Vehicle control device, vehicle control method, and computer-readable storage medium

Abstract

The present application provides a kind of vehicle control device, vehicle control method and computer readable storage medium, store program, can more appropriately control vehicle. Vehicle control device includes: identification part, the first road marking line of the first side of the lane that vehicle travels is identified from the image that is photographed by the photographing part that vehicle periphery is photographed;Obtain part, the information of the second road marking line of the first side of the lane is obtained from map information;And auxiliary part, in the case where the possibility that vehicle departs from road marking line is above a certain degree, it is assisted to be assisted with the manner that vehicle does not depart from road marking line, the first position of the first side of the first road marking line that identification part identifies and the second position of the second road marking line of the first side that obtain part obtains the degree of coincidence is below first threshold value in the case where, it is inhibited to be assisted with the manner that vehicle does not depart from the first side of road marking line, the execution of the auxiliary processing of assisting.

Description

Technical Field

[0001] This invention relates to a vehicle control device, a vehicle control method, and a computer-readable storage medium. Background Technology

[0002] Previously, a vehicle-mounted driving environment recognition device was disclosed, which identifies the external environment around the vehicle and performs lane departure warnings based on the identification results (for example, see Patent Document 1). When only a lane marker on one side can be detected from the captured image, the vehicle-mounted driving environment recognition device performs lane departure warnings based on the lane marker on one side and the lane width stored in a map database.

[0003] [Existing Technical Documents]

[0004] [Patent Literature]

[0005] [Patent Document 1] Japanese Patent Application Publication No. 2008-197863 Summary of the Invention

[0006] [The problem the invention aims to solve]

[0007] However, in the aforementioned technology, it is sometimes impossible to properly control the vehicle based on the recognition results of various environments or surroundings.

[0008] The present invention was made in view of this situation, and one of its objectives is to provide a vehicle control device, a vehicle control method, and a computer-readable storage medium that can more appropriately control a vehicle.

[0009] [Technical means to solve the problem]

[0010] The vehicle control device, vehicle control method, and computer-readable storage medium of the present invention adopt the following structure.

[0011] (1): The vehicle control device includes: an identification unit that identifies a first road marking on a first side of the lane in which the vehicle is traveling from an image captured by an image capture unit around the vehicle; an acquisition unit that acquires information about a second road marking on the first side of the lane in which the vehicle is traveling from map information; and an assistance unit that performs assistance processing to prevent the vehicle from detaching from the road marking when the probability of the vehicle detaching from the road marking is greater than a predetermined level, and the assistance unit suppresses the execution of assistance processing to prevent the vehicle from detaching from the road marking when the degree of coincidence between the first position of the first road marking on the first side identified by the identification unit and the second position of the second road marking on the first side acquired by the acquisition unit is less than a first threshold.

[0012] (2): In the embodiment of (1), the identification unit of the vehicle control device further identifies a third road marking on the second side of the lane opposite to the first side, and the acquisition unit further acquires information on a fourth road marking on the second side from map information. When the degree of coincidence between the first position of the first road marking on the first side and the second position of the second road marking on the first side is below a first threshold, and the degree of coincidence between the third position of the third road marking on the second side and the fourth position of the fourth road marking on the second side is above a second threshold, the assistance unit does not perform assistance processing to prevent the vehicle from leaving the road marking on the first side. When the probability of the vehicle leaving the third road marking on the second side is above a predetermined level, the assistance processing to prevent the vehicle from leaving the third road marking is performed based on the third road marking.

[0013] (3): In the embodiment of (1) or (2), when the acquisition unit is unable to acquire information about the road markings of the lane, the assistance unit provides assistance based on the road markings identified by the identification unit in a manner that prevents the vehicle from deviating from the road markings.

[0014] (4): In any of the embodiments of (1) to (3), the identification unit further identifies a third road marking on the second side of the lane opposite to the first side, and the acquisition unit further acquires information on a fourth road marking on the second side from map information. When the degree of coincidence between the first position of the first road marking on the first side and the second position of the second road marking on the first side is below a first threshold, and the degree of coincidence between the third position of the third road marking on the second side and the fourth position of the fourth road marking on the second side is below a second threshold, when the probability of the vehicle leaving the first road marking on the first side is above a predetermined level, the assistance unit performs an assistance process based on the first road marking to assist the vehicle in not leaving the first road marking. When the probability of the vehicle leaving the third road marking on the second side is above a predetermined level, the assistance unit performs an assistance process based on the third road marking to assist the vehicle in not leaving the third road marking.

[0015] (5): In any of the embodiments of (1) to (4), the identification unit identifies one or both of the first road markings on the first side or the third road markings on the second side of the lane opposite to the first side, the acquisition unit acquires one or both of the information of the second road markings on the first side or the information of the fourth road markings on the second side from the map information, and the assistance unit, when the identification unit identifies the first road markings and the third road markings, uses the second position of the second road markings or the fourth position of the fourth road markings in addition to the identification result of the identification unit to perform assistance processing in a manner that prevents the vehicle from leaving the road markings, and when the identification unit does not identify the first road markings or the third road markings, it does not use the second position of the second road markings or the fourth position of the fourth road markings, but uses the identification result of the identification unit to perform assistance processing in a manner that prevents the vehicle from leaving the road markings.

[0016] (6): In any of the embodiments of (1) to (5), the auxiliary unit determines the degree of coincidence between the first position of the first road division and the second position of the second road division based on the difference between the azimuth angle of the first position and the azimuth angle of the second position, the angle formed by the first road division and the second road division, and the lateral distance between the first road division and the second road division.

[0017] (7): In a vehicle control method according to an embodiment of the present invention, a computer identifies a first road dividing line on a first side of the lane in which the vehicle is traveling from an image captured by a camera unit around the vehicle, obtains information on a second road dividing line on the first side of the lane in which the vehicle is traveling from map information, and performs auxiliary processing to prevent the vehicle from detaching from the road dividing line when the probability of the vehicle detaching from the road dividing line is greater than a predetermined level, and suppresses the execution of auxiliary processing to prevent the vehicle from detaching from the road dividing line when the degree of coincidence between the first position of the first road dividing line on the first side and the second position of the second road dividing line on the first side is less than a first threshold.

[0018] (8): A computer-readable storage medium according to an embodiment of the present invention stores a program that causes a computer to perform the following processes: identifying a first road marking on a first side of the lane in which the vehicle is traveling from an image captured by a camera unit around the vehicle; obtaining information on a second road marking on the first side of the lane in which the vehicle is traveling from map information; performing auxiliary processing to prevent the vehicle from detaching from the road marking if the probability of the vehicle detaching from the road marking is greater than a predetermined level; and suppressing the execution of auxiliary processing to prevent the vehicle from detaching from the road marking if the degree of coincidence between the first position of the first road marking on the first side and the second position of the second road marking on the first side is less than a first threshold.

[0019] [The effects of the invention]

[0020] According to (1), (2), (5), (7), (8), the vehicle control device can more appropriately control the vehicle by suppressing the execution of auxiliary processing that assists in preventing the vehicle from deviating from the road markings on the first side.

[0021] According to (3), even when the vehicle control device cannot obtain information about road markings, auxiliary processing can be performed, thus improving the convenience for passengers.

