Driving support system, driving support program, driving support method

Abstract

To provide a driving support system for suppressing traffic disturbance in a parking related facility.SOLUTION: A processor of a driving support system that assists driving of a host vehicle in a parking-related facility, in which the host vehicle is scheduled to be parked, is configured to: acquire map data Dm that defines an allowable direction Pd and an allowable angle range Pθ that are allowable for the host vehicle on a traveling road in the parking-related facility; monitor entry of the host vehicle into a wrong-way travel assumed area Ar that is defined for each node Nr where traveling roads are connected to each other in the parking-related facility, as a wrong-way travel assumed area Ar where wrong-way travel in which the host vehicle travels in a direction opposite to the allowable direction Pd is assumed; and perform wrong-way travel avoidance processing for avoiding the wrong-way travel for the host vehicle that has entered the wrong-way travel assumed area Ar when a yaw angle corresponding to steering by an operator is outside the allowable angle range Pθ.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present disclosure relates to a driving assistance technique for assisting the driving of a host vehicle.

Background Art

[0002] Patent Document 1 discloses a technique for preventing a host vehicle from running in reverse on a side road leading from a main line such as a highway to a parking lot or on a side road leading from a parking lot to the main line.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the technique disclosed in Patent Document 1, running in reverse on a side road is generally determined based on a road map stored in the host vehicle as a digitally mapped public road map. However, when map data regarding a privately-owned parking-related facility is not included in the public road map, it becomes difficult to determine running in reverse itself. Moreover, within a parking-related facility, since it is necessary to determine running in reverse under a special structure where narrow roadways with restricted travel directions are connected to form nodes, there has been a concern that it would be difficult to accurately determine only with a road map as disclosed in Patent Document 1. Here, if the host vehicle runs in reverse due to an incorrect determination of running in reverse, within a parking-related facility under such a special structure, it directly leads to traffic obstruction to other road users, which is undesirable.

[0005] An object of the present disclosure is to provide a driving assistance system that suppresses traffic obstruction within a parking-related facility. Another object of the present disclosure is to provide a driving assistance program that suppresses traffic obstruction within a parking-related facility. Still another object of the present disclosure is to provide a driving assistance method that suppresses traffic obstruction within a parking-related facility.

Means for Solving the Problem

[0006] Hereinafter, the technical means of the present disclosure for solving the problem will be described. Note that the reference numerals in parentheses described in the claims and this column indicate the correspondence with the specific means described in the embodiments to be described in detail later, and do not limit the technical scope of the present disclosure.

[0007] The first aspect of the present disclosure is a driving support system that has a processor (12) and supports the driving of a host vehicle (2) within a parking-related facility (9) where the host vehicle plans to park, wherein the processor acquires map data (Dm) that defines an allowable direction (Pd) and an allowable angle range (Pθ) that are allowed for the host vehicle on a driving path (90) within the parking-related facility, monitors the entry of the host vehicle into a reverse driving assumed area (Ar) defined for each node (Nr) where driving paths are joined within the parking-related facility as an assumed reverse driving area where the host vehicle is assumed to travel in the direction opposite to the allowable direction, and is configured to execute a reverse driving avoidance process for avoiding reverse driving when the yaw angle corresponding to the operator's steering exceeds the allowable angle range for the host vehicle that has entered the reverse driving assumed area.

[0008] The second aspect of the present disclosure is a driving support program stored in a storage medium (10) and including instructions to be executed by a processor (12) for supporting the driving of a host vehicle (2) within a parking-related facility (9) where the host vehicle plans to park, acquiring map data (Dm) that defines an allowable direction (Pd) and an allowable angle range (Pθ) that are allowed for the host vehicle on a driving path (90) within the parking-related facility, As a reverse-travel assumption area (Ar) where it is assumed that the host vehicle travels in the direction opposite to the allowable direction, monitor the entry of the host vehicle into the reverse-travel assumption area defined for each node (Nr) where the roadways are joined within the parking-related facility, and When the yaw angle corresponding to the operator's steering for the host vehicle that has entered the reverse-travel assumption area is outside the allowable angle range, execute an instruction to perform a reverse-travel avoidance process to avoid reverse travel.

[0009] The third aspect of the present disclosure is A driving support method executed by a processor (12) to support the driving of a host vehicle (2) within a parking-related facility (9) where the host vehicle plans to park, the method comprising: Obtaining map data (Dm) that defines an allowable direction (Pd) and an allowable angle range (Pθ) that are allowed for the host vehicle on a roadway (90) within the parking-related facility; As a reverse-travel assumption area (Ar) where it is assumed that the host vehicle travels in the direction opposite to the allowable direction, monitor the entry of the host vehicle into the reverse-travel assumption area defined for each node (Nr) where the roadways are joined within the parking-related facility, and When the yaw angle corresponding to the operator's steering for the host vehicle that has entered the reverse-travel assumption area is outside the allowable angle range, perform a reverse-travel avoidance process to avoid reverse travel.

[0010] According to these first to third aspects, map data that defines the allowable direction and the allowable angle range allowed for the host vehicle on the driving road in the parking-related facility is acquired. Therefore, in the first to third aspects, as a reverse driving assumption area where reverse driving of the host vehicle in the direction opposite to the allowable direction is assumed, entry of the host vehicle into the reverse driving assumption area defined for each node of the driving road in the parking-related facility is monitored. According to this, when the yaw angle according to the operator's steering becomes outside the allowable angle range for the host vehicle that has entered the reverse driving assumption area accurately defined for each node, it is timely determined, and a reverse driving avoidance process for avoiding the reverse driving of the host vehicle can be performed. Therefore, it is possible to suppress traffic obstacles to other road users caused by the host vehicle in the parking-related facility.

Brief Description of the Drawings

[0011]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Embodiments for Carrying Out the Invention

[0012] Hereinafter, a plurality of embodiments of the present disclosure will be described with reference to the drawings. In addition, in each embodiment, the same reference numerals may be assigned to corresponding components, and redundant explanations may be omitted. Further, when only a part of the configuration is described in each embodiment, the configuration of other embodiments described previously can be applied to other parts of the said configuration. Furthermore, not only the combinations of configurations explicitly shown in the description of each embodiment, but also the configurations of a plurality of embodiments can be partially combined with each other as long as there is no problem with the combination, even if not explicitly stated.

