JP2019138655A - Traveling support device - Google Patents

Abstract

To provide a traveling support device capable of easily calculating a traveling route even when a distance from a current position of a vehicle to a target position is long.SOLUTION: A traveling support device of one embodiment comprises a calculation unit which calculates a route from a current position of an own vehicle in a travelable region by a vehicle to a target position in a travelable region via vicinities of one or more passing points set in the travelable region on the basis of map information containing the travelable region by the vehicle, the target position in the travelable region, and the one or more passing points set in the travelable region from the current position of the own vehicle to the target position.SELECTED DRAWING: Figure 4

Description

  Embodiments described herein relate generally to a driving support apparatus.

  2. Description of the Related Art Conventionally, a technique for calculating a movement route for moving a vehicle from a current position to a target position and controlling the vehicle so as to move along the movement route has been proposed. Such a technique is applied, for example, during parking assistance when the distance from the current position of the vehicle to the target position is short in the parking lot.

Japanese Patent No. 3911492

  However, the conventional technology has a problem that when the distance from the current position of the vehicle to the target position is long, the amount of processing required for calculating the movement route may increase due to an increase in the number of movement route candidates. It was.

  Accordingly, one of the problems of the present invention is to provide a travel support device that can simply calculate a travel route even when the distance from the current position of the vehicle to the target position is long.

  As an example, the travel support apparatus of the embodiment includes one or more set in the travelable area by the vehicle, the target position in the travelable area, and the travelable area from the current position of the host vehicle to the target position. And a route from the current position of the host vehicle in the travelable area to the target position via the vicinity of the one or more temporary passage points based on the map information including the temporary passage point. A calculation unit for calculating. According to this configuration, for example, by using the information on the temporary passage point, it is possible to simply calculate the movement route even when the distance from the current position of the vehicle to the target position is long.

  In the travel support device of the embodiment, as an example, the temporary passing point is a bending point in the travelable region from the current position of the host vehicle to the target position. According to this configuration, for example, the travel path is easily and appropriately calculated by sequentially connecting two adjacent positions among the current position of the vehicle, the vicinity of one or more temporary passing points, and the target position. be able to.

  Further, in the travel support device of the embodiment, as an example, the calculation unit passes the vicinity of the one or more temporary passage points from the current position of the host vehicle in the travelable area based on the map information. When calculating the route to the target position as a movement route, the first predetermined distance is set to the current position side of the host vehicle in the travelable region with respect to the temporary passage point for each temporary passage point. A separated position is determined as a first traveling passing point, a position separated by a second predetermined distance on the target position side is determined as a second traveling passing point, and the first traveling passing point and the second traveling passing point are determined. The moving route of the part is calculated by connecting with a smooth curve. According to this configuration, for example, the first traveling passage point and the second traveling passage point used for calculating the movement route in the vicinity of the temporary passage point can be easily determined, so that the movement route can be simply calculated. .

  In the travel support device of the embodiment, for example, the first predetermined distance and the second predetermined distance are the same. According to this configuration, for example, it becomes easier to create a driving support program.

  In the travel support device of the embodiment, as an example, a plurality of types of the first predetermined distance and the second predetermined distance are set according to the bending angle of the travelable area at the temporary passage point. . According to this configuration, for example, the first traveling passing point and the second traveling passing point can be determined using a more appropriate first predetermined distance and second predetermined distance according to the bending angle of the travelable region.

FIG. 1 is a perspective view illustrating a state in which a part of a passenger compartment of a vehicle on which the travel support device according to the embodiment is mounted is seen through. FIG. 2 is a plan view (overhead view) illustrating an example of a vehicle on which the travel support device according to the embodiment is mounted. FIG. 3 is a block diagram illustrating a configuration of a control system including the travel support apparatus according to the embodiment. FIG. 4 is a block diagram illustrating a configuration of a control unit realized in the CPU of the travel support apparatus according to the embodiment. Drawing 5 is a figure showing map information at the time of taking a parking lot in an embodiment as an example. Drawing 6 is a figure showing map information at the time of taking the parking lot in an embodiment as an example. Drawing 7 is a figure showing map information at the time of taking the parking lot in an embodiment as an example. FIG. 8 is a diagram illustrating map information when the parking lot in the embodiment is taken as an example. FIG. 9 is a flowchart illustrating the procedure of the driving support process in the embodiment. FIG. 10A is a diagram illustrating a road that is bent at a right angle in the embodiment. FIG. 10B is a diagram illustrating a road that is bent at an obtuse angle in the embodiment.

