[go: up one dir, main page]

WO2023013345A1 - Dispositif de commande de véhicule - Google Patents

Dispositif de commande de véhicule Download PDF

Info

Publication number
WO2023013345A1
WO2023013345A1 PCT/JP2022/026689 JP2022026689W WO2023013345A1 WO 2023013345 A1 WO2023013345 A1 WO 2023013345A1 JP 2022026689 W JP2022026689 W JP 2022026689W WO 2023013345 A1 WO2023013345 A1 WO 2023013345A1
Authority
WO
WIPO (PCT)
Prior art keywords
intersection
vehicle
traffic
stop line
entrance
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2022/026689
Other languages
English (en)
Japanese (ja)
Inventor
憲生 土田
康平 栃木
允彦 安達
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Toyota Motor Corp
Original Assignee
Denso Corp
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Denso Corp, Toyota Motor Corp filed Critical Denso Corp
Publication of WO2023013345A1 publication Critical patent/WO2023013345A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06T—IMAGE DATA PROCESSING OR GENERATION, IN GENERAL
    • G06T7/00—Image analysis
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems

Definitions

  • the present disclosure relates to a vehicle control device.
  • Patent Literature 1 discloses a traffic signal detection device that detects a traffic signal from at least one of a narrow-angle image captured by a narrow-angle camera and a wide-angle image captured by a wide-angle camera.
  • the present disclosure has been made in view of the above problems, and the main purpose thereof is to provide a vehicle control device capable of improving technology for driving support regarding traveling at intersections.
  • This disclosure is A vehicle control device for recognizing traffic conditions in front of the vehicle based on an image captured by a camera that captures an image of the front of the vehicle, a target detection unit that detects, from the image, a target related to the passage or stop of the own vehicle at an intersection in front of the own vehicle; an entrance determination unit that determines an entrance position of the intersection based on the target detected by the target detection unit; Prepare.
  • Targets detected from the images captured by the camera while the vehicle is running include targets related to the vehicle passing or stopping at the intersection in front of the vehicle. By detecting such a target from the image and determining the entrance position of the intersection based on the target, the entrance position of the intersection can be properly determined. In addition, since the entrance position of the intersection can be properly grasped, the information can be used for various types of driving support.
  • FIG. 1 is a diagram showing a schematic configuration of a driving support device
  • FIG. 2 is a flowchart showing an overview of the signal determination process
  • FIG. 3 is a flowchart showing the entrance position determination process
  • FIG. 4 is a diagram for explaining the procedure for determining the stop line on the entrance side.
  • FIG. 5 is a diagram for explaining the procedure for determining an entrance-side stop line on a road with multiple lanes on one side.
  • FIG. 6 is a flowchart showing the process of setting the intersection recognition range;
  • FIG. 7 is a diagram for explaining the procedure for setting the intersection recognition range.
  • FIG. 1 is a diagram showing a schematic configuration of a driving support device
  • FIG. 2 is a flowchart showing an overview of the signal determination process
  • FIG. 3 is a flowchart showing the entrance position determination process
  • FIG. 4 is a diagram for explaining the procedure for determining the stop line on the entrance side.
  • FIG. 5 is a diagram for explaining the procedure for determining an entrance-side stop
  • FIG. 8 is a flowchart showing signal color determination processing;
  • FIG. 9 is a flowchart showing the signal color determination process following FIG.
  • FIG. 10 is a diagram for explaining the procedure for determining the signal color in the intersection recognition range.
  • FIG. 11 is a diagram for explaining the procedure for determining the signal color in the intersection recognition range.
  • FIG. 12 is a diagram for explaining target object detection when the own vehicle enters an intersection.
  • FIG. 13 is a diagram showing the arrangement of each traffic light at an intersection;
  • FIG. 14 is a diagram showing score values by color for three traffic lights,
  • FIG. 15 is a diagram showing the road in front of the intersection,
  • FIG. 16 is a flow chart showing determination processing of arrow lights.
  • the driving assistance device 10 includes a camera 11, a radar device 12, and an ECU 21 as a vehicle control device. From now on, the own vehicle on which the driving support device 10 is mounted is referred to as the own vehicle VE.
  • the camera 11 is a monocular camera.
  • the cameras 11 are attached, for example, to the front end, the rear end, and both side surfaces of the vehicle VE, and capture images of the surroundings of the vehicle.
  • the camera 11 transmits the image information of the captured image to the ECU 21 .
  • Camera 11 may be a compound eye camera.
  • the radar device 12 is a ranging device that transmits high-frequency signals in the millimeter wave band.
  • the radar devices 12 are mounted, for example, on the front end, rear end, and both side surfaces of the vehicle VE, and measure distances to objects around the vehicle.
  • a search wave is transmitted at predetermined intervals, and reflected waves are received by a plurality of antennas.
  • a plurality of detection points on the object are detected from the transmission time of the search wave and the reception time of the reflected wave, thereby measuring the distance to the object.
  • the azimuth of the object is calculated from the phase difference of the reflected waves received by the multiple antennas. If the distance to the object and the azimuth of the object can be calculated, the relative position of the object with respect to the own vehicle VE can be specified.
  • the radar device 12 calculates the relative velocity of the object from the frequency of the reflected wave reflected by the object, which is changed by the Doppler effect.
  • the object existing around the vehicle is detected as a stationary object or a moving object.
  • the object is detected as a stationary object, and the relative velocity of the object and the vehicle speed are detected as zero. If the sum is non-zero, the object is detected as moving.
  • the radar device 12 transmits detection information of stationary objects and moving objects around the own vehicle to the ECU 21 .
  • the ECU 21 is a control device equipped with a well-known microcomputer consisting of CPU, ROM, RAM, flash memory, and the like.
  • the ECU 21 acquires various signals and performs various controls based on the acquired information.
  • the ECU 21 detects objects around the vehicle based on the image captured by the camera 11 . Specifically, the ECU 21 calculates the relative position of each object captured by the camera 11 with respect to the own vehicle VE. Objects to be detected include moving objects such as other vehicles, pedestrians, and bicycles around the own vehicle, and fixed objects such as traffic lights, curbs, and guardrails provided around the road. Based on the image captured by the camera 11, the ECU 21 also recognizes lane marking information regarding lane markings on the road on which the vehicle VE is traveling. Specifically, the presence or absence of a white line or the like as a marking line is recognized, and the form (specifically, the type, position, width, length, curvature, etc. of the marking line) is recognized. In addition to lane markings, stop lines, pedestrian crossings, road arrows, and the like can be detected as road markings on the road.
  • the ECU 21 performs various controls based on detection information of objects around the vehicle transmitted from the radar device 12 and detection information of objects around the vehicle detected from the image captured by the camera 11 . For example, based on the detection information, the ECU 21 causes the display 31 provided in the instrument panel or the like in the vehicle to display information indicating the attention to the traffic light detected from the captured image of the camera 11, or An alarm device 32, such as a speaker or a buzzer installed in the room, is activated.
