JP2010262599A - Travel support device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To allow appropriate travel support irrespective of whether the accuracy of stored road data is favorable or not. <P>SOLUTION: An autonomous own vehicle location acquisition means M1 acquires an autonomous own vehicle location on the basis of a vehicle velocity and a yaw rate. A map own vehicle acquisition means M2 map-matches an absolute location of the own vehicle with the road data and acquires the map own vehicle location. When a relative distance between the autonomous own vehicle location and the map own vehicle location which is calculated by a relative distance calculation means M3 is equal to or smaller than an actuation threshold, a travel support means M4 issues an alarm to an occupant or controls the travel of the own vehicle on the basis of the shape of a road ahead of the own vehicle and the velocity of the own vehicle. A transition state acquisition means M5 acquires an amount of a change in the traveling azimuth of the own vehicle and a variational degree of the amount of the change on the basis of the autonomous own vehicle location. An actuation threshold changing means M6 changes the actuation threshold on the basis of the variational degree of the amount of the change. This enables the actuation threshold to be acquired according to the relative distance, thereby enabling the alarm to the occupant or the travel control of the own vehicle to be appropriately performed according to the accuracy of the road data. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  When the relative distance between the autonomous vehicle position acquired by the autonomous vehicle position acquisition unit and the map vehicle position acquired by the map vehicle position acquisition unit is equal to or less than the operation threshold, the present invention The present invention relates to a vehicular travel support device in which a travel support means performs a warning to an occupant or travel control of an own vehicle based on a road shape and a vehicle speed.

  The road shape of the designated road that guides the vehicle to the destination is predicted from the road map data, and when it is difficult for the vehicle to pass the curve of the designated road ahead, an alarm or automatic deceleration is performed. Whether the vehicle is traveling correctly on the designated road is determined based on the deviation Δθ (= θV−θM) between the azimuth angle θV of the actual traveling direction of the own vehicle and the azimuth angle θM of the designated road. If it is determined that there is a possibility that the vehicle is traveling off the designated road, the vehicle is improperly controlled by stopping or suppressing the warning or the automatic deceleration to execute inappropriate vehicle control. The thing which prevents giving is known by the following patent document 1.

Japanese Patent No. 3548809

  By the way, the accuracy of the map data stored in the navigation system is generally lower on mountain roads than on city roads. For this reason, as in the invention described in Patent Document 1, whether or not the vehicle is traveling correctly on the designated road is determined based on the azimuth angle θV of the actual traveling direction of the own vehicle and the azimuth angle θM of the designated road. If it is determined based on the deviation Δθ, the accuracy of the azimuth angle θM of the designated road is low on mountain roads, so the deviation Δθ is greatly calculated, and the alarm is issued even though the vehicle is traveling on the designated road. And automatic deceleration could be stopped or suppressed.

  If you set a large threshold for deviation Δθ that stops or suppresses alarms and automatic deceleration to eliminate such problems, false alarms and automatic deceleration are executed when driving on parallel roads branched from the original road. There is a possibility that a new problem will occur.

  The present invention has been made in view of the above-described circumstances, and an object thereof is to enable appropriate driving support regardless of the accuracy of stored road data.

  To achieve the above object, according to the first aspect of the present invention, vehicle speed detection means for detecting the vehicle speed of the host vehicle, yaw rate detection means for detecting the yaw rate of the host vehicle, the vehicle speed and the yaw rate are determined. A self-supporting vehicle position acquisition unit that acquires a self-supporting vehicle position based on the vehicle, an absolute position detection unit that detects an absolute position of the vehicle, a road data storage unit that stores road data, and the absolute position as the road data. Map own vehicle position acquisition means for acquiring map own vehicle position by map matching, independent vehicle position acquired by the independent vehicle position acquisition means and map own vehicle position acquired by the map own vehicle position acquisition means A relative distance calculating means for calculating a relative distance of the vehicle, and when the relative distance is equal to or less than an operating threshold, the road shape ahead of the host vehicle read from the road data storage means and the vehicle speed In a vehicle travel support device comprising a travel support means for warning a passenger or performing travel control of the host vehicle based on the vehicle speed detected by the means, the amount of change in the host vehicle travel azimuth is calculated based on the position of the host vehicle. A vehicle comprising: a transition state acquisition unit that acquires the variation degree of the change amount within a predetermined period; and an operation threshold change unit that changes the operation threshold based on the variation degree of the change amount. A travel support device is proposed.