  Hereinafter, exemplary embodiments of the present invention are disclosed. The configuration of the embodiment shown below and the operations, results, and effects brought about by the configuration are examples. The present invention can be realized by configurations other than those disclosed in the following embodiments, and at least one of various effects based on the basic configuration and derivative effects can be obtained. .

  Hereinafter, an example in which the travel support device of the embodiment is mounted on a vehicle will be described. In the embodiment, the vehicle may be, for example, an automobile (an internal combustion engine automobile) using an internal combustion engine (engine, not shown) as a drive source, or an automobile (electricity) using an electric motor (motor, not shown) as a drive source. The vehicle may be a vehicle, a fuel cell vehicle, or the like, or may be a vehicle (hybrid vehicle) using both of them as drive sources. Further, the vehicle can be mounted with various transmissions, and various devices (systems, components, etc.) necessary for driving the internal combustion engine and the electric motor can be mounted. In addition, the method, number, layout, and the like of devices related to driving of wheels in the vehicle can be set variously.

  FIG. 1 is a perspective view showing a state in which a part of a passenger compartment of a vehicle 1 equipped with a driving support device according to an embodiment is seen through. As shown in FIG. 1, the vehicle body 2 constitutes a passenger compartment 2a in which an occupant (not shown) rides. In the passenger compartment 2a, a steering section 4, an acceleration operation section 5, a braking operation section 6, a speed change operation section 7 and the like are provided in a state facing the driver's seat 2b as an occupant. In the embodiment, as an example, the steering unit 4 is a steering wheel protruding from a dashboard (instrument panel). The acceleration operation unit 5 is an accelerator pedal located under the driver's feet. The braking operation unit 6 is a brake pedal positioned below the driver's feet. The speed change operation unit 7 is a shift lever protruding from the center console. However, each part 4-7 is not limited to these.

  In addition, a display device 8 as a display output unit and a sound output device 9 as a sound output unit are provided in the passenger compartment 2a. The display device 8 is, for example, an LCD (Liquid Crystal Display), an OELD (Organic Electro-Luminescent Display), or the like. The audio output device 9 is a speaker as an example. In the embodiment, as an example, the display device 8 is covered with a transparent operation input unit 10 (for example, a touch panel). An occupant or the like can visually recognize a video (image) displayed on the display screen of the display device 8 via the operation input unit 10. A passenger or the like operates an operation input (instruction) by touching, pushing, or moving the operation input unit 10 with a finger or the like at a position corresponding to an image (image) displayed on the display screen of the display device 8. Input).

  In the embodiment, as an example, the display device 8, the sound output device 9, the operation input unit 10, and the like are provided in the monitor device 11 that is located in the center of the dashboard in the vehicle width direction (left-right direction). . The monitor device 11 can have operation input units (not shown) such as switches, dials, joysticks, and push buttons. Further, an audio output device (not shown) can be provided at another position in the passenger compartment 2a different from the monitor device 11, and audio is output from the audio output device 9 of the monitor device 11 and other audio output devices. can do. In the embodiment, as an example, the monitor device 11 is also used as a navigation system or an audio system. However, a monitor device for a driving support device may be provided separately from these systems.

  Hereinafter, reference will also be made to FIGS. FIG. 2 is a plan view (overhead view) illustrating an example of a vehicle 1 on which the travel support device according to the embodiment is mounted. FIG. 3 is a block diagram illustrating a configuration of a control system including the travel support apparatus according to the embodiment. FIG. 4 is a block diagram illustrating a configuration of a control unit realized in the CPU 14a of the travel support apparatus according to the embodiment. As shown in FIGS. 1 and 2, in the embodiment, as an example, the vehicle 1 is a four-wheeled vehicle (four-wheeled vehicle), and includes two left and right front wheels 3 </ b> F and two right and left rear wheels 3 </ b> R. In the embodiment, these four wheels 3 may be configured to be steerable (to be able to steer). In the case of the embodiment, as shown in FIG. 3, the vehicle 1 includes a steering system 13 that steers the front wheels 3 </ b> F.