[0022] According to (4), the vehicle control device can perform auxiliary processing even when the degree of coincidence between the first position of the first road dividing line on the first side and the second position of the second road dividing line on the first side is below a first threshold, and the degree of coincidence between the third position of the third road dividing line on the second side and the fourth position of the fourth road dividing line on the second side is below a second threshold, thereby improving the convenience for passengers.

[0023] According to (6), the vehicle control device can more accurately determine the degree of agreement between the first position of the first road marking and the second position of the second road marking. Attached Figure Description

[0024] Figure 1 This is a structural diagram of vehicle system 1 utilizing the vehicle control device of the embodiment.

[0025] Figure 2 This is a functional structure diagram of the first control unit 120 and the second control unit 160.

[0026] Figure 3 This is a diagram illustrating an example of a scenario where the vehicle M is controlled by the disengagement suppression assist unit 148.

[0027] Figure 4This is a diagram illustrating an example of a scenario where the lane change suppression assist unit 150 controls vehicle M.

[0028] Figure 5 This is a diagram (one of many) used to illustrate the conditions under which an auxiliary function can be activated.

[0029] Figure 6 This is a diagram (second one) used to illustrate the conditions under which an auxiliary function can be activated.

[0030] Figure 7 This is a diagram (third one) used to illustrate the conditions under which an auxiliary function can be activated.

[0031] Figure 8 This is a diagram illustrating an example of the processing involved in (A) used in determining the degree of fit.

[0032] Figure 9 This is a diagram illustrating an example of the processing involved in (B) used in determining the degree of fit.

[0033] Figure 10 This is a diagram illustrating an example of the processing involved in (C) used in determining the degree of fit.

[0034] Figure 11 This is a diagram illustrating the matching and non-matching conditions between the location of a road marking (identification) and the location of a road marking (map).

[0035] Figure 12 This is a flowchart illustrating an example of the processing flow performed by the auxiliary unit 146.

[0036] Figure 13 This is a flowchart illustrating an example of the processing flow related to the startup judgment performed by the auxiliary unit 146.

[0037] Figure 14 This is a flowchart illustrating an example of the processing flow related to the startup judgment performed by the auxiliary unit 146.

[0038] Figure 15 This is a flowchart illustrating an example of the processing flow of a modified example in the first embodiment.

[0039] Figure 16 This is a diagram illustrating an example of the hardware structure of the automatic driving control device 100 (auxiliary device 100A) according to an embodiment.

[0040] [Explanation of Symbols]

[0041] 1: Vehicle System

[0042] 100: Automatic driving control device

[0043] 100A: Auxiliary device

[0044] 120: First Control Unit

[0045] 130: Identification Department

[0046] 140: Action Plan Generation Department

[0047] 142: Self-positioning identification unit

[0048] 144: Acquisition Department

[0049] 146: Auxiliary Department

[0050] 148: Detachment from the inhibitory auxiliary part

[0051] 150: Lane Change Suppression Assist

[0052] 160: Second Control Unit Detailed Implementation

[0053] Hereinafter, embodiments of the vehicle control device, vehicle control method, and computer-readable storage medium of the present invention will be described with reference to the accompanying drawings.

[0054] <First Implementation>

[0055] [Overall Structure]

[0056] Figure 1 This is a structural diagram of vehicle system 1 utilizing the vehicle control device of the embodiment. The vehicle equipped with vehicle system 1 is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using electricity generated by a generator connected to the internal combustion engine, or electricity discharged from a secondary battery or fuel cell.

[0057] Vehicle system 1 includes, for example, a camera 10, a radar device 12, a LiDAR (Light Detection and Range) device 14, an object recognition device 16, a communication device 20, a Human Machine Interface (HMI) 30, vehicle sensors 40, a navigation device 50, a Map Positioning Unit (MPU) 60, driving controls 80, an automatic driving control device 100, a driving force output device 200, a braking device 210, and a steering device 220. These devices or machines are interconnected via multiple communication lines such as Controller Area Network (CAN) communication lines, or serial communication lines, wireless communication networks, etc. Furthermore, Figure 1The structure shown is just one example; some structures can be omitted, and other structures can be added.

[0058] Camera 10 is, for example, a digital camera utilizing a solid-state imaging element such as a charge-coupled device (CCD) or complementary metal-oxide-semiconductor (CMOS). Camera 10 is mounted anywhere on the vehicle (hereinafter referred to as vehicle M) equipped with vehicle system 1. When filming the front, camera 10 is mounted on the upper part of the front window shield or behind the rearview mirror, etc. Camera 10, for example, periodically and repeatedly films the perimeter of vehicle M. Camera 10 can also be a stereo camera.

[0059] Radar device 12 emits millimeter-wave or other radio waves around the vehicle M and detects the radio waves reflected by objects (reflected waves) to detect at least the position (distance and orientation) of the objects. Radar device 12 can be installed at any location on the vehicle M. Radar device 12 can also detect the position and speed of objects using frequency-modulated continuous wave (FM-CW) technology.

[0060] LIDAR 14 illuminates the periphery of vehicle M with light (or electromagnetic waves with wavelengths close to light) and measures the scattered light. LIDAR 14 detects the distance to an object based on the time from the emission of light to the reception of light. The emitted light can be, for example, pulsed laser light. LIDAR 14 is mounted at any location on vehicle M.

[0061] The object recognition device 16 performs sensor fusion processing on some or all of the detection results from the camera 10, radar device 12, and LIDAR 14 to identify the object's position, type, speed, etc. The object recognition device 16 outputs the recognition results to the autonomous driving control device 100. Alternatively, the object recognition device 16 can directly output the detection results from the camera 10, radar device 12, and LIDAR 14 to the autonomous driving control device 100. The object recognition device 16 can also be omitted from the vehicle system 1.

[0062] The communication device 20 uses, for example, cellular networks or Wi-Fi networks, Bluetooth (a registered trademark), Dedicated Short Range Communication (DSRC) to communicate with other vehicles located around vehicle M, or communicates with various server devices via wireless base stations.

[0063] The HMI 30 provides various information to the occupants of vehicle M and accepts their input operations. The HMI 30 includes various display devices, speakers, buzzers, touch screens, switches, keys, etc.

[0064] The vehicle sensor 40 includes: a vehicle speed sensor for detecting the speed of the vehicle M, an acceleration sensor for detecting the acceleration, a yaw rate sensor for detecting the angular velocity about the vertical axis, and an orientation sensor for detecting the orientation of the vehicle M.

[0065] The navigation device 50 includes, for example, a Global Navigation Satellite System (GNSS) receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as a hard disk drive (HDD) or flash memory. The GNSS receiver 51 determines the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M can also be determined or supplemented by an inertial navigation system (INS) using the output of the vehicle sensors 40. The navigation HMI 52 includes a display device, a speaker, a touchscreen, keys, etc. The navigation HMI 52 may also share some or all of the aforementioned HMI 30. The route determination unit 53, for example, refers to the first map information 54 to determine the route (hereinafter referred to as the map route) from the position of the vehicle M determined by the GNSS receiver 51 (or any input position) to the destination input by the occupant using the navigation HMI 52. The first map information 54 expresses road shape information, for example, using links representing roads and nodes connected by those links. The first map information 54 may also include road curvature or point of interest (POI) information. The path on the map is output to the MPU 60. The navigation device 50 can also provide route guidance using the navigation HMI 52 based on the path on the map. The navigation device 50 can also be implemented, for example, through the functionality of a terminal device such as a smartphone or tablet held by the occupant. The navigation device 50 can also send its current location and destination to the navigation server via the communication device 20, and obtain a path equivalent to the path on the map from the navigation server.

