JP2007191156A - Travel supporting device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a travel supporting device for a vehicle capable of resetting a target position and a target traveling locus with excellent accuracy. <P>SOLUTION: The target parking position is obtained by image recognition (Step S4), the traveling locus thereto is calculated (S6), and the traveling locus is followed up by controlling the steering angle (S12). It is determined whether the target parking area is deviated from a screen obtained by an image pickup device (S14). If it is deviated, the position determination accuracy of the target parking position is assumed to be degraded, and the resetting of the routes after S16 is avoided. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle travel support device that obtains a travel locus to a target position and assists vehicle travel so that the vehicle follows the travel locus.

  Techniques for performing steering support and automatic steering so that a vehicle follows a predetermined travel locus are known, and automatic travel apparatuses and parking support apparatuses (for example, see Patent Document 1) that employ this technique. It has been known.

  In the technique of this patent document 1, even when the actual travel locus deviates from the preset travel locus, the trajectory reaching 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 guided accurately.

JP 2002-240661 (paragraphs 0153, 0154, FIG. 21)

  Even in the driving support device provided with such resetting of the travel locus, if it is determined that the route cannot be reset, the support is stopped and the driver is not required to reset the target position or support the vehicle position. Requesting a move. However, as a result of studying the case where the present inventors require resetting of such a route, the route required by calculation is limited by the calculation method compared to the route that the vehicle can actually follow, In practice, the present inventors have found that there are cases where it is determined that the vehicle cannot reach the target position even though the vehicle can reach the target position from the current position. According to the inventor's knowledge, even in such a case, when the vehicle further approaches the target position, it has also been found that the target traveling locus may be reset by the same calculation method. .

  An object of the present invention is to perform resetting of a target position and a target travel locus with higher accuracy based on such knowledge.

In order to solve the above-described problem, the vehicle travel support device according to the present invention calculates a target travel locus to a target position as a relationship of a steering amount with respect to a travel distance, and steers according to the set travel distance-steering amount relationship. Imaging that captures an image of a target area including a target position in a vehicular driving support apparatus having a function of guiding the vehicle along the target driving trajectory by performing support and resetting the target driving trajectory during guidance Even if there is a change in the target position, if the ratio of the target area including the target position existing in the screen imaged by the imaging device is less than the threshold, the previous target travel locus is used. And guiding the vehicle. Alternatively, the vehicle travel support device according to the present invention calculates the target travel locus to the target position as the relationship of the steering amount with respect to the travel distance, and performs the steering support according to the set travel distance-steering amount relationship. A vehicular travel support apparatus having a function of guiding a vehicle along the target travel locus and resetting the target travel locus during guidance includes an imaging device that captures an image of a target area including a target position. Even when the deviation between the travel locus of the vehicle and the target travel locus reaches a predetermined value or more, if the ratio of the target area including the target position existing in the screen imaged by the imaging device is less than the threshold value, The vehicle is guided using a conventional target travel locus.

  Even when the reset condition of the target travel locus is satisfied as described above, it is determined whether or not the reflection of the reset should be avoided from the predetermined condition, and when 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, it is possible to reset the route after moving to a position where it is easier to reset the route, and effectively use the support device And the operability is improved.

  The target travel locus reset condition is when the target position is changed or when the deviation between the actual vehicle travel locus and the target travel locus reaches 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 a case where it is necessary to correct the position by redetecting the target position in addition to the case of changing the target position itself.

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  An imaging device that captures an image of an area including the target position is set, and the target travel locus is set and reset based on the image captured by the imaging device. What is necessary is just to be the case where the image of the predetermined area | region containing cannot be imaged more than predetermined ratio.

  When setting the target travel locus based on the image captured by the imaging device, if the predetermined area including the target position is greatly off the screen, the target position cannot be accurately grasped, and the route The accuracy of setting / resetting will decrease. In such a case, it is possible to perform route resetting with high accuracy by performing route resetting at a stage where the predetermined area can be captured in the screen again without performing route setting.