  The steering system 13 is electrically controlled by an ECU 14 (Electronic Control Unit) or the like to operate the actuator 13a. The steering system 13 is, for example, an electric power steering system or an SBW (Steer By Wire) system. The steering system 13 adds torque (assist torque) to the steering unit 4 by the actuator 13a to supplement the steering force, or steers the wheel 3 (automatic steering). The actuator 13a may steer one wheel 3 or may steer a plurality of wheels 3. Moreover, the torque sensor 13b detects the torque which a driver | operator gives to the steering part 4, for example.

  In addition, as illustrated in FIG. 2, for example, four imaging units 15 a to 15 d are provided in the vehicle 1 (vehicle body 2) as the plurality of imaging units 15. The imaging unit 15 is a digital camera that incorporates an imaging element such as a charge coupled device (CCD) or a CMOS image sensor (CIS). The imaging unit 15 can output moving image data (captured image data) at a predetermined frame rate. The imaging unit 15 has a wide-angle lens or a fish-eye lens, respectively, and can capture a range of, for example, 140 ° to 220 ° in the horizontal direction. Further, the optical axis of the imaging unit 15 may be set obliquely downward. Therefore, the imaging unit 15 sequentially captures the environment around the vehicle 1 including the road surface on which the vehicle 1 is movable, the area in which the vehicle 1 can be parked, and surrounding objects (obstacles, humans, bicycles, automobiles, etc.). And output as captured image data.

  The imaging unit 15a is located, for example, at the rear end 2e of the vehicle body 2, and is provided on a wall portion below the rear trunk door 2h. The imaging unit 15b is located, for example, at the right end 2f of the vehicle body 2 and provided on the right door mirror 2g. The imaging unit 15c is located, for example, at the end 2c on the front side of the vehicle body 2, that is, the front side in the vehicle front-rear direction, and is provided on a front bumper or the like. The imaging unit 15d is located, for example, at the left end 2d of the vehicle body 2 and is provided on the left door mirror 2g. The ECU 14 performs arithmetic processing and image processing based on the captured image data obtained by the plurality of imaging units 15 to generate an image with a wider viewing angle, or a virtual overhead view image of the vehicle 1 viewed from above. (Planar image) can be generated.

  Further, the ECU 14 identifies a marking line (for example, a white line) indicated on the road surface around the vehicle 1 from the captured image of the imaging unit 15, and detects (extracts) a parking space defined by the marking line.

  In the embodiment, as an example, as shown in FIGS. 1 and 2, the vehicle 1 (vehicle body 2) includes a plurality of distance measuring units 16 and 17, for example, four distance measuring units 16 a to 16 d and eight. Two distance measuring units 17a to 17h are provided. The distance measuring unit 16 (for long distance) and the distance measuring unit 17 (for short distance) are, for example, sonar (sonar sensor, ultrasonic detector) that emits ultrasonic waves and captures the reflected waves. The ECU 14 can measure, for example, the presence and distance of an object (obstacle) located behind the vehicle 1 (vehicle body 2) based on the detection result of the distance measuring unit 17. Similarly, the presence / absence and distance of an object (obstacle) positioned in front of the vehicle 1 can be measured by the distance measuring unit 17 disposed in front of the vehicle 1. Furthermore, the ECU 14 can measure the presence / absence and distance of an object (obstacle) positioned in the direction of the side surface of the vehicle 1 (vehicle body 2) based on the detection result of the distance measuring unit 16.

  In the embodiment, as an example, as illustrated in FIG. 3, in the driving support system 100, in addition to the ECU 14, the monitor device 11, the steering system 13, the distance measuring units 16 and 17, the brake system 18 and the steering angle sensor 19. (Angle sensor), an accelerator sensor 20, a shift sensor 21, a wheel speed sensor 22, and the like are electrically connected via an in-vehicle network 23 (electric communication line). As an example, the in-vehicle network 23 is configured as a CAN (Controller Area Network).

  The ECU 14 can control the steering system 13, the brake system 18, and the like by sending a control signal through the in-vehicle network 23. The ECU 14 also has a torque sensor 13b, a brake sensor 18b, a rudder angle sensor 19 (for front wheels 3F), a distance measuring unit 16, 17, an accelerator sensor 20, a shift sensor 21, a wheel speed sensor 22, and the like via the in-vehicle network 23. And the instruction signal (control signal, operation signal, input signal, data) of the operation input unit 10 or the like can be received.