  • a yaw rate sensor 13, a steering angle sensor 14, and a vehicle speed sensor 15 are also connected to the ECU 21.
  • the yaw rate sensor 13 is provided, for example, at a central position of the vehicle VE, and outputs to the ECU 21 a signal indicating a yaw rate corresponding to the rate of change of the steering amount of the vehicle VE.
  • the steering angle sensor 14 is attached to, for example, a steering rod of the vehicle, and outputs a steering angle signal to the ECU 21 according to the amount of change in the steering angle of the steering wheel caused by the driver's operation.
  • the vehicle speed sensor 15 is attached, for example, to a wheel portion of the own vehicle VE, detects the rotation direction of the wheel, and outputs a vehicle speed signal corresponding to the wheel speed to the ECU 21 .
  • the ECU 21 which is the vehicle control device of the present embodiment, detects a target related to the passage or stop of the vehicle VE at the intersection in front of the vehicle from the image captured by the camera 11, and detects the target. , the entrance position of the intersection is determined. Further, a predetermined range on the far side from the entrance position is defined as an intersection recognition range CR that is recognized as being within the intersection, and the display color of the traffic light that the host vehicle VE should follow is determined within the intersection recognition range CR.
  • FIG. 2 is a flow chart showing an overview of the signal determination process executed by the ECU 21.
  • the traffic light determination process is a process of setting an intersection recognition range CR and determining the display color of the traffic light that the host vehicle VE should follow within the intersection recognition range CR. This process is repeatedly executed by the ECU 21 at a predetermined cycle.
  • the ECU 21 acquires an image in front of the own vehicle VE captured by the camera 11 (step S10).
  • the ECU 21 executes entrance position determination processing for determining the entrance position of the intersection based on the target detected from the acquired image (step S20).
  • the target here relates to the passage or stop of the own vehicle VE at the intersection in front of the own vehicle, and in the following description the target is also referred to as the intersection target.
  • a stop line, a traffic light, and a crosswalk at an intersection are detected as intersection targets.
  • the position determined as the entrance position of the intersection is the front side position of the intersection that exists in front of the vehicle VE.
  • the ECU 21 executes an intersection recognition range setting process for setting a predetermined range on the far side from the determined entrance position as the intersection recognition range CR (step S30).
  • the end position on the far side of the range set as the intersection recognition range CR is the position on the far side of the intersection that exists in front of the vehicle VE.
  • the ECU 21 executes signal color determination processing for determining the display color of the traffic light that the host vehicle VE should follow within the intersection recognition range CR (step S50).
  • the display color determined here is displayed on the display 31 .
  • Brake control and accelerator control as driving assistance may be performed according to the display color of the traffic light.
  • FIG. 3 is a flow chart showing the entrance position determination process in step S20 of FIG.
  • the ECU 21 determines whether a stop line is included as an intersection target detected from the image in front of the vehicle VE (step S21).
  • the ECU 21 determines whether or not the stop line is the stop line on the intersection entrance side (hereinafter also referred to as the entrance side stop line) (step S22).
  • step S22 that is, the procedure for determining that the stop line is the entrance-side stop line
  • the stop line on the entrance side is determined based on the positional relationship between the stop line and the traffic light.
  • the intersection target includes a stop line and a traffic light
  • the ECU 21 determines whether the stop line is on the entrance side on the condition that the distance between the stop line and the traffic light in the vehicle straight-ahead direction (longitudinal direction) is less than a predetermined distance TH1. Determine the stop line. More specifically, as shown in FIG.
  • the ECU 21 may determine whether or not the frontmost stop line 102 among the plurality of stop lines 102 is the entrance side stop line. .
  • the traffic signal 103 is arranged on the far side of the stop line 102. In some cases, it is arranged on the front side.
  • the traffic light 103 is arranged on the back side of the intersection 101. In terms of the mutual relationship between the stop line 102 and the traffic light 103, the stop line 102 is on the front side and the traffic light 103 is on the back side. ing.
  • the traffic signal 103 is arranged on the front side of the intersection 101. In terms of the mutual relationship between the stop line 102 and the traffic signal 103, the stop line 102 is on the back side and the traffic signal 103 is on the front side. It's becoming
  • the ECU 21 may differ in the predetermined distance TH1 for comparing and judging the vertical distance D1 between the stop line 102 and the traffic light 103 between the case of FIG. 4(b) and the case of FIG. 4(c).
  • the predetermined distance TH1 is set to "TH11”
  • the predetermined distance TH1 is set to "TH12" which is shorter than TH11.
  • TH11 is, for example, 40 m
  • TH12 is, for example, 20 m.
  • the stop line on the entrance side may be determined based on the positional relationship between the stop line 102 and the crosswalk 104. Specifically, as shown in FIG. 4( a ), when a stop line 102 and a crosswalk 104 are detected at an intersection 101 , the ECU 21 detects the longitudinal direction of the stop line 102 and crosswalk 104 . If the distance D2 is less than the predetermined distance TH2, it is determined that the stop line 102 is the entrance side stop line.
  • the stop line 102 When the stop line 102, the traffic light 103, and the pedestrian crossing 104 are detected at the intersection 101, the vertical distance D1 between the stop line 102 and the traffic light 103 is less than the predetermined distance TH1, and the stop line 102 is crossed. It is also possible to determine that the stop line 102 is the entrance-side stop line on the condition that the vertical distance D2 to the sidewalk 104 is less than the predetermined distance TH2.
  • step S22 it may be determined by the following procedure that the stop line 102 is the entrance-side stop line. Focusing on the fact that the position of the stop line may be different for each lane on a multi-lane road with multiple lanes running in the same direction, this study focused on the position of the stop line in the own lane and the adjacent lane. , the entrance-side stop line targeted by the own vehicle VE.
  • lane L3 is the own lane
  • lane L2 is the adjacent lane.
  • the ECU 21 uses the stop line position of the adjacent lane (L2) as a reference based on the fact that the stop line position of the adjacent lane (L2) is on the front side in the comparison between the own lane (L3) and the adjacent lane (L2). , and the selection area RY is defined in a predetermined range on the far side. Then, based on the fact that the stop line position of the own lane (L3) is within the selection area RY, the stop line 102 of the own lane (L3) is set as the entrance side stop line.
  • the lane L1 is the own lane and the lane L2 is the adjacent lane.
  • the ECU 21 uses the stop line position of the adjacent lane (L2) as a reference based on the fact that the stop line position of the adjacent lane (L2) is on the front side in the comparison between the own lane (L1) and the adjacent lane (L2). , and the selection area RY is defined in a predetermined range on the far side. Then, if there is no stop line position of the own lane (L1) within the selection area RY, the stop line 102 of the adjacent lane (L2) is set as the entrance side stop line.
