JP2004338635A - Travel support device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accurately reset a target position or a target travel trajectory. <P>SOLUTION: A target parking position is determined by an image recognition processing (step S4), a travel trajectory leading to it is calculated (S6), and steering angle is controlled to make a vehicle to follow the travel trajectory (S12). It is determined whether a target parking region separates from a screen acquired by an image pick-up device (S14). When it separates, the position determining accuracy of the target parking position is determined to decrease, and reset processing of a route after S16 is avoided. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicular travel support device that obtains a travel locus to a target position and assists the vehicle in traveling such that the vehicle follows the travel locus.
[0002]
[Prior art]
2. Description of the Related Art Techniques for performing steering assistance and automatic steering so that a vehicle travels following a predetermined traveling locus are known, and automatic traveling apparatuses and parking assistance apparatuses (for example, see Patent Literature 1) adopting this technique. It has been known.
[0003]
In the technique of Patent Document 1, even when the actual traveling locus deviates from a preset traveling locus, the locus that reaches the target position is reset based on the positional relationship between the current position of the vehicle and the target position. It is described that the driver can be accurately guided.
[0004]
[Patent Document 1]
JP-A-2002-240661 (paragraphs 0153 and 0154, FIG. 21)
[0005]
[Problems to be solved by the invention]
Even in a driving support device equipped with such resetting of the traveling locus, if it is determined that the route cannot be reset, the support is stopped, and the driver is not reset without resetting the target position or the vehicle position. Requesting a move. However, as a result of studying the case where such a route reset is required by the present inventor, the route obtained by calculation is limited by the calculation method compared to the route that the vehicle can actually follow, In practice, it has been found that, although the vehicle can reach the target position from the current position, it may be calculated that the vehicle cannot reach the target position. According to the knowledge of the present inventor, even in such a case, when the vehicle further approaches the target position, it is also found that the target traveling locus may be resettable by the same calculation method. .
[0006]
An object of the present invention is to reset a target position and a target travel locus with higher accuracy based on such knowledge.
[0007]
[Means for Solving the Problems]
In order to solve the above-described problems, a vehicular traveling support device according to the present invention calculates a target traveling locus to a target position as a relationship between a traveling distance and a steering amount, and performs steering according to a set traveling distance-steering amount relationship. When the vehicle travel assist device having a function of guiding the vehicle along the target travel locus by performing the support and resetting the target travel locus during the guidance, when a reset condition of the target travel locus is satisfied. However, when it is determined that the predetermined condition for avoiding the reflection of the reset is satisfied, the vehicle is guided using the previous target travel locus.
[0008]
In this way, even when the reset condition of the target travel locus is satisfied, it is determined whether or not the reflection of the reset should be avoided from the predetermined condition, and if it is determined that the reflection of the reset should be avoided, The vehicle is guided using the previous target travel locus. By approaching the target position using the previous target travel locus in this way, the route can be reset after moving to a position where the route can be easily reset, and the support device is effectively used. Operability is improved.
[0009]
The condition for resetting the target travel locus is a change in the target position or a case where the deviation between the actual travel locus of the vehicle and the target travel locus has reached a predetermined value or more. In such a case, it is necessary to reset the target travel locus in order to reliably reach the target position. Note that the change of the target position includes not only a case where the target position itself is changed, but also a case where the position needs to be corrected by re-detecting the target position.
[0010]
The relationship of the steering amount with respect to the travel distance is configured by performing steering in a direction to increase the steering angle, and immediately thereafter, or after a predetermined holding state, by combining steering to return the steering angle to the neutral direction. Is a state in which the steering angle is returned to the neutral direction according to the previous target travel locus, or a state in which the steering angle is returned to the neutral direction from a part of the previous steering holding state. .
