JP2021062738A - Parking support device, parking support method, and program - Google Patents

Abstract

To provide a parking support device, a parking support method, and a program capable of parking assistance so as not to exceed physically restricted speed which should not exceed during parking support operation.SOLUTION: A parking support device according to an embodiment includes: a route calculation unit for calculating a travel route of a vehicle for supporting parking in or pulling out of a parking lot; and an assumed speed setting unit for setting assumed speed which is a reference of speed of the vehicle during operation of support based on at least the travel route calculated by the route calculation unit.SELECTED DRAWING: Figure 5

Description

Embodiments of the present invention relate to parking assistance devices, parking assistance methods and programs.

The vehicle may be equipped with a parking assistance device to assist parking. As a vehicle parking method, there are a plurality of methods such as parallel parking (garage parking), parallel parking, forward parking, and the like.

As such a parking support device, a device is known in which the assumed speed is made variable according to the usable area, the assumed speed is increased when the usable area is wide, and the assumed speed is decreased when the usable area is narrow. ing.

JP-A-2018-169268

Even if the usable area is wide, if the moving distance is short and the amount of change in the steering angle to the final target steering angle is large, the assumed speed should be lowered, and even if the usable area is narrow, the assumed speed should be lowered. When the moving distance is long and the amount of change in the steering angle to the final target steering angle is small, the assumed speed should be increased. In the conventional technology, since the above-mentioned measures cannot be taken, there are problems that the user feels uncomfortable and that it is not possible to generate a movement route that can effectively use the space.

The parking support device according to the embodiment is based on a route calculation unit that calculates a movement route for supporting the parking or leaving of a vehicle, and at least the movement route calculated by the route calculation unit. It is provided with an assumed speed setting unit for setting an assumed speed that serves as a reference for the speed of the vehicle in operation. With this configuration, it is possible to improve the accuracy of parking assistance by making the assumed speed variable according to the state of the movement route.

Further, in the parking support device according to the embodiment, the assumed speed setting unit has at least the assumed speed based on the moving distance of the moving path and the amount of change from the moving path to the final steering angle of the vehicle. To set. With this configuration, it is possible to reduce the assumed speed and provide parking support that emphasizes small turning in a scene that requires a small turn, and increase the assumed speed and support parking that emphasizes speed in a scene that does not require a small turn.

Further, in the parking support device according to the embodiment, the assumed speed setting unit is from the direction of the vehicle at the start position of the clothoid section of the movement path and the direction of the vehicle at the end position to the final steering angle. Calculate the amount of change. With this configuration, parking support can be provided in consideration of the degree of small turning in the clothoid section.

Further, in the parking support device according to the embodiment, the assumed speed setting unit calculates a target speed based on at least the movement path, and when the target speed is smaller than the speed threshold, the target speed is used as the assumed speed. If the target speed is equal to or higher than the speed threshold, the speed threshold is set as the assumed speed. This configuration enables parking assistance that does not exceed physically restricted speeds that should not be exceeded during the parking assistance operation.

Further, the parking support device according to the embodiment further includes an obstacle detection unit that detects an obstacle, and the route calculation unit calculates the movement route based on at least the detection result of the obstacle detection unit. .. With this configuration, it is possible to calculate a movement route that avoids obstacles.

Further, the parking support method according to the embodiment includes a route calculation step for calculating a movement route for supporting the parking or leaving of a vehicle, and at least the calculated movement route based on the calculated movement route. It has an estimated speed setting step for setting an assumed speed that serves as a reference for the speed of the vehicle. With this configuration, it is possible to improve the accuracy of parking assistance by making the assumed speed variable according to the state of the movement route.

Further, in the program according to the embodiment, the computer is based on a route calculation unit that calculates a movement route for assisting parking or leaving the vehicle, and at least the movement route calculated by the route calculation unit. It functions as an assumed speed setting unit that sets an assumed speed that serves as a reference for the speed of the vehicle during the operation of the support. With this configuration, it is possible to improve the accuracy of parking assistance by making the assumed speed variable according to the state of the movement route.

FIG. 1 is a perspective view showing an example of a configuration in which a part of the vehicle according to the embodiment is seen through. FIG. 2 is a plan view (bird's-eye view) shown as an example of the vehicle according to the embodiment. FIG. 3 is a view seen from the rear of the vehicle interior of an example of the dashboard of the vehicle according to the embodiment. FIG. 4 is a diagram showing an example of the hardware configuration of the parking support system according to the embodiment. FIG. 5 is a diagram showing an example of the configuration of the functional block of the ECU of the parking support system according to the embodiment. FIG. 6 is a flowchart showing an example of the flow of parking support processing by the parking support system according to the embodiment. FIG. 7 is a flowchart showing an example of the flow of the assumed speed setting process of the parking support process by the parking support system according to the embodiment. FIG. 8 is a diagram for explaining the relationship between the assumed speed of the vehicle and the movement route according to the embodiment. FIG. 9 is a diagram for explaining the distance required to reach the target steering angle in the clothoid section of the vehicle movement path according to the embodiment. FIG. 10 is a diagram showing an example of a speed graph when an assumed speed is set in the vehicle according to the embodiment. FIG. 11 is a diagram showing an example in a table for setting an assumed speed in each scene of the vehicle according to the embodiment. FIG. 12 is a diagram showing an example of a movement route (parallel parking / initial advance) at an assumed speed: large in the parking support of the vehicle according to the embodiment. FIG. 13 is a diagram showing an example of a movement route (parallel parking / initial advance) in the assumed speed: medium in the parking support of the vehicle according to the embodiment. FIG. 14 is a diagram showing an example of a movement route (column exit) at an assumed speed: small in the parking support of the vehicle according to the embodiment. FIG. 15 is a diagram showing an example of a movement route in parallel parking in the parking support of the vehicle according to the embodiment. FIG. 16 is a diagram showing an example of a movement route in parallel parking in the parking support of the vehicle according to the embodiment.

Hereinafter, exemplary embodiments of the present invention will be disclosed. The configurations of the embodiments shown below, as well as the actions, results, and effects produced by such configurations, are examples. The present invention can be realized by a configuration other than the configurations disclosed in the following embodiments, and at least one of various effects based on the basic configuration and derivative effects can be obtained. ..

