Reverse drive suppression device for vehicle, reverse drive suppression program for vehicle, and reverse drive suppression method for vehicle

Abstract

To improve determination accuracy of whether or not there is a risk of reverse drive at a stage before a vehicle actually runs reversely.SOLUTION: In a reverse drive suppression device for a vehicle, when a value of a steering angle of steering wheels of a vehicle is set to zero when the vehicle travels straight and a value defining a direction in which the vehicle curves to the side where a main travel lane exists while the vehicle travels in a junction area as a positive value is defined as a specific steering angle, in a case where the vehicle is positioned in the junction area and the specific steering angle is larger than a regulated steering angle which is a predetermined positive value, it is determined that there is a risk of reverse drive (S46 and S61). In a case where the vehicle is positioned in the junction area, the reverse drive suppression device estimates a direction of the line of sight of a driver of the vehicle (S41). In a case where the direction of the line of sight is within a specific angle range predetermined as a range on the side where the main travel lane exists while the vehicle travels in the junction area, the reverse drive suppression device makes the regulated steering angle smaller than that in a case where the direction of the line of sight is not within the specific angle range (S42-S44).SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a reverse-running prevention device for a vehicle, a reverse-running prevention program for a vehicle, and a reverse-running prevention method for a vehicle. [Background technology]

[0002] The vehicle in Patent Document 1 is equipped with a camera and a control device. The camera captures an image behind the vehicle. The control device acquires image data captured by the camera. Based on the acquired image data, the control device determines whether the vehicle is traveling in the reverse direction, which is the opposite direction to the forward direction, which is the predetermined direction in which the vehicle should travel on the road. In other words, the control device determines whether the vehicle is traveling in the wrong direction. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2017-199261 Summary of the Invention [Problem to be solved by the invention]

[0004] The control device disclosed in Patent Document 1 cannot detect the vehicle's wrong-way driving until the vehicle actually starts to drive in the wrong direction. Therefore, it is desirable to be able to determine that the vehicle is about to drive in the wrong direction before the vehicle actually starts to drive in the wrong direction. [Means for solving the problem]

[0005] A reverse running prevention device for a vehicle that solves the above problem performs the following: a position determination process that determines whether the vehicle is located in a merging area on a merging road that connects to a main road at an acute angle and is within a predetermined range from the connection point of the main road and the merging road; a steering angle acquisition process that acquires the steering angle of the steering wheel of the vehicle; a reverse running determination process that determines there is a risk of reverse running if the vehicle is located in the merging area and the specific steering angle is greater than a predetermined positive value, where the value of the steering angle when the vehicle is traveling straight is zero and a value in which the direction in which the vehicle turns toward the main road while traveling through the merging area is positive; a gaze estimation process that estimates the direction of the driver's line of sight of the vehicle when the vehicle is located in the merging area; and a specified angle setting process that reduces the specified steering angle when the gaze direction is within a predetermined specified angle range on the side where the main road is located while the vehicle is traveling through the merging area, compared to when the specified steering angle is not set.

[0006] A reverse running prevention program for a vehicle for solving the above problem is applied to a reverse running prevention device for a vehicle, and the reverse running prevention device includes a position determination process for determining whether the vehicle is located in a merging area on a merging road that connects to a main running road at an acute angle and that is within a predetermined range from a connecting point of the main running road and the merging road; a steering angle acquisition process for acquiring the steering angle of the steering wheel of the vehicle; and a value for the steering angle, which is set to zero when the vehicle is traveling straight and is positive when the vehicle is turning toward the side where the main running road is located while traveling in the merging area. is set to a specific steering angle, a reverse driving determination process is executed to determine that there is a risk of reverse driving when the vehicle is located in the merging area and the specific steering angle is larger than a specified steering angle which is a predetermined positive value, a gaze estimation process is executed to estimate the direction of the gaze of the driver of the vehicle when the vehicle is located in the merging area, and a specified angle setting process is executed to make the specified steering angle smaller when the gaze direction is within a specified angle range which is predetermined as the range on the side where the main driving path exists while the vehicle is traveling in the merging area compared to when this is not the case.

[0007] A method for suppressing reverse running of a vehicle to solve the above problem is applied to a reverse running suppression device for a vehicle, and the reverse running suppression device includes a position determination process for determining whether the vehicle is located in a merging area on a merging road that connects to an actual running road at an acute angle and that is within a predetermined range from a connecting point of the actual running road and the merging road; a steering angle acquisition process for acquiring the steering angle of the steering wheel of the vehicle; and a value for the steering angle that is set to zero when the vehicle travels straight and positive when the vehicle turns toward the side where the actual running road is located while traveling in the merging area. When a specific steering angle is set, if the vehicle is located in the merging area and the specific steering angle is greater than a predetermined positive value, a reverse driving determination process is executed to determine that there is a risk of reverse driving; if the vehicle is located in the merging area and the specific steering angle is greater than a predetermined positive value, a gaze estimation process is executed to estimate the direction of the driver's gaze; and if the gaze direction is within a predetermined angle range on the side where the main driving path exists while the vehicle is traveling in the merging area, a specified angle setting process is executed to make the specified steering angle smaller than when this is not the case. [Effects of the Invention]

[0008] Generally, when a vehicle attempts to reverse travel, the steering angle toward the reverse direction, which is the direction opposite to the forward direction on the intended road, i.e., the specific steering angle, becomes relatively large. Furthermore, when a vehicle attempts to reverse travel, the driver of the vehicle tends to turn his or her gaze toward the reverse direction on the intended road. According to the above configuration, by comparing the specific steering angle with the specified steering angle in the reverse travel determination process, it is possible to determine whether or not there is a risk of reverse travel before the vehicle actually begins reverse travel. Furthermore, according to the above configuration, when the driver of the vehicle is turning his or her gaze toward the reverse direction on the intended road, the specified steering angle becomes smaller. In other words, when the driver's visual behavior indicates a high possibility of reverse travel, the specified steering angle becomes smaller, thereby increasing the judgment sensitivity of the reverse travel determination process. By adjusting the judgment sensitivity of the reverse travel determination process in this manner, it is possible to improve the accuracy of determining whether or not there is a risk of reverse travel before the vehicle actually begins reverse travel. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a schematic diagram of a vehicle. [Figure 2] FIG. 2 is a flowchart showing the reverse running prevention control. [Figure 3] FIG. 3 is a flowchart showing the reverse running determination control. [Figure 4] FIG. 4 is a flowchart showing the reverse running control. [Figure 5] FIG. 5 is an explanatory diagram of a specific road. [Figure 6] FIG. 6 is an explanatory diagram of the line of sight of a driver of a vehicle. DETAILED DESCRIPTION OF THE INVENTION

[0010] <Vehicle Overview> An embodiment of the present invention will be described below with reference to Figures 1 to 6. First, a general configuration of a vehicle 100 will be described. Note that the following description will be based on the up / down, front / rear, left / right directions of the vehicle 100. Here, the up / down, front / rear, left / right directions of the vehicle 100 are directions when viewed from the driver sitting in the driver's seat of the vehicle 100.

[0011] As shown in FIG. 1, a vehicle 100 includes a powertrain system 10, a steering system 20, and a brake system 30. The powertrain system 10 includes an engine, a motor generator, a transmission, etc. The engine is capable of applying driving force to the drive wheels of the vehicle 100 via the transmission. The motor generator is also capable of applying driving force to the drive wheels of the vehicle 100 via the transmission.

[0012] The steering system 20 includes a steering wheel 21, a steering shaft 22, and an electric motor 23. The steering wheel 21 is connected to the steered wheels of the vehicle 100 via the steering shaft 22 and the like. Therefore, the driver of the vehicle 100 can change the direction of the steered wheels of the vehicle 100 by operating the steering wheel 21. The electric motor 23 is connected to the steering shaft 22. The electric motor 23 can apply torque to the steering shaft 22 in a certain rotational direction, or apply torque in the opposite rotational direction.