  • the ECU 21 determines which of the plurality of stop lines 102 the vehicle VE A configuration may be adopted in which the stop line 102 closest to is determined to be the entrance-side stop line.
  • step S22 determines the entrance position of the intersection based on the stop line (step S23).
  • the position itself of the stop line in the straight-ahead direction of the vehicle VE is set as the entrance position of the intersection.
  • step S21: NO if the stop line is not included in the intersection target (step S21: NO) or if it is not determined that the stop line is the entrance-side stop line (step S22: NO), the ECU 21 (step S24). Then, if the traffic signal is included as the intersection target (step S24: YES), the ECU 21 determines the entrance position of the intersection based on the traffic signal (step S25). At this time, if a plurality of traffic lights are included in the intersection target, the intersection entrance position should be determined based on the traffic light closest to the vehicle (the side closest to the own vehicle VE) among the plurality of traffic lights.
  • step S24 determines whether or not the position of the traffic signal is estimated to be the extrapolated position. If the position of the traffic signal is estimated to be the extrapolated position (step S26: YES), the ECU 21 determines the entrance position of the intersection based on the traffic signal (step S25).
  • the traffic signal when a traffic signal is detected as an intersection target, if the traffic signal is out of the field of view of the image captured by the camera 11, or is hidden by trees, signboards, etc., and cannot be physically detected, the signal cannot be detected.
  • the state traffic light ie, the traffic light used to determine the entrance location
  • the position of the traffic light is estimated as an extrapolated position, and the extrapolated position of the traffic light is used to continue determining the entrance position.
  • the extrapolation position estimation result is preferably held until a predetermined period defined by the travel distance or travel time elapses.
  • the detected stop line may be lost.
  • the extrapolated position of the stop line may be estimated and the determination of the entrance position may be continued using the extrapolated position of the stop line.
  • the ECU 21 should determine whether the traffic signal is on the front side of the intersection or on the back side of the intersection, and determine the entrance position of the intersection based on the position of the traffic signal, taking into consideration the determination result.
  • the position of the traffic signal may be set as the entrance position, or a position shifted forward or backward by a predetermined distance may be set as the entrance position.
  • the entrance position may be set at a position shifted forward from the traffic signal by an assumed distance corresponding to the size of the intersection. It should be noted that the determination of whether the traffic signal is on the front side of the intersection or on the back side of the intersection may be made based on the positional relationship with the intersection center display and the positional relationship with the intersecting road at the intersection.
  • steps S21, S22, and S24 are negative, it is determined whether or not a crosswalk is included as an intersection target, and if a crosswalk is included as an intersection target , the intersection entrance position may be determined based on the crosswalk.
  • FIG. 6 is a flow chart showing the intersection recognition range setting process in step S30 of FIG.
  • the ECU 21 determines whether or not the entrance position of the intersection has been determined (step S31). If the intersection entrance position has already been determined (step S31: YES), the ECU 21 sets the intersection recognition range CR based on the intersection entrance position (steps S32 to S41).
  • 7A to 7C show two intersections 101 in front of the vehicle VE. Of the two intersections 101, the intersection 101 on the lower side of the drawing is the next intersection through which the vehicle VE passes. is the intersection 101 of .
  • P1 is the entrance position of the intersection in the vertical direction (the direction in which the vehicle travels straight).
  • a position a predetermined distance away from the entrance position P1 to the far side (rear) is provisionally set as the exit position P2
  • the range from P1 to P2 in the vertical direction is set as the provisional setting range CRa.
  • the distance between P1 and P2 is, for example, 80 m.
  • the intersection recognition range CR is set by appropriately correcting the provisional set range CRa according to the position of the back side target existing on the back side of the entrance position P1.
  • the traffic lights 103a and 103b in the same intersection are detected as the front side target on the front side of the intersection and the back side target on the back side of the intersection, respectively, in the temporary set range CRa.
  • the intersection recognition range CR is set by correcting the exit position P2 (end position of the temporary set range CRa) based on the vertical distance D11 between the traffic lights 103a and 103b. At this time, since the distance D11 between the traffic lights 103a and 103b has a relatively high degree of reliability in the vertical direction, it is possible to appropriately set the intersection recognition range CR.
  • the exit position P3 of the intersection is determined by the traffic light 103b on the far side of the intersection, and the range from P1 to P3 is set as the intersection recognition range CR. Note that the exit position P2 may be corrected based on the distance D11 on condition that the display colors of the traffic signals 103a and 103b are the same.
  • the exit position P2 of the provisional setting range CRa may be corrected based on. However, if the display colors of the traffic lights 103b and 103c are different in "red/yellow", the exit position P2 may not be corrected. In addition, the exit position P2 may be configured to be corrected forward by a predetermined processing distance.
  • the stop line 102a is detected as the near side target and the traffic light 103b is detected as the far side target in the provisional setting range CRa.
  • the intersection recognition range CR is set by correcting the exit position P2 based on the vertical distance D12 between the stop line 102a and the traffic light 103b. At this time, it is preferable to correct the exit position P2 when there is a traffic light 103b having a distance difference of a predetermined distance or more from the stop line 102a.
  • the exit position P3 of the intersection is determined by the traffic light 103b on the far side of the intersection, and the range from P1 to P3 is set as the intersection recognition range CR.
  • stop lines 102a and 102b at different intersections are detected as the near side target and the far side target in the temporary set range CRa, respectively.
  • the intersection recognition range CR is set by correcting the exit position P2 based on the vertical distance D13 between the stop lines 102a and 102b.
  • the exit position P3 of the intersection is determined by the position a predetermined distance in front of the stop line 102b on the far side, and the range from P1 to P3 is set as the intersection recognition range CR.
  • the exit position P3 of the intersection 101 is determined based on the target detected behind the entrance position P1, and the intersection recognition range CR is defined from the entrance position P1 to the exit position P3. is set.
  • the setting of each intersection recognition range CR in FIGS. 7A to 7C described above gives top priority to the setting of FIG. ) may be appropriately performed in the order of setting.
  • the lateral range of the intersection recognition range CR may include the road on which the own vehicle VE travels.