The vehicle 1 according to the present embodiment may be, for example, a vehicle whose drive source is an internal combustion engine (not shown), that is, an internal combustion engine vehicle, or a vehicle whose drive source is an electric motor (not shown), that is, an electric vehicle or fuel. It may be a battery vehicle or the like, a hybrid vehicle using both of them as a drive source, or a vehicle having another drive source. Further, the vehicle 1 can be equipped with various transmissions, and can be equipped with various devices, such as systems and parts, necessary for driving an internal combustion engine or an electric motor. In addition, the method, number, layout, and the like of the devices involved in driving the wheels 3 in the vehicle 1 can be set in various ways.

FIG. 1 is a perspective view showing an example of a configuration in which a part of the vehicle according to the embodiment is seen through. FIG. 2 is a plan view (bird's-eye view) shown as an example of the vehicle according to the embodiment. FIG. 3 is a view seen from the rear of the vehicle interior of an example of the dashboard of the vehicle according to the embodiment. The configuration of the vehicle 1 according to the present embodiment will be described with reference to FIGS. 1 to 3.

As shown in FIGS. 1 and 2, the vehicle 1 is a four-wheeled vehicle, and has two left and right front wheels 3F and two left and right rear wheels 3R. All of these four wheels 3 are driven so as to be steerable. As shown in FIG. 1, a passenger compartment 2a on which an occupant rides is configured inside the vehicle body 2 of the vehicle 1. In the passenger compartment 2a, a steering unit 4, an acceleration operation unit 5, a braking operation unit 6, a speed change operation unit 7, and the like are provided so as to face the seat 2b on which the driver as a occupant sits.

The steering unit 4 is, for example, a steering wheel protruding from the dashboard 24. The acceleration operation unit 5 is, for example, an accelerator pedal arranged under the driver's feet. The braking operation unit 6 is, for example, a brake pedal arranged under the driver's feet. The speed change operation unit 7 is, for example, a shift lever protruding from the center console. The steering unit 4, the acceleration operation unit 5, the braking operation unit 6, the speed change operation unit 7, and the like are not limited to the above-mentioned parts.

Further, in the vehicle interior 2a, a display device 8 as a display output unit and an audio output device 9 as an audio output unit are provided.

The display device 8 is, for example, an LCD (Liquid Crystal Display) or an OELD (Organic Electroluminescence Display). Further, the display device 8 is covered with a transparent operation input unit 10 such as a touch panel. The occupant can visually recognize the image displayed on the screen 8a shown in FIG. 2 on the display device 8 via the operation input unit 10. Further, the occupant can execute the operation input by touching the operation input unit 10 with a finger or the like at a position corresponding to the image displayed on the display screen of the display device 8.

The audio output device 9 is, for example, a speaker.

The display device 8, the voice output device 9, and the operation input unit 10 described above are provided, for example, in the monitor device 11 located at the center of the dashboard 24 in the vehicle width direction, that is, in the left-right direction. The monitoring device 11 may have an operation input unit (not shown) such as a switch, a dial, a joystick, and a push button. An audio output device (not shown) may be provided at another position in the vehicle interior 2a different from the monitor device 11. In this case, audio can be output from the audio output device and the audio output device 9 of the monitor device 11. Further, the monitoring device 11 may also be used as, for example, a navigation system or an audio system.

Further, the dashboard 24 in the vehicle interior 2a includes an instrument panel 25 that displays the speed of the vehicle 1, the number of revolutions of the engine of the vehicle 1, and the like. As shown in FIG. 3, the instrument panel unit 25 is different from the speed display unit 25a that displays the speed of the vehicle 1, the rotation speed display unit 25b that displays the rotation speed of the engine of the vehicle 1, and the display device 8. The display device 12 and the like are included.

The display device 12 is, for example, an LCD or OELD. As shown in FIG. 3, the display device 12 is located, for example, substantially in the center of the instrument panel 25, between the speed display 25a and the rotation speed display 25b. The size of the screen 12a of the display device 12 is smaller than the size of the screen 8a of the display device 8. The display device 12 mainly displays an image showing information regarding parking assistance of the vehicle 1. The amount of information displayed on the display device 12 may be less than the amount of information displayed on the display device 8. The information displayed on the display device 12 may be displayed on the display device 8.

Further, as shown in FIG. 3, an operation unit 14g such as a push button and a switch is installed on the right end side of the dashboard 24 in the vehicle body 2.

Further, as shown in FIG. 2, the vehicle body 2 is provided with, for example, four imaging units 15a to 15d as a plurality of imaging units 15. The image pickup unit 15 is a digital camera having a built-in solid-state image sensor such as a CCD (Charge Coupled Device) or a CIS (CMOS Image Sensor), for example. The imaging unit 15 can shoot a moving image at a predetermined frame rate and output it as moving image data. The imaging unit 15 has a wide-angle lens or a fisheye lens, respectively, and can photograph a range of, for example, 140 ° to 190 ° in the horizontal direction. Further, the optical axis of the imaging unit 15 is set obliquely downward. Therefore, the imaging unit 15 sequentially photographs the road surface on which the vehicle 1 can move and the external environment around the vehicle body 2 including the area where the vehicle 1 can park, and outputs the captured image data.

As shown in FIGS. 1 and 2, for example, the image pickup unit 15a is arranged at the rear end portion 2e of the vehicle body 2 and is provided on the wall portion below the door 2h of the rear trunk. As shown in FIG. 2, the imaging unit 15b is provided on the right door mirror 2g installed at the right end 2f of the vehicle body 2, for example. As shown in FIG. 2, the image pickup unit 15c is provided on the front side of the vehicle body 2, that is, the front bumper or the like installed at the end portion 2c on the front side in the front-rear direction of the vehicle. As shown in FIGS. 1 and 2, for example, the image pickup unit 15d is provided on the left side door mirror 2g installed on the left side of the vehicle body 2, that is, the left end portion 2d in the vehicle width direction.

Further, as shown in FIGS. 1 and 2, the vehicle body 2 is provided with, for example, four distance measuring units 16a to 16d and eight distance measuring units 17a to 17h as a plurality of distance measuring units 16 and 17. Has been done. The ranging units 16 and 17 are, for example, sonars that emit ultrasonic waves and capture the reflected waves. Sonar is also referred to as a sonar sensor, or ultrasonic detector. Using the detection results of the distance measuring units 16 and 17, it is possible to measure the presence / absence of an object such as an obstacle existing around the vehicle 1, the presence / absence of the object, and the distance to the object. That is, the distance measuring units 16 and 17 are examples of detection units that detect an object. The ranging unit 17 is used, for example, for detecting an object at a relatively short distance, and is used for detecting an object in front of and behind the vehicle 1. The ranging unit 16 is used, for example, for detecting an object at a relatively long distance farther than the ranging unit 17, and is used for detecting an object on the side of the vehicle 1.