[0013] The driving support system 1 of the first embodiment shown in FIG. 1 supports the driving of the host vehicle 2. At least a part of the driving support system 1 is mounted on the host vehicle 2. The host vehicle 2 to which the driving support system 1 is applied is, for example, at a level among the automatic driving levels defined in SAE J3016 or the like, in which there is a manual driving support task that supports the operator's manual driving operation together with the automatic driving task, and it is preferable that it can be realized. Such a host vehicle 2 is, for example, a road user such as an automobile or a truck, and may be referred to as an ego-vehicle from the perspective centered on the host vehicle 2. As described above, as the operator of the host vehicle 2, the driving support system 1 targets a driver who can board the driver's seat in the host vehicle 2 and perform a manual driving operation.

[0014] As shown in FIG. 2, in the traffic environment in which the host vehicle 2 moves, a traffic scene in which other road users 3 other than the vehicle 2 also move is assumed. The other road users 3 include non-vulnerable road users and vulnerable road users according to their vulnerability. The non-vulnerable road users are at least one type of moving body carrying a human, such as a car, a truck, a motorcycle, and a bicycle. The vulnerable road users are humans such as pedestrians.

[0015] In particular, the traffic scene to be supported by the driving support system 1 is, as illustrated in FIG. 2, within the parking-related facility 9 where the host vehicle 2 plans to park, including a passing scene on the traveling road 90 and a parking scene to the parking space 92 that becomes the end of the traveling road 90 during the parking. The parking-related facility 9 may be any of an indoor parking facility, an outdoor parking facility, and a parking facility straddling indoors and outdoors. The parking-related facility 9 may be a parking lot attached to a dedicated vehicle lane, for example, in a drive-through type store or the like. In addition, in this specification, the road on which the host vehicle 2 and the other road users 3 move is grasped as a concept including the traveling road 90 within the parking-related facility 9 and the public road outside the facility 9.

[0016] As shown in FIG. 1, the host vehicle 2 is equipped with an actuator system 4, a sensor system 5, a communication system 6, a map database (DB) 7, and an information presentation system 8 together with at least a part of the driving support system 1. However, FIG. 1 typically shows an example in which all of the driving support system 1 implemented in the form of a processing circuit (for example, a processing ECU or the like) or a semiconductor device (for example, a semiconductor chip or the like) is mounted on the host vehicle 2.

[0017] The actuator system 4 is configured to be able to control the driving behavior of the host vehicle 2 based on a control command given from the driving assistance system 1. The actuator system 4 may be at least one type of power train actuator such as, for example, an internal combustion engine, and a motor generator motor. The actuator system 4 may be at least one type of braking actuator such as, for example, a brake unit. The actuator system 4 may be at least one type of steering actuator such as, for example, a power steering unit.

[0018] The sensor system 5 acquires sensing information available in the driving assistance system 1 by sensing the external environment and the internal environment of the host vehicle 2. For this purpose, the sensor system 5 includes an external sensor 50 and an internal sensor 52.

[0019] The external sensor 50 senses a target existing in the external environment of the host vehicle 2. The external sensor 50 of the target sensing type is at least one type among, for example, an in-vehicle camera, LiDAR (light detection and ranging / laser imaging detection and ranging), a laser sensor, a millimeter wave sensor, and a sonar sensor. A plurality of types of the external sensor 50 of the target sensing type may be combined and mounted so as to be able to sense each of the front, side, and rear directions of the host vehicle 2.

[0020] The internal sensor 52 senses a specific motion physical quantity related to vehicle motion in the internal environment of the host vehicle 2. The internal sensor 52 of the motion sensing type is at least one type among, for example, a speed sensor, an acceleration sensor, and a gyro sensor. The internal sensor 52 may sense the operation or state of an occupant including a driver as an occupant boarding in the internal environment of the host vehicle 2. The internal sensor 52 of the occupant sensing type is at least one type among, for example, an accelerator pedal sensor, a steering angle sensor, a steering torque sensor, a brake pedal sensor, a shift sensor, an occupant camera, an occupant seat switch, a gesture sensor, a biological sensor, and a seating sensor.

[0021] The communication system 6 acquires communication information available in the driving support system 1 by wireless communication. The communication system 6 may receive a positioning signal from an artificial satellite of a GNSS (global navigation satellite system) existing outside the host vehicle 2. The communication system 6 of the positioning type is, for example, a GNSS receiver or the like. The communication system 6 may transmit and receive communication signals to and from a V2X system existing outside the host vehicle 2. The communication system 6 of the V2X communication type is at least one of, for example, a DSRC (dedicated short range communications) communication device and a cellular V2X (C-V2X) communication device. The communication system 6 may transmit and receive communication signals to and from a mobile terminal existing inside the host vehicle 2. The communication system 6 of the terminal communication type is at least one of, for example, a Bluetooth (registered trademark) device, a Wi-Fi (registered trademark) device, and an infrared communication device.

[0022] The map DB 7 stores map information available in the driving support system 1. The map DB 7 is configured to include at least one type of non-transitory tangible storage medium such as, for example, a semiconductor memory, a magnetic medium, and an optical medium. The map DB 7 may be a DB of a locator that estimates the self-position of the host vehicle 2. The map DB may be a DB of a navigation unit that navigates the driving route of the host vehicle 2. The map DB 7 may be constructed by a combination of a plurality of types of DBs.

[0023] The map DB 7 updates the map information by downloading, as needed, a digitally mapped map that is publicly deployed, for example, through V2X communication with an external center via the communication system 6. The map information is digitized in two or three dimensions as information representing the external environment in which the host vehicle 2 travels. As the three-dimensional map information, digital data of a high-precision map may be adopted. The map information includes, for example, public road information representing at least one of the position, shape, and road surface condition of public roads. The map information may include, for example, structure information representing at least one of the position and shape of buildings and traffic lights facing public roads. The map information may include, for example, sign information representing at least one of the position and shape of signs and lane lines attached to public roads.