[0013] The brake system 30 includes a so-called mechanical brake device that mechanically brakes the wheels of the vehicle 100. In this embodiment, an example of the mechanical brake device is a so-called disc brake.

[0014] As shown in FIG. 1, the vehicle 100 includes a DCM 40 and a display 50. The DCM 40 is capable of wireless communication with devices external to the vehicle 100. "DCM" is an abbreviation for Data Communication Module. The display 50 is located near the driver's seat of the vehicle 100. The display 50 is capable of displaying various types of information.

[0015] As shown in FIG. 1, the vehicle 100 includes an accelerator operation amount sensor 71, a vehicle speed sensor 72, a GNSS receiver 73, a steering angle sensor 74, an in-vehicle camera 75, and an exterior camera 76.

[0016] The accelerator operation amount sensor 71 detects the accelerator operation amount ACC, which is the amount of operation of the accelerator pedal operated by the driver. The vehicle speed sensor 72 detects the vehicle speed SP, which is the speed of the vehicle 100.

[0017] The GNSS receiver 73 communicates with a GNSS satellite (not shown) to detect position coordinates PC, which are the coordinates of the location of the vehicle 100. Note that "GNSS" is an abbreviation for Global Navigation Satellite System.

[0018] The steering angle sensor 74 detects the steering angle SA, which is the angular position of the steering wheel 21. The interior camera 75 captures an image of the driver of the vehicle 100 and the surrounding area from within the interior of the vehicle 100, and detects the image as an interior image PI. The exterior camera 76 captures an image of the area around the vehicle 100 that is in front of the vehicle 100, and detects the image as an exterior image PO.

[0019] 1, the vehicle 100 includes a control device 90. The control device 90 acquires various types of information from an accelerator operation amount sensor 71, a vehicle speed sensor 72, a GNSS receiver 73, a steering angle sensor 74, an in-vehicle camera 75, and an exterior camera 76. That is, the control device 90 is capable of executing a steering angle acquisition process for acquiring a steering angle SA.

[0020] The control device 90 includes an execution device 91 and a storage device 92. An example of the execution device 91 is a CPU. The storage device 92 includes a read-only ROM, a readable / writable volatile RAM, and a readable / writable non-volatile storage. The storage device 92 stores various programs and various data in advance. Specifically, the storage device 92 stores a control program 92A in advance as one of the various programs. The storage device 92 also stores map data DM in advance as one of the various data. The map data DM includes information about roads. The execution device 91 executes the control program 92A stored in the storage device 92 to perform various processes described below. In other words, the execution device 91 executes the control program 92A stored in the storage device 92 to perform various processes related to a reverse-driving suppression method. In this embodiment, the control device 90 is an example of a reverse-driving suppression device. The control program 92A is an example of a reverse-driving suppression program.

[0021] The execution device 91 of the control device 90 is capable of controlling the powertrain system 10 by outputting a control signal to the powertrain system 10. The execution device 91 is also capable of controlling the steering system 20 by outputting a control signal to the steering system 20. The execution device 91 is also capable of controlling the brake system 30 by outputting a control signal to the brake system 30. The execution device 91 is also capable of displaying various types of information on the display 50 by outputting a control signal to the display 50. The execution device 91 is capable of communicating with external devices via the DCM 40.

[0022] <Specific road> Next, the specific road 200 will be described with reference to FIG. 5. As shown in FIG. 5, an example of the specific road 200 is a national expressway, a motorway, or the like. The specific road 200 includes a main road 210 and a merging road 220. The main road 210 includes two lanes. A forward direction DA, which is the direction in which to travel, is predetermined for the two lanes on the main road 210. In this embodiment, the forward directions DA of the two lanes on the main road 210 both coincide with the left direction in FIG. 5. In the following, the direction opposite to the forward direction DA is referred to as a reverse direction DB.

[0023] The merging path 220 connects to the main travel path 210 midway. The direction of travel along the merging path 220 is predetermined. The "merging path 220" here refers to a road that connects to the main travel path 210 and that is closer to the main travel path 210 as the vehicle travels in the direction of travel. Therefore, the merging path 220 connects to the main travel path 210 at an acute angle. In the example shown in FIG. 5 , when the vehicle 100 is traveling along the merging path 220 in the direction of travel, the merging path 220 connects to the left side of the main travel path 210. In other words, the main travel path 210 is located on the right side of the vehicle 100 traveling along the merging path 220.

[0024] <Wrong-way driving prevention control> Next, with reference to FIG. 2, the wrong-way running prevention control executed by the control device 90 will be described. This wrong-way running prevention control is a control for preventing the vehicle 100 from attempting to run in the wrong direction. In this embodiment, the execution device 91 of the control device 90 starts the wrong-way running prevention control at each predetermined control cycle, with the necessary condition being that the vehicle 100 is located on a predetermined specific road 200. Specifically, the execution device 91 identifies where the vehicle 100 is located on the map data DM based on the position coordinates PC and the map data DM. Then, the execution device 91 determines whether the vehicle 100 is located on the specific road 200. Then, when the vehicle 100 is located on the specific road 200, the execution device 91 starts the wrong-way running prevention control.

[0025] As shown in FIG. 2, when the execution unit 91 of the control device 90 starts the wrong-way running prevention control, it executes the processing of step S11. In step S11, the execution unit 91 determines whether the vehicle 100 is located on the merging road 220 and in a predetermined merging area 221. Specifically, the execution unit 91 determines whether the vehicle 100 is located in the merging area 221 based on the position coordinates PC and the map data DM. Here, the merging area 221 is within a predetermined range of the merging road 220 from the connection point of the main traveling path 210 and the merging road 220. An example of the predetermined range is approximately several tens to several hundreds of meters. In this embodiment, the processing of step S11 is an example of a position determination processing. If the execution unit 91 determines in step S11 that the vehicle 100 is not located in the merging area 221 (S11: NO), the execution unit 91 ends the current wrong-way running prevention control. On the other hand, if the execution device 91 determines in step S11 that the vehicle 100 is located in the merging area 221 (S11: YES), the execution device 91 advances the process to step S12.

[0026] In step S12, the execution device 91 determines whether traffic volume on the present road 210 is low. In this embodiment, the execution device 91 determines whether traffic volume on the present road 210 is low based on the vehicle exterior image PO. For example, the execution device 91 determines the presence of other vehicles in each vehicle exterior image PO acquired up to a certain period before the processing of step S12. If the number of other vehicles identified in each vehicle exterior image PO is equal to or less than a predetermined threshold, the execution device 91 determines that traffic volume on the present road 210 is low. Note that the threshold value can be set to, for example, 1 to 5. On the other hand, if the number of other vehicles exceeds the threshold, the execution device 91 calculates the estimated vehicle speed of a specific other vehicle in the vehicle exterior image PO based on the time-series data of the vehicle exterior image PO. Then, the execution device 91 determines that traffic volume on the present road 210 is low if the estimated vehicle speed of the other vehicle is equal to or greater than a predetermined reference value. On the other hand, if the estimated vehicle speed of the other vehicle is less than a predetermined reference value, the execution device 91 determines that the traffic volume on the main road 210 is heavy. If the execution device 91 determines in step S12 that the traffic volume on the main road 210 is heavy (S12: NO), the execution device 91 ends the current wrong-way running prevention control. On the other hand, if the execution device 91 determines in step S12 that the traffic volume on the main road 210 is light (S12: YES), the execution device 91 proceeds to step S13. In other words, the execution device 91 proceeds to step S13 with the necessary condition that there is no congestion on the main road 210.

[0027] In step S13, the execution device 91 converts the steering angle SA detected by the steering angle sensor 74 to obtain a specific steering angle SAZ. Here, the specific steering angle SAZ is a value in which the steering angle SA is zero when the vehicle 100 travels straight and is positive when the vehicle 100 turns toward the main road 210 while traveling through the merging area 221. Specifically, in the example shown in FIG. 5, the side where the main road 210 is located while the vehicle 100 is traveling through the merging area 221 is the right side of the vehicle 100. Note that the specific steering angle SAZ only needs to satisfy the above-described definitions of zero and positive and negative, and the positive and negative values of the value acquired and calculated by the execution device 91 do not actually need to conform to the above-described example. As shown in FIG. 2, after step S13, the execution device 91 proceeds to step S14.