FIG. 4 is a diagram showing an example of the hardware configuration of the parking support system according to the embodiment. The hardware configuration of the parking support system 100 according to the present embodiment will be described with reference to FIG.

As shown in FIG. 4, the parking support system 100 includes a monitoring device 11, a steering system 13, an ECU (Electronic Control Unit) 14 which is an example of the parking support device, a distance measuring unit 16, and a distance measuring unit 17. , A brake system 18, a steering angle sensor 19, an accelerator sensor 20, a shift sensor 21, and a wheel speed sensor 22, which are communicably connected to each other via an in-vehicle network 23. The in-vehicle network 23 is configured as, for example, a CAN (Control Area Network).

The ECU 14 is a control device that controls the overall operation of the parking support system 100. The ECU 14 controls the steering system 13, the brake system 18, and the like by transmitting a control signal through the in-vehicle network 23. Further, the ECU 14 uses the torque sensor 13b of the steering system 13, the distance measuring unit 16, the distance measuring unit 17, the brake sensor 18b of the brake system 18, the steering angle sensor 19, the accelerator sensor 20, and the shift sensor 21 via the in-vehicle network 23. , And the detection information of the wheel speed sensor 22 and the like, and the operation signal of the operation input unit 10 and the like. Further, the ECU 14 executes arithmetic processing and image processing based on the image data obtained by the plurality of imaging units 15, generates an image with a wider viewing angle, and provides a virtual bird's-eye view of the vehicle 1 from above. Generate an image. The bird's-eye view image is also referred to as a flat image. Further, the ECU 14 identifies the lane markings and the like shown on the road surface around the vehicle 1 from the image data obtained by the imaging unit 15, and detects (extracts) the parking lots and the like shown on the lane markings and the like.

As shown in FIG. 4, the ECU 14 includes a CPU (Central Processing Unit) 14a, a ROM (Read Only Memory) 14b, a RAM (Random Access Memory) 14c, a display control unit 14d, a voice control unit 14e, and an SSD. (Solid State Drive) 14f and.

The CPU 14a, for example, performs image processing related to images displayed on the display devices 8 and 12, determines a target position for movement of the vehicle 1, calculates a movement route of the vehicle 1, determines whether or not there is interference with an object, and determines whether or not the vehicle 1 interferes with the vehicle 1. It is an arithmetic unit that executes various arithmetic processes and controls such as automatic control and cancellation of automatic control. The CPU 14a reads a program installed and stored in a non-volatile storage device such as a ROM 14b, and executes arithmetic processing according to the program.

The RAM 14c is a volatile storage device that temporarily stores various types of data used in calculations by the CPU 14a.

The display control unit 14d mainly executes image processing using the image data obtained by the imaging unit 15 and compositing processing of the image data displayed by the display devices 8 and 12 among the arithmetic processing by the ECU 14. It is a unit.

The voice control unit 14e is a unit that mainly executes processing of voice data output from the voice output device 9 among the arithmetic processing by the ECU 14.

The SSD 14f is a rewritable non-volatile storage unit, and can store data even when the power of the ECU 14 is turned off.

The CPU 14a, ROM 14b, RAM 14c, and the like may be integrated in the same package. Further, the ECU 14 may have a configuration in which another logical operation processor such as a DSP (Digital Signal Processor) or a logic circuit is used instead of the CPU 14a. Further, an HDD (Hard Disk Drive) may be provided in place of or in addition to the SSD 14f, and at least one of the SSD 14f and the HDD may be provided outside the ECU 14 separately from the ECU 14.

The steering system 13 is a system that adds an assist torque to the steering unit 4 to supplement the steering force and steers at least two wheels 3. The steering system 13 includes an actuator 13a and a torque sensor 13b. The steering system 13 is controlled by the ECU 14 or the like to drive the actuator 13a. The steering system 13 is, for example, an electric power steering system, an SBW (Steer By Wire) system, or the like. The actuator 13a may steer one wheel 3 or a plurality of wheels 3. The torque sensor 13b detects, for example, the torque given to the steering unit 4 by the driver.

The brake system 18 has, for example, an ABS (Antilock Brake System) that suppresses brake lock, a skid prevention device (ESC: Electrical Stability Control) that suppresses skidding of the vehicle 1 during cornering, and enhances the braking force (brake assist). An electric braking system (to perform), a BBW (Brake By Ware) system, or the like, or a system comprising at least one of these systems. The brake system 18 includes an actuator 18a and a brake sensor 18b. The brake system 18 applies a braking force to the wheels 3 and thus to the vehicle 1 via the actuator 18a. Further, the brake system 18 detects signs of brake lock, wheel 3 idling, skidding, etc. based on the difference in rotation between the left and right wheels 3, and executes various controls. The brake sensor 18b is, for example, a sensor that detects the position of the movable portion of the braking operation portion 6. The brake sensor 18b detects the position of the brake pedal as a movable part. The brake sensor 18b includes a displacement sensor.

The steering angle sensor 19 is, for example, a sensor that detects the steering amount of the steering unit 4 such as the steering wheel. The steering angle sensor 19 is an example of an angle sensor that detects the rotation angle of the rotating portion included in the steering unit 4. The rudder angle sensor 19 is configured by using, for example, a Hall element or the like. The ECU 14 acquires the steering amount of the steering unit 4 by the driver, the steering amount of each wheel 3 at the time of automatic steering, and the like from the steering angle sensor 19 and executes various controls.

The accelerator sensor 20 is, for example, a sensor that detects the position of a movable portion of the acceleration operation unit 5. The accelerator sensor 20 detects the position of the 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 portion of the shift operation unit 7. The shift sensor 21 detects the positions of levers, arms, buttons, and the like as movable parts. The shift sensor 21 may include a displacement sensor or may be configured as a switch.

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 the number of wheel speed pulses indicating the detected rotation speed as a sensor value. The wheel speed sensor 22 is configured by using, for example, a Hall element or the like. The ECU 14 calculates the movement amount of the vehicle 1 and the like based on the sensor value acquired from the wheel speed sensor 22, and executes various controls. The wheel speed sensor 22 may be provided in the brake system 18. In this case, the ECU 14 acquires the detection information of the wheel speed sensor 22 via the brake system 18.