  As an example, the ECU 14 includes a CPU 14a (Central Processing Unit), a ROM 14b (Read Only Memory), a RAM 14c (Random Access Memory), a display control unit 14d, an audio control unit 14e, an SSD 14f (Solid State Drive, flash memory), and the like. doing. For example, the CPU 14 a can execute various kinds of arithmetic processing such as image processing related to an image displayed on the display device 8 and calculation of a moving route of the vehicle 1. The CPU 14a can read a program stored (installed) in a nonvolatile storage device such as the ROM 14b and execute arithmetic processing according to the program.

  The RAM 14c temporarily stores various types of data used in computations by the CPU 14a. In addition, the display control unit 14d mainly performs image processing using image data obtained by the imaging unit 15 in image processing performed by the ECU 14, and image processing of image data displayed on the display device 8 (for example, Etc.). In addition, the voice control unit 14 e mainly executes processing of voice data output from the voice output device 9 among the calculation processes in the ECU 14. The SSD 14f is a rewritable nonvolatile storage unit that can store data even when the ECU 14 is powered off. The operation unit 14g is, for example, a push button or a switch. For example, the user can request or cancel driving support by operating the operation unit 14g.

  Note that the CPU 14a, the ROM 14b, the RAM 14c, and the like can be integrated in the same package. Further, the ECU 14 may be configured to use another logical operation processor, a logic circuit, or the like such as a DSP (Digital Signal Processor) instead of the CPU 14a. Further, an HDD (Hard Disk Drive) may be provided instead of the SSD 14f, and the SSD 14f and the HDD may be provided separately from the ECU 14.

  The brake system 18 includes an ABS (Anti-lock Brake System) that suppresses the locking of the brake, a skid prevention device (ESC: Electronic Stability Control) that suppresses the skidding of the vehicle 1 during cornering, and increases the braking force (brake assist). The electric brake system, BBW (Brake By Wire), etc. The brake system 18 gives a braking force to the wheel 3 (vehicle 1) via the actuator 18a. The brake sensor 18b can detect the position of a brake pedal as a movable part. The brake sensor 18b includes a displacement sensor.

  The steering angle sensor 19 is a sensor that detects a steering amount (rotation angle) of the steering unit 4 (in the embodiment, a steering wheel as an example), and is configured by using a hall element or the like as an example. The ECU 14 obtains, from the rudder angle sensor 19, the steering amount of the steering unit 4 by the driver, the steering amount of each wheel 3 at the time of travel support in which automatic steering is executed, and executes various controls. In addition, for example, when the braking operation unit 6 is operated during automatic steering, the ECU 14 can interrupt or cancel the automatic steering because it is not suitable for automatic steering. The torque sensor 13b detects the torque that the driver gives to the steering unit 4.

  The accelerator sensor 20 is, for example, a sensor that detects the position of the movable part of the acceleration operation unit 5. The accelerator sensor 20 can detect the position of an accelerator pedal as a movable part. The accelerator sensor 20 includes a displacement sensor.

  The shift sensor 21 is, for example, a sensor that detects the position of the movable part of the speed change operation unit 7. The shift sensor 21 can detect the position of a lever, arm, button, or the like as a movable part. The shift sensor 21 may include a displacement sensor or may be configured as a switch. For example, the ECU 14 can start the support control when the movable part is set to reverse, or can end the support control when changed from reverse to forward.

  The wheel speed sensor 22 is a sensor that detects the amount of rotation of the wheel 3 and the number of rotations per unit time. The wheel speed sensor 22 outputs a wheel speed pulse number indicating the detected rotation speed as a sensor value. The wheel speed sensor 22 may be configured using, for example, a hall element. The ECU 14 calculates the speed, movement amount, and the like of the vehicle 1 based on the sensor value acquired from the wheel speed sensor 22 and executes various controls. Note that the wheel speed sensor 22 may be provided in the brake system 18. In that case, the ECU 14 acquires the detection result of the wheel speed sensor 22 via the brake system 18. Based on the detection result of the wheel speed sensor 22, the brake system 18 can execute various controls by detecting brake lock, idle rotation of the wheel 3, signs of skidding, and the like from the difference in rotation between the left and right wheels 3. .

  The configuration, arrangement, electrical connection form, and the like of the various sensors and actuators described above are merely examples, and can be set (changed) in various ways.

  ECU14 implement | achieves a driving assistance apparatus as one of various control apparatuses. As shown in FIG. 4, the SSD 14 f included in the ECU 14 stores map information, a first predetermined distance, and a second predetermined distance. Each of the first predetermined distance and the second predetermined distance is set as a fixed value in advance by the user, for example.