[0028] In step S14, the execution unit 91 sets the upper limit steering angle SAL, which is a predetermined positive value. In this embodiment, the execution unit 91 sets a predetermined fixed value as the upper limit steering angle SAL. An example of the upper limit steering angle SAL is a dozen degrees to several tens of degrees. In this embodiment, the upper limit steering angle SAL is smaller than a specified steering angle SAR, which will be described later. After step S14, the execution unit 91 advances the process to step S15.

[0029] In step S15, the execution device 91 determines whether the specific steering angle SAZ is greater than the upper limit steering angle SAL. If the execution device 91 determines in step S15 that the specific steering angle SAZ is equal to or less than the upper limit steering angle SAL (S15: NO), the execution device 91 ends the current reverse-running prevention control. On the other hand, if the execution device 91 determines in step S15 that the specific steering angle SAZ is greater than the upper limit steering angle SAL (S15: YES), the execution device 91 advances the process to step S16.

[0030] In step S16, the execution device 91 executes a reaction force application process to apply a reaction force to the steering wheel 21 such that the specific steering angle SAZ moves negative. Specifically, the execution device 91 controls the electric motor 23 by outputting a control signal to the electric motor 23. The execution device 91 then applies a torque to the steering shaft 22 via the electric motor 23, thereby applying a reaction force to the steering wheel 21 such that the specific steering angle SAZ moves negative. For example, if the process of step S16 is executed while the vehicle 100 is traveling on a merging road 220 as shown in FIG. 5, the electric motor 23 applies a torque to the steering shaft 22 such that the steering wheel 21 rotates counterclockwise. Note that the execution device 91 continues the reaction force application process if it continues to make a positive determination in step S15. As shown in FIG. 2, after step S16, the execution device 91 ends the current reverse-running prevention control.

[0031] <Wrong-way driving detection control> Next, with reference to Fig. 3, the wrong-way driving determination control executed by the control device 90 will be described. This wrong-way driving determination control is a control for determining whether the vehicle 100 is about to drive in the wrong direction. In this embodiment, the execution device 91 of the control device 90 starts the wrong-way driving determination control at each predetermined control cycle, with the necessary condition being that the vehicle 100 is located on a predetermined specific road 200. The determination of whether the vehicle 100 is located on the specific road 200 is the same as in the wrong-way driving prevention control.

[0032] As shown in FIG. 3, when the execution device 91 of the control device 90 starts the wrong-way driving determination control, it executes the process of step S31. In step S31, the execution device 91 determines whether the vehicle 100 is located on the merging road 220 and in a predetermined merging area 221. The process of step S31 is the same as the process of step S11 described above. In this embodiment, the process of step S31 is an example of a position determination process. In step S31, if the execution device 91 determines that the vehicle 100 is not located in the merging area 221 (S31: NO), the execution device 91 ends the current wrong-way driving determination control. On the other hand, in step S31, if the execution device 91 determines that the vehicle 100 is located in the merging area 221 (S31: YES), the execution device 91 proceeds to step S32.

[0033] In step S32, the execution device 91 determines whether or not the traffic volume on the main travel path 210 is low. The processing of step S32 is the same as the processing of step S12 described above. If the execution device 91 determines in step S32 that the traffic volume on the main travel path 210 is high (S32: NO), the execution device 91 ends the current wrong-way driving determination control. On the other hand, if the execution device 91 determines in step S32 that the traffic volume on the main travel path 210 is low (S32: YES), the execution device 91 proceeds to step S41. In other words, the execution device 91 proceeds to step S41 with the necessary condition that there is no congestion on the main travel path 210.

[0034] In step S41, the execution device 91 estimates a gaze direction LS, which indicates the direction of the line of sight of the driver of the vehicle 100, based on the interior image PI. In this embodiment, as shown in FIG. 6 , the gaze direction LS indicates the direction of the driver's gaze when viewing the driver of the vehicle 100 from above the vehicle 100. In other words, the gaze direction LS is a direction perpendicular to the upper axis of the vehicle 100. For example, the execution device 91 estimates the gaze direction LS as follows: First, the execution device 91 acquires a distribution of the direction in which the driver of the vehicle 100 is looking, based on time-series data of the interior image PI acquired up to a certain period before the processing of step S41. Next, the execution device 91 identifies an average value of the directions based on the acquired distribution of directions. Then, the execution device 91 estimates the identified average value as the gaze direction LS. Note that an example of the certain period is several seconds. In this embodiment, the processing of step S41 is an example of a gaze estimation process. As shown in FIG. 3, after step S41, the execution device 91 advances the process to step S42.

[0035] In step S42, the execution device 91 determines whether the line of sight direction LS is within a predetermined specified angle range LSR. Here, the specified angle range LSR is predetermined as follows. As a premise, the line of sight direction of the driver of the vehicle 100 that coincides with the straight-ahead direction of the vehicle 100 is set to 0 degrees. Furthermore, the line of sight direction that coincides with the direction in which the main road 210 exists, either to the left or right of the vehicle 100, is set to 90 degrees. In this case, the specified angle range LSR is predetermined as a range that includes the above 90 degrees, as shown in FIG. 6. An example of the lower limit of the specified angle range LSR is 30 degrees to 60 degrees. An example of the upper limit of the specified angle range LSR is 120 degrees to 150 degrees. In other words, the specified angle range LSR is a range that is predetermined as the side on which the main road 210 exists when the vehicle 100 is traveling through the merging area 221. 5, the side on which the main road 210 exists while the vehicle 100 is traveling through the merging area 221 is the right side of the vehicle 100. Therefore, when the line of sight is to the right of the vehicle 100, the line of sight direction is 90 degrees. Note that the line of sight direction of the driver of the vehicle 100 only needs to be able to follow the definitions of "0 degrees" and "90 degrees" as described above, and the values acquired and calculated by the execution device 91 do not actually need to follow the example described above. As shown in FIG. 3, if the execution device 91 determines in step S42 that the line of sight direction LS is within the specified angle range LSR (S42: YES), the execution device 91 proceeds to step S43.

[0036] In step S43, the executing device 91 sets the specified steering angle SAR based on a predetermined first reference value and a correction coefficient. Specifically, the executing device 91 sets a value obtained by multiplying the first reference value by the correction coefficient as the specified steering angle SAR. At this time, the executing device 91 reduces the correction coefficient as the risk level LR, which will be described later, increases. That is, the executing device 91 reduces the specified steering angle SAR as the risk level LR increases. Note that the first reference value is a predetermined fixed positive value. Furthermore, the correction coefficient is a positive value. In the present embodiment, an example of the specified steering angle SAR is several tens of degrees. After step S43, the executing device 91 advances the process to step S45.

[0037] On the other hand, if the execution device 91 determines in step S42 above that the line of sight direction LS is outside the specified angle range LSR (S42: NO), the execution device 91 advances the process to step S44.

[0038] In step S44, the executing device 91 sets the specified steering angle SAR based on a predetermined second reference value and a correction coefficient. Specifically, the executing device 91 sets the specified steering angle SAR to a value obtained by multiplying the second reference value by the correction coefficient. At this time, the executing device 91 reduces the correction coefficient as the risk level LR described below increases. That is, the executing device 91 reduces the specified steering angle SAR as the risk level LR increases. Here, the second reference value is a predetermined positive fixed value. The second reference value is greater than the first reference value. That is, when the line of sight LS is outside the specified angle range LSR, the executing device 91 increases the specified steering angle SAR compared to when the line of sight LS is within the specified angle range LSR. Note that the correction coefficient is a positive value. Furthermore, if the risk level LR is the same, the correction coefficient used in step S44 is the same as the correction coefficient used in step S43. In this embodiment, the processes of steps S42 to S44 are an example of a specified angle setting process. After step S44, the execution device 91 advances the process to step S45.