[0066] MPU 60 includes, for example, a lane recommendation unit 61, which stores second map information 62 in a storage device such as an HDD or flash memory. The lane recommendation unit 61 divides the path on the map provided by the navigation device 50 into multiple blocks (e.g., every 100m in relation to the vehicle's direction of travel), and determines a recommended lane for each block by referring to the second map information 62. The lane recommendation unit 61 determines which lane to travel in from the left. When there are branch points in the path on the map, the lane recommendation unit 61 determines the recommended lane in a way that allows the vehicle M to travel on a reasonable path to the branch point.

[0067] The second map information 62 is map information with higher precision than the first map information 54. The second map information 62 includes, for example, road marking information 63. Road marking information 63 includes, for example, information about the center of a lane or lane boundaries. Lane boundary information includes the position coordinates of the road markings forming the lanes, or the width between road markings. Additionally, the second map information 62 may include road information, traffic restriction information, residential information (address, postal code), facility information, telephone number information, etc. The second map information 62 can be updated at any time by communicating with other devices via the communication device 20. The second map information 62 stores information indicating the location or extent of zebra crossings (guide stripes). Zebra crossings are road markings used to guide vehicle traffic. Zebra crossings are, for example, markings represented by stripes.

[0068] The driving control unit 80 includes, for example, an accelerator pedal, a brake pedal, a shift lever, a steering wheel, a custom steering wheel, a joystick, and other control components. The driving control unit 80 is equipped with sensors that detect the amount of operation or the presence or absence of operation, and the detection results are output to some or all of the automatic driving control unit 100, the driving force output device 200, the braking device 210, and the steering device 220.

[0069] The autonomous driving control device 100 includes, for example, a first control unit 120 and a second control unit 160. The first control unit 120 and the second control unit 160 are respectively implemented by executing programs (software) using a hardware processor such as a central processing unit (CPU). Alternatively, some or all of these components can be implemented using hardware (including circuitry) such as large-scale integrated circuits (LSI), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), and graphics processing units (GPU), or through a combination of software and hardware. The program can be pre-stored in a storage device such as an HDD or flash memory (including non-disposable storage media) of the automatic driving control device 100, or it can be pre-stored in a removable storage medium such as a Digital Versatile Disk (DVD) or Compact Disc-Read Only Memory (CD-ROM). The program is then installed into the HDD or flash memory of the automatic driving control device 100 by installing the storage medium (non-disposable storage medium) into the drive unit. The automatic driving control device 100 is an example of a "vehicle control device".

[0070] Figure 2 This is a functional structure diagram of the first control unit 120 and the second control unit 160. The first control unit 120 includes, for example, an identification unit 130 and an action plan generation unit 140. The first control unit 120 can, for example, perform functions using artificial intelligence (AI) and functions using pre-given models in parallel. For example, the "intersection identification" function can be achieved by performing intersection identification using deep learning and other methods in parallel, and identification based on pre-given conditions (signals, road signs, etc., that can be pattern matched), and then comprehensively evaluating both. As a result, the reliability of autonomous driving is ensured.

[0071] The recognition unit 130 identifies the position, speed, acceleration, and other states of objects located around the vehicle M based on information input from the camera 10, radar device 12, and LIDAR 14 via the object recognition device 16. The position of an object is identified, for example, as its position on absolute coordinates with a representative point of the vehicle M (such as the center of gravity or drive shaft center) as the origin, and is used for control. The position of an object can be represented by a representative point such as the object's center of gravity or corner, or by the area it represents. The "state" of an object may also include its acceleration or jerk, or its "action state" (e.g., whether it is changing lanes or intends to change lanes).

[0072] The identification unit 130 identifies, for example, the lane in which vehicle M is traveling (driving lane). For instance, the identification unit 130 identifies the driving lane by comparing the pattern of road markings (e.g., the arrangement of solid and dashed lines) obtained from the second map information 62 with the pattern of road markings surrounding vehicle M identified from an image captured by camera 10. Furthermore, not limited to road markings, the identification unit 130 can also identify the driving lane by identifying runway boundaries (road boundaries) including road markings, shoulders, curbs, median strips, guardrails, etc. In this identification, the position of vehicle M obtained from navigation device 50 or the processing results obtained from INS may also be taken into account. Additionally, the identification unit 130 identifies temporary stop lines, obstacles, red light signals, toll booths, and other road objects / events.

[0073] When identifying a driving lane, the identification unit 130 identifies the position or posture of the vehicle M relative to the driving lane. For example, the identification unit 130 may identify the relative position and posture of the vehicle M relative to the driving lane by the distance of the reference point of the vehicle M from the center of the lane and the angle formed by the direction of travel of the vehicle M relative to the line connecting the centers of the lanes. Alternatively, the identification unit 130 may also identify the relative position of the vehicle M relative to the driving lane by the position of the reference point of the vehicle M relative to either end of the driving lane (road markings or road boundaries).

[0074] The action plan generation unit 140 generates a target trajectory for the vehicle M to travel automatically (independent of driver operation) in the future, so that it will, in principle, travel in the recommended lane determined by the recommended lane determination unit 61, thereby being able to cope with the surrounding conditions of the vehicle M. The target trajectory includes, for example, a speed element. For example, the target trajectory is expressed as a sequence of locations (track points) that the vehicle M should reach. Track points are locations that the vehicle M should reach at predetermined travel distances (e.g., several meters) along the route. In contrast, target speeds and target accelerations are generated as part of the target trajectory at predetermined sampling times (e.g., a few tenths of a second). Alternatively, track points may be locations that the vehicle M should reach at the sampling time at predetermined sampling times. In this case, the target speed or target acceleration information is expressed as intervals of track points.

[0075] The action plan generation unit 140 can set automatic driving events whenever a target track is generated. Automatic driving events include constant speed driving events, low-speed following events, lane change events, branching events, merging events, and takeover events. The action plan generation unit 140 generates the target track corresponding to the initiated event.

[0076] The action plan generation unit 140 includes, for example, a self-location identification unit 142, an acquisition unit 144, and an auxiliary unit 146.

[0077] The self-positioning unit 142 compares the position of the vehicle M determined by the navigation device 50, the image captured by the camera 10, the output of the orientation sensor included in the vehicle sensor 40, and the second map information 62 to identify which road and lane the vehicle M is traveling on on the map. Furthermore, based on the aforementioned information, the self-positioning unit 142 identifies the location of the representative point of the vehicle M in the width direction of the lane or road (hereinafter referred to as the lateral position). The lateral position can be derived as an offset calculated from either the left or right road dividing line of the lane, or as an offset calculated from the center of the lane. Based on the aforementioned information, the self-positioning unit 142 identifies how many degrees the vehicle M's direction of travel is tilted relative to the direction of lane extension at this point in time (hereinafter referred to as the yaw angle).