Alternatively, the travel control device according to the present invention calculates the target travel locus to the target position as the relationship of the steering amount with respect to the travel distance, and performs the steering support according to the set relationship of the travel distance-steering amount. In the vehicular travel support apparatus having a function of guiding the vehicle along the travel trajectory and resetting the target travel trajectory during the guidance, the vehicle travel support device further includes means for detecting the current position of the vehicle, and the target position has been changed. Even in this case, when the vehicle enters the target area including the target position, the vehicle is guided using the previous target travel locus. Alternatively, the travel control device according to the present invention calculates the target travel locus to the target position as the relationship of the steering amount with respect to the travel distance, and performs the steering support according to the set relationship of the travel distance-steering amount. In the vehicular travel support apparatus having a function of guiding the vehicle along the travel trajectory and resetting the target travel trajectory during the guidance, the vehicle travel support device further includes means for detecting the current position of the vehicle, Even when the deviation from the target travel locus reaches a predetermined value or more, when the vehicle enters the target area including the target position, the vehicle is guided using the previous target travel locus.

  When a 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. In such a case, resetting the route may complicate the operation. Since it may shift from the target position, it is not preferable. Therefore, in such a case, it is preferable not to reset the route.

  In the case where these predetermined conditions are satisfied, when the deviation between the target travel locus reset candidate and the previous target travel locus reaches a predetermined value or more, a notification means for notifying the driver of the fact is further provided. It is preferable.

  When the reset condition is satisfied, even if guidance is performed 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. Judgment to determine whether the driver continues to use driving assistance or cancels by notifying that the difference between the reset route candidate and the currently used target driving locus is large. Material can be provided. For this reason, the operability of the support device is improved.

According to the present invention, a predetermined condition (such as when the target area greatly deviates from the imaging device or when a part of the target area has entered) that satisfies the target position determination accuracy is satisfied. In this case, even if the route reset condition is satisfied, guidance is performed using the previous route while avoiding the resetting, and the route is reset when these conditions are not satisfied. It is possible to improve the accuracy when the position is accurately determined and the route is reset. For this reason, the supportability of a driving assistance device improves and the operativity also improves.

DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described in detail with reference to the accompanying drawings. In order to facilitate the understanding of the description, the same reference numerals are given to the same components in the drawings as much as possible, and duplicate descriptions are omitted.
Hereinafter, a parking assistance device will be described as an example of the driving assistance device according to the present invention. FIG. 1 is a block configuration diagram of a parking assistance apparatus 100 according to an embodiment of the present invention. The parking assistance device 100 includes a travel control device 110 and an automatic steering device 120, and is controlled by a parking assistance 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, and includes a travel control unit 10 that controls the travel control device 110 and a steering control unit 11 that controls the automatic steering device. And have. The travel control unit 10 and the steering control unit 11 may be separated in hardware in the parking assist ECU 1, but may be separated in software using a common CPU, ROM, RAM, and the like.

  The travel control device 110 includes the travel control unit 10 described above, a braking system, and a drive system. The braking system is an electronically controlled brake (ECB) system in which the braking force applied to each wheel is electronically controlled by the brake ECU 31, and the brake hydraulic pressure applied to the wheel cylinder 38 of the hydraulic brake disposed on each wheel by the actuator 34. Adjust the braking force by adjusting. The brake ECU 31 is disposed in a wheel speed sensor 32 that is disposed on each wheel to detect the wheel speed, an acceleration sensor 33 that detects vehicle acceleration, and an actuator 34, and is added to the inside and the wheel cylinder 38. Each output signal of a master cylinder (M / C) hydraulic sensor 36 that detects the hydraulic pressure of a master cylinder 35 that is connected between the brake pedal 37 and the actuator 34 is not shown. Have been entered.

  The engine 22 constituting the drive system is controlled by the engine ECU 21, and the engine ECU 21 and the brake ECU 31 communicate with each other and perform cooperative control with the travel control unit 10. Here, the output of the shift sensor 12 that detects the shift state of the transmission is input to the engine ECU 21.