[0024] The information presentation system 8 presents notification information to the passengers including the driver of the host vehicle 2. The information presentation system 8 may present the notification information by stimulating the vision of the passengers in the host vehicle 2. The information presentation system 8 of the visual information presentation type is, for example, at least one of an in-vehicle monitor, a HUD (head-up display), a combination meter, a navigation unit, and an illumination unit. The information presentation system 8 may present the notification information by stimulating the hearing of the passengers. The information presentation system 8 of the auditory information presentation type is, for example, at least one of a speaker, a buzzer, and a vibration unit. The information presentation system 8 may present the notification information by stimulating the sense of skin of the passengers. The information presentation system 8 of the skin sensation information presentation type is, for example, at least one of a vibration unit, a reaction force unit, and an air conditioning unit.

[0025] The driving support system 1 is connected to the actuator system 4, the sensor system 5, the communication system 6, the map DB 7, and the information presentation system 8 via at least one of, for example, a LAN (local area network), a wire harness, an internal bus, and a wireless communication line. The driving support system 1 is configured to include at least one dedicated computer.

[0026] The dedicated computer that constitutes the driving support system 1 may be an integrated ECU (electronic control unit) that integrates the driving control of the host vehicle 2. The dedicated computer that constitutes the driving support system 1 may be a sensing ECU that processes sensing information in the driving control of the host vehicle 2. The dedicated computer that constitutes the driving support system 1 may be a recognition ECU that recognizes the external environment in the driving control of the host vehicle 2. The dedicated computer that constitutes the driving support system 1 may be a locator ECU that estimates the self-position of the host vehicle 2.

[0027] The dedicated computer that constitutes the driving support system 1 may be a planning ECU that plans the driving control of the host vehicle 2. The dedicated computer that constitutes the driving support system 1 may be a navigation ECU that navigates the driving route in the driving control of the host vehicle 2. The dedicated computer that constitutes the driving support system 1 may be an actuator ECU that controls the actuator system 4 as the driving control of the host vehicle 2.

[0028] The dedicated computer that constitutes the driving support system 1 may be an information management ECU that controls the information presentation system 8 as the driving control of the host vehicle 2. The dedicated computer that constitutes the driving support system 1 may be at least one external computer that constructs an external center or a mobile terminal etc. that can communicate via, for example, the communication system 6.

[0029] The dedicated computer that constitutes the driving support system 1 has at least one memory 10 and one processor 12. The memory 10 is at least one type of non-transitory tangible storage medium, such as a semiconductor memory, a magnetic medium, and an optical medium, that non-temporarily stores programs and data readable by the computer. The processor 12 includes at least one type, such as a CPU (central processing unit), a GPU (graphics processing unit), and a RISC (reduced instruction set computer)-CPU, as its core.

[0030] The processor 12 executes a plurality of instructions included in the driving support program stored in the memory 10 as software. As a result, the driving support system 1 constructs a plurality of functional blocks for performing the driving support process of the host vehicle 2. Among the plurality of functional blocks thus constructed by the driving support system 1, as shown in FIG. 3, there are included a recognition block 100 and a control block 120.

[0031] The recognition block 100 acquires sensing information from the sensor system 5. The recognition block 100 acquires communication information from the communication system 6. The recognition block 100 acquires at least one type of the map information stored in the map DB 7 and the map data (refer to the reference numeral Dm in FIGS. 4 to 8 in the parking-related facility 9 described in detail later) stored in the memory 10. The recognition block 100 acquires the data of the control commands to the host vehicle 2 by the past control block 120 from the memory 10. The recognition block 100 generates recognition data for recognizing the external environment and the internal environment of the host vehicle 2 by individually processing and then fusing these acquired pieces of information. Therefore, the recognition data generated by the recognition block 100 represents the states of the external environment and the internal environment recognized for each traffic scene in which the host vehicle 2 travels.

[0032] Specifically, the recognition block 100 generates recognition data by recognizing the road on which the host vehicle 2 travels, including the travel path 90 and the public road as described above. The recognition data regarding the road may represent at least one type of road state, such as, for example, the position and size of the road, the nodes where the roads are connected (refer to the reference numeral Nr in FIGS. 5 to 8 which will be described in detail later in the parking-related facility 9), the bending points where the road bends, the curvature or radius of curvature of the curved road, and the position of the pedestrian path. Among the roads, in particular, the recognition data regarding the travel path 90 within the parking-related facility 9 may represent at least one type of, for example, the position, size, and vacancy state of the parking space 92 that is the end thereof.

[0033] The recognition block 100 generates recognition data by recognizing the signs associated with the road on which the host vehicle 2 travels. The recognition data regarding the signs may represent at least one type of sign state, such as, for example, signs, lane lines, and traffic lights. The recognition data regarding the signs may further represent at least one type of traffic rules on the road recognized from such sign states, such as, for example, the traffic direction, the speed limit, and the stop position.

[0034] The recognition block 100 generates recognition data by recognizing the object targets including other road users 3, obstacles, and structures existing in the external environment of the host vehicle 2. The recognition data regarding the object targets may represent at least one type of motion physical quantity, such as, for example, the separation distance, the motion direction, the relative speed, the relative acceleration, and the time to collision (TTC). The recognition data regarding the object targets may represent the classification of the object targets clustered based on such motion physical quantities.

[0035] In the parking-related facility 9, the recognition data regarding the object target may particularly represent at least one type of facility structure among, for example, the entrance / exit gate, toll booth, guide signboard, vacant space display panel, structural wall, structural column, and wheel stopper. The recognition data regarding the object target in the parking-related facility 9 may also represent at least one type among, for example, other road users 3 moving on the road 90 within the facility 9 and other road users 3 parked or stopped in the parking space 92 within the facility 9.

[0036] The recognition block 100 generates recognition data by localization that recognizes the self-state including the self-position of the host vehicle 2. The recognition data regarding the self-state may represent at least one type among, for example, the self-position such as longitude and latitude and altitude, attitude angle, steering angle, speed, acceleration, jerk (jounce), and yaw rate, which appear in the host vehicle 2 according to the control command in the control block 120.

[0037] The recognition block 100 generates recognition data by recognizing the operation of the driver as an operator on the host vehicle 2. Among the driver operations, the recognition data regarding the manual driving operation of the host vehicle 2 may represent at least one type among, for example, the steering angle, steering torque, brake pedal operation amount, accelerator pedal operation amount, shift position, and the operation state of the passenger seat switch including the hazard switch. Among the driver operations, the recognition data regarding operations other than the manual driving operation may represent the operation state of the driver, such as a gesture.