[0078] If the location of vehicle M determined by navigation device 50, the image captured by camera 10, and the output of the orientation sensor included in vehicle sensor 40 are compared with the second map information 62, and the results are not integrated with sufficient reliability, the self-position recognition unit 142 outputs a matching failure message to the action plan generation unit 140. "Matching failure" may also include situations where a map corresponding to the location of vehicle M determined by navigation device 50 does not exist, or where all or all prescribed road markings included in the road are not detected. As described above, the location of vehicle M is identified on the map. Hereinafter, the process by which the self-position recognition unit 142 compares the location of vehicle M determined by navigation device 50, the image captured by camera 10, and the output of the orientation sensor included in vehicle sensor 40 with the second map information 62 is sometimes referred to as "matching processing."

[0079] The acquisition unit 144 acquires information about the road markings of the lane in which vehicle M is traveling from map information (e.g., road marking information 63). The acquisition unit 144 also acquires information about the position of vehicle M, identified by its own position recognition unit 142, and the road markings surrounding that position from the road marking information 63. The road marking information includes information such as the position and type (solid line, dashed line) of the road markings.

[0080] [Auxiliary Department]

[0081] When the likelihood of the vehicle M detaching from the lane markings is at or above a predetermined level, the auxiliary unit 146 provides assistance in a manner that prevents the vehicle from detaching from the lane markings. Hereinafter, this process will sometimes be referred to as "assistance processing." A predetermined level of likelihood of the vehicle M detaching from the lane means that the vehicle M is moving with a tendency to detach from the lane, and the relationship between the reference position of the vehicle M (e.g., the tires) and the lane is a predetermined relationship (e.g., the reference position is close to the lane). Assistance refers to automatically controlling the output of an alarm or the steering of the vehicle M. An alarm is a sound, image, or vibration that indicates to the driver that the likelihood of the vehicle M detaching from the lane is high, or a sound, image, or vibration that urges the driver to control the vehicle M in a manner that prevents it from detaching from the lane. Automatically controlling the steering of the vehicle M means automatically controlling the steering in a manner that prevents the vehicle M from detaching from the lane, or in a manner that brings the vehicle M closer to the center of the lane.

[0082] The auxiliary unit 146 includes, for example, a lane departure suppression auxiliary unit 148 and a lane change suppression auxiliary unit 150. The lane departure suppression auxiliary unit 148 suppresses the vehicle M from leaving the lane when the possibility of the vehicle M leaving the lane is greater than a certain level (hereinafter, when the first condition is met).

[0083] Figure 3This diagram illustrates an example of a scenario where the lane departure suppression assist unit 148 controls the vehicle M. When a first condition is met, the lane departure suppression assist unit 148 causes the HMI 30 to output an alarm. Furthermore, when the first condition is met, the lane departure suppression assist unit 148 controls the steering of the vehicle M to move towards the center of the lane. For example, after outputting an alarm, the lane departure suppression assist unit 148 controls the steering of the vehicle M to move towards the center of the lane even if the state of the first condition has not been resolved. The control performed by the lane departure suppression assist unit 148 is sometimes referred to as "RDM (Road Departure Mitigation)".

[0084] The lane change suppression assist unit 150 suppresses vehicle M from leaving the lane when the probability of vehicle M entering the adjacent lane is at or above a predetermined level (e.g., to change to the adjacent lane), and there are other vehicles in the adjacent lane at a predetermined distance behind and from vehicle M (hereinafter, under the second condition). The probability of vehicle M entering the adjacent lane being at or above a predetermined level means that vehicle M moves with a tendency to enter the adjacent lane, and the relationship between the reference position of vehicle M (e.g., tires) and the lane is a predetermined relationship (e.g., the reference position is close to the lane).

[0085] Figure 4 This diagram illustrates an example of a scenario where the lane change mitigation assist unit 150 controls vehicle M. When a second condition is met, the lane change mitigation assist unit 150 outputs a warning to the HMI 30. Additionally, when the second condition is met, the lane departure mitigation assist unit 148 controls the steering to move vehicle M towards the center of the lane. For example, after outputting the warning, the lane departure mitigation assist unit 148 controls the steering to move vehicle M towards the center of the lane even if the second condition has not been resolved. The control performed by the lane change mitigation assist unit 150 is sometimes referred to as "LCCM (Lane Change Collision Mitigation)".

[0086] The second control unit 160 controls the driving force output device 200, the braking device 210, and the steering device 220 to enable the vehicle M to pass through the target track generated by the action plan generation unit 140 at a predetermined time.

[0087] The second control unit 160 includes, for example, an acquisition unit 162, a speed control unit 164, and a steering control unit 166. The acquisition unit 162 acquires information about the target track (track point) generated by the action plan generation unit 140 and stores it in a memory (not shown). The speed control unit 164 controls the driving force output device 200 or the braking device 210 based on the speed elements of the target track stored in the memory. The steering control unit 166 controls the steering device 220 according to the curvature of the target track stored in the memory. The processing of the speed control unit 164 and the steering control unit 166 is achieved, for example, through a combination of feedforward control and feedback control. As an example, the steering control unit 166 combines feedforward control corresponding to the curvature of the road ahead of the vehicle M with feedback control based on deviation from the target track.

[0088] return Figure 1 The driving force output device 200 outputs driving force (torque) to the drive wheels to propel the vehicle. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission; and an electronic control unit (ECU) that controls them. The ECU controls the structure based on information input from the second control unit 160 or from the driving operation unit 80.

[0089] The braking device 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor based on information input from the second control unit 160 or from the driving control unit 80 to output brake torque corresponding to the braking operation to each wheel. The braking device 210 may include a backup mechanism for transmitting hydraulic pressure generated by the operation of the brake pedal included in the driving control unit 80 via a master cylinder to the cylinder. Furthermore, the braking device 210 is not limited to the described structure and may also be an electronically controlled hydraulic brake device that controls an actuator based on information input from the second control unit 160 to transmit hydraulic pressure from the master cylinder to the cylinder.

[0090] The steering system 220 includes, for example, a steering ECU and an electric motor. The electric motor, for example, applies force to a rack and pinion mechanism to change the orientation of the steering wheels. The steering ECU drives the electric motor to change the orientation of the steering wheels based on information input from the second control unit 160 or from the driving control unit 80.

[0091] [Details regarding the procedures performed by the support department]

[0092] When the degree of coincidence between the first position of the road markings identified by the identification unit 130 and the second position of the road markings acquired by the acquisition unit 144 is below a first threshold, the assistance unit 146 suppresses assistance in a manner that prevents the vehicle M from leaving the lane. "Suppression" means not performing the assistance, or reducing the degree of assistance (control level), or delaying the timing of the assistance compared to normal. "Suppression" can also mean not outputting an alarm, or reducing the degree of alarm output, or delaying the timing of alarm output compared to normal. In the following description, suppression will be explained as not performing assistance as an example.

[0093] In the first embodiment, in the autonomous vehicle, the processing described later is performed when the driver operates the steering wheel and the vehicle M is moving, and when the driver does not operate the steering wheel but holds the steering wheel and the vehicle M is moving. Furthermore, when the driver does not hold the steering wheel but the vehicle M is being controlled, and the driver is able to quickly drive the vehicle M while monitoring its surroundings, the processing described later can also be performed. In the following description, the matching process is assumed to be successful.