  The automatic steering device 120 includes a drive motor 42 that also serves as a power steering device disposed between the steering wheel 40 and the steering gear 41, and a displacement sensor 43 that detects a displacement amount of the steering, and the steering control unit 11 is driven. While controlling the drive of the motor 42, the output signal of the displacement sensor 43 is input.

  The parking support ECU 1 including the travel control unit 10 and the steering control unit 20 includes an input unit 16 that receives an image signal acquired by the rear camera 15 for acquiring an image behind the vehicle and a driver's operation input for parking support. Are connected to a monitor 13 that displays information by an image to a driver and a speaker 14 that presents information by voice.

  Next, the operation of the parking support apparatus 100 will be specifically described. In the following, a description will be given of an example of a support operation in two cases of so-called reverse parking and parallel parking. FIG. 2 (a) is a diagram for explaining the respective target travel trajectories in the case of garage entry and FIG. 2 (b) in the case of parallel parking.

  As shown in FIG. 2A, in the case of garage entry, the vehicle 200 is accommodated in a garage 220 provided facing the road 210, and the locus P1 (details) Will be described later.) Guide to move on.

  On the other hand, as shown in FIG. 2B, in the case of parallel parking, the vehicle 200 is moved along a road 211 to a parking space 221 that exists between other vehicles 201 and 202 that are parked. Then, the vehicle 200 is guided to move along the locus P6 while moving backward. If this trajectory P6 is divided into two at the intermediate target position G0 (P61, P62), it can be seen that each of P61 and P62 has a shape similar to the trajectory P1 in the case of garage entry. Hereinafter, the case of garage entry will be described as an example as a basic route, and if necessary, a difference when applied to parallel parking will be additionally described.

  FIG. 3 is an example of a control flowchart of the parking assistance operation, and FIG. 4 is a graph for explaining a set travel locus (route) set in this control.

  Here, the control shown in FIG. 3 is performed until the driver reaches the vicinity of the instructed target parking position after the driver operates the input means 16 to instruct the parking assistance ECU 1 to start the parking assistance control. Until it is determined that the target parking position cannot be reached by one backward movement, the parking assistance ECU 1 executes unless the driver cancels the assistance operation from the input means 16.

  Specifically, after the driver moves the vehicle 200 so that the center of gravity of the vehicle 200 coincides with the point A in FIG. 2A, the driver starts the parking assist operation by the input means 16 (the control shown in FIG. 3). Start processing). The driver moves the rectangular parking frame displayed on the screen to the target parking position by operating the input unit 16 while viewing the image captured by the rear camera 15 displayed on the monitor 13. To set the target parking position G (step S2). This parking frame is set with a predetermined margin on each of the front, rear, left and right sides 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.

  Parking assistance ECU1 calculates | requires the position of G point by image recognition process (step S4). What is necessary is just to obtain | require the position of this G point as a relative coordinate which makes the present vehicle position A the origin, for example. Conversely, the coordinates of the current vehicle position A may be determined using the position of point G as the origin, the vehicle front-rear direction at point G as the Z-axis, and the left-right direction as the X-axis.

  Subsequently, a route (running locus) P1 from the current position to the target parking position G obtained is calculated (step S6). As shown in FIG. 4, this travel locus is set as a steering angle with respect to the travel distance (turning curvature = reciprocal of turning radius). A typical example of the trajectory set at this time is to first reverse from point A to point B with a steering angle of 0 (turning distance phrase curvature 0), and from that point to point C, steering with constant change speed with respect to travel distance. Increase the angle (turn the rudder) and shift to a state where the steering angle and turning curvature are maximum and the turning radius is the minimum turning radius (Rmin), and this steering angle is maintained until point D. Conversely, the speed of change of the steering angle with respect to the travel distance is kept constant, the steering angle is decreased (the rudder is returned), and a transition is made to a neutral state with a rudder angle of 0 at point E. A trajectory that goes straight forward at angle 0 is calculated. As a result, the distance between the running trajectories AB and EG is a straight line, the distance between CDs is an arc with a radius Rmin, and between BC and DE is a clothoid curve with one end of curvature 1 / Rmin and the other end with a curvature 0.