[0039] In step S45, the execution device 91 acquires a specific steering angle SAZ based on the steering angle SA. The process of step S45 is the same as the process of step S13 described above. After step S45, the execution device 91 advances the process to step S46.

[0040] In step S46, the execution unit 91 determines whether the specific steering angle SAZ is greater than the specified steering angle SAR. If the execution unit 91 determines in step S46 that the specific steering angle SAZ is greater than the specified steering angle SAR (S46: YES), the execution unit 91 proceeds to step S61.

[0041] On the other hand, if the execution unit 91 determines in step S46 that the specific steering angle SAZ is equal to or smaller than the specified steering angle SAR (S46: NO), the execution unit 91 advances the process to step S51.

[0042] In step S51, the execution device 91 sets the predetermined angle AAR. For example, the execution device 91 sets the predetermined angle AAR as follows. First, the execution device 91 identifies the intersection angle AC, which is the angle between the main road 210 and the merging road 220, based on the map data DM. Next, the execution device 91 sets the predetermined angle AAR to a value obtained by adding a certain angle to the intersection angle AC. Here, the certain angle is a predetermined positive fixed value. In other words, the predetermined angle AAR is set to be an angle larger than the intersection angle AC. Note that, as shown in FIG. 5, the intersection angle AC is the angle at the portion where the lane boundary line of the main road 210 intersects with the lane boundary line of the merging road 220. As shown in FIG. 3, after step S51, the execution device 91 proceeds to step S52.

[0043] In step S52, the execution device 91 acquires an entry angle AA. As shown in FIG. 5, the entry angle AA is the angle between the forward direction DA of the main travel path 210 and the traveling direction of the vehicle 100 at the junction point of the main travel path 210 and the merging path 220. In other words, the entry angle AA is the angle on the reverse direction DB side of the main travel path 210, of the two angles formed by a straight line parallel to the main travel path 210 and a half line parallel to the traveling direction of the vehicle 100 and having a point on the main travel path 210 as its end point. For example, the execution device 91 acquires the entry angle AA by calculating it based on the outside-of-vehicle image PO. In this embodiment, the processing of step S52 is an example of an entry angle acquisition processing. As shown in FIG. 3, after step S52, the execution device 91 proceeds to step S53.

[0044] In step S53, the execution device 91 determines whether the approach angle AA is greater than the predetermined angle AAR. If the execution device 91 determines in step S53 that the approach angle AA is greater than the predetermined angle AAR (S53: YES), the execution device 91 proceeds to step S61. In other words, even if the specific steering angle SAZ is equal to or less than the specified steering angle SAR, the execution device 91 proceeds to step S61 if the approach angle AA is greater than the predetermined angle AAR.

[0045] In step S61, the execution device 91 determines that there is a risk of the vehicle 100 traveling in the wrong direction. Subsequently, the execution device 91 issues a warning to the driver of the vehicle 100 via the display 50 by outputting a control signal to the display 50. For example, the execution device 91 displays a message such as "Possible wrong-way driving has been detected! Please proceed in the correct direction!" on the display 50. Furthermore, the execution device 91 issues a warning to those outside the vehicle 100 via the DCM 40. Here, an example of those outside the vehicle 100 is another vehicle traveling on the specific road 200. Note that the execution device 91 continues issuing various warnings in step S61 for, for example, several seconds to several minutes. After step S61, the execution device 91 advances the process to step S62.

[0046] In step S62, the execution device 91 calculates a wrong-way driving risk level LR for the driver of the vehicle 100 based on the driving history of the driver. For example, the execution device 91 calculates the risk level LR as follows. First, the execution device 91 identifies the driver of the vehicle 100 at the time of processing step S62 based on the in-vehicle image PI. Next, the execution device 91 counts up the number of wrong-way driving attempts, which is the number of times it has been determined in step S61 that there is a risk of wrong-way driving of the vehicle 100, in association with the identified driver. Then, the execution device 91 calculates the total number of wrong-way driving attempts for the identified driver as the risk level LR. In the present embodiment, the processing of step S62 is an example of a calculation process. After step S62, the execution device 91 ends the current wrong-way driving determination control.

[0047] On the other hand, if the execution unit 91 determines in step S53 that the approach angle AA is equal to or smaller than the predetermined angle AAR (S53: NO), the execution unit 91 advances the process to step S66.

[0048] In step S66, the execution device 91 determines that there is no risk of wrong-way driving of the vehicle 100. In this embodiment, the processes of steps S46, S53, S61, and S66 are an example of wrong-way driving determination processing. After step S66, the execution device 91 ends the current wrong-way driving determination control.

[0049] <Control when traveling in reverse> Next, with reference to FIG. 4, the reverse-running control executed by the control device 90 will be described. This reverse-running control is a control executed after it is determined that there is a risk of reverse-running of the vehicle 100. In this embodiment, the execution device 91 of the control device 90 starts the reverse-running control at each predetermined control cycle, with the necessary conditions being that the reverse-running determination control has determined that there is a risk of reverse-running and that the time elapsed since that determination is within a predetermined specified period. In other words, the execution device 91 starts the reverse-running control with the necessary condition being that the reverse-running determination process has determined that there is a risk of reverse-running. Note that the specified period may be defined as an absolute time, such as several minutes to several tens of minutes, or may be defined as a period until a predetermined condition is met, such as until the next time the system of the vehicle 100 is turned off.

[0050] As shown in FIG. 4, when the execution device 91 of the control device 90 starts the reverse-travel control, it executes the processing of step S81. In step S81, the execution device 91 determines whether the vehicle 100 is traveling in the reverse direction DB of the main travel road 210, i.e., whether the vehicle 100 is traveling in the reverse direction. For example, the execution device 91 determines whether the vehicle 100 is traveling in the reverse direction based on the transition of the position coordinate PC acquired from the time of processing step S81 until a certain period before. In step S81, if the execution device 91 determines that the vehicle 100 is not traveling in the reverse direction (S81: NO), the execution device 91 ends the current reverse-travel control. On the other hand, if the execution device 91 determines in step S81 that the vehicle 100 is traveling in the reverse direction (S81: YES), the execution device 91 proceeds to the processing of step S82.

[0051] In step S82, the execution device 91 determines whether or not a predetermined adjustment condition is satisfied. For example, the execution device 91 determines that the adjustment condition is satisfied when the following conditions (1) and (2) are both satisfied:

[0052] Condition (1): The vehicle speed SP reaches a predetermined first specified vehicle speed SPA at least once when the reverse driving judgment control judges that there is a risk of reverse driving and the time elapsed since that judgment is within a predetermined specified period.

[0053] Condition (2): The accelerator operation amount ACC at the time of processing in step S82 is equal to or greater than a predetermined specified operation amount. Here, an example of the first specified vehicle speed SPA is a speed of several kilometers to several tens of kilometers per hour.

[0054] If the execution device 91 determines in step S82 that the predetermined adjustment condition is not satisfied (S82: NO), the execution device 91 ends the current reverse running control. On the other hand, if the execution device 91 determines in step S82 that the predetermined adjustment condition is satisfied (S82: YES), the execution device 91 advances the processing to step S83.

[0055] In step S83, the execution unit 91 executes a vehicle speed adjustment process to limit the vehicle speed SP to a first specified vehicle speed SPA or less. Specifically, when the vehicle speed SP reaches the first specified vehicle speed SPA, the execution unit 91 reduces the vehicle speed SP so that it becomes a second specified vehicle speed SPB. Next, when the vehicle speed SP decreases to the second specified vehicle speed SPB, the execution unit 91 increases the vehicle speed SP so that it becomes the first specified vehicle speed SPA. That is, when the execution unit 91 continues to make a positive determination in step S82, the execution unit 91 continues to fluctuate the vehicle speed SP between the first specified vehicle speed SPA and the second specified vehicle speed SPB, regardless of the magnitude of the accelerator operation amount ACC. Here, the second specified vehicle speed SPB is a value smaller than the first specified vehicle speed SPA. An example of the second specified vehicle speed SPB is a speed of several kilometers per hour to several tens of kilometers per hour. After step S83, the execution unit 91 ends the current reverse driving control.