  The map information is, for example, information created by an external system (not shown) such as a parking lot control center. In that case, ECU14 receives map information from an external system, and memorize | stores it in SSD14f. The map information is, for example, one or more set in a travelable area (roads or the like) by the vehicle 1, a target position in the travelable area, and a travelable area from the current position of the vehicle 1 (own vehicle) to the target position. And a temporary passing point. In that case, ECU14 transmits the present position of vehicle 1 to an external system beforehand.

  The map information can include, for example, a zenith image (satellite image), an aerial photograph, and the like provided by a quasi-zenith satellite system in addition to a normal map represented by a general diagram. The map information can include an image including a target position and an object (stationary obstacle; wall, fence, flower bed, street tree, etc.), a white line, a path on which the vehicle 1 can travel, and the like existing around the target position. Further, the information on the object, the white line, the passage, and the like can include information on a specific size (length and width). The map information may include information such as the above-described target position and surrounding objects in a normal map that does not include satellite photographs or aerial photographs.

Drawing 5 is a figure showing map information at the time of taking a parking lot in an embodiment as an example. As shown in FIG. 5, in this map information, the parking lot 40 includes a parking space defined by a lane marking 41 and a region where the vehicle 1 can travel other than that. Moreover, the initial position P _s is the current position of the vehicle 1. The target position _Pe is a position that is a target of movement of the vehicle 1. Temporary passing points P ₁ , P ₂ , and P ₃ are points set for calculation of a movement route. Hereinafter, when the temporary passing points P ₁ , P ₂ , and P ₃ are not distinguished, they are simply referred to as “temporary passing points”. Here, the tentative passing point is the bending points in the travelable area from the initial position P _s to the target position P _e.

  Returning to FIG. 4, the CPU 14 a included in the ECU 14 includes a plurality of modules that are realized by reading a program installed and stored in a storage device such as the ROM 14 b and executing the program. For example, as illustrated in FIG. 4, the CPU 14 a includes an acquisition unit 31, an estimation unit 32, a calculation unit 33, a movement control unit 34, a determination unit 35, and the like.

  The acquisition unit 31 acquires map information from an external system and stores the acquired map information in the SSD 14f.

  The estimation unit 32 estimates the current position of the vehicle 1 based on the GPS signal, the wheel speed signal output by the wheel speed sensor 22, the steering angle signal output by the steering angle sensor 19, and the like.

  Based on the map information stored in the SSD 14f, the calculation unit 33 calculates a route from the current position of the vehicle 1 in the travelable area to the target position via the vicinity of the temporary passing point as a movement route. For example, when calculating the route from the current position of the vehicle 1 in the travelable region to the target position via the vicinity of the temporary passing point as the movement route based on the map information, the calculating unit 33 For the passing point, a position that is separated from the current position of the vehicle 1 by the first predetermined distance in the travelable region with reference to the temporary passing point is determined as the first traveling passing point, and is separated from the target position by the second predetermined distance. The position is determined as the second travel pass point, and the travel route of the part is calculated by connecting the first travel pass point and the second travel pass point with a smooth curve. In that case, for example, the first predetermined distance and the second predetermined distance are the same.

For example, calculation unit 33, as shown in FIG. 6, the tentative passing point P _1, a position apart a first predetermined distance d ₁₁ a temporary passing points P ₁ to the initial position P _s side in the traveling area in the reference determining a first travel pass point _{P 11,} to determine the second predetermined distance _d 12 _{(= d 11)} apart position to the target position _{P e} side as the second traveling passage point _{P 12.} Then, as shown in FIG. 7, the calculation unit 33 calculates the movement route of the portion by connecting the first travel passage point P ₁₁ and the second travel passage point P ₁₂ with a smooth curve. The algorithm connecting the first travel passage point P ₁₁ of the second running passing point P ₁₂ with a smooth curve may be the same as conventional path generation method.

Similarly, the calculation unit 33, the temporary pass point P _2, the first running pass point P ₂₁ determines the second traveling passage point P _22, calculates the movement path of the part by connecting them with a smooth curve To do. Note that the temporary pass point P _3, although steps create a movement path depending retracting parked or advancing park the vehicle 1 is different, it is sufficient to apply the same process as the prior art, a description thereof will be omitted.

Further, the calculation unit 33 moves the portion between the initial position P _s and the first travel passage point P ₁₁ and the second travel passage point P ₁₂ and the first travel passage point P ₂₁ by connecting them with a straight line. A route.