  If the starting position A point and the target parking position G point approach and the deflection angle (angle between the vehicle longitudinal axis at the current position and the vehicle longitudinal direction at the target parking position) θ is large, a straight section There may be a case where no arc segment or one clothoid curve segment exists.

  In this way, by setting the target travel locus as a correspondence between the travel distance and the steering angle, is the locus being moved by 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 whether or not. Further, since the target travel locus does not depend on the speed and acceleration of the vehicle, there is an advantage that the control can be simplified.

  Next, it is determined whether or not a route has been set (step S8). If it is determined that the route from the current position A to the target position G cannot be set based on conditions such as the vehicle position and vehicle turning characteristics, the process proceeds to step S40. The driver is notified using the monitor 13 and the speaker 14 that the vehicle cannot be reached, and the process is terminated. If necessary, the driver may move the vehicle 200 and activate the parking assist operation again.

  When the target route can be set, the process proceeds to step S10, and the process proceeds to actual guidance control. Here, it is preferable that the travel control unit 10 of the parking assist ECU 1 instructs the engine ECU 21 to torque up the engine 22 when the shift lever is set to the reverse position. As a result, the engine 22 rotates at a higher rotational speed than during normal idling, and shifts to a torque-up state with a high driving force. For this reason, 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 operated in accordance with the pedal opening to adjust the wheel cylinder hydraulic pressure (brake hydraulic pressure) applied to the wheel cylinder 38, and the braking force applied to each wheel. Adjust. This adjusts the vehicle speed. At this time, the upper limit vehicle speed is guarded by applying a braking force by adjusting the brake hydraulic 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.

  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 feature point at this time, for example, the aforementioned target parking area 230 (corresponding to a predetermined area including the target position in the present invention) may be employed. The determination can also be made based on the travel distance change based on the outputs of the wheel speed sensor 32 and the acceleration sensor 33 and the steering angle change based on the output of the displacement sensor 43.

  Then, the actual steering angle control is performed based on the travel distance-steer angle setting locus previously set based on the current position (travel distance) (step S12). Specifically, the steering control unit 11 controls the drive motor 42 to operate the steering gear 41 while monitoring the output of the displacement sensor 43, and controls the steering angle to match the set steering angle displacement.

  Since the movement along the route set in this way is performed, the driver can concentrate on safety confirmation on the route and vehicle speed adjustment. If there are obstacles, pedestrians, etc. on the path, when the driver depresses the brake pedal 37, the braking force corresponding thereto is applied to the wheel cylinder 38 via the actuator 34 under the control of the brake ECU 31, which is safe. You can slow down and stop.

  Next, the ratio of the target parking area 230 existing in the screen currently captured by the rear camera 15 is determined (step S14). Specifically, the ratio α is compared with a threshold value αth (for example, 50%).

  When α is less than αth, the target parking area 230 is greatly off the screen, and therefore the position determination accuracy of the target parking area 230, and hence the target parking position G, may be lowered. In such a case, even if the route 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 before the resetting, that is, the previous route is set. There is also a possibility that. 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.

  If α is greater than or equal to αth, it is determined that most of the target parking area 230 is within the screen, and that the position determination accuracy of the target parking area 230 and thus the target parking position G is secured, and the process proceeds to step S16. Transition. Here, it is determined whether or not a route resetting condition is satisfied. The conditions for resetting the route include (1) when the deviation of the current position from the target route is large, and (2) when the target position itself varies. The deviation of the current position (1) from the target route 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 also be made based on the displacement of the target parking area 230. As the change of the target position in (2), in addition to changing the target parking position, as a result of re-determining the position of the target parking area 230, the deviation between the initial determination position of the target parking position 230 and the current determination position Is detected. In such a case, if the movement is continued on the previous route, there is a possibility that the vehicle cannot move to the target parking position G. Therefore, the process returns to step S6 and resets the route to the target parking position G. .