[0038] The control block 120 acquires recognition data from the recognition block 100. The control block 120 acquires data of control commands to the host vehicle 2 in the past by reading from the memory 10. Based on these acquired data, the control block 120 generates a control command for controlling the driving behavior of the host vehicle 2. At this time, among the automatic driving task and the manual driving support task in the host vehicle 2, a control command is generated to be commanded to the actuator system 4 so as to control the driving task according to the automatic driving level adjusted according to the traffic scene. The data of the control command thus generated is stored in the memory 10.

[0039] Here, the adjustment of the automatic driving level may include the handover of the driving task between the driving support system 1 and the driver by the transition of the driving mode between the automatic driving task and the manual driving support task. Such a handover may be realized at at least one kind of timing among, for example, the timing of a handover request from the driver, the timing of entering and leaving the operational design domain (ODD) of the automatic driving, and the timing required for the minimum risk manoeuvre (MRM).

[0040] (Driving support flow) In the first embodiment, the driving support flow for realizing the driving support method for supporting the driving of the host vehicle 2 is repeatedly executed according to FIG. 4 by the cooperation of the plurality of blocks 100 and 120. In the following description, each "S" of the driving support flow means a plurality of steps executed by a plurality of instructions included in the driving support program.

[0041] In S100, recognition block 100 determines whether host vehicle 2 has arrived at the entrance to parking-related facility 9 from a public road outside the parking-related facility 9 or at the control start area in front of the entrance. At this time, the determination of arrival at the control start area is based on the map information stored in map DB 7, that is, a public digital map. At the same time, the arrival determination is based on recognition data representing an object, such as the entrance gate or toll booth of parking-related facility 9. Furthermore, the arrival determination is based on recognition data regarding the self-state representing the traveling state of host vehicle 2, such as the self-position.

[0042] If a negative determination is made in S100, the current execution of the driving support flow ends. On the other hand, if an affirmative determination is made in S100, the driving support flow proceeds to S101. In S101, recognition block 100 acquires map data Dm regarding parking-related facility 9 and stores it in memory 10.

[0043] Specifically, map data Dm acquired in S101 is provided in response to the entry of host vehicle 2 from the control start area into parking-related facility 9. Therefore, map data Dm may be acquired as recognition data when an external sensor 50 of host vehicle 2 recognizes a two-dimensional code, such as a QR code (registered trademark), provided by the facility 9 in a fixed display or image display in the section until host vehicle 2 enters parking-related facility 9 from the control start area.

[0044] At this time, map data Dm itself may be encoded in the two-dimensional code. In that case, map data Dm may be read by decoding the shooting data of the two-dimensional code by an external sensor 50 such as an in-vehicle camera. The server address where map data Dm is stored may be encoded in the two-dimensional code. In that case, map data Dm may be downloaded through communication system 6 from the read server address by decoding the shooting data of the two-dimensional code by an external sensor 50 such as an in-vehicle camera.

[0045] The map data Dm obtained by S101 defines the road conditions of the road 90 including the parking space 92 within the parking-related facility 9 as illustrated in FIGS. 5 to 7 in accordance with the recognition data regarding the road described above. At the same time, the map data Dm defines a reverse travel assumption area Ar where reverse travel is assumed, in which an entering vehicle 20 including the host vehicle 2 that has entered the parking-related facility 9 travels in a direction opposite to the allowable direction Pd to be described in detail later. In the following description, the entering vehicle 20 including the host vehicle 2 is simply referred to as the entering vehicle 20.

[0046] The reverse travel assumption area Ar is defined separately for each node Nr where the roadways 90 that form a plurality of links within the parking-related facility 9 are joined. The reverse travel assumption area Ar is assumed within an area contour such as a rectangular frame (see the thick line frames in FIGS. 5 to 7) that secures a margin from the node Nr to the roadway 90 side before the junction at the node Nr and to each roadway 90 side that is the junction destination at the node Nr in accordance with the allowable direction Pd. Therefore, the node Nr may be defined, for example, at the junction end of the roadway 90 (see the black circle portions in FIGS. 5 to 7) that is located before the junction with each of the roadways 90 at the junction destination.

[0047] The map data Dm further defines an allowable direction Pd and an allowable angle range Pθ that are allowed for the entering vehicle 20 entering the parking-related facility 9 as illustrated in FIGS. 5 to 10. Thereby, the map data Dm specifies a reverse travel assumption area Ar with a defined allowable angle range Pθ for each node Nr where the roadways 90 with the defined allowable direction Pd are joined within the parking-related facility 9.

[0048] The allowable direction Pd is the traffic direction in which the approaching vehicle 20 is allowed to proceed, separately for the area of the driving path 90 or between nodes Nr within the parking-related facility 9. The allowable angle range Pθ is the range of the yaw angle around the yaw axis among the attitude angles of the approaching vehicle 20 proceeding to the connection destination, separately for each node Nr within the parking-related facility 9, which is the allowable angle range. Here, in particular, the allowable angle range Pθ is classified according to the correlation between the allowable directions Pd at the connection point and each connection destination, separately for each node Nr and for each reverse driving assumption area Ar as shown in FIGS. 5 to 7, and is set according to the traffic pattern as shown in FIGS. 8 to 10. Incidentally, as will be described in detail later, the yaw angle determined by comparison with the allowable angle range Pθ may be defined such that the allowable direction Pd of the driving path 90 in front of the node Nr is taken as the zero point direction in FIGS. 8 to 10, for example, with the left turn side being positive and the right turn side being negative, or vice versa.

[0049] Here, for example, when the allowable angle range Pθ is such that the vehicle is allowed to proceed from the node Nr to the driving path 90 on the right turn side as shown in FIG. 5, while the vehicle is prohibited from proceeding from the node Nr to the driving path 90 on the straight-ahead side as a reverse drive with respect to the allowable direction Pd, it becomes the yaw angle range on the allowable proceeding side as shown in FIG. 8. When the allowable angle range Pθ is such that the vehicle is allowed to proceed from the node Nr to the driving path 90 on the straight-ahead side as shown in FIG. 6, while the vehicle is prohibited from proceeding from the node Nr to the driving path 90 on the right turn side as a reverse drive with respect to the allowable direction Pd, it becomes the yaw angle range on the allowable proceeding side as shown in FIG. 9. When the allowable angle range Pθ is such that the vehicle is allowed to proceed from the node Nr to the driving path 90 on the right turn side as shown in FIG. 7, while the vehicle is prohibited from proceeding from the node Nr to the driving path 90 on the left turn side as a reverse drive with respect to the allowable direction Pd, it becomes the yaw angle range on the allowable proceeding side as shown in FIG. 10.