The hardware configuration of the parking support system 100 shown in FIG. 4 is an example, and may include other components, and the electrical connection form may be different.

FIG. 5 is a diagram showing an example of the configuration of the functional block of the ECU of the parking support system according to the embodiment. The configuration of the functional block realized by the ECU 14 according to the present embodiment will be described with reference to FIG.

As shown in FIG. 5, the ECU 14 includes an acquisition unit 141, an obstacle detection unit 142, a parking section detection unit 143, a candidate position setting unit 144, a target position determination unit 145, an output information control unit 146, and the like. It has a route calculation unit 147, an assumed speed setting unit 148, a guidance control unit 149, and a storage unit 150.

The acquisition unit 141 includes various sensors shown in FIG. 4, detection information of the distance measuring units 16 and 17, image data captured by the imaging unit 15, signals from operation inputs of the operation input unit 10 and the operation unit 14g, and the like. It is a functional part to acquire.

The obstacle detection unit 142 is a functional unit that detects obstacles and the like that hinder the running of the vehicle 1 based on the information acquired by the acquisition unit 141. Obstacles are, for example, other vehicles, walls, columns, fences, protrusions, steps, and objects such as pilasters. The obstacle detection unit 142 detects the presence / absence, height, size, etc. of obstacles by various methods. The obstacle detection unit 142 detects an obstacle, for example, based on the detection information of the distance measuring units 16 and 17. Further, the ranging units 16 and 17 detect an object corresponding to the height of the emitted beam (ultrasonic wave). Therefore, the obstacle detection unit 142 can detect the height of the obstacle based on the detection results of the distance measuring units 16 and 17 and the height of each beam. Further, the obstacle detection unit 142 may detect the presence / absence or height of an obstacle based on the detection information of the wheel speed sensor 22, the acceleration sensor (not shown), and the distance measuring units 16 and 17. Further, the obstacle detection unit 142 may detect the height of the obstacle by, for example, image processing based on the image captured by the image pickup unit 15.

The parking lot detection unit 143 is a functional unit that detects a parking lot provided as a sign or an object based on the information acquired by the acquisition unit 141 and the information such as obstacles detected by the obstacle detection unit 142. Is. Here, the parking section is a guideline or reference section set to park the vehicle 1 at the place. The parking lot detection unit 143 detects the parking lot by, for example, image processing based on the image data captured by the image pickup unit 15.

The candidate position setting unit 144 is a functional unit that sets at least one candidate position that is a candidate for the target position, that is, the end point position of the movement path of the vehicle 1. The candidate position setting unit 144 sets the candidate position based on, for example, at least one of the detection result by the obstacle detection unit 142 and the detection result of the parking lot detection unit 143.

The target position determination unit 145 is a functional unit that determines the target position for movement of the vehicle 1 from the candidate positions set by the candidate position setting unit 144. The target position determination unit 145 can determine, for example, a high-ranked candidate position, that is, a higher-ranked candidate position as a target position from at least one candidate position ranked based on a predetermined condition. Further, the candidate position set by the candidate position setting unit 144 and the target position determined by the target position determination unit 145 are, for example, the center position of the wheel 3 of the vehicle 1, the center of gravity position of the vehicle 1, and the like. Just do it. The target position determining unit 145 selects, for example, a candidate position corresponding to an operation input to the operation input unit 10 or the operation unit 14g of the occupant, that is, a candidate position selected by the occupant from at least one candidate position. It may be determined as the target position.

The output information control unit 146 sets the display devices 8 and 12 and the voice output device 9 at each stage of, for example, the start and end of parking support, the determination of the target position, the calculation of the movement route, and the guidance control. This is a functional unit that controls the display devices 8 and 12 and the voice output device 9 via the display control unit 14d and the voice control unit 14 so as to output the information in the desired manner.

The route calculation unit 147 has a function of calculating a movement route from the current position of the vehicle 1 to the target position based on, for example, the current position of the vehicle 1, that is, the own vehicle, the determined target position, the detection result of an obstacle, and the like. It is a department.

The assumed speed setting unit 148 has the steering speed of the wheel 3, the target position determined by the target position determination unit 145, the movement path calculated by the route calculation unit 147, the steering amount to the final steering angle, and preset. This is a functional unit that sets the assumed speed of the vehicle 1 based on information such as acceleration (including deceleration) (hereinafter, may be referred to as peripheral information). Here, the assumed speed is the ideal (reference) speed of the vehicle 1 during the parking support operation, and can be regarded as the upper limit of the speed during the parking support. That is, by setting the speed of the vehicle 1 as the assumed speed, it is possible to calculate a movement route that makes effective use of space, and it is possible to perform guidance control with good followability.

The guidance control unit 149 is a functional unit that controls each part of the vehicle 1 so that the movement of the vehicle 1 along the movement route calculated by the route calculation unit 147 is realized. For example, in the case of a vehicle 1 that moves due to a creep phenomenon or the like without operating the accelerator pedal, the guidance control unit 149 controls the steering system 13 according to the position of the vehicle 1 to move the vehicle 1 along the movement path. Can be moved. Further, the guidance control unit 149 may control not only the steering system 13, but also a drive mechanism such as an engine and a motor, and a brake system 18 as a braking mechanism. Further, the guidance control unit 149 controls, for example, the output information control unit 146, the display control unit 14d, the voice control unit 14e, the display devices 8 and 12, and the voice output device 9, and displays according to the position of the vehicle 1. The output and the voice output may guide the driver to move the vehicle 1 along the movement route.

The above-mentioned acquisition unit 141, obstacle detection unit 142, parking section detection unit 143, candidate position setting unit 144, target position determination unit 145, output information control unit 146, route calculation unit 147, assumed speed setting unit 148, and guidance control unit. 149 is realized by executing the parking support program stored in the ROM 14b by the CPU 14a. It should be noted that some or all of the above-mentioned functional parts may be realized by hardware such as an integrated circuit, not by executing a parking support program.

The storage unit 150 is a functional unit that stores data used in the calculation by the ECU 14, data calculated by the calculation in the ECU 14, and the like. The storage unit 150 is realized by, for example, at least one of RAM 14c and SSD 14f.