[0094] Reference Figures 5-7 This section explains whether the auxiliary function can be activated. Figure 5 This is a diagram used to illustrate the conditions under which an auxiliary function can be activated. Figure 6 and Figure 7 This is a graph representing the degree of agreement between the identified road markings and the road marking information, as well as the utilization status of the information. For details on the degree of agreement, please refer to the following section. Figures 8-10 Please provide an explanation.

[0095] In (1) to (4), the road markings on the left and right are considered to be identified by the identification unit 130. Hereinafter, for the road markings identified by the identification unit 130, “(Identification)” will be marked after the road markings, and for the road markings obtained from the road marking information 63, “(Map)” will be marked after the road markings.

[0096] (1) When the degree of agreement between the position of the left-side road marking (identification) and the position of the left-side road marking (map) is above a threshold, and the degree of agreement between the position of the right-side road marking (identification) and the position of the right-side road marking (map) is above a threshold, the assistance unit 146 provides assistance in a manner that prevents the vehicle M from deviating from the left-side road marking (hereinafter referred to as "left-side assistance"), and also provides assistance in a manner that prevents the vehicle M from deviating from the right-side road marking (hereinafter referred to as "right-side assistance"). Since the reliability of inferring the left and right road markings (identification) is high, both left-side assistance and right-side assistance are performed.

[0097] (2) If the degree of agreement between the position of the road marking (identified) on the left and the position of the road marking (map) on the left is above a threshold, while the degree of agreement between the position of the road marking (identified) on the right and the position of the road marking (map) on the right is below the threshold, the auxiliary unit 146 performs left-side assistance and does not perform right-side assistance. Since the position of the road marking (identified) on the left matches the position of the road marking (map) on the left, it is inferred that the reliability of the road marking information (identified) on the left is high, and the reliability of the road marking (identified) on the right is low. Therefore, left-side assistance is performed on the side that ensures reliability.

[0098] (3) If the degree of agreement between the position of the road marking (identified) on the left and the position of the road marking (map) on the left is less than a threshold, while the degree of agreement between the position of the road marking (identified) on the right and the position of the road marking (map) on the right is above the threshold, the auxiliary unit 146 does not perform left-side assistance but performs right-side assistance. Since the position of the road marking (identified) on the right matches the position of the road marking (map) on the right, it is inferred that the reliability of the road marking (identified) on the right is high and the reliability of the road marking (identified) on the left is low. Therefore, right-side assistance, which ensures the reliability of the left side, is performed.

[0099] The processing described in (2) or (3) is an example of a process that "suppresses the execution of auxiliary processing to prevent the vehicle from detaching from the road markings on the first side when the degree of coincidence between the first and second positions is below a first threshold." Alternatively, the processing described in (2) or (3) is an example of a process that "does not execute auxiliary processing to prevent the vehicle from detaching from the road markings on the first side when the degree of coincidence between the first and second positions is below a first threshold and the degree of coincidence between the third and fourth positions is above a second threshold, and executes auxiliary processing to prevent the vehicle from detaching from the road markings on the second side when the probability of the vehicle detaching from the third road markings on the second side is above a predetermined level."

[0100] (4) Even if the degree of agreement between the position of the left-side road marking (identified) and the position of the right-side road marking (identified) and the position of the right-side road marking (map) is less than a threshold, the auxiliary unit 146 still performs left-side assistance and right-side assistance. When the positions of the left and right road markings (identified) do not match the positions of the left and right road markings (map), it is inferred that the reliability of the road marking information (map) is low. For example, it is inferred that the road markings have been redrawn, but information such as the position of the redrawn road markings is not reflected in the road marking information 63. In this case, since the reliability of the left and right road markings (identified) is inferred to be high, left-side assistance and right-side assistance are performed with reference to the road markings (identified) that ensure reliability.

[0101] The processing described in (4) is an example of a process that "when the degree of coincidence between the first position and the second position is below a first threshold and the degree of coincidence between the third position and the fourth position is below a second threshold, an auxiliary processing is performed based on the first road dividing line to assist the vehicle in not leaving the first road dividing line, and an auxiliary processing is performed based on the third road dividing line to assist the vehicle in not leaving the third road dividing line".

[0102] Thus, when the recognition unit 130 recognizes the left and right road markings, if the auxiliary unit 146 determines that the degree of matching of one of the road markings is less than the threshold, it does not perform the auxiliary on the side that is determined to be less than the threshold. If it determines that the degree of matching of both road markings is less than the threshold, it performs the left auxiliary and the right auxiliary by referring to the road markings (recognition).

[0103] In (5)-(7), the presence or degree of alignment of road markings (map) is not considered.

[0104] (5) If the right-side road marking is not recognized by the recognition unit 130, but the left-side road marking is recognized by the recognition unit 130, the auxiliary unit 146 does not perform right-side assistance for the right-side road marking that the recognition unit 130 has not recognized. The auxiliary unit 146 performs left-side assistance based on the left-side road marking (recognition). Figure 7 (5A) Figure 7 (5B)

[0105] (6) If the left-side road marking is not recognized by the recognition unit 130, but the right-side road marking is recognized by the recognition unit 130, the auxiliary unit 146 does not perform left-side assistance for the left-side road marking that the recognition unit 130 has not recognized. The auxiliary unit 146 performs right-side assistance based on the right-side road marking (recognition). Figure 7(6A) Figure 7 (6B)).

[0106] (7) If the road markings on the left and right are not recognized by the recognition unit 130, the auxiliary unit 146 does not perform the right-side auxiliary and left-side auxiliary.

[0107] Thus, if the identification unit 130 fails to identify at least one road marking, the auxiliary unit 146 will not perform assistance on the unidentified side.

[0108] When the road markings on both sides are identified by the identification unit 130 as shown in (1)-(4), the auxiliary unit 146 uses the position of the road markings obtained from the map information in addition to the identification result of the identification unit 130 to perform auxiliary processing to ensure that the vehicle M does not deviate from the road markings. When the road markings on both sides are not identified by the identification unit 130 as shown in (5)-(7), the auxiliary unit 146 does not use the information of the road markings obtained from the map information, but uses the identification result of the identification unit 130 to perform auxiliary processing to ensure that the vehicle M does not deviate from the road markings. Thus, appropriate control corresponding to the identification result of the identification unit 130 can be achieved.

[0109] [Determining the degree of match between the identified road markings and the road marking information]

[0110] The auxiliary unit 146 determines the degree of agreement between the positions of the road markings (identified) and the road markings (map) based, for example, on the difference between the azimuth angle of the road marking (identified) position and the azimuth angle of the road marking (map) position, the angle formed by the road markings (identified) and the road markings (map), and the lateral distance between the road markings (identified) and the road markings (map). The auxiliary unit 146 uses... Figures 8-11 The degree of agreement is determined by the results of one or more of the processes shown in (A)-(C).

[0111] Regarding (A)

[0112] Figure 8 This is a diagram illustrating an example of the processing related to (A). The auxiliary unit 146 calculates the azimuth difference. Using the vehicle M as a reference, the auxiliary unit 146 sequentially sets sampling points (sampling points 1, 2, 3…) in the road demarcation lines (recognition) and the road demarcation lines (map), and extracts corresponding sampling points from these sampling points in both the road demarcation lines (recognition) and the road demarcation lines (map). Corresponding sampling points refer to sampling points with the same order (e.g., (m[i], θ), (c[i], θ)).