  According to the second aspect of the present invention, in addition to the configuration of the first aspect, the operation threshold value changing unit sets a plurality of predetermined operation threshold values and is acquired by the transition state acquisition unit. Further, there is proposed a vehicular travel support apparatus that selects any one of a plurality of predetermined operation threshold values based on a variation degree of the change amount.

  According to the invention described in claim 3, in addition to the configuration of claim 1 or claim 2, the self-supporting vehicle position acquisition means acquires the vehicle position every predetermined traveling distance or every predetermined time. The transition state acquisition means includes a straight line consisting of the own vehicle position acquired two times before by the independent own vehicle position acquisition means and the previous vehicle position acquired, the own vehicle position acquired last time, and the own vehicle acquired this time. A vehicular travel support apparatus is proposed, in which an intersection angle with a straight line composed of positions is used as a change amount of the own vehicle traveling azimuth, and a variation degree of the change amount within a predetermined period is acquired.

  According to the invention described in claim 4, in addition to the configuration of any one of claims 1 to 3, the transition state acquisition unit is configured to calculate the vehicle traveling azimuth from the map vehicle position. The amount of change is acquired, and the degree of variation of the amount of change within a predetermined period is acquired, and the travel support unit is configured to acquire the degree of variation obtained from the position of the own vehicle and the degree of variation obtained from the map vehicle position. When the difference between the vehicle and the vehicle is greater than or equal to a predetermined value, a vehicular travel support apparatus is proposed that warns an occupant or suppresses travel control of the host vehicle.

  The autonomous vehicle position transition angle Acar and the map own vehicle position transition angle Amap according to the embodiment correspond to the change amount of the own vehicle traveling azimuth according to the present invention, and the straight road distance threshold D1 and the suburban road distance according to the embodiment. The threshold value D2 and the mountain road distance threshold value D3 correspond to the operation threshold value of the present invention, and the standard deviation σcar of the autonomous vehicle position transition angle and the standard deviation σmap of the map vehicle position transition angle of the embodiment are the amount of change of the present invention. Corresponds to the degree of variation.

  According to the configuration of claim 1, the autonomous vehicle position acquisition means acquires the autonomous vehicle position based on the vehicle speed and yaw rate of the own vehicle, and the map own vehicle position acquisition means maps the absolute position of the own vehicle to the road data. The map own vehicle position is obtained by matching, and the relative distance calculation means calculates the relative distance between the independent vehicle position and the map own vehicle position, and when the relative distance is equal to or less than the operation threshold, the driving support means Based on the road shape and the speed of the vehicle, a warning is given to the occupant or the vehicle is controlled. At this time, the transition state acquisition means acquires the change amount of the own vehicle traveling azimuth based on the position of the self-supporting own vehicle, acquires the degree of variation of the change amount within a predetermined period, and the operation threshold value changing means determines the change amount of the change amount. Since the operation threshold value is changed based on the degree of variation, it becomes possible to select an operation threshold value according to the degree of deviation between the self-supporting vehicle position and the map vehicle position, and warning of passengers or traveling control of the vehicle can be performed. It can be performed accurately according to the accuracy of the road data.

  According to the configuration of claim 2, the operation threshold value changing unit is configured to change any one of a plurality of predetermined operation threshold values to the change amount of the own vehicle traveling azimuth obtained by the transition state acquisition unit. Since the selection is made based on the degree of variation, it is possible to select an appropriate operation threshold corresponding to the degree of bending of the road on which the vehicle actually travels.

  According to the third aspect of the present invention, the autonomous vehicle position acquisition unit acquires the vehicle position every predetermined distance or every predetermined time, and the transition state acquisition unit acquires the vehicle position acquired last time and the previous time. Degree of variation of the amount of change within a predetermined period, with the intersection angle between the straight line consisting of the vehicle position and the previously acquired vehicle position and the straight line consisting of the vehicle position acquired this time as the amount of change in the vehicle traveling azimuth Therefore, the degree of variation can be calculated with high accuracy.