[0011]
The calculated value of the target travel trajectory and the actual travel trajectory are shifted due to the delay of steering, the accuracy of the sensor, and the like, that is, an error occurs. This error can be minimized when calculated from the neutral state of steering. In particular, in a state in which the steering state is returned to the neutral state (including the steering holding state before the steering state), this error is likely to be large, and it is better to reset the route after shifting to the neutral state. Settings can be made.
[0012]
Alternatively, an imaging device for capturing an image of an area including the target position is provided, and the target traveling locus is set and reset based on the image captured by the imaging device. What is necessary is just to let the case where the image of the predetermined area | region including a position cannot be imaged more than a predetermined ratio.
[0013]
When setting a target traveling locus based on an image captured by the imaging device, if a predetermined area including the target position largely deviates from the screen, the target position cannot be accurately grasped, and the route cannot be determined. The accuracy of setting / resetting is reduced. In such a case, the path is not set, and the path is reset when the predetermined area can be captured in the screen again, so that the path can be reset with high accuracy.
[0014]
Means for detecting the current position of the vehicle may be further provided, and the predetermined condition may be a case where the vehicle enters a part of a predetermined region including the target position.
[0015]
When the vehicle enters a part of a predetermined area including the target position, it is unlikely that the vehicle will deviate greatly from the target position, and in such a case, resetting the route may make the operation complicated or rather There is a possibility that it may deviate from the target position, which is not preferable. Therefore, in such a case, it is preferable not to reset the route.
[0016]
In the case where the predetermined condition is satisfied, if the deviation between the candidate for resetting the target travel locus and the previous target travel locus has reached a predetermined value or more, a notification means for notifying the driver to that effect is further provided. Is preferred.
[0017]
When the reset condition is satisfied, even when performing guidance using the previous route, if the difference between the reset candidate and the previous target travel locus has reached a predetermined value or more, the driver is reset. Is stopped, but by notifying that the deviation between the reset route candidate and the currently used target travel locus is large, the driver determines whether to continue using the travel support or cancel the travel support. Material can be provided. Therefore, the operability of the support device is improved.
[0018]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In order to facilitate understanding of the description, the same components are denoted by the same reference numerals as much as possible in each drawing, and redundant description is omitted.
[0019]
Hereinafter, a parking assist device will be described as an example of the driving assist device according to the present invention. FIG. 1 is a block configuration diagram of a parking assistance device 100 according to an embodiment of the present invention. The parking assist device 100 includes a travel control device 110 and an automatic steering device 120, and is controlled by a parking assist ECU 1 that is a control device. The parking assist ECU 1 includes a CPU, a ROM, a RAM, an input signal circuit, an output signal circuit, a power supply circuit, and the like. The traveling control unit 10 controls the traveling control device 110 and the steering control unit 11 controls the automatic steering device. And The traveling control unit 10 and the steering control unit 11 may be divided in hardware in the parking assist ECU 1, but may be divided in software using a common CPU, ROM, RAM and the like.
[0020]
The traveling control device 110 includes the traveling control unit 10 described above, a braking system, and a driving system. The braking system is an electronic control brake (ECB) system in which a braking force applied to each wheel is electronically controlled by a brake ECU 31. The braking system applies a brake hydraulic pressure applied to a wheel cylinder 38 of a hydraulic brake disposed on each wheel by an actuator 34. The braking force is adjusted by adjusting. The brake ECU 31 is disposed in each wheel and detects a wheel speed, a wheel speed sensor 32 for detecting the vehicle speed, an acceleration sensor 33 for detecting the acceleration of the vehicle, and disposed in an actuator 34. The output signals of a master cylinder (M / C) oil pressure sensor 36 for detecting the oil pressure of a master cylinder 35 connected between the brake pedal 37 and the actuator 34 are shown in FIG. Has been entered.
[0021]
The engine 22 constituting the drive system is controlled by the engine ECU 21, and the engine ECU 21 and the brake ECU 31 mutually communicate information with the travel control unit 10 to perform cooperative control. Here, the output of the shift sensor 12 that detects the shift state of the transmission is input to the engine ECU 21.