  • the width of the intersection recognition range CR may be a predetermined value. If the road width is known from map information or the like, the width of the intersection recognition range CR may be set from that road width. The width of the intersection recognition range CR may be set accordingly. A configuration may be used in which the road edge in the lateral direction of the road is recognized from the camera image or the detection information of the radar device 12, and the width of the intersection recognition range CR is set according to the recognition result.
  • the ECU 21 sets a predetermined range on the far side from the entrance position P1 as a provisional set range CRa (step S32). After that, the ECU 21 determines whether or not the front side traffic signal and the back side traffic signal within the same intersection are detected in the provisional setting range CRa (step S33). If the front traffic signal and the rear traffic signal are detected (step S33: YES), the ECU 21 determines whether or not the display colors of the front traffic signal and the rear traffic signal are the same (step S34).
  • step S34 If the display color is the same between the front traffic signal and the rear traffic signal (step S34: YES), the ECU 21 corrects the exit position P2 of the temporary set range CRa based on the vertical distance D11 between the traffic signals. Then, the intersection recognition range CR is set (step S35). This processing corresponds to the processing described with reference to FIG.
  • step S34 when the display colors are different between the front traffic signal and the rear traffic signal (step S34: NO), the ECU 21 corrects the exit position P2 of the provisional setting range CRa based on the position of the front traffic signal, and corrects the intersection recognition range CR. is set (step S36).
  • the intersection recognition range CR is set with the position of the traffic light 103b as the exit position.
  • step S33 determines whether the front side stop line and the rear side traffic signal are detected. If the near side stop line and the far side traffic signal are detected (step S37: YES), the ECU 21 determines the temporary set range CRa based on the vertical distance D12 between the near side stop line and the far side traffic signal. The exit position P2 is corrected and the intersection recognition range CR is set (step S38). This processing corresponds to the processing described with reference to FIG.
  • step S37 determines whether or not the near side stop line and the far side stop line are detected (step S39). ). If the near side stop line and the far side stop line are detected (step S39: YES), the ECU 21 temporarily sets the range based on the vertical distance D13 between the near side stop line and the far side stop line. The exit position P2 of CRa is corrected, and the intersection recognition range CR is set (step S40). This process corresponds to the process described in FIG. 7(c).
  • step S39 If the near side stop line and the far side stop line are not detected (step S39: NO), the ECU 21 does not correct the exit position P2 of the temporary set range CRa, and sets the temporary set range CRa as the intersection recognition range CR. Set (step S41).
  • step S51 determines whether or not the intersection recognition range CR has been set. If the intersection recognition range CR has been set (step S51: YES), the ECU 21 determines whether or not the own vehicle VE is traveling within the intersection recognition range CR (step S52).
  • step S52: NO the ECU 21, in steps S53 to S63 of FIG.
  • the display color of the traffic lights to be followed by the own vehicle VE among the traffic lights inside is determined. If the own vehicle VE is traveling within the intersection recognition range CR (step S52: YES), the ECU 21 restricts determination of the intersection entrance position in steps S71 to S75 of FIG.
  • the display color of the traffic lights to be followed by the own vehicle VE among the traffic lights in the CR is determined.
  • FIGS. 10A to 10C show, in the intersection recognition range CR, first, a traffic light 103a on the front side of the intersection (front side of the own vehicle VE) and a traffic light 103a on the back side of the intersection (the front side of the own vehicle VE) as intersection targets.
  • the traffic light 103b on the front rear side) is detected (FIG.
  • FIGS. 10(a) to (c) will be explained.
  • traffic lights 103a and 103b are detected within the intersection recognition range CR.
  • the traffic lights 103a and 103b are considered to be the traffic lights to which the host vehicle VE should follow, and the display colors of the traffic lights 103a and 103b are determined.
  • the own vehicle VE has moved forward from the state of FIG. 10(a), and the traffic light 103a on the near side is out of the angle of view of the camera, causing the traffic light 103a on the near side to be in a lost state.
  • the extrapolation position is estimated by extrapolation processing for the traffic signal 103a on the lost front side.
  • the relative position of the traffic signal 103a with respect to the vehicle VE is estimated based on the position of the traffic signal 103a immediately before the vehicle is lost and the vehicle speed of the vehicle VE.
  • the display color is determined for the traffic signal 103b, which remains in the detected state, out of the traffic signals 103a and 103b.
  • the traffic light 103b on the far side is also in the lost state.
  • the traffic lights 103a and 103b detected within the intersection recognition range CR are all lost.
  • the display color determined immediately before the traffic light 103b on the far side is lost is maintained.
  • the traffic light 103a on the front side of the intersection is detected as the intersection target within the intersection recognition range CR.
  • the traffic light 103a is considered to be the traffic light that the host vehicle should follow, and the display color of the traffic light 103a is determined.
  • the own vehicle VE has moved forward from the state of FIG. 11(a), and the traffic light 103a on the near side is out of the angle of view of the camera, so that the traffic light 103a on the near side is in a lost state. ing. In this case, the display color output of the traffic light is temporarily interrupted.
  • the state of FIG. 11(b) (that is, the state in which the traffic light 103a on the near side is lost) is switched to the state in which the traffic light 103b on the far side is newly detected. In this case, the display color of the traffic light 103b on the far side is determined.
  • the ECU 21 determines whether or not the intersection target detected within the intersection recognition range CR includes at least one of the front side traffic light and the back side traffic light (step S53). If at least one of the front traffic signal and the rear traffic signal is included (step S53: YES), the ECU 21 determines whether or not both the front traffic signal and the rear traffic signal are in the detection state (step S54). . If both the front side traffic light and the far side traffic light are in the detection state (step S54: YES), the ECU 21 determines the display color that the host vehicle VE should follow based on the respective traffic lights (step S55). In the situation shown in FIG. 10(a), the display colors of the traffic lights 103a and 103b are determined in step S55.
  • step S54 determines whether or not only the front traffic light is in the detection state (step S56). If only the front traffic light is in the detection state (step S56: YES), the ECU 21 determines the display color that the host vehicle VE should follow based on the front traffic light (step S57). In the situation shown in FIG. 11(a), the display color of the traffic signal 103a is determined in step S57.
  • step S56: NO If the front traffic light is not in the detection state (step S56: NO), in other words, if only the back traffic light is in the detection state, the ECU 21 determines whether or not the front traffic light is in the extrapolation estimation state (step S56: NO). S58). If the near side traffic light is in the extrapolation estimation state (step S58: YES), that is, if the far side traffic light is in the detection state and the near side traffic light is in the extrapolation estimation state, the ECU 21 , the display color to be followed by the own vehicle VE is determined (step S59). In the situations shown in FIGS. 10(b) and 11(c), the display color of the traffic signal 103b is determined in step S59.