[0056] <Operation of this embodiment> As shown by the solid line in Fig. 5, it is assumed that vehicle 100 is traveling in a merging area 221. At this time, it is assumed that vehicle 100 is traveling in the reverse direction DB of main road 210, that is, vehicle 100 is about to travel the wrong way, as shown by the dashed line in Fig. 5. When vehicle 100 attempts to travel the wrong way in this way, when vehicle 100 is located in the merging area 221, the steering angle SA in the reverse direction DB, which is the direction opposite to the forward direction DA on main road 210, that is, the specific steering angle SAZ, becomes relatively large. Furthermore, as shown in Fig. 6, when vehicle 100 attempts to travel the wrong way, the line of sight LS of the driver of vehicle 100 tends to be toward the reverse direction DB on main road 210 when vehicle 100 is located in the merging area 221.

[0057] <Effects of this embodiment> (1) As shown in FIG. 3, in step S46 of the reverse-running determination control, the execution unit 91 of the control device 90 determines whether the specific steering angle SAZ is greater than the specified steering angle SAR. If the specific steering angle SAZ is greater than the specified steering angle SAR, the execution unit 91 determines that there is a risk of reverse running of the vehicle 100. That is, the execution unit 91 can determine whether there is a risk of reverse running at a stage before the vehicle 100 actually starts reverse running. Furthermore, in steps S42 to S44, when the line of sight LS is within the specified angle range LSR, the execution unit 91 reduces the specified steering angle SAR compared to when the line of sight LS is outside the specified angle range LSR. Therefore, when the visual confirmation action of the driver of the vehicle 100 is an action that is highly likely to be reverse running, the smaller specified steering angle SAR makes it more likely that a positive determination will be made in step S46. By adjusting the determination sensitivity of the wrong-way running determination process in step S46 in this way, it is possible to improve the accuracy of determining whether or not there is a risk of wrong-way running at a stage before the vehicle 100 actually runs wrong-way.

[0058] (2) Generally, even if there is no risk of vehicle 100, if there is congestion on the main road 210, the driver of vehicle 100 is likely to operate the steering wheel 21 to a large amount when vehicle 100 enters the main road 210 from the merging road 220. That is, if there is congestion on the main road 210, the specific steering angle SAZ tends to be large. As a result, if the specific steering angle SAZ is large due to congestion on the main road 210, a positive determination may be made in step S46 even though there is no risk of vehicle 100 traveling in the wrong direction. In other words, even though there is no risk of vehicle 100 traveling in the wrong direction, the wrong-way driving determination process may erroneously determine that there is a risk of vehicle 100 traveling in the wrong direction.

[0059] 3, the execution device 91 advances the processing to step S41 and subsequent steps on the condition that a positive determination is made in step S32, i.e., that there is no congestion on the main travel path 210. As a result, if there is congestion on the main travel path 210, the processing from step S41 onwards is not executed, and therefore, erroneous determinations in the wrong-way driving determination processing due to congestion on the main travel path 210 can be suppressed.

[0060] (3) Generally, when the vehicle 100 attempts to travel in the wrong direction, the approach angle AA, which is the angle between the forward direction DA of the main road 210 and the traveling direction of the vehicle 100 at the connection point of the main road 210 and the merging road 220, becomes relatively large. Specifically, the approach angle AA tends to be correspondingly larger than the intersection angle AC, which is the angle between the main road 210 and the merging road 220.

[0061] In this regard, in step S53, the execution device 91 determines whether the approach angle AA is greater than a predetermined angle AAR. If the approach angle AA is greater than the predetermined angle AAR, the execution device 91 determines that there is a risk of the vehicle 100 running in the wrong direction. As a result, even if it cannot be determined that there is a risk of the vehicle 100 running in the wrong direction because, for example, the specific steering angle SAZ is equal to or smaller than the specified steering angle SAR, it is possible to determine that there is a risk of the vehicle 100 running in the wrong direction based on the approach angle AA.

[0062] (4) Generally, the possibility of wrong-way driving varies depending on the driver of the vehicle 100. In this regard, in step S62, the execution device 91 calculates the wrong-way driving risk level LR for the driver of the vehicle 100 based on the driving history of the driver. Then, in steps S43 and S44, the execution device 91 reduces the specified steering angle SAR as the risk level LR increases. This allows the determination sensitivity of the wrong-way driving determination process in step S46 to be adjusted according to the risk level LR for each driver.

[0063] (5) As shown in FIG. 2, in the wrong-way running prevention control, the execution device 91 determines whether the vehicle 100 is located in the merging area 221 and whether the specific steering angle SAZ is greater than the upper limit steering angle SAL. Then, when the vehicle 100 is located in the merging area 221 and the specific steering angle SAZ is greater than the upper limit steering angle SAL, the execution device 91 executes a reaction force application process that applies a reaction force to the steering wheel 21 such that the specific steering angle SAZ moves to the negative side. As a result, when the vehicle 100 is located in the merging area 221, the specific steering angle SAZ is prevented from increasing beyond the upper limit steering angle SAL. In other words, the vehicle 100 can be prevented from attempting wrong-way running.

[0064] (6) Generally, even if the vehicle 100 is not attempting to travel the wrong way, if there is congestion on the main road 210, the specific steering angle SAZ tends to become large when the vehicle 100 enters the main road 210 from the merging road 220. In this regard, as shown in FIG. 2, the execution device 91 executes the reaction force application process, assuming that there is no congestion on the main road 210 as a necessary condition. As a result, the reaction force application process is not executed when there is congestion on the main road 210, and therefore it is possible to prevent the operability of the steering wheel 21 from being reduced due to unnecessary reaction force application process.

[0065] (7) As shown in FIG. 4, the execution device 91 executes the reverse-travel control, assuming that the reverse-travel determination control has determined that there is a risk of reverse-travel. Then, in step S83 of the reverse-travel control, the execution device 91 executes a vehicle speed adjustment process that limits the vehicle speed SP to a first specified vehicle speed SPA or less. As a result, even if the accelerator operation amount ACC by the driver of the vehicle 100 increases, the vehicle speed SP of the vehicle 100 that is traveling in the wrong direction is limited to a first specified vehicle speed SPA or less. As a result, limiting the vehicle speed SP to a first specified vehicle speed SPA or less makes it possible for the driver of the vehicle 100 to recognize that the vehicle 100 is traveling in the wrong direction.

[0066] (8) In the vehicle speed adjustment process of step S83, when the vehicle speed SP reaches the first specified vehicle speed SPA, the execution device 91 reduces the vehicle speed SP to a second specified vehicle speed SPB, which is a value smaller than the first specified vehicle speed SPA, regardless of the magnitude of the accelerator operation amount ACC. As a result, for example, even if the accelerator operation amount ACC by the driver of the vehicle 100 is constant, when the vehicle speed SP reaches the first specified vehicle speed SPA, the vehicle speed SP is reduced to the second specified vehicle speed SPB in the vehicle 100 that is traveling in the wrong direction. By reducing the vehicle speed SP in this way, the driver of the vehicle 100 can be made more reliably aware that the vehicle 100 is traveling in the wrong direction.

[0067] <Example of change> This embodiment can be modified as follows: This embodiment and the following modifications can be combined and implemented within the scope of technical compatibility.

[0068] In the above embodiment, the reverse running prevention control may be modified. For example, in step S12, the method of determining the traffic volume on the main road 210 may be changed. As a specific example, the execution device 91 may acquire information on the traffic volume on the main road 210 from outside the vehicle 100 via the DCM 40. Then, the execution device 91 may determine whether the traffic volume on the main road 210 is low based on the acquired information.