[0022]
The automatic steering device 120 includes a drive motor 42 also serving as a power steering device disposed between the steering wheel 40 and the steering gear 41, and a displacement sensor 43 for detecting a displacement of the steering. The output signal of the displacement sensor 43 is input while controlling the driving of the motor 42.
[0023]
The parking assist ECU 1 including the traveling control unit 10 and the steering control unit 20 includes an image signal acquired by a rear camera 15 for acquiring an image behind the vehicle, and an input unit 16 for receiving an operation input of a driver for parking assistance. Is output, and a monitor 13 for displaying information to the driver by image and a speaker 14 for presenting information by voice are connected.
[0024]
Next, the operation of the parking assist device 100 will be specifically described. In the following, a description will be given of an example of a support operation in two cases, that is, parking in a so-called retreat and parallel parking. FIG. 2A is a diagram illustrating each target traveling locus in the case of garage parking, and FIG. 2B is a diagram illustrating each target traveling locus in the case of parallel parking.
[0025]
As shown in FIG. 2A, in the case of a garage, the vehicle 200 is accommodated in a garage 220 provided facing the road 210, and the trajectory P1 (details) Will be described later).
[0026]
On the other hand, as shown in FIG. 2B, in the case of parallel parking, the vehicle 200 is moved along the road 211 to the parking space 221 existing between the other vehicles 201 and 202 being parked. Then, the vehicle 200 is guided to move on the trajectory P6 while moving the vehicle 200 backward. When this trajectory P6 is divided into two at the intermediate target position G0 (P61, P62), it is understood that each of P61 and P62 has a shape similar to the trajectory P1 in the case of garage described above. Hereinafter, the case of garage parking will be described as an example of the basic route, and if necessary, the difference in the case of application to parallel parking will be additionally described.
[0027]
FIG. 3 is an example of a control flowchart of the parking assist operation, and FIG. 4 is a graph illustrating a set traveling locus (path) set in this control.
[0028]
Here, the control shown in FIG. 3 is performed after the driver operates the input unit 16 to instruct the parking assist ECU 1 to start the parking assist control, or until the vehicle reaches the vicinity of the instructed target parking position, or Until it is determined that the target parking position cannot be reached by one retreat, the parking assist ECU 1 executes the process unless the driver cancels the assisting operation from the input unit 16.
[0029]
Specifically, after the driver moves the vehicle 200 so that the center of gravity of the vehicle 200 matches the point A in FIG. 2A, the driver starts the parking assisting operation by the input unit 16 (the control shown in FIG. 3). (Start of processing). The driver operates the input unit 16 while watching the image captured by the rear camera 15 displayed on the monitor 13 to move the rectangular parking frame displayed on the screen to the target parking position. Then, the target parking position G is set (step S2). The parking frame is set with a predetermined margin in front, rear, left and right of the actual vehicle. Hereinafter, an area indicated by the parking frame arranged at the target parking position G is referred to as a target parking area 230.
[0030]
The parking assist ECU 1 obtains the position of the point G by the image recognition processing (step S4). The position of the point G may be obtained, for example, as relative coordinates with the current vehicle position A as the origin. Conversely, the coordinates of the current vehicle position A may be determined using the position of the point G as the origin, the front-back direction of the vehicle at the point G as the Z-axis, and the left-right direction as the X-axis.