  • step S58 If the near side traffic light is not in the extrapolation estimation state (step S58: NO), in other words, if the far side traffic light is in the detection state and the near side traffic light is in the non-detection state and not in the extrapolation estimation state, the ECU 21 It is determined whether or not the front side traffic signal has been detected in the previous process, that is, whether or not the far side traffic signal has been lost this time (step S60). Then, if the front traffic signal was detected in the previous process (step S60: YES), the ECU 21 estimates the extrapolated position of the front traffic signal (step S61). Also, the display color to be followed by the own vehicle VE is determined based on the far side traffic light (step S59). When shifting from the state shown in FIG. 10(a) to the state shown in FIG. 10(b), extrapolation processing in step S61 and color determination of the traffic light 103b in step S59 are performed.
  • step S60 NO
  • the ECU 21 terminates this processing as it is.
  • step S53 NO
  • the ECU 21 determines in the previous process that there is a back traffic signal and the front traffic signal is outside. It is determined whether or not it is in an interpolation estimation state (step S62). If there is a traffic signal on the far side and the traffic signal on the front side is in the extrapolation estimation state in the previous process (step S62: YES), the ECU 21 waits for a predetermined period defined by the travel distance or the travel time after entering that state. The previous signal color output is maintained until elapses (step S63). In the situation shown in FIG. 10(c), the display color of the traffic signal 103b is determined in step S59.
  • step S71 determines whether or not the intersection target detected within the intersection recognition range CR includes a traffic signal (step S71). If the intersection target includes a traffic signal (step S71: YES), the ECU 21 determines whether or not the rear traffic signal is detected (step S72). Then, if the far side traffic signal is detected (step S72: YES), the ECU 21 determines whether or not there is a lost history of the far side traffic signal.
  • the lost history of the far side traffic signal here means that the far side traffic signal was detected before the own vehicle VE entered the intersection recognition range CR, and the own vehicle VE entered the intersection recognition range CR. This is the history indicating that the far side traffic light is no longer detected.
  • step S73 If there is a lost history of the far side traffic light (step S73: YES), the ECU 21 does not determine the entrance position based on the far side traffic light (step S74). In other words, when the far side traffic signal that was detected before entering the intersection recognition range CR is once lost after entering the intersection recognition range CR and then redetected, the ECU 21 , the entrance position is not determined using the rear traffic light.
  • FIGS. 12(a) to 12(c) are diagrams showing, in chronological order, changes in the detection states of the traffic lights 103a and 103b when the own vehicle VE enters the intersection recognition range CR.
  • the traffic lights 103a and 103b on the front side and the back side of the intersection are detected in the own vehicle VE before entering the intersection recognition range CR.
  • the traffic signal 103a on the near side of the intersection is out of the angle of view of the camera and is lost, and the position of the traffic signal 103a is estimated by extrapolation.
  • the traffic signal 103b on the far side of the intersection is also lost. For example, when the traffic signal 103b on the far side is hidden by the preceding vehicle, the traffic signal 103b is lost.
  • a history is stored indicating that the traffic signal 103b on the far side of the intersection is no longer detected within the intersection recognition range CR.
  • the traffic light 103b on the far side of the intersection is redetected while the own vehicle VE has entered the intersection recognition range CR.
  • the entrance position of the intersection may be erroneously recognized. Therefore, the entrance position is not determined by the traffic light 103b re-detected after the own vehicle enters the intersection recognition range CR.
  • step S71 when the intersection target includes a traffic light (step S71: YES), after step S72 is denied or after step S74, the ECU 21 Of the traffic lights, the display color of the traffic lights that the host vehicle VE should follow is determined (step S75).
  • the display color of the traffic lights to be followed by the own vehicle VE (hereinafter also referred to as the own vehicle traffic light) should be determined based on the plurality of traffic lights.
  • the signal color may be determined by the following processing.
  • FIG. 13 is a diagram showing traffic lights that exist at the same intersection.
  • a plurality of traffic lights 103_1 to 103_6 are detected within the intersection recognition range CR, and the ECU 21 classifies each of these traffic lights 103_1 to 103_6 according to their positions and forms, and according to their display colors. Determine the display color of traffic lights.
  • the ECU 21 weights the traffic signals 103_1 to 103_6 according to their positions and display colors, and determines the display color of the vehicle traffic signal based on the weighted evaluation results.
  • Weighting is performed according to the position in the lateral direction with respect to the own vehicle VE (the lateral position with respect to the own vehicle center line LC), and the own vehicle traffic signal is specified. In other words, if the lateral position of the traffic signal 103 is excessively far from the own vehicle VE, there is a possibility that the traffic signal 103 is not the own vehicle signal. do. In FIG. 13, the traffic lights 103_1 to 103_4 are given a large weight, and the traffic lights 103_5 to 103_6 are given a small weight.
  • Each traffic signal 103 may be weighted according to whether the left lateral distance to the vehicle VE is greater than the reference distance DL or whether the right lateral distance to the vehicle VE is greater than the reference distance DR. .
  • the weight is increased if the lateral distance to the traffic light is smaller than the reference distance DL, and the weight is decreased if the lateral distance to the traffic light is greater than the reference distance DL.
  • the weight is increased if the lateral distance to the traffic light is smaller than the reference distance DR, and the weight is decreased if the lateral distance to the traffic light is greater than the reference distance DR.
  • the reference distance DL on the left side of the vehicle VE should be smaller than the reference distance DR on the right side. That is, for example, when comparing the traffic lights 103_5 and 103_3, the lateral distance to the vehicle VE is shorter for the traffic lights 103_5 than for the vehicle VE, but since DL ⁇ DR, the weight of the traffic lights 103_5 is lowered, and the traffic lights 103_3 are weighted. weight is increased.
  • Weighting is performed according to the vertical distance from the own vehicle VE to specify the own vehicle traffic signal. In other words, if the distance in the vertical direction to the own vehicle VE is excessively large, there is a possibility that the traffic signal is farther away than the next intersection. .
  • a traffic signal whose height position is lower than the predetermined first height may be a traffic signal for pedestrians, not for automobiles.
  • the pedestrian traffic light 105 is detected in front of the own vehicle VE, and the weight of the pedestrian traffic light 105 is reduced.
  • a traffic signal whose height position is higher than the predetermined second height may not be a traffic signal but a luminous object such as a street light or a light-emitting signboard, so the weight is reduced.