[0069] In the above embodiment, the reverse running prevention control may be omitted. For example, when attention is focused only on determining the possibility of wrong-way driving of the vehicle 100 in the wrong-way driving determination control, the wrong-way driving prevention control may be omitted.

[0070] In the above embodiment, the reverse running determination control may be changed. For example, in step S32, the method of determining the traffic volume on the main road 210 may be changed. As a specific example, the execution device 91 may acquire information on the traffic volume on the main road 210 from outside the vehicle 100 via the DCM 40. Then, the execution device 91 may determine whether the traffic volume on the main road 210 is low based on the acquired information.

[0071] For example, the processes of steps S41 and S42 may be modified. As a specific example, the driver of the vehicle 100 may check the display 50 or his / her hands while operating the vehicle 100. Therefore, even when there is no danger of the vehicle 100, the driver of the vehicle 100 may direct his / her gaze downward and to the right while the vehicle 100 is traveling on a merging road 220 as shown in FIG. 5 . Therefore, in step S41, the execution device 91 may estimate, in addition to the gaze direction LS, an up-down gaze direction indicating the up-down orientation of the gaze of the driver of the vehicle 100. Subsequently, in step S42, the execution device 91 may determine whether the gaze direction LS is within a predetermined specified angle range LSR and whether the up-down gaze direction is within a predetermined specific angle range. If, in step S42, the gaze direction LS is within the predetermined specified angle range LSR and the up-down gaze direction is within the predetermined specific angle range, the execution device 91 may proceed to step S43. When the line of sight of the driver of vehicle 100 that coincides with the front of vehicle 100 is set to 0 degrees, an example of the upper limit of the predetermined angle range is "+30 degrees." When the line of sight of the driver of vehicle 100 that coincides with the front of vehicle 100 is set to 0 degrees, an example of the lower limit of the predetermined angle range is "-30 degrees."

[0072] For example, the method for setting the specified steering angle SAR in step S43 may be changed. As a specific example, in step S43, the execution device 91 may set the specified steering angle SAR regardless of the risk level LR. Similarly, in step S44, the execution device 91 may set the specified steering angle SAR regardless of the risk level LR. Note that if the risk level LR is not used in steps S43 and S44, the processing of step S62 may be omitted.

[0073] For example, the way in which the predetermined angle AAR is set in step S51 may be changed. As a specific example, the execution device 91 may set the predetermined angle AAR to a value obtained by multiplying the intersection angle AC by a predetermined coefficient. Note that the predetermined coefficient is a value greater than "1."

[0074] For example, the processes of steps S51 to S53 may be omitted. As a specific example, if the execution device 91 executes the determination process of step S46, the processes of steps S51 to S53 may be omitted.

[0075] For example, the process of step S46 may be omitted. As a specific example, if the execution device 91 executes the processes of steps S51 to S53, the process of step S46 may be omitted.

[0076] For example, the configuration of the warning in step S61 may be changed. As a specific example, the execution device 91 may output a control signal to a speaker provided in the vehicle 100, thereby warning the driver of the vehicle 100 by sound emitted from the speaker. Also, as a specific example, the execution device 91 may output a control signal to an exterior lamp provided in the vehicle 100, thereby causing the exterior lamp to flash, etc., to warn other vehicles about the presence of the vehicle 100 that may be driving in the wrong direction.

[0077] For example, in step S61, the execution device 91 may control the vehicle 100. As a specific example, the execution device 91 may output a control signal to the brake system 30 to operate the brake system 30, thereby slowing down or stopping the vehicle 100.

[0078] In the above embodiment, the reverse running determination control may be omitted. For example, when attention is focused only on preventing the vehicle 100 from attempting to run in the wrong direction in the wrong direction prevention control, the wrong direction determination control may be omitted.

[0079] In the above embodiment, the reverse running control may be modified. For example, the vehicle speed adjustment process may be changed in step S83. As a specific example, when the vehicle speed SP reaches the first specified vehicle speed SPA, the execution device 91 may maintain the vehicle speed SP at the first specified vehicle speed SPA.

[0080] In the above embodiment, the reverse travel control may be omitted. For example, when attention is focused only on determining the possibility of the vehicle 100 running in the wrong direction in the wrong direction determination control, the wrong direction control may be omitted.

[0081] <Other technical ideas> The technical ideas that can be understood from the above-described embodiment and modified examples will be described. (Appendix 1) a position determination process for determining whether the vehicle (100) is located in a merging area (221) on a merging road (220) that connects to the main road (210) at an acute angle and that is within a predetermined range from a connecting point of the main road (210) and the merging road (220); a steering angle acquisition process for acquiring a steering angle of a steering wheel (21) of the vehicle (100); a wrong-way driving determination process for determining that there is a risk of wrong-way driving when the vehicle (100) is located in the merging area (221) and the specific steering angle is greater than a predetermined positive value, where the steering angle is set to zero when the vehicle (100) travels straight and a positive value is set to a direction in which the vehicle (100) turns toward the main road (210) while traveling in the merging area (221); a gaze estimation process for estimating the gaze direction of the driver of the vehicle (100) when the vehicle (100) is located in the merging area (221); a specified angle setting process for reducing the specified steering angle when the line of sight is within a specified angle range that is predetermined as a range on the side where the main travel path (210) exists while the vehicle (100) is traveling through the merging area (221), compared with when the line of sight is not within the specified angle range; Run A device to prevent vehicles from running in the wrong direction.

[0082] (Appendix 2) The reverse running determination process is executed under the condition that there is no congestion on the main road (210). 1. A reverse running prevention device for a vehicle as set forth in appendix 1.

[0083] (Appendix 3) When the vehicle (100) is located in the merging area (221), an approach angle acquisition process is executed to acquire an approach angle, which is the angle formed between the forward direction of the main travel path (210) at the connection point and the traveling direction of the vehicle (100); In the reverse running determination process, Even if the specific steering angle is equal to or less than the specified steering angle, if the vehicle (100) is located in the merging area (221) and the approach angle is greater than a predetermined angle that is set as an angle greater than the acute angle formed by the main travel path (210) and the merging path (220), it is determined that there is a risk of wrong-way driving. 1. A reverse running prevention device for a vehicle according to claim 1 or 2.

[0084] (Appendix 4) Execute a calculation process to calculate a risk level of wrong-way driving for the driver based on the driving history of the driver of the vehicle (100); In the specified angle setting process, When the risk level is high, the specified steering angle is made smaller than when the risk level is low. 4. A reverse running prevention device for a vehicle according to any one of Supplementary notes 1 to 3.

[0085] (Appendix 5) When the vehicle (100) is located in the merging area (221) and the specific steering angle is greater than a predetermined upper limit steering angle, which is a positive value, a reaction force application process is executed to apply a reaction force to the steering wheel (21) such that the specific steering angle moves to the negative side. 5. A reverse running prevention device for a vehicle according to any one of Supplementary Note 1 to Supplementary Note 4.

[0086] (Appendix 6) The reaction force application process is executed under the condition that there is no congestion on the main travel path (210). 6. A reverse running prevention device for a vehicle as set forth in appendix 5.

[0087] (Appendix 7) A vehicle speed adjustment process is executed to limit the vehicle speed of the vehicle (100) to a predetermined specified vehicle speed or less, assuming that the risk of wrong-way driving has been determined in the wrong-way driving determination process as a necessary condition. 7. A reverse running prevention device for a vehicle according to any one of Supplementary notes 1 to 6.

[0088] (Appendix 8) The vehicle speed adjustment process is executed under the condition that an accelerator operation amount, which is an operation amount of an accelerator pedal of the vehicle (100), is equal to or greater than a predetermined specified operation amount. In the vehicle speed adjustment process, when the vehicle speed reaches a first specified vehicle speed, which is the specified vehicle speed, the vehicle speed is reduced to a second specified vehicle speed that is a value smaller than the first specified vehicle speed, regardless of the magnitude of the accelerator operation amount. 8. A reverse running prevention device for a vehicle as set forth in appendix 7.