[0031]
Subsequently, a route (travel locus) P1 from the current position to the target parking position G calculated is calculated (step S6). As shown in FIG. 4, the traveling locus is set as a steering angle with respect to the traveling distance (turning curvature = reciprocal of turning radius). A typical example of the trajectory set at this time is as follows: first, the vehicle retreats from point A to point B at a steering angle of 0 (turning distance curvature: 0), and from this point to point C, the steering angle is changed at a constant speed with respect to the traveling distance. By increasing the angle (turning the rudder), the state shifts to a state where the steering angle and the turning curvature are maximum and the turning radius is the minimum turning radius (Rmin). The steering angle is maintained until the point D, and from the point D, Conversely, the steering angle is reduced (returning the steering) while the speed of change of the steering angle with respect to the traveling distance is kept constant, and the vehicle shifts to the neutral state with the steering angle 0 at the point E. A trajectory that recedes straight back at an angle of 0 is calculated. As a result, a straight line is formed between the traveling trajectories AB and EG, a circular arc having a radius Rmin is formed between CDs, and a clothoid curve having a curvature 1 / Rmin at one end and zero curvature at the other end is formed between BC and DE.
[0032]
When the start position A and the target parking position G are close to each other and the deflection angle (the angle between the longitudinal axis of the vehicle at the current position and the longitudinal direction of the vehicle at the target parking position) θ is large, the straight section Or a circular arc section or one clothoid curve section may not exist.
[0033]
In this way, by setting the target travel locus as the correspondence between the travel distance and the steering angle, whether the locus is moving based on the travel distance obtained from the output of the wheel speed sensor 32 and the steering angle obtained from the output of the displacement sensor 43 It is easy to detect the presence or absence. Further, since the target traveling locus does not depend on the speed and acceleration of the vehicle, there is an advantage that control can be simplified.
[0034]
Next, it is determined whether a route has been set (step S8). When it is determined from the conditions such as the vehicle position and the turning characteristics of the vehicle that the setting of the route from the current position A to the target position G cannot be set, the process proceeds to step S40, and the target position G is determined from the current position A. Is notified to the driver using the monitor 13 and the speaker 14 and the process is terminated. If necessary, the driver may move the vehicle 200 and activate the parking assist operation again.
[0035]
If the target route has been set, the process proceeds to step S10, and the process proceeds to actual guidance control. Here, it is preferable that the traveling control unit 10 of the parking assist ECU 1 instruct the engine ECU 21 to increase the torque of the engine 22 when the shift lever is set to the reverse position. As a result, the engine 22 rotates at a higher rotation speed than during normal idling, and shifts to a torque-up state in which the driving force is high. Therefore, the vehicle speed range that can be adjusted only by the brake pedal 37 without performing the accelerator operation is expanded, and the controllability of the vehicle is improved. When the driver operates the brake pedal 37, the actuator 34 is actuated in accordance with the pedal opening to adjust the wheel cylinder oil pressure (brake oil pressure) applied to the wheel cylinder 38, and the braking force applied to each wheel To adjust. This adjusts the vehicle speed. At this time, the braking force is applied by adjusting the brake oil pressure applied to each wheel cylinder 38 by the actuator 34 so that the vehicle speed detected by the wheel speed sensor 32 does not exceed the upper limit vehicle speed, and the upper limit vehicle speed is guarded.
[0036]
In the guidance control, first, the current position of the vehicle is determined (step S10). The current position may be determined based on the movement of the feature point in the image captured by the rear camera 15. As the characteristic point at this time, for example, the above-described target parking area 230 (corresponding to a predetermined area including the target position in the present invention) may be adopted. Also, the determination can be made based on a change in travel distance based on the output of the wheel speed sensor 32 or the acceleration sensor 33 and a change in the steering angle based on the output of the displacement sensor 43.
[0037]
Then, actual steering angle control is performed based on the set trajectory of the travel distance and the steering angle previously set based on the current position (the travel distance) (step S12). Specifically, while monitoring the output of the displacement sensor 43, the steering control unit 11 controls the drive motor 42 to operate the steering gear 41, and controls the steering angle to match the set steering angle displacement.
[0038]
Since the vehicle travels along the route set in this way, the driver can concentrate on the safety check on the course and the vehicle speed adjustment. When an obstacle or a pedestrian is present on the course, when the driver depresses the brake pedal 37, a braking force corresponding thereto is applied to the wheel cylinder 38 via the actuator 34 under the control of the brake ECU 31. Can decelerate and stop.