  On the other hand, if it is determined in step S16 that it is not necessary to correct the route, and if it is determined in step S14 that the target parking area 230 is greatly off the screen, the process proceeds to step S18, and the target parking position is determined. It is determined whether or not the vicinity of point G has been reached. If the target parking position has not been reached, the support control is continued by returning to step S10. If it is determined that the vehicle has reached the target parking position, the process proceeds to step S20, the driver is notified that the vehicle has reached the target parking position by the monitor 13 and the speaker 14, and the process is terminated.

  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, but the process is not limited to this.

  FIG. 5 is a flowchart showing a modification of this process. In this modification, after the steering angle control in step S12, it is first determined whether or not the route resetting condition is satisfied (step S13). If resetting is necessary, the screen of the target parking area 230 is displayed. Is determined (step S15). If α is less than αth, the process proceeds to step S18. If α is greater than αth, the process proceeds to step S10. Thereby, 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.

  Note that the resetting of the route itself is not prohibited, but applying it to the vehicle guidance may be avoided while performing the resetting. In this case, it is preferable to notify the driver through the monitor 13 or the speaker 14 that the route used for 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 guidance should be continued or canceled and re-executed.

  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 description of portions common to the processing in FIG. 3 is omitted.

  This process is the same as the process of FIG. 3 until the final target parking position G1 in step S4 is set. After that, based on this, the intermediate position G0 (for example, the midpoint of points A and G1) and the deflection angle θ at that time (for example, the straight line connecting points A and G1 and the current vehicle orientation are Is set to be twice the formed 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).

  As shown in FIG. 7, this travel locus is set as a steering angle with respect to the travel distance (turning curvature = reciprocal of turning radius). In a typical example of the trajectory set at this time, first, the route P61 from the point A to the point G0 is similar to the AE section of the route P1 shown in FIG. On the other hand, the route P62 from the point G0 to the point G1 is a route that reverses the rudder from the route P61. That is, P61 and P62 are arranged symmetrically with respect to the point G0. As a result, between the trajectories AB0 and E1G1 is a straight line, and between C0D0 and C1D1 is an arc with a radius Rmin. Becomes a clothoid curve with zero curvature. Depending on how the intermediate position G0 is selected, P61 and P62 are not point-symmetric.

  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, in the initial stage, G0 is the target position. Thereafter, it is determined whether or not the current position is within the steering angle return range (step S14a). Specifically, it is at least between D0 to G0 and D1 to E1 in the set route shown in FIG. 7, and preferably includes a part of the steering section preceding it. That is, it is preferably between F0 and G0 and between F1 and E1.

  If it exists at this position, it means that the steering is currently being returned. In such a case, the variation of the deflection angle θ with respect to the target parking space 221 of the vehicle 200 is particularly large. Therefore, there is a possibility that the position determination accuracy of the target positions G0 and G1 also decreases. In such a case, even if the route to the target positions G0 and G1 is reset, the setting accuracy cannot be ensured, and a route that deviates from the target positions G0 and G1 before the resetting, that is, the previous route. There is a possibility of setting. 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.

  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 position determination accuracy of the target parking space 221, and thus the target positions G0 and G1, is secured, and the process proceeds to step S16. The subsequent processing is the same as the processing in the flowchart of FIG.

  Here, the case of parallel parking has been described, but in the case of garage entry as well, route resetting in the area from before the steering return section until steering becomes neutral (at least between DE, preferably between FE) is avoided. do it. In this way, since the route is not reset in a situation where a position measurement error is likely to occur, only highly accurate route resetting can be performed, and driving support supportability is improved.

  In the case of parallel parking, the same control as that shown in FIG. 3 can be performed. In this case, correction by image recognition is preferably performed not only for the final target parking position G1 but also for the intermediate target position G0.

  Furthermore, it is preferable to stop the recalculation when the vehicle enters a part of the target parking area 230 described above. This is because the deviation of 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 necessity of resetting the route is low.

  In the above description, the embodiment in the parking assist device having the automatic steering function has been described. However, the parking assist that performs the steering guidance instructing the appropriate steering amount to the driver, instead of automatically switching the steering. The same can be used in the apparatus. Further, the present invention is not limited to a parking assistance device, and can be applied to a traveling assistance device that guides movement according to a route, a lane keeping system, and the like.