[0050] As illustrated in FIGS. 8 to 10, the map data Dm defines a risk angle range Rθ outside the allowable angle range Pθ for such an allowable angle range Pθ. The risk angle range Rθ is a yaw angle range in which, for each node Nr in the parking-related facility 9, there is a predicted risk of a reverse travel state in which the traveling direction due to a misoperation of the entering vehicle 20 is in the opposite direction to the allowable direction P on the traveling path 90 (see the cross marks in FIGS. 5 to 7). Therefore, the risk angle range Rθ is defined as a range that is supplementary to the allowable angle range Pθ on each positive and negative side with respect to the yaw angle, and is defined outside the risk angle range Rθ. Accordingly, the risk angle range Rθ is set according to the passing pattern for each node Nr and for each reverse travel assumption area Ar in accordance with the allowable angle range Pθ.

[0051] As illustrated in FIGS. 8 to 10, the map data Dm further defines a prohibited angle range Fθ within a part of the risk angle range Rθ outside the allowable angle range Pθ, in which a return from reverse travel by the steering of the driver as an operator is prohibited. The prohibited angle range Fθ is a yaw angle range in which it is prohibited to switch the steering from the traveling path 90 (see the cross marks in FIGS. 5 to 7) in the reverse travel state due to a misoperation of the entering vehicle 20 to the traveling path 90 (see the white circle marks in FIGS. 5 to 7) in the appropriate allowable direction Pd in terms of ensuring safety. That is, within the yaw angle in the prohibited angle range Fθ, the return from the reverse travel state to the allowable direction Pd by only steering is restricted. Therefore, the prohibited angle range Fθ is also set according to the passing pattern for each node Nr and for each reverse travel assumption area Ar in accordance with the allowable angle range Pθ and the risk angle range Rθ.

[0052] Now, in S102 shown in FIG. 4, the recognition block 100 determines whether the host vehicle 2 has exited the parking-related facility 9. At this time, the exit determination is based on the map data Dm acquired in S101. At the same time, the arrival determination is based on recognition data regarding the self-state representing the traveling state of the host vehicle 2, such as the self-position. Further, in addition to such data, the exit determination may be performed based on at least one of the map information (i.e., digital map) stored in the map DB7 and the recognition data representing, for example, an exit gate or a toll gate.

[0053] If an affirmative determination is made in S102, the current execution of the driving support flow ends. On the other hand, if a negative determination is made in S102, the driving support flow proceeds to S103. In S103, the recognition block 100 monitors the entry of the host vehicle 2 into the reverse driving assumed area Ar defined for each of a plurality of nodes Nr within the parking-related facility 9 based on the map data Dm. Therefore, the recognition block 100 in S103 determines whether the host vehicle 2 has entered any of the reverse driving assumed areas Ar.

[0054] The determination of entry into the reverse driving assumed area Ar is based on the map data Dm acquired in S101. At the same time, the entry determination is based on recognition data regarding the driving path 90, such as the position. Furthermore, the entry determination is based on recognition data regarding the self-state representing the traveling state of the host vehicle 2, which is at least one of, for example, the self-position, and the attitude angle or the steering angle. At this time, the entry determination may be based on recognition data regarding the manual driving operation representing, for example, the steering angle of the driver, instead of the recognition data regarding the attitude angle or the steering angle among the self-states. Furthermore, in addition to such respective recognition data, the entry determination may be performed based on at least one of the recognition data regarding the marking and the recognition data regarding the target.

[0055] If a negative determination is made in S103, the driving support flow returns to S102. On the other hand, if an affirmative determination is made in S103, the driving support flow proceeds to S104. In S104, the recognition block 100 determines whether the driver's parking intention has been recognized in the host vehicle 2 that has entered the reverse driving assumed area Ar within the parking-related facility 9.

[0056] The determination of the parking intention is based on recognition data related to at least one type of driver operation for starting parking, such as a shift operation to the reverse position, an operation to turn on the hazard switch, and a gesture determined for parking commands. At this time, the behavior of the host vehicle 2 heading towards the vacant parking space 92 recognized as recognition data related to the traveling road 90 may be further recognized from the recognition data related to the self-state, so that the determination accuracy of the parking intention may be improved.

[0057] When a negative determination is made in S104, the driving support flow shifts to S105. In S105, the recognition block 100 determines whether or not the yaw angle is outside the allowable angle range Pθ defined for the area Ar in the map data Dm according to the driver's steering of the host vehicle 2 within the reverse driving assumed area Ar recognized in S103. That is, in S105, the recognition block 100 determines whether or not a yaw angle within the risk angle range Rθ that can be switched according to the passing pattern for each node Nr in the map data Dm appears in the host vehicle 2 in the state of entering the reverse driving assumed area Ar.

[0058] The determination of the yaw angle outside the allowable angle range Pθ and within the risk angle range Rθ is based on the map data Dm acquired in S101. At the same time, the yaw angle determination is based on recognition data related to the traveling road 90, such as the position. Further, the yaw angle determination is based on recognition data related to the self-state representing the traveling state of the host vehicle 2, which is at least one of, for example, the self-position, the attitude angle, the steering angle, the yaw rate, and the speed. At this time, the yaw angle determination may be based on recognition data related to the manual driving operation representing, for example, the steering angle of the driver, instead of the recognition data related to the attitude angle or the steering angle among the self-states. Further, in addition to such recognition data, the yaw angle determination may be performed based on at least one of the recognition data related to the markings and the recognition data related to the targets.

[0059] If a negative determination is made in S105, the driving support flow returns to S102. On the other hand, if an affirmative determination is made in S105, the driving support flow proceeds to S106. In S106, recognition block 100 determines whether the yaw angle, in accordance with the steering of host vehicle 2 within reverse travel assumption area Ar where entry was recognized in S103, is within prohibited angle range Fθ out of risk angle range Rθ defined for the area Ar by map data Dm. The yaw angle determination at this time is also performed in accordance with S105 by comparison with prohibited angle range Fθ that can be switched according to the passing pattern for each node Nr.