[0039]
Next, the ratio of the target parking area 230 present in the screen currently being imaged by the rear camera 15 is determined (step S14). Specifically, the ratio α is compared with a threshold value αth (for example, 50%).
[0040]
If α is less than αth, the target parking area 230 is largely off the screen, and thus the position determination accuracy of the target parking area 230 and, consequently, the target parking position G may be reduced. In such a case, even if the route leading to the target parking position G is reset, the setting accuracy cannot be secured, and a route that deviates from the target parking position G from the previous route, that is, from the previous route, is set. There is a possibility that it will be. Therefore, in such a case, the trajectory reset processing described later is passed (avoided), and the process proceeds to the target position arrival determination in step S18.
[0041]
If α is equal to or larger than αth, it is determined that most of the target parking area 230 is within the screen, and that the accuracy of determining the target parking area 230 and, consequently, the target parking position G is secured, and the process proceeds to step S16. Transition. Here, it is determined whether the condition for resetting the route is satisfied. The conditions for resetting the route include (1) a case where a deviation of the current position from the target route is large, and (2) a case where there is a change in the target position itself. The deviation of the current position from the target route in (1) can be obtained, for example, by integrating the deviation between the target steering amount and the actual steering amount with respect to the travel distance. Alternatively, the determination can be made based on the displacement of the target parking area 230. The change in the target position in (2) includes a case where the target parking position is changed, and a result of re-determining the position of the target parking area 230, and as a result, a difference between the initial determined position of the target parking position 230 and the current determined position. Is detected. In such a case, if the user continues to move on the previous route, it may not be possible to move to the target parking position G. Therefore, the process returns to step S6, and the route to the target parking position G is reset. .
[0042]
On the other hand, if it is determined in step S16 that the route does not need to be corrected, and if it is determined in step S14 that the target parking area 230 is significantly off the screen, the process proceeds to step S18, where the target parking position is determined. It is determined whether or not it has reached the vicinity of the point G. If the vehicle has not reached the target parking position, the process returns to step S10 to continue the support control. If it is determined that the vehicle has reached the target parking position, the process proceeds to step S20, where the monitor 13 and the speaker 14 notify the driver that the vehicle has reached the target parking position, and the process ends.
[0043]
In the above description, when the target parking area 230 is greatly deviated from the angle of view of the rear camera 15, the case of avoiding the route reset determination itself has been described. However, the processing is not limited to this.
[0044]
FIG. 5 is a flowchart showing a modification of this processing. In this modification, after the steering angle control in step S12, it is first determined whether or not the route reset condition is satisfied (step S13). If reset is necessary, the screen of the target parking area 230 is displayed. The medium existence ratio α is determined (step S15). If α is smaller than αth, the process proceeds to step S18. If α is equal to or larger than αth, the process proceeds to step S10. Thus, when the target parking area 230 is greatly deviated from the angle of view of the rear camera 15, the resetting of the route can be avoided, and the same effect as the processing of FIG. 3 can be obtained.
[0045]
Instead of prohibiting the resetting of the route itself, the resetting may be performed while avoiding application of the route to vehicle guidance. In this case, it is preferable that the driver be notified by the monitor 13 and the speaker 14 that the route used for the guidance is different from the latest set route. The driver can determine from the relationship between the current position of the vehicle 200 and the target parking position G at that time whether to continue guidance or to cancel and start over.
[0046]
Next, another embodiment of the parking assistance operation of the present embodiment will be described with reference to the flowchart of FIG. Here, the parallel parking shown in FIG. 2B will be described as an example. Note that the description of the parts common to the processing of FIG. 3 is omitted.