  • each of the traffic lights 103_1 to 103_6 in the intersection has different orientations (specifically, the orientation of the front of the traffic lights) with respect to the own vehicle VE.
  • the weight of the traffic signal that does not face the vehicle VE is reduced to reduce the possibility of being recognized as the traffic signal of the vehicle.
  • the ECU 21 performs at least one of the above weightings (1) to (5), and classifies traffic signals according to their position and form.
  • the traffic signal is the vehicle's traffic signal based on the map or locator results, and increase the weight if it is determined to be the vehicle's traffic signal.
  • Traffic lights basically light up in either red, yellow, or green. Therefore, for each traffic signal detected within the intersection recognition range CR, the display color is determined in a predetermined period within a predetermined period of time, and the number of times of determination is counted for each color. Then, the number of determinations for each color counted by each traffic light and the evaluation value indicating the degree of certainty of color determination in the image are summed for each color to calculate the score value for each display color. Also, the display color with the highest score value is determined as the display color of the vehicle traffic signal. The degree of certainty of color determination may be calculated, for example, by comparison with a predetermined color reference.
  • the score value is added to the weighting result to determine the display color of the vehicle's traffic signal.
  • the score value of each display color is corrected according to the weighting of (1) to (5) above, and the display color of the vehicle traffic light is determined based on the score value after the correction.
  • Figs. 14(a) and 14(b) show the results of counting the number of determinations by color for the traffic lights 103_1 to 103_3 in Fig. 13 .
  • the current signal color is "red” from the score value obtained by accumulating the number of determination times for each color of the traffic lights 103_1 to 103_3.
  • the color-specific score values are the same for “yellow” and “green”. In this case, it is preferable that the current signal color is determined to be the same as the previous determination.
  • the score values are the same as in FIG. 14B, the signal color may be determined according to the priority of green>yellow>red.
  • the final signal color when it is determined that the signal color has changed more than a predetermined number of times in succession.
  • some traffic lights are equipped with arrow lights that display arrows. It's not what it is. Therefore, when judging an arrow light, for each traffic light, it is judged whether the arrow light is turned on at a predetermined cycle within a predetermined time, and the number of lighting determinations is counted. Then, the total value of the number of lighting decision times of the arrow lights at each traffic light is taken as a score value, and if the score value is greater than a predetermined value, it is determined that the arrow lights are on.
  • the total value (score value) of the lighting determination times of the arrow lights is divided by the number of traffic lights having the arrow lights, and if the calculated value is greater than a predetermined value, it is determined that the arrow lights are lit. good too.
  • the intersection target related to the passage or stop of the vehicle VE at the intersection in front of the vehicle is detected, and the entrance position of the intersection is determined based on the intersection target. According to this configuration, since the entrance position of the intersection can be properly grasped, the information can be used for various kinds of driving support, and the technology for driving support can be improved regarding traveling at the intersection.
  • the stop line and traffic lights at the intersection are detected as intersection targets, and the entrance position is determined based on the detection results of the stop line and traffic lights. In this case, even if which of the stop line and the traffic signal can be detected changes depending on the shape of the road and the running condition of the own vehicle, the entrance position of the intersection can be determined appropriately.
  • a stop line is often set up on the front side of the intersection, and it is conceivable that the stop line directly indicates the entrance position of the intersection.
  • the stop line directly indicates the entrance position of the intersection.
  • the distance between the stop line and the traffic light in the straight-ahead direction of the vehicle VE is less than a predetermined distance.
  • the entrance position is determined (see FIGS. 4(a) to 4(c)). Thereby, the entrance position of the intersection can be determined appropriately.
  • intersection is detected based on the stop line on the condition that the distance between the stop line and the pedestrian crossing in the straight ahead direction of the vehicle VE is less than a predetermined distance. is determined (see FIG. 4(a)). Thereby, the entrance position of the intersection can be determined appropriately.
  • the camera image in front of the vehicle may contain multiple targets of the same type. For example, multiple stop lines and multiple traffic lights may be reflected.
  • the entrance position of the intersection is determined based on the closest target from the own vehicle VE among a plurality of targets of the same type, so the entrance position of the intersection can be determined appropriately.
  • the position of the stop line may be different for each lane on a multi-lane road with multiple lanes running in the same direction, it is possible to determine whether the position of the stop line is detected in the own lane or in the next lane.
  • the position of the entrance to the intersection is determined based on the position of the stop line while taking into account the position of the stop line (see FIGS. 5(a) to 5(c)). In other words, if the stop line position of the own lane is closer to the user than the stop line position of the own lane and the stop line position of the adjacent lane, the entrance position of the intersection is determined based on the stop line position of the own lane.
  • a selection area is defined in a predetermined range on the back side with reference to the stop line position of the next lane, and the stop line of the own lane is set in the selection area. If so, determine the intersection entrance position based on the own lane's stop line position; otherwise, determine the intersection entrance based on the next lane's stop line position if there is no stop line position for the own lane within the selected area. determined the position. As a result, even if the stop line position is detected in either the own lane or the adjacent lane on a road with multiple lanes on one side, the entrance position of the intersection can be determined appropriately.
  • the extrapolated position is used to determine the intersection entrance position. made it continue. As a result, even if the detected intersection target is lost due to the lack of the camera 11 or the like, the entrance position of the intersection can be continuously grasped.
  • intersection recognition range CR a predetermined range on the back side from the determined entrance position of the intersection.
  • the display color of the traffic light to be followed by the vehicle VE is determined within the intersection recognition range CR.
  • the traffic signal on the back side of the intersection (back traffic signal) and the traffic signal on the front side of the intersection (front traffic signal) are detected within the intersection recognition range CR.
  • the signals are lost due to different factors (see FIGS. 10(a) to 10(c)).
  • each traffic light is lost due to physical factors such as being cut off outside the angle of view of the camera or being hidden by other objects such as trees or other vehicles.
  • the traffic light position is estimated as an extrapolated position due to the loss of one of the traffic lights.