[0060] If the yaw angle has reached within risk angle range Rθ but has not reached within prohibited angle range Fθ, resulting in a negative determination in S106, the driving support flow proceeds to S107. In S107, control block 120 performs a warning process as a reverse travel avoidance process for avoiding reverse travel of host vehicle 2, warning the driver about the steering towards reverse travel. At this time, the warning process may be realized by image display or lighting display through information presentation system 8 of the visual information presentation type. The warning process may also be realized by voice or warning sound through information presentation system 8 of the auditory information presentation type. Here, in particular, in the warning process of S107 by at least one of image display and voice, a caution or driving instruction to turn the steering back to the appropriate allowable direction Pd may be given to the driver in order to return the travel destination to the travel path 90 in the allowable direction Pd by the steering. In addition to these, the warning process may be realized by skin irritation through information presentation system 8 of the cutaneous sensation information presentation type.

[0061] On the other hand, when the driver himself / herself fails to perform a steering correction to avoid reverse driving in response to the warning process of S107 due to the past execution of the driving support flow, it is assumed that the yaw angle further reaches the prohibited angle range Fθ within the risk angle range Rθ. Therefore, when the yaw angle reaches the prohibited angle range Fθ and a positive determination is made by S106, the driving support flow shifts to S108. In S108, the control block 120 physically prevents reverse driving due to the driver's ignoring of the warning process in S107 by performing a stop process to forcibly stop the host vehicle 2 to avoid reverse driving of the host vehicle 2. In the stop process at this time, the drive output from the power train actuator among the actuator systems 4 is automatically eliminated, and the braking output from the brake actuator among the actuator systems 4 is automatically controlled to the required amount.

[0062] The control block 120 in S108 may perform a warning process similar to S107 as a reverse driving avoidance process within the prohibited angle range Fθ within the risk angle range Rθ. However, the warning process by S108 may be performed to warn the host vehicle 2 during the stop process of a reverse driving state in which it is essential for the driver himself / herself to perform a steering correction to avoid reverse driving. Therefore, in particular, in the warning process of S108 by at least one of image display and voice, a driving instruction may be given to the driver to return the traveling direction to the road 90 in the appropriate allowable direction Pd by performing a reverse movement with a shift operation and an accelerator operation in addition to steering from the reverse driving state.

[0063] After the negative determination by S104, when either S107 or S108 is completed, the driving support flow returns to S102. On the other hand, when an affirmative determination is made by S104, the driving support flow shifts to S109. In S109, after the execution prohibits the reverse travel avoidance process for the control block 120 by steps according to the passing scene among S107 and S108, the driving support flow returns to S102. Note that even if the driving support flow temporarily stops after the completion of S109 in response to the host vehicle 2 completing parking in the parking space 92, for example, in response to the host vehicle 2 exiting from the same space 92 as shown in FIG. 7, it may be restarted from S102.

[0064] (Function and Effect) The function and effect of the first embodiment described above will be described below.

[0065] According to the first embodiment, map data Dm that defines the allowable direction Pd and the allowable angle range Pθ allowed for the host vehicle 2 on the traveling path 90 in the parking-related facility 9 is acquired. Therefore, in the first embodiment, as a reverse travel assumption area Ar where reverse travel of the host vehicle 2 in the direction opposite to the allowable direction Pd is assumed, entry of the host vehicle 2 into the reverse travel assumption area Ar defined for each node Nr of the traveling path 90 within the parking-related facility 9 is monitored. According to this, for the host vehicle 2 that has entered the accurately defined reverse travel assumption area Ar for each node Nr, it is possible to timely determine the case where the yaw angle corresponding to the driver's steering as an operator is outside the allowable angle range Pθ, and perform the reverse travel avoidance process to avoid the reverse travel of the host vehicle 2. Therefore, it is possible to suppress traffic obstacles to other road users 3 caused by the host vehicle 2 within the parking-related facility 9.

[0066] According to the first embodiment, map data Dm that defines a reverse travel assumption area Ar with a defined allowable angle range Pθ is acquired for each node Nr where the defined travel paths 90 in the allowable direction Pd are joined within the parking-related facility 9. According to this, even under the special structure within the parking-related facility 9 where the defined travel paths 90 in the allowable direction Pd form a node Nr, it is possible to accurately determine the entry of the host vehicle 2 into the reverse travel assumption area Ar for each node Nr, and to perform reverse travel avoidance processing in a timely manner based on the yaw angle according to the driver's steering. Therefore, it is possible to enhance the reliability of the traffic obstacle suppression effect.

[0067] According to the first embodiment, map data Dm that defines a risk angle range Rθ where the risk of reverse travel is predicted among those outside the allowable angle range Pθ is acquired. Therefore, as reverse travel avoidance processing when the yaw angle of the host vehicle 2 reaches within the risk angle range Rθ, since the driver is warned of the steering towards reverse travel, first, it is possible to prevent the reverse travel of the host vehicle 2 by the driver's own steering correction. Therefore, it is possible to suppress the traffic obstacle before it occurs to other road users 3 by the host vehicle 2 within the parking-related facility 9.

[0068] According to the first embodiment, map data Dm that defines a prohibited angle range Fθ where the return from reverse travel by the driver's steering is prohibited is acquired among the risk angle range Rθ outside the allowable angle range Pθ. Therefore, as reverse travel avoidance processing when the yaw angle of the host vehicle 2 reaches within the prohibited angle range Fθ, the host vehicle 2 is forced to stop. According to this, in a reverse travel scene where the driver's own steering correction for reverse travel avoidance cannot be realized, the host vehicle 2 forced to stop before the occurrence of a traffic obstacle maintains the warning of the steering as within the risk angle range Rθ, and can prompt the steering correction for reverse travel avoidance. Therefore, it is possible to enhance the traffic obstacle suppression effect with multi-stage fail-safe.

[0069] According to the first embodiment, in the host vehicle 2 that has entered the reverse driving assumption area Ar, when the driver's parking intention is recognized, the reverse driving avoidance process is prohibited. According to this, it is possible to suppress a situation in which, due to the driver's parking operation on the host vehicle 2, for example, the forward movement such as backing is determined as reverse driving, and the reverse driving avoidance process is performed contrary to the driver's intention. Therefore, while ensuring usability for the driver, it is possible to suppress traffic obstacles in a reverse driving scene.