[0047]
This processing is the same as the processing in FIG. 3 until the final target parking position G1 in step S4 is set. Then, based on this, the intermediate position G0 (for example, the midpoint between the points A and G1) and the deflection angle θ at that time (for example, the straight line connecting the points A and G1 and the current vehicle direction are The angle to be formed is twice the angle θ1) (step S5). Then, a path from point A to point G0 and a path from point G0 to point G1 are set (step S7).
[0048]
As shown in FIG. 7, the traveling locus is set as a steering angle with respect to the traveling distance (turning curvature = reciprocal of turning radius). As a representative example of the locus set at this time, first, the path P61 from the point A to the point G0 is similar to the AE section of the path P1 shown in FIG. On the other hand, the route P62 from the point G0 to the point G1 is a route that turns the steering in the opposite direction to the route P61. That is, P61 and P62 are arranged point-symmetrically about the point G0. As a result, a straight line is formed between the travel trajectories AB0 and E1G1, a circular arc having a radius of Rmin is formed between C0D0 and C1D1, and one end has a curvature of 1 / Rmin between B0C0, D0G0, G0C1, and D1E1, and the other end. Is a clothoid curve with zero curvature. Note that P61 and P62 are not point-symmetric depending on how the intermediate position G0 is selected.
[0049]
The route determination processing (steps S8 and S40) and the actual guidance control (steps S10 and S12) are the same as the processing in the flowchart of FIG. In the first stage, guidance control is performed using only the route P61 to G0. That is, at the initial stage, G0 is the target position. Thereafter, it is determined whether the current position is within the return range of the steering angle (step S14a). Specifically, it is at least between D0 and G0 and between D1 and E1 on the set route shown in FIG. 7, and preferably includes a part of the steering section preceding it. That is, it is preferable to be between F0 and G0 and between F1 and E1.
[0050]
When it is located at this position, it means that the steering is currently being returned. In such a case, the fluctuation of the deflection angle θ of the vehicle 200 with respect to the target parking space 221 is particularly large. Therefore, there is a possibility that the position determination accuracy of the target positions G0 and G1 is also reduced. In such a case, even if the routes to the target positions G0 and G1 are reset, the setting accuracy cannot be ensured, and the routes that deviate from the target positions G0 and G1 from the previous routes, that is, the previous routes, cannot be secured. There is a possibility that it will be set. Therefore, in such a case, the trajectory resetting process described later is passed (avoided), and the process proceeds to the target position arrival determination in step S18. Subsequent processing is the same as the flowchart of FIG.
[0051]
If it is determined that the steering is not being returned, the variation in the deflection angle is small, and it is determined that the target parking space 221 and, consequently, the position determination accuracy of the target positions G0 and G1 is secured, and the process proceeds to step S16. Subsequent processing is the same as the processing in the flowchart of FIG.
[0052]
Here, the case of parallel parking has been described, but also in the case of garage parking, route resetting in a region (at least between DEs, preferably between FEs) from before the steering return section to neutral steering is similarly avoided. do it. By doing so, the route is not reset in a situation where a position measurement error is likely to occur, so that only the route reset with high accuracy can be executed, and the supportability of the driving support is improved.
[0053]
Also, in the case of parallel parking, the same control as the control shown in FIG. 3 can be performed. In this case, the correction by the image recognition is preferably performed not only for the final target parking position G1 but also for the intermediate target position G0.
[0054]
Furthermore, when the vehicle enters a part of the target parking area 230 described above, it is preferable to stop the recalculation. This is because the shift in the parking position that can occur after the vehicle enters the target parking area 230 in this way is relatively small, and it is considered that the need to reset the route is low.
[0055]
In the above description, the embodiment in the parking assist device having the automatic steering function has been described. However, instead of automatically switching the steering, the parking assist that performs the steering guidance for instructing the driver of an appropriate steering amount is provided. The device can be used similarly. Further, the present invention is not limited to the parking assist device, and can be applied to a travel assist device that guides movement according to a route, a lane keeping system, and the like.