[0113] The auxiliary unit 146 calculates the difference in azimuth angle for each corresponding sampling point. The reference for the azimuth angle is, for example, the direction of travel of the vehicle M (X direction in the figure). For example, the auxiliary unit 146 sets the difference between the direction of travel of the vehicle M and the line segment connecting the target sampling point and the previous sampling point of the target sampling point as the difference in azimuth angle. The difference is calculated to a position at a predetermined distance from the vehicle M.

[0114] As shown in equation (1), the auxiliary unit 146 calculates the average difference (Δθave) by dividing the sum of the differences in the azimuth angles of each corresponding sampling point (Σw[i]Δθ[i]) by the number of corresponding sampling points (Σw[i]). The azimuth angle differences of each corresponding sampling point can also be weighted based on the location of the sampling point. For example, the azimuth angle difference of a sampling point closer to vehicle M can be given a heavier weight than the azimuth angle difference of a sampling point farther from vehicle M.

[0115] [Number 1]

[0116]

[0117] Regarding (B)

[0118] Figure 9 This is a diagram illustrating an example of the processing related to (B). The auxiliary unit 146 calculates the difference in the forward gaze angle. The auxiliary unit 146 sets the forward gaze position and calculates the angle between the first line segment and the second line segment, i.e., the difference in the forward gaze angle. The first line segment is the line segment connecting the first predetermined position of the road gradation (identification) of the set forward gaze position to the road gradation (identification) of the second predetermined position of the vehicle M (or the area directly in front of the forward gaze position). The second line segment is the line segment connecting the third predetermined position of the road gradation (map) of the set forward gaze position to the road gradation (map) of the fourth predetermined position of the vehicle M (or the area directly in front of the forward gaze position). The second predetermined position and the fourth predetermined position are, for example, the same position.

[0119] Regarding (C)

[0120] Figure 10 This is a diagram illustrating an example of the processing related to (C). The auxiliary unit 146 calculates the lateral position difference (e.g., the difference with (m[i], y) and (c[i], y)). The auxiliary unit 146 may also set sampling points in the same manner as in (A), extract corresponding sampling points, and calculate the lateral difference for each corresponding sampling point. The position of the object from which the difference is calculated can be at the same specified distance as in (A), or it can be a different position.

[0121] As shown in equation (2), auxiliary unit 146 calculates the average difference (Δyave) by dividing the total of the differences in lateral positions (Σw[i]Δy[i]) by the number of lateral positions for which the differences are obtained (Σw[i]). Weights can also be assigned to the differences in lateral positions. For example, the differences in lateral positions closer to vehicle M can be assigned a heavier weight than the differences in lateral positions farther from vehicle M.

[0122] [Number 2]

[0123]

[0124] The auxiliary unit 146 uses the difference in azimuth angle, the difference in forward gaze angle, or the difference in lateral position to determine whether the road markings (recognition) match the road markings (map). For example, the auxiliary unit 146 compares the difference in azimuth angle, the difference in forward gaze angle, or the difference in lateral position with their respective corresponding thresholds, and determines whether the road markings (recognition) match the road markings (map) based on the comparison results.

[0125] Figure 11 This diagram illustrates an example of the matching and non-matching conditions between the location of a road marking (identified) and the location of a road marking (map). After a previous determination that the location of the road marking (identified) did not match the location of the road marking (map) (below the threshold), the conditions used to determine that the location of the road marking (identified) matches the location of the road marking (map) (above the threshold) satisfy all or some of the following conditions a-c.

[0126] Condition a is that the difference in azimuth angles (the weighted average of the azimuth angle differences) is below the threshold angle θ1. Condition b is that the difference in forward gaze angles (the forward gaze angle difference) is below the threshold angle θ2. Condition c is that the difference in lateral position (the weighted average of the lateral position differences) is below the threshold distance d1. The threshold distance d1 is equivalent to the distance of 2σ (standard deviation) of the error distribution between the experimentally determined road markings (recognition) and the road markings (map).

[0127] After the location of the road demarcation line (identified) was previously determined to match the location of the road demarcation line (map), the condition for determining that the location of the road demarcation line (identified) does not match the location of the road demarcation line (map) this time is that all or part of the following conditions d-f are met.

[0128] Condition d is that the difference in azimuth angles (the weighted average of the azimuth angle differences) exceeds the threshold angle θ3. Condition e is that the difference in forward gaze angles (the difference in forward gaze angles) exceeds the threshold angle θ4. Condition f is that the difference in lateral position (the weighted average of the lateral position differences) exceeds the threshold distance d2.

[0129] For example, threshold angles θ1 and θ2 can be the same or different. Similarly, threshold angles θ3 and θ4 can be the same or different. Threshold angles θ1 and θ2 can be angles less than or equal to threshold angles θ3 or θ4. Threshold distance d1 can be a distance less than or equal to threshold distance d2.

[0130] In addition, the auxiliary unit 146 can also compare one or two of the differences in azimuth angle, forward gaze angle, or lateral position with their respective thresholds, and determine whether the road markings (recognition) match the road markings (map) based on the comparison results.

[0131] As described above, by using the difference, the auxiliary unit 146 can determine with greater accuracy whether the road markings (identification) match the road markings (map).

[0132] [Flowchart (Part 1)]

[0133] Figure 12 This is a flowchart illustrating an example of the processing flow executed by the assistance unit 146. First, the automatic driving control device 100 determines whether the assistance mode is enabled (step S100). The enabled state of the assistance mode means that the assistance unit 146 is capable of performing assistance.

[0134] When the assistance mode is enabled, the assistance unit 146 acquires information about the road markings identified by the recognition unit 130 (step S102). Next, based on the road marking information acquired in step S102, the assistance unit 146 determines whether the recognition unit 130 has identified the left and right road markings (step S104). If the left and right road markings are not identified, the assistance unit 146 does not perform assistance (equivalent to step S106). Figure 5 (7) etc. When the left and right road markings are identified, or when one of the left and right road markings is identified, the auxiliary unit 146 performs... Figure 13 The auxiliary start-up judgment (step S108) is shown in the diagram. Thus, the processing of one routine in this flowchart ends.

[0135] [Flowchart (Part Two)]

[0136] Figure 13 This is a flowchart illustrating an example of the processing flow related to the start-up determination performed by the auxiliary unit 146. First, the auxiliary unit 146 determines whether the start conditions for the start-up determination process are met (step S200). If the start conditions for the start-up determination process are met (in... Figure 12If, in step S104, it is determined that at least one of the left and right road markings has been identified, the auxiliary unit 146 determines whether the identification unit 130 has identified the left and right road markings (step S202).

[0137] If the left and right road markings are not identified, the auxiliary unit 146 uses the identified road markings as a reference (step S204, equivalent to...). Figure 5 (5), (6) etc. For example, when the left-side road marking is identified, the left-side road marking is used as a reference object; when the right-side road marking is identified, the right-side road marking is used as a reference object. A reference object refers to the object used as a reference object during auxiliary processing. If there is a high probability that the vehicle M will detach from the road marking on the side used as the reference object, auxiliary processing is performed. The auxiliary unit 146 controls the vehicle M in a manner that prevents the vehicle M from detaching from the road marking on the side used as the reference object.