Returning to FIG. 4, the movement control unit 34, the automatic operation, so that the vehicle 1 travels along a travel path from the initial position P _s to the target position P _e, the accelerator, brake system 18, the steering system 13 or the like Control.

  The determination unit 35 determines whether or not the current position of the vehicle 1 is deviated from the movement route by a predetermined threshold or more. When the determination unit 35 determines that the deviation is greater than or equal to the predetermined threshold, the calculation unit 33 recalculates the movement route.

Thus, with respect to each temporary passing point, with the temporary passing point as a reference, a position that is separated by a first predetermined distance toward the front is defined as a first traveling passing point, and a position that is separated by a second predetermined distance to the back is second traveling. By using the first traveling passing point and the second traveling passing point as the passing points, it is possible to simply calculate the moving path of the portion. For example, as shown in FIG. 8, even if the route from the initial position P _s to the target position P _e is large, that tentative passing point P ₄ to P ₈ is given, calculation unit 33, first running the pass point _P 41 _{to P 71} determines the second traveling passage point _P 42 _{to P 72,} it is possible to calculate the brief movement route using them.

  Next, with reference to FIG. 9, the driving assistance process of embodiment is demonstrated. FIG. 9 is a flowchart illustrating the procedure of the driving support process in the embodiment. The CPU 14a reads a program stored in the ROM 14b and executes a driving support process. The scene is, for example, a case where the vehicle 1 is controlled to move to a far target position in the parking lot.

  First, in step S1, the acquisition unit 31 acquires map information (see FIG. 5) of a parking lot including an area where the vehicle 1 can travel, an initial position, a target position, and a temporary passing point from an external system, and acquires the acquired map. Information is stored in the SSD 14f.

Next, in step S2, the calculation unit 33 uses the temporary passage point as a reference for each temporary passage point (for example, P ₁ ) based on the map information stored in the SSD 14f, the first predetermined distance, and the second predetermined distance. A position that is a first predetermined distance away from the current position side of the vehicle 1 in the travelable area is determined as a first travel passing point (for example, P _{11 in} FIG. 6), and a position that is a second predetermined distance away from the target position side. Is determined as the second traveling passing point (for example, P _{12 in} FIG. 6).

Next, in step S3, the calculation unit 33 calculates a movement route. In this case, the calculation unit 33 is configured so that the first traveling passage point (for example, P _{11 in} FIG. 7) and the second traveling passage point (for example, P _{12 in} FIG. 7) are near the temporary passage point (for example, P _{1 in} FIG. 7). Are connected by a smooth curve to calculate the movement path (FIG. 7) of that portion.

Next, in step S4, the movement control unit 34 starts a movement control for moving the vehicle 1 to the target position P _e.

  Next, in step S5, the estimation unit 32 determines the current position of the vehicle 1 based on the GPS signal, the wheel speed signal output by the wheel speed sensor 22, the steering angle signal output by the steering angle sensor 19, and the like. Is estimated.

Next, in step S6, the movement control unit 34, as the vehicle 1 moves along the travel path to the target position P _e, the accelerator, brake system 18, controls the steering system 13 or the like.

  Next, in Step S7, the movement control unit 34 determines whether or not the current position of the vehicle 1 is a curve portion in the movement route. If Yes, the process proceeds to Step S8, and if No, the process proceeds to Step S9. In step S8, the movement control unit 34 calculates the steering angle from the curvature of the curve portion in the movement path, and so on, so that the vehicle 1 moves along the movement path, the accelerator, the brake system 18, the steering system 13, etc. To control. After step S8, the process proceeds to step S9.

  In step S9, the determination unit 35 determines whether the current position of the vehicle 1 (own vehicle) is deviated from the movement route by a predetermined threshold or more. If Yes, the process proceeds to step S10. If No, the process proceeds to step S11. . In step S10, the calculation unit 33 recalculates the movement route. After step S10, the process proceeds to step S11.

  In step S11, the movement control unit 34 determines whether or not the vehicle 1 has reached the target position. If Yes, the process ends, and if No, the process returns to step S5.

  As described above, according to the travel support device of the embodiment, by using the information on the temporary passing point, it is possible to simply calculate the movement route even when the distance from the current position of the vehicle 1 to the target position is long.

  In addition, since the temporary passing point is a bending point in the travelable region, the adjacent position of the current position of the vehicle 1, the vicinity of one or more temporary passing points, and the target position are sequentially connected. Thus, the travel route can be calculated easily and appropriately.