  • the display color of the traffic signal determined immediately before the loss of the other traffic signal is maintained. Thereby, regardless of the loss of each traffic signal, the display color of the traffic signal can be continuously recognized.
  • the front side traffic light is lost within the intersection recognition range CR, and then the rear side traffic light is detected (see FIGS. 11(a) to 11(c)).
  • the position of the traffic signal is estimated as an extrapolated position due to the loss of the traffic signal on the front side, and furthermore, a traffic signal on the back side is detected under that situation.
  • the display color of the traffic signal on the far side is determined as the display color of the traffic signal to which the own vehicle VE should follow.
  • the display color indicated by the far side traffic light is the display color of the traffic light that the vehicle VE should follow when passing through the intersection. Therefore, when the rear traffic signal is detected while the position of the traffic signal is estimated as an extrapolated position due to the loss of the front traffic signal, the display color indicated by the rear traffic signal is regarded as the display color of the traffic signal that the vehicle VE should follow. Therefore, it is possible to properly grasp the display color that the own vehicle VE should follow.
  • a rear traffic signal is detected before the own vehicle VE enters the intersection recognition range CR, and after the rear traffic signal is temporarily lost while the own vehicle VE has entered the intersection recognition range CR. It is conceivable that the far side traffic light may be detected again (see FIGS. 12(a) to (c)). In such a case, if the entrance position is determined based on the far side traffic light, there is a high possibility that the entrance position is not appropriate for setting the intersection recognition range CR. In this regard, in such a case, the proper entrance position can be maintained by not determining the entrance position based on the rear traffic light.
  • the intersection there may be traffic lights at positions separated laterally or longitudinally from the own vehicle VE, for example.
  • luminous objects such as street lights and luminous signboards that may be mistaken for traffic lights exist in intersections.
  • the plurality of traffic signals may include traffic signals for different routes, or that signal colors may differ due to variations in operation or the like.
  • all the traffic signals existing within the intersection recognition range CR are extracted, and the traffic signals to be followed by the own vehicle VE are determined from the results of classifying the extracted traffic signals by at least one of position, form, and display color. The display color is now judged. As a result, even if there are many traffic lights within the intersection recognition range CR, the display color of the traffic lights to be followed by the own vehicle VE can be properly determined.
  • FIG. 15 is a diagram showing the road in front of the intersection.
  • the road surface of the left lane is marked with a straight arrow indicating straight ahead, and the road surface of the right lane is marked with a right turn arrow indicating a right turn. That is, the left lane is the straight lane, and the right lane is the right-turning vehicle.
  • the traffic light 103 is provided with an arrow light in addition to the main light.
  • the arrow lights include a straight-ahead light and a right-turn light.
  • a right-turn arrow is detected as a road surface arrow display, and a right-turn light is detected as an arrow light of a traffic signal that the vehicle VE should follow. be.
  • FIG. 16 is a flow chart showing determination processing for arrow lights. This process is preferably executed, for example, when step S53 in FIG. 9 is affirmative.
  • the ECU 21 determines whether or not a road surface arrow display is detected on the road surface of the own lane on which the own vehicle VE travels (step S81).
  • the ECU 21 determines whether or not the arrow light in the lighting state is detected at the traffic signal in front of the vehicle (step S82). Then, if an arrow light in a lit state is detected at the traffic signal in front of the vehicle (step S82: YES), the ECU 21 displays the arrow light having the same arrow direction as the road arrow display as a signal display to be followed by the vehicle VE. (step S83).
  • the road arrow display is a right-turn arrow
  • the right-turn light of the traffic light is determined as the display of the own vehicle's traffic light
  • the road arrow display is a left-turn arrow
  • the left-turn light of the traffic light is determined as the display of the own vehicle's traffic light
  • the road surface arrow display is a straight arrow
  • the straight light of the traffic signal is determined as the display of the vehicle traffic signal.
  • the traffic light in front of the vehicle is not provided with an arrow light corresponding to the direction of the road arrow, the traffic light to which the vehicle VE should follow is determined according to the main light of the traffic light. display color of is determined.
  • the position of the road arrow display before being lost should be estimated by extrapolation processing.
  • Estimation of the road surface arrow display by extrapolation processing is either that the vehicle VE has traveled and reached an intersection, that another road surface arrow display has been detected in front of the vehicle, or that the vehicle VE has traveled a predetermined distance. should be terminated by
  • the road surface arrow of the own lane In addition to the display of the road surface arrow of the own lane, it may be configured to detect the display of the road surface arrow of the next lane. Further, when the own vehicle VE changes lanes during extrapolation of the road surface arrow display, the extrapolation information of the destination of the lane change may be recognized as the road surface arrow display of the own lane after the lane change. For example, when the vehicle changes lanes to the adjacent lane on the right, the extrapolation information of the road surface arrow of the adjacent lane on the right is used as the road surface arrow information of the own lane.
  • each of the multiple road arrow indications should be detected. If a plurality of road surface arrow indications in the same lane are lost, all of the road surface arrow indications should be estimated by extrapolation processing. Extrapolation should not be performed if there is another roadmark indication with a vertical distance difference.
  • the provisional setting range CRa when setting the intersection recognition range CR, the provisional setting range CRa is set with reference to the entrance position P1, and the provisional setting range CRa is set to the back side target on the back side of the entrance position P1. (See FIGS. 7A to 7C), but this may be changed.
  • the provisional setting range CRa is not set.
  • the ECU 21 determines the exit position of the intersection based on the position of the back side target on the back side of the entrance position after determining the entrance position from the stop line or the traffic signal, and determines the distance from the entrance position to the exit position. is set as the intersection recognition range CR.
  • the controller and techniques described in this disclosure may be implemented by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by the computer program.
  • the controls and techniques described in this disclosure may be implemented by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits.
  • the control units and techniques described in this disclosure can be implemented by a combination of a processor and memory programmed to perform one or more functions and a processor configured by one or more hardware logic circuits. It may also be implemented by one or more dedicated computers configured.
  • the computer program may also be stored as computer-executable instructions on a computer-readable non-transitional tangible recording medium.