The acquisition unit 141, the obstacle detection unit 142, the parking section detection unit 143, the candidate position setting unit 144, the target position determination unit 145, the output information control unit 146, the route calculation unit 147, the assumed speed setting unit 148, and the guidance control unit. Reference numeral 149 is a conceptual representation of the function, and is not limited to such a configuration. For example, a plurality of functional units shown as independent functional units in FIG. 5 may be configured as one functional unit. On the other hand, the function of one functional unit in FIG. 5 may be divided into a plurality of functions and configured as a plurality of functional units.

FIG. 6 is a flowchart showing an example of the flow of parking support processing by the parking support system according to the embodiment. FIG. 7 is a flowchart showing an example of the flow of the assumed speed setting process of the parking support process by the parking support system according to the embodiment. The flow of the parking support process by the parking support system 100 according to the present embodiment will be described with reference to FIGS. 6 and 7. The parking support process described below is an example, and may be partially omitted or changed.

<Step S11>
First, the obstacle detection unit 142 detects a vehicle (stopped vehicle) parked around the vehicle 1 and an obstacle such as a curb. The obstacle detection unit 142 detects a stopped vehicle and an obstacle based on, for example, the detection information of the distance measuring units 16 and 17 acquired by the acquisition unit 141 and the image data captured by the image pickup unit 15. The obstacle detection unit 142 may detect obstacles at all times, and may be executed, for example, when the speed of the vehicle 1 falls below a preset value. Further, the detection of obstacles and the like by the obstacle detection unit 142 may be started after the driver operates the operation unit 14g. Then, the process proceeds to step S12.

<Step S12>
Next, the parking lot detection unit 143 detects the parking lot in which the vehicle 1 should be parked based on various information acquired by the acquisition unit 141 and the obstacle information detected by the obstacle detection unit 142. Then, the process proceeds to step S13.

<Step S13>
Next, the candidate position setting unit 144 sets the target position, that is, the end point position of the movement path of the vehicle 1 based on the obstacle detection result by the obstacle detection unit 142 and the parking area detection result by the parking area detection unit 143. Set at least one candidate position that is a candidate for. Then, the process proceeds to step S14.

<Step S14>
Next, the target position determination unit 145 determines the target position for movement of at least one vehicle 1 from the candidate positions set by the candidate position setting unit 144. The target position determination unit 145 can determine, for example, a high-ranked candidate position, that is, a higher-ranked candidate position as a target position from at least one candidate position ranked based on a predetermined condition. Then, the process proceeds to step S15.

<Step S15>
The route calculation unit 147 starts from the current position of the vehicle 1 based on the current position of the vehicle 1, that is, the own vehicle, the target position determined by the target position determination unit 145, the obstacle detection result by the obstacle detection unit 142, and the like. Calculate the movement route to the target position. For example, the route calculation unit 147 calculates a movement route for moving the vehicle 1 to the target position according to an operation such as parallel parking, parallel parking, forward parking, initial advance for each parking, or parallel parking. To do. As described above, the calculation of the movement route by the route calculation unit 147 is performed based on the detection result by the obstacle detection unit 142, so that the movement route avoiding the obstacle can be calculated. Then, the process proceeds to step S16.

<Step S16>
The assumed speed setting unit 148 has the steering speed of the wheel 3, the target position determined by the target position determination unit 145, the movement path calculated by the route calculation unit 147, the steering amount to the final steering angle, and preset. The assumed speed of the vehicle 1 is set based on peripheral information such as acceleration. Hereinafter, the process of setting the assumed speed of the vehicle 1 by the assumed speed setting unit 148 will be specifically described with reference to FIG. 7.

First, the assumed speed setting unit 148 sets the steering speed of the wheel 3, the target position determined by the target position determination unit 145, the movement path calculated by the route calculation unit 147, the steering amount to the final steering angle, and preset. Peripheral information such as the accelerated acceleration is collected (step S161). The assumed speed setting unit 148 calculates the maximum target speed A (target speed) as a provisional assumed speed based on the collected peripheral information (step S162).

Then, the assumed speed setting unit 148 compares the calculated maximum target speed A with the preset speed threshold value B (step S163). Here, the speed threshold value B is an upper limit value of a physically limited speed that should not be exceeded during the parking assist operation. As a result of comparison, when the maximum target speed A is smaller than the speed threshold value B (step S163: Yes), the assumed speed setting unit 148 sets the maximum target speed A as the assumed speed (step S164). On the other hand, when the maximum target speed A is equal to or higher than the speed threshold value B (step S163: No), the assumed speed setting unit 148 sets the speed threshold value B as the assumed speed (step S165).

Returning to FIG. 6, the description will be continued. After setting the estimated speed by the estimated speed setting unit 148 in step S16, the process proceeds to step S17.

<Step S17>
Next, the ECU 14 receives an operation input instructing the start of parking support. For example, when the driver operates the operation unit 14g, the output information control unit 146, which has acquired the operation input signal via the acquisition unit 141, displays a screen for selecting the parking support function on the screens of the display devices 8 and 12. Displayed on 8a and 12a. For example, the driver selects one of the parking assistance functions such as parallel parking, parallel parking, forward parking, initial forward for each parking, and parallel parking. That is, the parking support function is a concept that includes not only the case of parking but also the forward movement for parking and the leaving operation from the parked state. When the driver selects and operates the parking support function, the parking support function starts.

<Step S18>
Next, the guidance control unit 149 guides the vehicle 1 according to the assumed speed set in the assumed speed setting unit 148 so that the movement of the vehicle 1 along the movement route calculated by the route calculation unit 147 is realized. Take control. For example, the guidance control unit 149 controls the steering system 13, the braking system 18, the acceleration / deceleration operation, the shifting operation, and the like based on the parking support function selected by the driver, and automatically performs the steering operation of the wheels 3. By doing so, the parking of the vehicle 1 is supported. Then, the guidance control unit 149 ends the guidance control when the distance between the vehicle 1 and the target position is within a predetermined value. Further, the guidance control unit 149 also terminates the guidance operation even when a predetermined operation is performed on the steering unit 4, the acceleration operation unit 5, the braking operation unit 6, or the speed change operation unit 7 by the driver. Cancel).