[0089] (Appendix 9) The present invention is applied to a reverse running prevention device for a vehicle (100), The reverse running prevention device, a position determination process for determining whether the vehicle (100) is located in a merging area (221) on a merging road (220) that connects to the main traveling road (210) at an acute angle and that is within a predetermined range from a connecting point of the main traveling road (210) and the merging road (220); a steering angle acquisition process for acquiring a steering angle of a steering wheel (21) of the vehicle (100); a wrong-way driving determination process for determining that there is a risk of wrong-way driving when the vehicle (100) is located in the merging area (221) and the specific steering angle is greater than a predetermined positive value, where the steering angle is set to zero when the vehicle (100) travels straight and a positive value is set to a direction in which the vehicle (100) turns toward the main road (210) while traveling in the merging area (221); a gaze estimation process for estimating the gaze direction of the driver of the vehicle (100) when the vehicle (100) is located in the merging area (221); a specified angle setting process for reducing the specified steering angle when the line of sight is within a specified angle range that is predetermined as a range on the side where the main travel path (210) exists while the vehicle (100) is traveling through the merging area (221), compared with when the line of sight is not within the specified angle range; Run A program to prevent vehicles from driving in the wrong direction.

[0090] (Appendix 10) The present invention is applied to a reverse running prevention device for a vehicle (100), The reverse running prevention device is a position determination process for determining whether the vehicle (100) is located in a merging area (221) on a merging road (220) that connects to the main traveling road (210) at an acute angle and that is within a predetermined range from a connecting point of the main traveling road (210) and the merging road (220); a steering angle acquisition process for acquiring a steering angle of a steering wheel (21) of the vehicle (100); a wrong-way driving determination process for determining that there is a risk of wrong-way driving when the vehicle (100) is located in the merging area (221) and the specific steering angle is greater than a predetermined positive value, where the steering angle is set to zero when the vehicle (100) travels straight and a positive value is set to a direction in which the vehicle (100) turns toward the main road (210) while traveling in the merging area (221); a gaze estimation process for estimating the gaze direction of the driver of the vehicle (100) when the vehicle (100) is located in the merging area (221); a specified angle setting process for reducing the specified steering angle when the line of sight is within a specified angle range that is predetermined as a range on the side where the main travel path (210) exists while the vehicle (100) is traveling through the merging area (221), compared with when the line of sight is not within the specified angle range; Run A method for preventing vehicles from running in the wrong direction.

[0091] (Appendix 11) a position determination process for determining whether the vehicle (100) is located in a merging area (221) on a merging road (220) that connects to the main road (210) at an acute angle and that is within a predetermined range from a connecting point of the main road (210) and the merging road (220); an approach angle acquisition process for acquiring an approach angle, which is the angle formed between the forward direction of the main road (210) at the connection point and the traveling direction of the vehicle (100) when the vehicle (100) is located in the merging area (221); a wrong-way driving determination process for determining that there is a risk of wrong-way driving when the vehicle (100) is located in the merging area (221) and the approach angle is greater than a predetermined angle that is set as an angle greater than an acute angle formed between the main travel path (210) and the merging path (220); Run A device to prevent vehicles from running in the wrong direction.

[0092] (Appendix 12) The present invention is applied to a reverse running prevention device for a vehicle (100), The reverse running prevention device, a position determination process for determining whether the vehicle (100) is located in a merging area (221) on a merging road (220) that connects to the main traveling road (210) at an acute angle and that is within a predetermined range from a connecting point of the main traveling road (210) and the merging road (220); an approach angle acquisition process for acquiring an approach angle, which is the angle formed between the forward direction of the main road (210) at the connection point and the traveling direction of the vehicle (100) when the vehicle (100) is located in the merging area (221); a wrong-way driving determination process for determining that there is a risk of wrong-way driving when the vehicle (100) is located in the merging area (221) and the approach angle is greater than a predetermined angle that is set as an angle greater than an acute angle formed between the main travel path (210) and the merging path (220); Run A program to prevent vehicles from driving in the wrong direction.

[0093] (Appendix 13) The present invention is applied to a reverse running prevention device for a vehicle (100), The reverse running prevention device is a position determination process for determining whether the vehicle (100) is located in a merging area (221) on a merging road (220) that connects to the main traveling road (210) at an acute angle and that is within a predetermined range from a connecting point of the main traveling road (210) and the merging road (220); an approach angle acquisition process for acquiring an approach angle, which is the angle formed between the forward direction of the main road (210) at the connection point and the traveling direction of the vehicle (100) when the vehicle (100) is located in the merging area (221); a wrong-way driving determination process for determining that there is a risk of wrong-way driving when the vehicle (100) is located in the merging area (221) and the approach angle is greater than a predetermined angle that is set as an angle greater than an acute angle formed between the main travel path (210) and the merging path (220); Run A method for preventing vehicles from running in the wrong direction.

[0094] (Appendix 14) a position determination process for determining whether the vehicle (100) is located in a merging area (221) on a merging road (220) that connects to the main road (210) at an acute angle and that is within a predetermined range from a connecting point of the main road (210) and the merging road (220); a steering angle acquisition process for acquiring a steering angle of a steering wheel (21) of the vehicle (100); a reaction force application process for applying a reaction force to the steering wheel (21) such that the specific steering angle moves toward a negative side when the vehicle (100) is located in the merging area (221) and the specific steering angle is greater than a predetermined positive upper limit steering angle, when the steering angle is set to zero when the vehicle (100) travels straight and a positive value when the vehicle (100) turns toward a negative side while traveling in the merging area (221) is set as a specific steering angle; Run A device to prevent vehicles from running in the wrong direction.

[0095] (Appendix 15) The present invention is applied to a reverse running prevention device for a vehicle (100), The reverse running prevention device, a position determination process for determining whether the vehicle (100) is located in a merging area (221) on a merging road (220) that connects to the main traveling road (210) at an acute angle and that is within a predetermined range from a connecting point of the main traveling road (210) and the merging road (220); a steering angle acquisition process for acquiring a steering angle of a steering wheel (21) of the vehicle (100); a reaction force application process for applying a reaction force to the steering wheel (21) such that the specific steering angle moves toward a negative side when the vehicle (100) is located in the merging area (221) and the specific steering angle is greater than a predetermined positive upper limit steering angle, when the steering angle is set to zero when the vehicle (100) travels straight and a positive value when the vehicle (100) turns toward a negative side while traveling in the merging area (221) is set as a specific steering angle; Run A program to prevent vehicles from driving in the wrong direction.

[0096] (Appendix 16) The present invention is applied to a reverse running prevention device for a vehicle (100), The reverse running prevention device is a position determination process for determining whether the vehicle (100) is located in a merging area (221) on a merging road (220) that connects to the main traveling road (210) at an acute angle and that is within a predetermined range from a connecting point of the main traveling road (210) and the merging road (220); a steering angle acquisition process for acquiring a steering angle of a steering wheel (21) of the vehicle (100); a reaction force application process for applying a reaction force to the steering wheel (21) such that the specific steering angle moves toward a negative side when the vehicle (100) is located in the merging area (221) and the specific steering angle is greater than a predetermined positive upper limit steering angle, when the steering angle is set to zero when the vehicle (100) travels straight and a positive value when the vehicle (100) turns toward a negative side while traveling in the merging area (221) is set as a specific steering angle; Run A method for preventing vehicles from running in the wrong direction.

[0097] The vehicle disclosed in JP 2017-199261 A is equipped with a camera and a control device. The camera captures an image of the area behind the vehicle. The control device acquires image data captured by the camera. Based on the acquired image data, the control device determines whether the vehicle is traveling in a reverse direction, which is opposite to the forward direction, which is a predetermined direction in which the vehicle should travel on the road. In other words, the control device determines whether the vehicle is traveling in the wrong direction.

[0098] The control device disclosed in JP 2017-199261 A cannot detect the vehicle's wrong-way driving until the vehicle actually starts to drive in the wrong direction. Therefore, it is desirable to be able to determine that the vehicle is about to drive in the wrong direction before the vehicle actually starts to drive in the wrong direction.