[0138] When the left and right road markings are identified, the assistance unit 146 determines whether the acquisition unit 144 has obtained the position of the vehicle M and the surrounding left and right road markings from the road marking information 63 (step S206). If the left and right road markings are not obtained, the assistance unit 146 uses the identified road markings as a reference (step S208). That is, when the acquisition unit 144 cannot obtain the lane road markings information (for example, when the road markings information is not stored in the map information), the assistance unit 146 provides assistance based on the road markings identified by the identification unit 130, in a way that prevents the vehicle M from deviating from the road markings.

[0139] Having acquired the left and right road marking information, the auxiliary unit 146 matches the identified road marking positions with the positions of the road markings obtained from the road marking information 63 (step S210). The auxiliary unit 146 determines whether the degree of matching between the identified left and right road marking positions and the positions of the left and right road markings obtained from the road marking information 63 is both above a threshold, or whether the degree of matching is below the threshold (step S212). The auxiliary unit 146 outputs a first degree of matching between the position of the left road marking and the position of the left road marking obtained from the road marking information 63, and a second degree of matching between the position of the right road marking and the position of the right road marking obtained from the road marking information 63, and determines whether the first degree of matching is above a threshold and whether the second degree of matching is above a threshold.

[0140] If both the degree of matching is above the threshold (both the first and second degree of matching are above the threshold), or if neither degree of matching is below the threshold (both the first and second degree of matching are below the threshold), the auxiliary unit 146 uses the identified road markings as a reference object (step S214, equivalent to...). Figure 5 (1), (4) etc.

[0141] If the degree of agreement is not always above the threshold, or if the degree of agreement is not always below the threshold, the auxiliary unit 146 uses the road markings that are determined to have an agreement degree above the threshold as reference objects (step S216, equivalent to...). Figure 5 (2) and (3) of the above. In other words, if the degree of agreement between the identified left-side road marking and the left-side road marking in road marking information 63 is above a threshold, and the degree of agreement between the identified right-side road marking and the right-side road marking in road marking information 63 is below the threshold, the identified left-side road marking will be used as a reference. Thus, the processing of this flowchart ends.

[0142] As described above, the automatic driving control device 100 can appropriately determine the road markings (reference objects) used in the process.

[0143] [Flowchart (Part 3)]

[0144] Figure 14 This is a flowchart illustrating an example of the processing flow related to the start-up determination performed by the auxiliary unit 146. First, the auxiliary unit 146 determines that vehicle M is selected as a reference object (reference...). Figure 13 The system checks whether the possibility of the vehicle M deviating from the road markings is above a predetermined level (step S300). If the possibility of deviating is above a predetermined level, the auxiliary unit 146 controls the vehicle M to prevent it from deviating from the road markings used as a reference (performs auxiliary processing) (step S302). Thus, the processing of one routine in this flowchart ends.

[0145] As described above, by using the automatic driving control device 100 to perform assistance with reference to the road markings, the vehicle M can be more appropriately and accurately prevented from deviating from the road markings.

[0146] According to the first embodiment described above, when the degree of coincidence between the first position of the first road marking on the first side and the second position of the second road marking on the first side is less than a first threshold, the automatic driving control device 100 suppresses the execution of auxiliary processing in a manner that assists the vehicle in not disengaging from the road marking on the first side, thereby enabling more appropriate control of the vehicle.

[0147] <Modifications of the First Embodiment>

[0148] Hereinafter, a variation of the first embodiment will be described. In the first embodiment, processing was performed using road markings on the first side and the second side, but in the variation of the first embodiment, processing was performed using the identification results of road markings where the vehicle M is highly likely to detach. Hereinafter, the description will focus on the differences from the first embodiment.

[0149] Figure 15 This is a flowchart illustrating an example of the processing flow of a modified example of the first embodiment. First, the assistance unit 146 determines whether the probability of vehicle M detaching from the road markings on the first side is high (step S400). If the probability of vehicle M detaching from the road markings on the first side is high, the assistance unit 146 determines whether the road markings on the first side have been identified by the identification unit 130 (step S402). If the road markings on the first side have not been identified, the assistance unit 146 does not provide assistance in preventing vehicle M from detaching from the first side (step S404).

[0150] If the road markings on the first side are identified, the auxiliary unit 146 determines whether the position of the road markings on the first side of the road marking information (map information) matches the position of the identified road markings (step S406). If the position of the road markings on the first side of the road marking information does not match the position of the identified road markings, the process proceeds to step S404.

[0151] If the position of the road marking on the first side of the road marking information matches the position of the identified road marking, the auxiliary unit 146 provides assistance to prevent the vehicle M from detaching from the first side (step S408). Thus, the processing of one routine in this flowchart ends.

[0152] In the process described above, if there is no road marking information for the identified road markings, the auxiliary unit 146 provides assistance in preventing the vehicle M from detaching from the first side based on the position of the identified road markings.

[0153] In the example described, the handling of the case where there is a high probability that vehicle M will deviate from the road markings on the first side was explained. Similarly, the same handling is performed on the road markings on the second side when there is a high probability that vehicle M will deviate from the road markings on the second side.

[0154] The variations of the first embodiment described above achieve the same effect as the first embodiment.

[0155] In the described embodiment, the automatic driving control device 100 is configured to perform various processes, but the assistance device for assisting occupant driving may also perform the processes performed by the assistance unit 146 described in the embodiment. For example, when the driver operates or holds the steering wheel, the assistance device controls the steering to assist the driver's driving. If the degree of coincidence between the first position of the first road marking on the first side identified by the identification unit 130 and the second position of the second road marking on the first side acquired by the acquisition unit 144 is less than a first threshold, the execution of assistance processing that assists the vehicle M in preventing it from deviating from the road marking on the first side is suppressed.

[0156] [Hardware Structure]

[0157] Figure 16 This diagram illustrates an example of the hardware structure of the automated driving control device 100 (auxiliary device 100A) according to an embodiment. As shown, the automated driving control device 100 has the following structure: a communication controller 100-1, a CPU 100-2, a random access memory (RAM) 100-3 used as working memory, a read-only memory (ROM) 100-4 storing the boot program, a storage device 100-5 such as flash memory or a hard disk drive (HDD), and a drive device 100-6 are interconnected via an internal bus or a dedicated communication line. The communication controller 100-1 communicates with components other than the automated driving control device 100. The storage device 100-5 stores the program 100-5a executed by the CPU 100-2. This program is expanded into the RAM 100-3 by a direct memory access (DMA) controller (not shown) and executed by the CPU 100-2. Thus, the first control unit 120, the second control unit 160, and some or all of the functional units contained therein are realized.

[0158] The implementation methods described above can be expressed as follows.

[0159] A vehicle control device, comprising:

[0160] Storage device, storing programs; and

[0161] Hardware processor,

[0162] The hardware processor executes the program stored in the storage device, thereby

[0163] Identify the first road marking on the first side of the lane in which the vehicle is traveling from images captured by cameras around the vehicle.

[0164] Obtain information about the second road markings on the first side of the lane the vehicle is traveling in from the map information.

[0165] If the probability of the vehicle detaching from the road markings is greater than a certain level, auxiliary processing is performed to prevent the vehicle from detaching from the road markings.