When a predetermined event occurs during the guidance control by the guidance control unit 149, such as an obstacle moving or the distance measurement system of the distance measuring units 16 and 17 being raised due to the vehicle 1 approaching the obstacle. , The route calculation unit 147 recalculates the movement route from the current position to the target position at the time when the event occurs, and the estimated speed setting unit 148 again calculates the estimated speed based on the calculated movement route and the like. It may be set. In this case, every time a predetermined event occurs, the route calculation unit 147 calculates the movement route and the estimated speed setting unit 148 repeats the setting of the assumed speed.

Further, during the guidance control by the guidance control unit 149, the output information control unit 146 causes the display device 8 or the display device 12 to display at least one of the target position and the movement route, so that the vehicle can be parked by driving the driving vehicle. May be assisted.

Further, the target position determination unit 145 determines the target position from the candidate positions set by the candidate position setting unit 144, but the present invention is not limited to this, and the candidate position is not used and the target position is directly determined. It may be used to determine the target position. Further, after the operation input instructing the start of parking support is received, the target position determination unit 145 determines the target position, the route calculation unit 147 calculates the movement route, and the estimated speed setting unit 148 sets the estimated speed. May be performed.

FIG. 8 is a diagram for explaining the relationship between the assumed speed of the vehicle and the movement route according to the embodiment. FIG. 9 is a diagram for explaining the distance required to reach the target steering angle in the clothoid section of the vehicle movement path according to the embodiment. The relationship between the assumed speed of the vehicle 1 and the movement route will be described with reference to FIGS. 8 and 9.

In FIG. 8, the movement route calculated by the route calculation unit 147 when the target position Ea is determined by the target position determination unit 145 and when the target position Eb is determined with respect to the current position of the vehicle 1. It is shown. As shown in FIG. 8, the movement path generally includes a straight section at the time of starting and stopping, a clothoid section which is a section traveling while steering at a predetermined steering speed, and a target steering angle (final steering). Includes an arc section, which is a section that travels while steering to the corner). Generally, as shown in FIG. 8, when the movement path is long as in the case where the target position is Eb, the curvature of the clothoid section is small (the degree of bending is loose) and a small turn is unnecessary, and it is set by the assumed speed setting unit 148. The assumed speed can be increased. On the other hand, when the movement path is shortened as in the case where the target position is Ea, the curvature of the clothoid section is large (the degree of bending is tight) and a small turn is required. Therefore, the assumed speed set by the assumed speed setting unit 148 Becomes smaller. In other words, instead of fixing the assumed speed, in scenes that do not require a small turn, parking support that emphasizes speed with a large assumed speed is used, and in scenes that require a small turn, parking support that emphasizes small turning is used. It is possible to switch like this.

Further, when the steering speed is constant and the target steering angle is a predetermined angle, as shown in FIG. 9, the distance d1 moved in the clothoid section when the assumed speed is large is the clothoid section when the assumed speed is small. It becomes larger than the moving distance d2.

FIG. 10 is a diagram showing an example of a speed graph when an assumed speed is set in the vehicle according to the embodiment. With reference to FIG. 10, an example of the transition of the speed during the parking support operation will be described based on the magnitude relationship between the maximum target speed A calculated in the assumed speed setting process shown in FIG. 7 and the speed threshold value B.

First, in the graph shown in FIG. 10A, the movement route calculated by the route calculation unit 147 is short, and the maximum target speed A calculated by the assumed speed setting unit 148 is smaller than the speed threshold value B. Shows the transition of speed. In this case, the assumed speed set by the assumed speed setting unit 148 is the maximum target speed A. The vehicle 1 accelerates at a predetermined acceleration up to an assumed speed (maximum target speed A) in an accelerating section (for example, the straight section described above) in the moving path, but the speed of the vehicle 1 exceeds the assumed speed. There is no such thing.

Next, in the graph shown in FIG. 10B, the vehicle 1 in the case where the movement route calculated by the route calculation unit 147 is long and the maximum target speed A calculated by the assumed speed setting unit 148 is larger than the speed threshold value B. Shows the transition of the speed of. In this case, the assumed speed set by the assumed speed setting unit 148 is the speed threshold value B. The vehicle 1 accelerates to an assumed speed (speed threshold value B) at a predetermined acceleration in a section of the moving path where acceleration is possible, and when the assumed speed is reached, the vehicle 1 makes steady running at the assumed speed. Do. After that, the vehicle 1 decelerates at a predetermined deceleration in the clothoid section or when the vehicle is stopped.

In the graph shown in FIG. 10 (c), the movement route calculated by the route calculation unit 147 is longer than that in the case of FIG. 10 (a), and the maximum target speed A calculated by the assumed speed setting unit 148 is the speed threshold value. The transition of the speed of the vehicle 1 when it is smaller than B is shown. In this case, the assumed speed set by the assumed speed setting unit 148 is the maximum target speed A. The vehicle 1 accelerates to an assumed speed (maximum target speed A) at a predetermined acceleration in a section of the movement path where acceleration is possible, and when the assumed speed, which is the maximum target speed A, is reached, the vehicle 1 moves. Steady running is performed at the assumed speed. After that, the vehicle 1 decelerates at a predetermined deceleration in the clothoid section or when the vehicle is stopped.

The speed transition of the vehicle 1 shown in FIG. 10 is an example showing a simple speed transition for the sake of simplicity, and in reality, the speed may be repeatedly increased and decreased.

FIG. 11 is a diagram showing an example in a table for setting an assumed speed in each scene of the vehicle according to the embodiment. FIG. 12 is a diagram showing an example of a movement route (parallel parking / initial advance) at an assumed speed: large in the parking support of the vehicle according to the embodiment. FIG. 13 is a diagram showing an example of a movement route (parallel parking / initial advance) in the assumed speed: medium in the parking support of the vehicle according to the embodiment. FIG. 14 is a diagram showing an example of a movement route (column exit) at an assumed speed: small in the parking support of the vehicle according to the embodiment. An example of an assumed speed setting pattern based on the movement path will be described with reference to FIGS. 11 to 14.

For example, the assumed speed setting unit 148 shall set the assumed speed according to the table as shown in FIG. In the table shown in FIG. 11, the movement distance obtained from the movement route calculated by the route calculation unit 147 and the amount of change (steering amount) to the final steering angle are associated with the assumed speed (large / medium / small). is there. For example, as shown in FIG. 11, the assumed speed "large" is about 4.5 [km / h], the assumed speed "medium" is about 3 [km / h], and the assumed speed "small" is 1.5 [km / h]. / H]. Here, the amount of change up to the final steering angle can be calculated from, for example, the direction of the vehicle 1 at the start position of the clothoid section of the movement path and the direction of the vehicle 1 at the end position. This makes it possible to provide parking support in consideration of the degree of small turning in the clothoid section.