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Computer Vision & Pattern Recognition (AREA)
  • Theoretical Computer Science (AREA)
  • Traffic Control Systems (AREA)
  • Image Analysis (AREA)

Abstract

La présente invention concerne un dispositif d'aide à la conduite (10) pourvu d'un appareil de prise de vues (11), d'un dispositif radar (12) et d'une ECU (21). L'ECU (21) reconnaît des conditions de trafic devant un véhicule hôte sur la base d'une image capturée par l'appareil de prise de vues (11), qui est destiné à capturer la zone devant le véhicule hôte. L'ECU (21) comprend : une unité de détection de cible pour détecter, à partir d'une image de l'appareil de prise de vues (11), une cible qui se rapporte au passage ou à l'arrêt du véhicule hôte au niveau d'une intersection devant le véhicule hôte ; et une unité de détermination d'entrée pour déterminer la position d'entrée de l'intersection sur la base de la cible détectée par l'unité de détection de cible.
PCT/JP2022/026689 2021-08-02 2022-07-05 Dispositif de commande de véhicule Ceased WO2023013345A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2021126947A JP7557439B2 (ja) 2021-08-02 2021-08-02 車両制御装置及びプログラム
JP2021-126947 2021-08-02

Publications (1)

Publication Number Publication Date
WO2023013345A1 true WO2023013345A1 (fr) 2023-02-09

Family

ID=85155843

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2022/026689 Ceased WO2023013345A1 (fr) 2021-08-02 2022-07-05 Dispositif de commande de véhicule

Country Status (2)

Country Link
JP (1) JP7557439B2 (fr)
WO (1) WO2023013345A1 (fr)

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005170154A (ja) * 2003-12-09 2005-06-30 Denso Corp 車両運転支援装置
JP2008040795A (ja) * 2006-08-07 2008-02-21 Hitachi Ltd 車両の運転支援制御装置および方法
JP2011123535A (ja) * 2009-12-08 2011-06-23 Toyota Motor Corp 障害物検出装置
JP2016122362A (ja) * 2014-12-25 2016-07-07 本田技研工業株式会社 交通支援装置
WO2017038173A1 (fr) * 2015-09-04 2017-03-09 三菱自動車工業株式会社 Dispositif de commande de suite
JP2020166487A (ja) * 2019-03-29 2020-10-08 本田技研工業株式会社 車両用運転支援装置
US20200341466A1 (en) * 2019-04-26 2020-10-29 Nvidia Corporation Intersection pose detection in autonomous machine applications
JP2021018737A (ja) * 2019-07-23 2021-02-15 トヨタ自動車株式会社 信号表示推定システム

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4888285B2 (ja) * 2007-08-31 2012-02-29 アイシン・エィ・ダブリュ株式会社 運転支援装置、運転支援方法及びコンピュータプログラム

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005170154A (ja) * 2003-12-09 2005-06-30 Denso Corp 車両運転支援装置
JP2008040795A (ja) * 2006-08-07 2008-02-21 Hitachi Ltd 車両の運転支援制御装置および方法
JP2011123535A (ja) * 2009-12-08 2011-06-23 Toyota Motor Corp 障害物検出装置
JP2016122362A (ja) * 2014-12-25 2016-07-07 本田技研工業株式会社 交通支援装置
WO2017038173A1 (fr) * 2015-09-04 2017-03-09 三菱自動車工業株式会社 Dispositif de commande de suite
JP2020166487A (ja) * 2019-03-29 2020-10-08 本田技研工業株式会社 車両用運転支援装置
US20200341466A1 (en) * 2019-04-26 2020-10-29 Nvidia Corporation Intersection pose detection in autonomous machine applications
JP2021018737A (ja) * 2019-07-23 2021-02-15 トヨタ自動車株式会社 信号表示推定システム

Also Published As

Publication number Publication date
JP7557439B2 (ja) 2024-09-27
JP2023021835A (ja) 2023-02-14

Similar Documents

Publication Publication Date Title
US10730503B2 (en) Drive control system
US7676094B2 (en) Road surface reflection detecting apparatus
US12214784B2 (en) Driving assistance control apparatus, driving assistance system, and driving assistance control method for vehicle
CN102044169B (zh) 驾驶辅助装置
US10901078B2 (en) Monitoring device and monitoring method
US20190333373A1 (en) Vehicle Behavior Prediction Method and Vehicle Behavior Prediction Apparatus
JP6363518B2 (ja) 区画線認識装置
US12333818B2 (en) Road type determination apparatus and driving assistance apparatus
US20120314070A1 (en) Lane sensing enhancement through object vehicle information for lane centering/keeping
US9372262B2 (en) Device and method for judging likelihood of collision between vehicle and target, vehicle collision avoidance system, and method for avoiding collision between vehicle and target
US20080084286A1 (en) Vehicle light control system
CN109307866A (zh) 用于确定车辆是否能够进入道路的方法和系统
CN106463061B (zh) 碰撞可能性判定装置
CN107251127A (zh) 车辆的行驶控制装置以及行驶控制方法
JP6468136B2 (ja) 走行支援装置及び走行支援方法
US20170066445A1 (en) Vehicle control apparatus
CN110435646B (zh) 一种车辆的盲区目标追踪方法
US10930153B2 (en) Vehicle external notification device
KR20180117207A (ko) 자동주행 차량을 위한 시나리오 인지 인식 시스템
US20190346557A1 (en) Vehicle control device and vehicle control method
WO2018070335A1 (fr) Dispositif de détection de mouvement, procédé de détection de mouvement
JP7240649B2 (ja) 車両の走行制御装置
JP6154348B2 (ja) 走行経路生成装置
JP7503031B2 (ja) 車両制御装置
JP7557439B2 (ja) 車両制御装置及びプログラム

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 22852771

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 22852771

Country of ref document: EP

Kind code of ref document: A1