[0166] If the degree of coincidence between the first position of the first road marking on the first side and the second position of the second road marking on the first side is below a first threshold, the execution of auxiliary processing to prevent the vehicle from deviating from the road marking on the first side is suppressed.

[0167] The present invention has been described above using embodiments, but the present invention is not limited to these embodiments in any way, and various modifications and substitutions can be made without departing from the spirit of the present invention.

Claims

1. A vehicle control device, comprising: The identification unit identifies a first road marking on a first side of the lane in which the vehicle is traveling from an image captured by a camera unit around the vehicle, and also identifies a third road marking on a second side of the lane opposite to the first side. The acquisition unit acquires information about the second road marking on the first side of the lane in which the vehicle is traveling from the map information, and also acquires information about the fourth road marking on the second side from the map information. as well as The auxiliary unit, when the possibility of the vehicle detaching from the road markings is at least a predetermined level, performs auxiliary processing to prevent the vehicle from detaching from the road markings. If the degree of coincidence between the first position of the first road marking on the first side identified by the identification unit and the second position of the second road marking on the first side acquired by the acquisition unit is below a first threshold, and the degree of coincidence between the third position of the third road marking on the second side and the fourth position of the fourth road marking on the second side is above a second threshold, then auxiliary processing to prevent the vehicle from detaching from the road marking on the first side is not performed. However, if the probability of the vehicle detaching from the third road marking on the second side is above a predetermined level, then auxiliary processing to prevent the vehicle from detaching from the third road marking is performed based on the third road marking. The auxiliary part, When the recognition unit identifies the first road marking and the third road marking, in addition to using the recognition result of the recognition unit, it also uses the second position of the second road marking or the fourth position of the fourth road marking to perform auxiliary processing to prevent the vehicle from deviating from the road marking. When the degree of coincidence between the first position of the first road dividing line on the first side and the second position of the second road dividing line on the first side is below a first threshold, and the degree of coincidence between the third position of the third road dividing line on the second side and the fourth position of the fourth road dividing line on the second side is below a second threshold, If the probability of the vehicle detaching from the first road marking on the first side is greater than a predetermined level, auxiliary processing is performed based on the first road marking to prevent the vehicle from detaching from the first road marking. If the probability of the vehicle detaching from the third road marking on the second side is greater than a predetermined level, auxiliary processing is performed based on the third road marking to prevent the vehicle from detaching from the third road marking.

2. The vehicle control device according to claim 1, wherein... The auxiliary part If the acquisition unit is unable to acquire information about the road markings of the lane, the identification unit provides assistance in preventing the vehicle from deviating from the road markings based on the road markings identified by the identification unit.

3. The vehicle control device according to claim 1, wherein... The identification unit identifies one or both of the first road markings on the first side or the third road markings on the second side of the lane opposite to the first side. The acquisition unit obtains one or both of the information of the second road dividing line on the first side or the information of the fourth road dividing line on the second side from the map information. The auxiliary part If the identification unit fails to identify the first road marking or the third road marking, the second position of the second road marking or the fourth position of the fourth road marking is not used. Instead, the identification result of the identification unit is used to perform auxiliary processing to prevent the vehicle from deviating from the road marking.

4. The vehicle control device according to claim 1, wherein... The auxiliary unit determines the degree of agreement between the first position of the first road marking line and the second position of the second road marking line based on the difference between the azimuth angles of the first position and the second position, the angle formed by the first road marking line and the second road marking line, and the lateral distance between the first road marking line and the second road marking line.

5. A vehicle control method, wherein By computer From images captured by cameras around the vehicle, a first road marking on the first side of the lane in which the vehicle is traveling is identified, and a third road marking on the second side of the lane opposite to the first side is also identified. Information on the second road markings on the first side of the lane the vehicle is traveling in is obtained from the map information, and information on the fourth road markings on the second side is also obtained from the map information. If the probability of the vehicle detaching from the road markings is greater than a certain level, auxiliary processing is performed to prevent the vehicle from detaching from the road markings. If the degree of coincidence between the first position of the first road marking on the first side and the second position of the second road marking on the first side is below a first threshold, and the degree of coincidence between the third position of the third road marking on the second side and the fourth position of the fourth road marking on the second side is above a second threshold, then no auxiliary processing is performed to prevent the vehicle from detaching from the road marking on the first side. However, if the probability of the vehicle detaching from the third road marking on the second side is above a predetermined level, then auxiliary processing is performed based on the third road marking to prevent the vehicle from detaching from the third road marking. The vehicle control method also includes a computer When the first road marking and the third road marking are identified, in addition to using the identified results, the second position of the second road marking or the fourth position of the fourth road marking is also used to perform auxiliary processing to prevent the vehicle from deviating from the road markings. When the degree of coincidence between the first position of the first road dividing line on the first side and the second position of the second road dividing line on the first side is below a first threshold, and the degree of coincidence between the third position of the third road dividing line on the second side and the fourth position of the fourth road dividing line on the second side is below a second threshold, If the probability of the vehicle detaching from the first road marking on the first side is greater than a predetermined level, auxiliary processing is performed based on the first road marking to prevent the vehicle from detaching from the first road marking. If the probability of the vehicle detaching from the third road marking on the second side is greater than a predetermined level, auxiliary processing is performed based on the third road marking to prevent the vehicle from detaching from the third road marking.

6. A computer-readable storage medium storing a program, wherein... The computer will perform the following processes: From images captured by cameras around the vehicle, a first road marking on the first side of the lane in which the vehicle is traveling is identified, and a third road marking on the second side of the lane opposite to the first side is also identified. Information on the second road markings on the first side of the lane in which the vehicle is traveling is obtained from the map information, and information on the fourth road markings on the second side is also obtained from the map information. If the probability of the vehicle detaching from the road markings is greater than a predetermined level, auxiliary processing is performed to prevent the vehicle from detaching from the road markings; and If the degree of coincidence between the first position of the first road marking on the first side and the second position of the second road marking on the first side is below a first threshold, and the degree of coincidence between the third position of the third road marking on the second side and the fourth position of the fourth road marking on the second side is above a second threshold, then no auxiliary processing is performed to prevent the vehicle from detaching from the road marking on the first side. However, if the probability of the vehicle detaching from the third road marking on the second side is above a predetermined level, then auxiliary processing is performed based on the third road marking to prevent the vehicle from detaching from the third road marking. The computer also enables the computer to perform the following processes: When the first road marking and the third road marking are identified, in addition to using the identified results, the second position of the second road marking or the fourth position of the fourth road marking is also used to perform auxiliary processing to prevent the vehicle from deviating from the road markings. When the degree of coincidence between the first position of the first road dividing line on the first side and the second position of the second road dividing line on the first side is below a first threshold, and the degree of coincidence between the third position of the third road dividing line on the second side and the fourth position of the fourth road dividing line on the second side is below a second threshold, If the probability of the vehicle detaching from the first road marking on the first side is greater than a predetermined level, auxiliary processing is performed based on the first road marking to prevent the vehicle from detaching from the first road marking. If the probability of the vehicle detaching from the third road marking on the second side is greater than a predetermined level, auxiliary processing is performed based on the third road marking to prevent the vehicle from detaching from the third road marking.

Images