The example shown in FIG. 12 shows an initial forward movement path 50 performed when the vehicle 1 parallel parks. That is, in order for the vehicle 1 to parallel park between the other vehicle 30a and the other vehicle 30b, the parking division 40 is detected by the parking division detection unit 143, the target position E0 is determined by the target position determination unit 145, and the route is determined. It is assumed that the calculation unit 147 has calculated the movement route 50 connecting the target position E0 from the start position S0, which is the current position, as the initial advance movement route to be performed when parallel parking is performed. In this case, the assumed speed setting unit 148 determines that the movement distance is long and the amount of change to the final steering angle is small from the movement path 50 calculated by the route calculation unit 147, and based on the table shown in FIG. Set the assumed speed to "Large" (about 4.5 [km / h]). As a result, it is possible to determine that the scene does not require a small turn and provide speed-oriented parking support.

The example shown in FIG. 13 shows an initial forward movement path 51 performed when the vehicle 1 parks in parallel. That is, in order for the vehicle 1 to parallel park between the other vehicle 31a and the other vehicle 31b, the parking zone detection unit 143 detects the parking zone 41, the target position determination unit 145 determines the target position E1, and the route. It is assumed that the calculation unit 147 has calculated the movement route 51 connecting the target position E1 from the start position S1 which is the current position as the initial advance movement route to be performed when parallel parking is performed. In this case, the assumed speed setting unit 148 determines from the movement path 51 calculated by the route calculation unit 147 that the movement distance is short and the amount of change to the final steering angle is small, and based on the table shown in FIG. Set the assumed speed to "medium" (about 3 [km / h]). This makes it possible to provide parking assistance that takes into consideration both small turning performance and speed in a well-balanced manner.

The example shown in FIG. 14 shows an initial forward movement path 52 that is performed when the vehicle 1 is parallel parked and then exits (parallel parking). That is, in order to parallel park the vehicle 1 between the other vehicle 32a and the other vehicle 32b, the target position E2 is determined by the target position determination unit 145, and the route calculation unit 147 parallel parks the vehicle 1. It is assumed that the movement route 52 connecting the target position E2 from the start position S2, which is the current position, is calculated as the movement route for leaving the garage from the parked state. Here, the target position E2 determined by the target position determination unit 145 is determined at a position so that, for example, the vehicle 1 does not collide with an obstacle in front even if the vehicle 1 advances straight. In this case, the assumed speed setting unit 148 has a short movement distance from the movement path 52 calculated by the route calculation unit 147, and a large amount of change to the final steering angle is large because it is necessary to steer a large amount for delivery. Based on the table shown in FIG. 11, the assumed speed is set to "small" (about 1.5 [km / h]). As a result, it is possible to determine that the scene requires a small turn and provide parking support that emphasizes the small turn.

In FIGS. 12 to 14 described above, the initial advance for parallel parking and parallel parking, and the parallel exit, that is, the parking support function when the vehicle 1 advances, are described. In FIGS. 15 and 16 below, parallel parking and parallel parking, that is, a movement route and an assumed speed when the parking support function when the vehicle 1 reverses is executed will be described.

FIG. 15 is a diagram showing an example of a movement route in parallel parking in the parking support of the vehicle according to the embodiment. FIG. 16 is a diagram showing an example of a movement route in parallel parking in the parking support of the vehicle according to the embodiment. The movement route and the assumed speed in the case of parallel parking and parallel parking will be described with reference to FIGS. 15 and 16.

The example shown in FIG. 15A shows a movement route 53 when the vehicle 1 is parallel parked when another vehicle 33 is present only on the right side. That is, in order for the vehicle 1 to parallel park on the left side of the other vehicle 33, the parking zone 43 is detected by the parking zone detection unit 143, the target position E3 is determined by the target position determination unit 145, and the route calculation unit 147 determines the target position E3. It is assumed that the movement route 53 connecting the target position E3 from the start position S3, which is the current position, is calculated as the movement route for parallel parking. In this case, the route calculation unit 147 can calculate the movement route 53 having a small curvature (the degree of bending is loose) because there is no other vehicle on the left side of the parking lot 43 detected by the parking lot detection unit 143. In this case, the estimated speed setting unit 148 can set a large estimated speed based on the movement route 53 or the like calculated by the route calculation unit 147. As a result, it is possible to determine that the scene does not require a small turn, and to support parking in parallel parking with an emphasis on speed.

The example shown in FIG. 15B shows a movement route 53 when the vehicle 1 performs parallel parking when the other vehicle 34a and the other vehicle 34b are present on both sides. That is, in order for the vehicle 1 to parallel park between the other vehicle 34a and the other vehicle 34b, the parking zone detection unit 143 detects the parking zone 44, the target position determination unit 145 determines the target position E4, and the route. It is assumed that the calculation unit 147 has calculated a movement route 54 connecting the current position, the start position S4, and the target position E4, as the movement route for parallel parking. In this case, since the route calculation unit 147 has other vehicles on both sides of the parking zone 43 detected by the parking zone detection unit 143, the route calculation unit 147 has a large curvature (tight bend) so as not to come into contact with the other vehicle. 54 is calculated. In this case, the assumed speed setting unit 148 sets the assumed speed small because the movement route 54 calculated by the route calculation unit 147 requires a small turn. As a result, it is possible to determine that the scene requires a small turn and provide parking support for parallel parking with an emphasis on small turn.

The example shown in FIG. 16A shows a movement route 55 when the vehicle 1 parallel parks when another vehicle 35 is present only behind. That is, in order for the vehicle 1 to parallel park in front of the other vehicle 35, the parking zone 45 is detected by the parking zone detection unit 143, the target position E5 is determined by the target position determination unit 145, and the route calculation unit 147 determines the target position E5. As a movement route for parallel parking, it is assumed that a movement route 55 connecting the start position S5, which is the current position, to the target position E5 is calculated. In this case, the route calculation unit 147 can calculate the movement route 55 having a small curvature (the degree of bending is loose) because there is no other vehicle in front of the parking lot 45 detected by the parking lot detection unit 143. In this case, the estimated speed setting unit 148 can set a large estimated speed based on the movement route 55 or the like calculated by the route calculation unit 147. As a result, it is possible to determine that the scene does not require a small turn, and to support parking in parallel parking with an emphasis on speed.