[0099] In view of these problems, it is preferable to adopt any of the configurations of Supplementary Notes 11 to 13 described above. Generally, when a vehicle attempts to travel in the wrong direction, the angle formed between the forward direction of the main road at the connection point and the traveling direction of the vehicle tends to be considerably larger than the acute angle formed between the main road and the merging road. In this regard, according to any of the configurations of Supplementary Notes 11 to 13 described above, it is possible to determine whether or not there is a risk of wrong-way traveling based on the angle formed between the forward direction of the main road at the connection point and the traveling direction of the vehicle.

[0100] The vehicle disclosed in JP 2017-199261 A is equipped with a camera and a control device. The camera captures an image of the area behind the vehicle. The control device acquires image data captured by the camera. Based on the acquired image data, the control device determines whether the vehicle is traveling in a reverse direction, which is opposite to the forward direction, which is a predetermined direction in which the vehicle should travel on the road. In other words, the control device determines whether the vehicle is traveling in the wrong direction.

[0101] The control device disclosed in JP 2017-199261 A detects the vehicle traveling in the wrong direction after the vehicle actually starts traveling in the wrong direction. Therefore, it is desirable to prevent the vehicle from attempting to travel in the wrong direction at a stage before the vehicle actually starts traveling in the wrong direction.

[0102] In view of these problems, it is preferable to adopt any of the configurations described in Supplementary Notes 14 to 16. According to this configuration, when the vehicle is located in the merging area and the specific steering angle is larger than the upper limit steering angle, the reaction force application process is executed, thereby preventing the specific steering angle from exceeding the upper limit steering angle. This makes it possible to prevent the vehicle from attempting to travel in the wrong direction. [Explanation of symbols]

[0103] 10...Powertrain system 20...Steering system 21...Steering wheel 22...Steering shaft 23...Electric motor 30...Brake system 40…DCM 50...Display 71...Accelerator operation amount sensor 72...Vehicle speed sensor 73...GNSS receiver 74...Steering angle sensor 75...In-car camera 76...Exterior camera 90...Control device 91...Execution device 92...Storage device 92A...Control program DM: Map data 100...Vehicle 200…Specific road 210...Main road 220…merging road 221…Confluence area

Claims

1. a position determination process for determining whether the vehicle (100) is located in a merging area (221) on a merging road (220) that connects to the main road (210) at an acute angle and that is within a predetermined range from the connecting point of the main road (210) and the merging road (220); a steering angle acquisition process for acquiring a steering angle of a steering wheel (21) of the vehicle (100); a reverse-driving determination process for determining that there is a risk of reverse driving when the vehicle (100) is located in the merging area (221) and the specific steering angle is greater than a predetermined positive value of a specified steering angle, where the steering angle is set to zero when the vehicle (100) travels straight and a positive value when the vehicle (100) turns toward the side where the main driving path (210) is located while traveling in the merging area (221) is set; a gaze estimation process for estimating the gaze direction of the driver of the vehicle (100) when the vehicle (100) is located in the merging area (221); a specified angle setting process for reducing the specified steering angle when the line of sight is within a predetermined specified angle range on the side where the main road (210) exists while the vehicle (100) is traveling through the merging area (221), compared with when the line of sight is not within the predetermined angle range; Run A device to prevent vehicles from running in the wrong direction.

2. The reverse running determination process is executed under the condition that there is no congestion on the main road (210). The reverse running prevention device for a vehicle according to claim 1.

3. When the vehicle (100) is located in the merging area (221), an approach angle acquisition process is executed to acquire an approach angle, which is the angle formed between the forward direction of the main travel path (210) at the connection point and the traveling direction of the vehicle (100); In the reverse running determination process, Even if the specific steering angle is equal to or less than the specified steering angle, if the vehicle (100) is located in the merging area (221) and the approach angle is greater than a predetermined angle that is set as an angle greater than the acute angle formed by the main travel path (210) and the merging path (220), it is determined that there is a risk of wrong-way driving. The reverse running prevention device for a vehicle according to claim 1 or 2.

4. Execute a calculation process to calculate a risk level of wrong-way driving for the driver based on the driving history of the driver of the vehicle (100); In the specified angle setting process, When the risk level is high, the specified steering angle is made smaller than when the risk level is low. The reverse running prevention device for a vehicle according to claim 1 or 2.

5. When the vehicle (100) is located in the merging area (221) and the specific steering angle is greater than an upper limit steering angle that is a predetermined positive value, a reaction force application process is executed to apply a reaction force to the steering wheel (21) such that the specific steering angle moves to the negative side. The reverse running prevention device for a vehicle according to claim 1 or 2.

6. The reaction force application process is executed under the condition that there is no congestion on the main travel path (210). The reverse running prevention device for a vehicle according to claim 5.

7. A vehicle speed adjustment process is executed to limit the vehicle speed of the vehicle (100) to a predetermined specified vehicle speed or less, assuming that the risk of wrong-way driving has been determined in the wrong-way driving determination process as a necessary condition. The reverse running prevention device for a vehicle according to claim 1 or 2.

8. The vehicle speed adjustment process is executed under the condition that an accelerator operation amount, which is an operation amount of an accelerator pedal of the vehicle (100), is equal to or greater than a predetermined specified operation amount. In the vehicle speed adjustment process, when the vehicle speed reaches a first specified vehicle speed, the vehicle speed is reduced to a second specified vehicle speed that is a value smaller than the first specified vehicle speed, regardless of the magnitude of the accelerator operation amount. The reverse running prevention device for a vehicle according to claim 7.

9. The present invention is applied to a reverse running prevention device for a vehicle (100), The reverse running prevention device, a position determination process for determining whether the vehicle (100) is located in a merging area (221) on a merging road (220) that connects to the main traveling road (210) at an acute angle and that is within a predetermined range from a connecting point of the main traveling road (210) and the merging road (220); a steering angle acquisition process for acquiring a steering angle of a steering wheel (21) of the vehicle (100); a reverse-driving determination process for determining that there is a risk of reverse driving when the vehicle (100) is located in the merging area (221) and the specific steering angle is greater than a predetermined positive value of a specified steering angle, where the steering angle is set to zero when the vehicle (100) travels straight and a positive value when the vehicle (100) turns toward the side where the main driving path (210) is located while traveling in the merging area (221) is set; a gaze estimation process for estimating the gaze direction of the driver of the vehicle (100) when the vehicle (100) is located in the merging area (221); a specified angle setting process for reducing the specified steering angle when the line of sight is within a predetermined specified angle range on the side where the main road (210) exists while the vehicle (100) is traveling through the merging area (221), compared with when the line of sight is not within the predetermined angle range; Run A program to prevent vehicles from driving in the wrong direction.

10. The present invention is applied to a reverse running prevention device for a vehicle (100), The reverse running prevention device is a position determination process for determining whether the vehicle (100) is located in a merging area (221) on a merging road (220) that connects to the main traveling road (210) at an acute angle and that is within a predetermined range from a connecting point of the main traveling road (210) and the merging road (220); a steering angle acquisition process for acquiring a steering angle of a steering wheel (21) of the vehicle (100); a reverse-driving determination process for determining that there is a risk of reverse driving when the vehicle (100) is located in the merging area (221) and the specific steering angle is greater than a predetermined positive value of a specified steering angle, where the steering angle is set to zero when the vehicle (100) travels straight and a positive value when the vehicle (100) turns toward the side where the main driving path (210) is located while traveling in the merging area (221) is set; a gaze estimation process for estimating the gaze direction of the driver of the vehicle (100) when the vehicle (100) is located in the merging area (221); a specified angle setting process for reducing the specified steering angle when the line of sight is within a predetermined specified angle range on the side where the main road (210) exists while the vehicle (100) is traveling through the merging area (221), compared with when the line of sight is not within the predetermined angle range; Run A method for preventing vehicles from running in the wrong direction.

Images