprising:
The driving assistance device includes a controller,
The controller:
Detecting a cross road ahead of the host vehicle that crosses the host vehicle's own lane;
Based on the direction of travel of the vehicle's own lane,
Detecting a position of a left boundary of the own lane at an entrance from the own lane to the intersecting road as a first boundary position;
Detecting a position of a left boundary of the own vehicle lane at an exit from the cross road to the own vehicle lane as a second boundary position;
Detecting a median strip of the intersecting road located to the left of the own lane ;
a virtual end point is set that is a first distance away from the center reservation strip to the right and is located to the left of a line segment connecting the first boundary position and the second boundary position ;
A driving assistance method characterized in that, when another vehicle traveling in an adjacent lane adjacent to the own lane on the right side of the own lane on the intersecting road, the driving 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 controller:
a first ratio obtained by dividing an angle between a traveling direction of the own vehicle lane at the first boundary position and a direction from the first boundary position to the virtual end point by a distance from the first boundary position to the virtual end point; and
a second ratio 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 a distance from the virtual end point to the second boundary position;
The driving support method is characterized in that the first distance is set and the route is set so that both of the first distance and the second distance are equal to or smaller than predetermined threshold values. A driving support method according to claim 1 or 2,
The controller:
When setting the first distance including a margin distance for separating the central reservation strip from the road,
determining whether the central reservation is a road marking on a road surface based on road information about the surroundings of the vehicle;
a driving support method comprising: making the margin distance smaller when it is determined that the median strip is the road marking, compared with the margin distance when it is determined that the median strip is not the road marking. A driving support method according to any one of claims 1 to 3,
The controller:
Detecting the adjacent lane;
determining whether a distance between the line segment and the adjacent lane is equal to or greater than a second distance;
A driving assistance method characterized in that, 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 route is set based on the line segment. A driving support method according to any one of claims 1 to 3,
The controller:
Detecting an adjacent lane located to the right of the own lane on the crossing road based on a traveling direction of the own lane;
determining whether or not a distance between the set road and the adjacent lane is equal to or greater than a second distance;
A driving assistance method characterized in that, when it is determined that the distance between the set road and the adjacent lane is not greater than a second distance, the first distance is reduced and the road is set again. A driving support method according to any one of claims 1 to 5,
A driving support method, wherein the boundary of the road is a line constructed by at least one of a quadratic or higher spline function, a sigmoid function, and a sine function. A driving assistance device that sets a route for a vehicle when the vehicle travels straight through an intersection ahead in a traveling direction,
The driving assistance device includes a controller,
The controller:
Detecting a cross road ahead of the host vehicle that crosses the host vehicle's own lane;
Based on the direction of travel of the vehicle's own lane,
Detecting a position of a left boundary of the own lane at an entrance from the own lane to the intersecting road as a first boundary position;
Detecting a position of a left boundary of the own vehicle lane at an exit from the cross road to the own vehicle lane as a second boundary position;
Detecting a median strip of the intersecting road located to the left of the own lane ;
a virtual end point is set that is a first distance away from the center reservation strip to the right and is located to the left of a line segment connecting the first boundary position and the second boundary position ;
A driving assistance device characterized in that, when another vehicle traveling in an adjacent lane adjacent to the own lane on the right side of the own lane on the intersecting road, the driving path is set based on the first boundary position, the second boundary position, and the virtual end point.

Images