The example shown in FIG. 16B shows a movement route 56 when the vehicle 1 parallel parks when the other vehicle 36a is in front and the other vehicle 36b is behind. That is, in order for the vehicle 1 to parallel park between the other vehicle 36a and the other vehicle 36b, the parking division 46 is detected by the parking division detection unit 143, the target position E6 is determined by the target position determination unit 145, and the route is determined. It is assumed that the calculation unit 147 has calculated the movement route 56 connecting the current position, the start position S6, and the target position E6, as the movement route for parallel parking. In this case, since the route calculation unit 147 has other vehicles in front of and behind the parking area 46 detected by the parking area detection unit 143, the route calculation unit 147 has a large curvature (tight bend) so as not to come into contact with the other vehicle. 56 is calculated. In this case, the assumed speed setting unit 148 sets the assumed speed small because the movement route 56 calculated by the route calculation unit 147 requires a small turn. As a result, it is possible to determine that the scene requires a small turn and provide parking support for parallel parking with an emphasis on small turn.

As described above, in the present embodiment, the assumed speed is set by the estimated speed setting unit 148 based on various peripheral information acquired and detected in the vehicle 1. The estimated speed setting unit 148 sets the estimated speed, for example, based on at least the movement route calculated by the route calculation unit 147. In this case, for example, the assumed speed setting unit 148 sets the assumed speed based on the moving distance of the moving path and the amount of change (steering amount) to the final steering angle. As a result, in a scene that requires a small turn, the assumed speed can be reduced and parking support that emphasizes small turning is possible, and in a scene that does not require a small turn, the assumed speed can be increased and parking support that emphasizes speed becomes possible. If the assumed speed is constant, there will be restrictions in determining the movement route, but in this way, by making the assumed speed variable according to the state of the movement route, etc., it is possible to improve the accuracy of parking assistance. It becomes. Along with this, the number of turns can be reduced.

Further, the assumed speed setting unit 148 calculates the maximum target speed A based on the peripheral information, and when the maximum target speed A is smaller than the speed threshold B, the maximum target speed A is set as the assumed speed, and the maximum target speed A is set. Is equal to or greater than the speed threshold B, the speed threshold B is set as the assumed speed. As a result, even when the calculated maximum target speed A, which is a provisional assumed speed, becomes equal to or higher than the speed threshold value B, the assumed speed can be suppressed to the speed threshold value B. This enables parking assistance that does not exceed the physically restricted speed that should not be exceeded during the parking assistance operation.

It should be noted that the above embodiment is an example and is not intended to limit the scope of the invention. The embodiment can be implemented in various other forms, and various omissions, replacements, combinations, and changes can be made without departing from the gist of the invention. Further, the configuration and shape of the embodiment can be implemented by partially replacing them. In addition, specifications (structure, type, direction, shape, size, length, width, height, number, arrangement, position, etc.) of each configuration and shape of the embodiment shall be appropriately changed and implemented. Can be done. The present invention is also applicable to parking assistance in various forms of parking lots and parking spaces. Further, the input signal may be based on the voice input to the microphone.

Further, the program executed by the ECU 14 of the above-described embodiment is a file in an installable format or an executable format, and is a CD-ROM (Compact Disk Read Only Memory), a flexible disk (FD), or a CD-R (Compact Disk). -It may be configured to be recorded on a computer-readable recording medium such as a Recordable or DVD (Digital Versaille Disk) and provided as a computer program product.

Further, the program executed by the ECU 14 of the above-described embodiment may be stored on a computer connected to a network such as the Internet and provided by downloading via the network. Further, the program executed by the ECU 14 of the above-described embodiment may be configured to be provided or distributed via a network such as the Internet.

Further, the program executed by the ECU 14 of the above-described embodiment has a module configuration including each of the above-mentioned functional units, and as actual hardware, the CPU 14a (processor) reads the program from the above-mentioned ROM 14b and executes it. As a result, each of the above parts is loaded on the main storage device (for example, RAM 14c), and each part is generated on the main storage device.

1 Vehicle 10 Operation input unit 11 Monitor device 12 Display device 14g Operation unit 15 Imaging unit 16, 17 Distance measuring unit 18 Brake system 100 Parking support system 141 Acquisition unit 142 Obstacle detection unit 143 Parking area detection unit 144 Candidate position setting unit 145 Target position determination unit 146 Output information control unit 147 Route calculation unit 148 Estimated speed setting unit 149 Guidance control unit 150 Storage unit

Claims (7)

A route calculation unit that calculates a movement route to support the parking or leaving of a vehicle,
At least, an estimated speed setting unit that sets an estimated speed that serves as a reference for the speed of the vehicle during the operation of the support based on the movement route calculated by the route calculation unit.
Parking support device equipped with. The parking support according to claim 1, wherein the assumed speed setting unit sets the estimated speed based on at least the moving distance of the moving path and the amount of change from the moving path to the final steering angle of the vehicle. apparatus. The second aspect of the present invention, wherein the assumed speed setting unit calculates the amount of change from the direction of the vehicle at the start position of the clothoid section of the movement path and the direction of the vehicle at the end position to the final steering angle. Parking support device. The assumed speed setting unit is
Calculate the target speed based on at least the movement path,
When the target speed is smaller than the speed threshold value, the target speed is set as the assumed speed, and the target speed is set as the assumed speed.
The parking support device according to any one of claims 1 to 3, wherein when the target speed is equal to or higher than the speed threshold value, the speed threshold value is set as the assumed speed. Further equipped with an obstacle detection unit that detects obstacles,
The parking support device according to any one of claims 1 to 4, wherein the route calculation unit calculates the movement route based on at least the detection result of the obstacle detection unit. A route calculation step that calculates a movement route to support the parking or leaving of a vehicle, and
At least, an estimated speed setting step for setting an estimated speed that serves as a reference for the speed of the vehicle during the operation of the support based on the calculated movement route.
Parking assistance method with. Computer,
A route calculation unit that calculates a movement route to support the parking or leaving of a vehicle,
At least, an estimated speed setting unit that sets an estimated speed that serves as a reference for the speed of the vehicle during the operation of the support based on the movement route calculated by the route calculation unit.
A program to make it work.

Images