It is a block block diagram of the parking assistance apparatus 100 which is embodiment of this invention. It is a figure explaining each target driving | running | working locus | trajectory in the case of garage storage and parallel parking. It is an example of the control flowchart of the parking assistance operation | movement in the apparatus of FIG. It is a graph explaining the setting travel locus set by control of FIG. It is a flowchart which shows the modification of the process of FIG. It is another example of the control flowchart of the parking assistance operation | movement in the apparatus of FIG. It is a graph explaining the setting travel locus | trajectory set by control of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Parking assistance ECU, 10 ... Driving control part, 11 ... Steering control part, 12 ... Shift sensor, 13 ... Monitor, 14 ... Speaker, 15 ... Rear camera, 16 ... Input means, 21 ... Engine ECU, 22 ... Engine, DESCRIPTION OF SYMBOLS 31 ... Brake ECU, 32 ... Wheel speed sensor, 33 ... Acceleration sensor, 34 ... Actuator, 35 ... Master cylinder, 36 ... Hydraulic sensor, 37 ... Brake pedal, 38 ... Wheel cylinder, 40 ... Steering wheel, 41 ... Steering gear, DESCRIPTION OF SYMBOLS 42 ... Drive motor, 43 ... Displacement sensor, 5 ... Vehicle, 61, 62 ... Other vehicle, 100 ... Parking assistance apparatus, 110 ... Traveling control apparatus, 120 ... Automatic steering apparatus.

Claims (6)

The target travel locus to the target position is calculated as the relationship of the steering amount with respect to the travel distance , and the vehicle is guided along the target travel locus by performing steering support according to the set travel distance-steering amount relationship , In the vehicle travel support device having a function of resetting the target travel locus during guidance,
An imaging device that captures an image of a target area including a target position;
Even when the target position is changed, if the ratio of the target area including the target position existing in the screen imaged by the imaging device is less than the threshold value, the vehicle using the previous target travel locus A vehicle driving support device characterized by guiding the vehicle. The target travel locus to the target position is calculated as the relationship of the steering amount with respect to the travel distance , and the vehicle is guided along the target travel locus by performing steering support according to the set travel distance-steering amount relationship , In the vehicle travel support device having a function of resetting the target travel locus during guidance,
An imaging device that captures an image of a target area including a target position;
Even when the deviation between the actual vehicle trajectory and the target travel trajectory exceeds a predetermined value, the ratio of the target area including the target position existing in the screen imaged by the imaging device is less than the threshold value. Is a vehicle travel support device that guides a vehicle using a conventional target travel locus. When the ratio of the target area including the target position existing in the screen imaged by the imaging device is less than the threshold, the deviation between the target travel locus reset candidate and the previous target travel locus is greater than or equal to a predetermined value. The vehicle travel support apparatus according to claim 1, further comprising notification means for notifying the driver of the fact when it has been reached. The target travel locus to the target position is calculated as the relationship of the steering amount with respect to the travel distance , and the vehicle is guided along the target travel locus by performing steering support according to the set travel distance-steering amount relationship , In the vehicle travel support device having a function of resetting the target travel locus during guidance,
Means for detecting the current position of the vehicle;
Even if the target position is changed, when the vehicle enters a target area including the target position, the vehicle driving support apparatus guides the vehicle using the previous target travel locus. The target travel locus to the target position is calculated as the relationship of the steering amount with respect to the travel distance , and the vehicle is guided along the target travel locus by performing steering support according to the set travel distance-steering amount relationship , In the vehicle travel support device having a function of resetting the target travel locus during guidance,
Means for detecting the current position of the vehicle;
Even when the deviation between the actual vehicle travel locus and the target travel locus reaches a predetermined value or more, when the vehicle enters the target area including the target position, the vehicle is guided using the previous target travel locus. A vehicle travel support apparatus characterized by the above. When the vehicle enters the target area including the target position, if the deviation between the target travel locus reset candidate and the previous target travel locus reaches a predetermined value or more, a notification is sent to the driver. The vehicle travel support apparatus according to claim 1, further comprising means.

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