  Further, for each temporary passing point, a position away from the temporary predetermined point by a first predetermined distance is defined as a first traveling passing point, and a position separated by a second predetermined distance from the back is defined as a second traveling passing point. Then, by using the first traveling passage point and the second traveling passage point, it is possible to simply calculate the movement route of the portion. Therefore, it is possible to cope with various driving situations such as narrow roads, parking lots with many routes, and complicated terrain.

  In addition, by making the first predetermined distance and the second predetermined distance the same, it becomes easier to create a driving support program.

(Modification)
In the above-described embodiment, the first predetermined distance and the second predetermined distance are set one by one. For example, the first predetermined distance and the second predetermined distance are bent in the travelable area at the temporary passing point, respectively. A plurality of types may be set according to the angle. Here, FIG. 10A is a diagram illustrating a road that is bent at a right angle in the embodiment. In this case, the tentative passing point P _9, the distance from the tentative passing point P ₉ for determining a first travel pass point P ₉₁ is at a first predetermined distance d _91, for determining a second travel pass point P ₉₂ distance from the temporary passing point _{P 9} of a second predetermined distance _{d 92.}

FIG. 10B is a diagram illustrating a road that is bent at an obtuse angle in the embodiment. In this case, the tentative passing point _{P 10,} the distance from the tentative passing point _{P 10} for determining the first travel passage point _{P 101} is at a first predetermined distance _{d 101,} for determining a second travel pass point _{P 102} distance from the temporary passing point _{P 10} of the second predetermined distance _{d 102.} Then, for example, each value may be set so that the relationships d ₉₁ > d ₁₀₁ and d ₉₂ > d ₁₀₂ are established. The reason is that, as the road bending angle is smaller, a travel route that allows the vehicle 1 to smoothly travel in the vicinity of the temporary passing point can be calculated even if the first predetermined distance and the second predetermined distance are small.

  As a result, the first traveling passage point and the second traveling passage point can be determined using the first predetermined distance and the second predetermined distance that are more appropriate according to the bending angle of the travelable area (such as a road).

  Although embodiments and modifications of the present invention have been described, these embodiments and modifications are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

  For example, the map information acquired from the external system by the ECU 14 does not include the target position or the current position of the vehicle 1, and the ECU 14 may set the target position, the temporary passing point, or the like based on the map information.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Vehicle body, 3 ... Wheel, 4 ... Steering part, 5 ... Acceleration operation part, 6 ... Braking operation part, 7 ... Shift operation part, 8 ... Display apparatus, 9 ... Sound output device, 10 ... Operation input 11, monitoring device, 13 steering system, 14 ECU, 15 imaging unit, 16 ranging unit, 17 ranging unit, 18 braking system, 19 steering angle sensor, 20 accelerator sensor, 21 DESCRIPTION OF SYMBOLS ... Shift sensor, 22 ... Wheel speed sensor, 23 ... In-vehicle network, 31 ... Acquisition part, 32 ... Estimation part, 33 ... Calculation part, 34 ... Movement control part, 35 ... Determination part, 40 ... Parking lot, 41 ... Dividing line , 100: Driving support system.

Claims (5)

  Based on map information including a travelable area by the vehicle, a target position in the travelable area, and one or more temporary passage points set in the travelable area from the current position of the host vehicle to the target position. And a calculation unit that calculates a route from the current position of the host vehicle in the travelable region to the target position via the vicinity of the one or more temporary passage points as a travel route.   The travel support device according to claim 1, wherein the temporary passing point is a bending point in the travelable region from the current position of the host vehicle to the target position.   The calculation unit calculates, based on the map information, a route from the current position of the host vehicle in the travelable area to the target position via the vicinity of the one or more temporary passing points as a travel route. When each of the temporary passing points is determined, a position that is a first predetermined distance away from the current position of the host vehicle in the travelable region with respect to the temporary passing point is determined as a first traveling passing point. A position that is a second predetermined distance away from the target position is determined as a second traveling passage point, and the moving route of the portion is connected by connecting the first traveling passage point and the second traveling passage point with a smooth curve. The driving support device according to claim 2, wherein   The travel support apparatus according to claim 3, wherein the first predetermined distance and the second predetermined distance are the same. The driving support device according to claim 3, wherein a plurality of types of the first predetermined distance and the second predetermined distance are set according to bending angles of the travelable area at the temporary passing point.

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