[0070] According to the first embodiment, map data Dm provided in response to the entry of the host vehicle 2 into the parking-related facility 9 is acquired. According to this, even if the map data Dm in the parking-related facility 9 is not included in the public map data Dm, the allowable direction Pd and the allowable angle range Pθ in the reverse driving assumption area Ar for each node Nr can be provided to the host vehicle 2, and the reverse driving avoidance process based on the yaw angle according to the driver's steering can be performed in a timely manner. Therefore, it is possible to enhance the reliability of the traffic obstacle suppression effect.

[0071] According to the first embodiment, when the host vehicle 2 recognizes a two-dimensional code provided from the parking-related facility 9, the map data Dm can be acquired. According to this, even if the map data Dm in the parking-related facility 9 is not included in the public digital map that is the map information of the map DB7, the allowable direction Pd and the allowable angle range Pθ in the reverse driving assumption area Ar for each node Nr can be surely provided when the host vehicle 2 enters, and the reverse driving avoidance process based on the yaw angle according to the driver's steering can be performed in a timely manner. Therefore, it is possible to ensure the reliability of the traffic obstacle suppression effect.

[0072] (Second Embodiment) The second embodiment is a modification of the first embodiment.

[0073] As shown in FIG. 11, in the operation support flow of the second embodiment, S2101 that replaces S101 is executed. The map data Dm acquired in S2101 specifies a reverse travel assumption area Ar in which an angular range Pθ, Rθ, Fθ and a speed limit Lv are defined for each node Nr where the defined travel routes 90 in the parking-related facility 9 are joined in the allowable direction Pd. That is, as shown in FIG. 12, the map data Dm of the second embodiment defines the speed limit Lv on the travel route 90, which is restricted to the host vehicle 2 in the reverse travel assumption area Ar for each node Nr. Here, the speed limit Lv is set to the passing speed restricted by prohibiting excess for the entering vehicle 20 including the host vehicle 2, either throughout the parking-related facility 9 or separately for the area of the travel route 90 or between nodes Nr, and is associated with each reverse travel assumption area Ar for each node Nr.

[0074] As shown in FIG. 11, the operation support flow of the second embodiment further shifts from the negative determination in S104 to S2110. In S2110, the recognition block 100 determines whether the traveling speed of the host vehicle 2 exceeds the speed limit Lv in response to the accelerator operation of the driver as an operator for the host vehicle 2 within the reverse travel assumption area Ar recognized as an entry in S103. The speed excess determination at this time is based on the recognition data regarding the speed as the self-state of the host vehicle 2.

[0075] When a negative determination is made in S2110, the operation support flow shifts to S105. As a result, among S105 to S108, the steps corresponding to the passing scene within the parking-related facility 9 are executed. On the other hand, when a negative determination is made in S2110, the operation support flow shifts to S2111. In S2111, the control block 120 performs a deceleration process to forcibly decelerate the host vehicle 2 to a speed equal to or lower than the speed limit Lv. In the deceleration process at this time, the drive output from the power train actuator among the actuator system 4 is automatically controlled to the required amount, and the braking output from the brake actuator among the actuator system 4 is automatically controlled to the required amount.

[0076] In S2110, the control block 120 may perform a warning process to notify the driver of the host vehicle 2 that has exceeded the restricted speed Lv of the forced deceleration for the speed exceedance. At this time, the warning process may be realized by image display or lighting display through the information presentation system 8 of the visual information presentation type. The warning process may be realized by voice or warning sound through the information presentation system 8 of the auditory information presentation type. In addition to these, the warning process may be realized by skin irritation through the information presentation system 8 of the skin sensation information presentation type.

[0077] Even when such S2111 is completed, the driving support flow shifts to S105. Thereby, among S105 to S108, the steps corresponding to the passing scene in the parking-related facility 9 are executed. As described above, in the driving support flow of the second embodiment, at least the deceleration process by S2110 is performed prior to the reverse running avoidance process by the steps corresponding to the passing scene among S107 and S108 that follow S2110.

[0078] According to the second embodiment described so far, the map data Dm that defines the restricted speed Lv on the traveling road 90, which is restricted to the host vehicle 2 in the reverse running assumption area Ar for each node Nr, is acquired. Therefore, when the traveling speed of the host vehicle 2 exceeds the restricted speed Lv in response to the accelerator operation of the driver as an operator for the host vehicle 2 entering the reverse running assumption area Ar, as a deceleration process prior to the reverse running avoidance process, the host vehicle 2 is forced to decelerate to be below the restricted speed Lv. According to this, it is possible to suppress a situation in which the risk of occurrence of traffic obstacles increases due to reverse running exceeding the restricted speed Lv in the reverse running assumption area Ar. Therefore, it is possible to enhance the suppression effect of traffic obstacles with multi-stage fail-safes.

[0079] (Other embodiments) As described above, although a plurality of embodiments have been described, the present disclosure is not construed as being limited to those embodiments, and can be applied to various embodiments and combinations without departing from the gist of the present disclosure.

[0080] In a modification of the first and second embodiments, the dedicated computer constituting the driving support system 1 may have at least one of a digital circuit and an analog circuit as a processor. Here, the digital circuit is, for example, at least one type among ASIC (Application Specific Integrated Circuit), FPGA (Field Programmable Gate Array), SOC (System on a Chip), PGA (Programmable Gate Array), and CPLD (Complex Programmable Logic Device). Such a digital circuit may also have a memory storing a program.

[0081] In a modification of the first and second embodiments, the operator who manually operates the host vehicle 2 to which the driving support system 1 is applied may be a passenger (i.e., a driver in a broad sense) who boards other than the driver's seat. In a modification of the first and second embodiments, the operator who manually operates the host vehicle 2 to which the driving support system 1 is applied may be a remote operator who remotely operates the driving of the host vehicle 2 from the outside. In S101 and S2101 according to the modifications of the first and second embodiments, the map data Dm may be acquired as recognition data by recognizing communication data provided from the facility 9 through the communication system 6 in the section until the host vehicle 2 enters the parking-related facility 9 from the control start area.