[0056]
【The invention's effect】
As described above, according to the present invention, the predetermined condition that the accuracy of the determination of the target position may be reduced (when the target area is significantly deviated from the imaging device, when the steering angle is being returned, the target (Such as when the vehicle partially enters the area), even if the conditions for resetting the route are met, the vehicle is guided along the previous route while avoiding resetting, and these conditions are satisfied. By resetting the route at the stage where the route is no longer set, it is possible to accurately determine the target position and improve the accuracy when resetting the route. For this reason, the supportability of the driving support device is improved, and the operability is also improved.
[Brief description of the drawings]
FIG. 1 is a block diagram of a parking assist device 100 according to an embodiment of the present invention.
FIG. 2 is a diagram illustrating respective target traveling trajectories in garage parking and parallel parking.
FIG. 3 is an example of a control flowchart of a parking assistance operation in the device of FIG. 1;
FIG. 4 is a graph illustrating a set traveling locus set by the control of FIG. 3;
FIG. 5 is a flowchart illustrating a modified example of the process of FIG. 3;
FIG. 6 is another example of a control flowchart of a parking assist operation in the apparatus of FIG. 1;
FIG. 7 is a graph illustrating a set traveling locus set by the control of FIG. 6;
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Parking assistance ECU, 10 ... Running control part, 11 ... Steering control part, 12 ... Shift sensor, 13 ... Monitor, 14 ... Speaker, 15 ... Rear camera, 16 ... Input means, 21 ... Engine ECU, 22 ... Engine 31: brake ECU, 32: wheel speed sensor, 33: acceleration sensor, 34: actuator, 35: master cylinder, 36: oil pressure sensor, 37: brake pedal, 38: wheel cylinder, 40: steering wheel, 41: steering gear, 42: Drive motor, 43: Displacement sensor, 5: Vehicle, 61, 62: Other vehicle, 100: Parking assist device, 110: Travel control device, 120: Automatic steering device.

Claims (7)

A target travel locus to the target position is calculated as a relationship between the travel distance and the steering amount, and the vehicle is guided along the target travel locus by performing steering assistance according to the set travel distance-steering amount relationship, In a vehicle driving assistance device having a function of resetting a target traveling trajectory during guidance,
Even if the target travel trajectory reset condition is satisfied, if it is determined that the predetermined condition for avoiding reflection of the reset is satisfied, the vehicle is guided using the previous target travel trajectory. A driving support device for a vehicle, comprising: The travel support device for a vehicle according to claim 1, wherein the condition for resetting the target travel locus is a change in a target position. The vehicle travel assist device according to claim 1, wherein the condition for resetting the target travel locus is a case where a deviation between the actual travel locus of the vehicle and the target travel locus has reached a predetermined value or more. The relationship of the steering amount to the travel distance is configured by performing steering in a direction to increase the steering angle, and immediately thereafter, or through a predetermined steering state, combining steering to return the steering angle to the neutral direction, According to the previous target travel trajectory, the predetermined condition is a state in which the steering angle is returned to the neutral direction, or a state from a part of the previous steering holding state to a state in which the steering angle is returned to the neutral direction. The vehicle driving support device according to any one of claims 1 to 3, wherein: An imaging device that captures an image of an area including the target position is provided, and the target traveling locus is set and reset based on the image captured by the imaging device. The vehicle driving support device according to any one of claims 1 to 3, wherein an image of a predetermined region including the position cannot be captured at a predetermined ratio or more. 4. The apparatus according to claim 1, further comprising: means for detecting a current position of the vehicle, wherein the predetermined condition is a case where the vehicle enters a part of a predetermined area including a target position. A driving support device for a vehicle according to any one of the above. In the case where the predetermined condition is satisfied, when the deviation between the candidate for resetting the target travel locus and the previous target travel locus has reached a predetermined value or more, a notifying means for notifying the driver to that effect is further provided. The vehicle driving support device according to any one of claims 1 to 6.

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