[0082] In S101 and S2101 according to the modifications of the first and second embodiments, based on the defined map data Dm of the reverse travel assumption area Ar along the parallel oncoming road 90, the yaw angle from the road 90 in the allowable direction Pd to the oncoming reverse direction side may be determined to be outside the allowable angle range Pθ in S105 and S106. In S101 and S2101 according to the modifications of the first and second embodiments, the reverse travel assumption area Ar may be constructed within the area contour recognized around the node Nr based on the recognized data together with the map data Dm in which the node Nr is defined without assuming the area contour.

[0083] In the modified examples of the first and second embodiments, the execution of S104 and S109 may be skipped. In the modified examples of the first and second embodiments, the execution of S105 and S107 may be skipped. In the modified examples of the first and second embodiments, the execution of S106 and S108 may be skipped. In S108 according to the modified examples of the first and second embodiments, either the stop process or the warning process may be skipped. In the modified examples of the first and second embodiments, in the warning process of at least one of S107 and S108, the reverse running of the host vehicle 2 may be notified to other road users 3 outside the vehicle 2.

[0084] In S2111 according to the modified example of the second embodiment, the warning process may be skipped. In S2111 according to the modified example of the second embodiment, the deceleration process may be skipped, and a warning process for alerting the driver as an operator to decelerate or giving a driving instruction may be performed. In the warning process of S2111 according to the modified example of the second embodiment, the reverse running of the host vehicle 2 may be notified to other road users 3 outside the vehicle 2.

Explanation of Reference Numerals

[0085] 1: Driving support system, 2: Host vehicle, 9: Parking-related facility, 10: Memory, 12: Processor, 90: Driving road, Ar: Reverse running assumption area, Dm: Map data, Fθ: Prohibited angle range, Lv: Speed limit, Nr: Node, Pd: Allowed direction, Pθ: Allowed angle range, Rθ: Risk angle range

Claims

1. A driving support system that has a processor (12) and supports the driving of the host vehicle (2) within a parking-related facility (9) where the host vehicle (2) plans to park, wherein the processor, acquires map data (Dm) that defines an allowable direction (Pd) and an allowable angle range (Pθ) that are allowed for the host vehicle on a traveling path (90) within the parking-related facility, monitors the entry of the host vehicle into a reverse travel assumed area (Ar) defined for each node (Nr) where the traveling paths meet within the parking-related facility, as a reverse travel assumed area where the host vehicle is assumed to travel in a direction opposite to the allowable direction, and is configured to execute a reverse travel avoidance process for avoiding the reverse travel when the yaw angle corresponding to the operator's steering for the host vehicle that has entered the reverse travel assumed area is outside the allowable angle range.

2. The acquisition of the map data, includes acquiring the map data that identifies the reverse travel assumed area defined with the allowable angle range, for each of the nodes where the traveling paths defined with the allowable direction meet within the parking-related facility. The driving support system according to claim 1.

3. The acquisition of the map data, includes acquiring the map data that defines a risk angle range (Rθ) where the risk of the reverse travel is predicted, among those outside the allowable angle range, and the execution of the reverse travel avoidance process, includes executing the reverse travel avoidance process of warning the operator of the steering towards the reverse travel when the yaw angle reaches within the risk angle range. The driving support system according to claim 1 or 2.

4. The acquisition of the map data, further includes acquiring the map data that defines a prohibited angle range (Fθ) where the return from the reverse travel by the steering is prohibited, among those within the risk angle range outside the allowable angle range, and the execution of the reverse travel avoidance process, includes executing the reverse travel avoidance process of forcibly stopping the host vehicle when the yaw angle reaches within the prohibited angle range. The driving support system according to claim 3.

5. The execution of the reverse travel avoidance process, The driving support system according to claim 1 or 2, including prohibiting the reverse travel avoidance process when the parking intention of the operator is recognized in the host vehicle that has entered the reverse travel assumption area.

6. The acquisition of the map data includes acquiring the map data provided in response to the entry of the host vehicle into the parking-related facility, for the driving support system according to claim 1 or 2.

7. The acquisition of the map data includes acquiring the map data when the host vehicle recognizes a two-dimensional code provided from the parking-related facility, for the driving support system according to claim 6.

8. The acquisition of the map data includes acquiring the map data that defines the restricted speed (Lv) on the travel route, which is restricted to the host vehicle in the reverse travel assumption area for each node, The execution of the reverse travel avoidance process includes, prior to the reverse travel avoidance process, performing a deceleration process of forcibly decelerating the host vehicle to a speed below the restricted speed when the traveling speed of the host vehicle exceeds the restricted speed in response to an accelerator operation by the operator for the host vehicle that has entered the reverse travel assumption area for each node, for the driving support system according to claim 1 or 2.

9. A driving support program stored in a storage medium (10) and executed by a processor (12) to assist in the driving of a host vehicle (2) within a parking-related facility (9) where the host vehicle plans to park, acquiring map data (Dm) that defines an allowable direction (Pd) and an allowable angle range (Pθ) that are allowed for the host vehicle on a travel route (90) within the parking-related facility, monitoring the entry of the host vehicle into the reverse travel assumption area defined for each node (Nr) where the travel routes are joined within the parking-related facility, as the reverse travel assumption area (Ar) where reverse travel is assumed in the direction opposite to the allowable direction in which the host vehicle travels, and including the instruction to execute a reverse travel avoidance process for avoiding reverse travel when the yaw angle corresponding to the operator's steering for the host vehicle that has entered the reverse travel assumption area is outside the allowable angle range.

10. A driving support method executed by a processor (12) to assist in driving the host vehicle (2) within a parking-related facility (9) where the host vehicle (2) plans to park, comprising: acquiring map data (Dm) that defines an allowable direction (Pd) and an allowable angle range (Pθ) that are allowed for the host vehicle on a traveling path (90) within the parking-related facility; monitoring entry of the host vehicle into a reverse travel assumed area (Ar) defined for each node (Nr) where the traveling paths are joined within the parking-related facility, as a reverse travel assumed area where the host vehicle is assumed to travel in a reverse direction opposite to the allowable direction; performing a reverse travel avoidance process to avoid the reverse travel when a yaw angle corresponding to an operator's steering is outside the allowable angle range for the host vehicle that has entered the reverse travel assumed area.

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