  According to a fourth aspect of the present invention, the transition state acquisition means acquires the change amount of the own vehicle traveling azimuth from the map own vehicle position and acquires the degree of variation of the change amount within a predetermined period. When the difference between the degree of variation obtained from the position of the self-supporting vehicle and the degree of variation obtained from the map vehicle position is greater than or equal to a predetermined value, a warning to the occupant or suppression of driving control of the vehicle is performed. Prevents improper vehicle control based on the road shape of the old road when the vehicle is running on a straight new road that runs through the old road with the winding old road stored in the data can do.

The block diagram which shows the whole structure of the driving assistance device for vehicles. Explanatory drawing of the definition of a symbol. The flowchart explaining an effect | action. The time chart explaining the effect | action (the 1). The time chart explaining the effect | action (the 2).

  Hereinafter, embodiments of the present invention will be described with reference to FIGS.

  As shown in FIG. 1, the electronic control unit U of the vehicle travel support device includes a self-supporting vehicle position acquisition unit M1, a map vehicle position acquisition unit M2, a relative distance calculation unit M3, a travel support unit M4, Transition state acquisition means M5 and operation threshold value change means M6 are provided. A vehicle speed detecting means Sa for detecting the vehicle speed of the own vehicle and a yaw rate detecting means Sb for detecting the yaw rate of the own vehicle are connected to the independent vehicle position acquiring means M1, and a GPS signal is sent to the map own vehicle position acquiring means M2. The absolute position detecting means Sc for detecting the absolute position of the own vehicle and the road data storing means DB for storing the road data of the map are connected. The driving support means M4 is connected with warning means M7 for issuing a warning to the driver, and driving control means M8 for automatically braking the vehicle and controlling the steering reaction force. In addition, what is provided in the existing navigation system can be used for absolute position detection means Sc, self-supporting own vehicle position acquisition means M1, and map own vehicle position acquisition means M2.

  The autonomous vehicle position acquisition means M1 acquires the autonomous vehicle position based on the vehicle speed detected by the vehicle speed detection means Sa and the yaw rate detected by the yaw rate detection means Sb. On the other hand, the map own vehicle position acquisition means M2 maps the absolute position of the own vehicle detected by the absolute position detection means Sc using the GPS system to the road data stored in the road data storage means DB, so that the map The map own vehicle position which is the own vehicle position is acquired. In addition, acquisition of a self-supporting own vehicle position and acquisition of a map own vehicle position are performed for every predetermined cycle time.

  The relative distance calculation means M3 calculates a relative distance Dcm between the self-supporting vehicle position and the map vehicle position for 500 m (20 times) every time the vehicle travels 25 m.

  Based on the curvature radius of the curve of the road ahead of the host vehicle stored in the road data storage unit DB and the vehicle speed of the host vehicle detected by the vehicle speed detecting unit Sa, the driving support unit M4 is located in front of the host vehicle. When it is determined that the curve of the road cannot be completely turned, the alarm means M7 is activated to issue an alarm for prompting the driver to decelerate spontaneously, or the traveling control means M8 is activated to automatically decelerate the vehicle or steering. By assisting the steering reaction force of the wheel, it assists the vehicle to bend the curve.

  At this time, the relative distance Dcm between the autonomous vehicle position acquired by the relative distance calculation means M3 and the map vehicle position is compared with predetermined operation threshold values D1, D2, and D3, and the relative distance Dcm is determined as the predetermined operation threshold values D1, D2. , D3 or less, that is, when it is guaranteed that the vehicle is traveling correctly on the road stored in the road data storage means DB, the travel support means M4 is connected to the alarm means M7 and the travel control. The means M8 is operated as usual. On the other hand, when the relative distance Dcm between the autonomous vehicle position acquired by the relative distance calculating means M3 and the map own vehicle position exceeds a predetermined operation threshold D1, D2, D3, that is, stored in the road data storage means DB. If the vehicle is traveling on a road different from the road stored in the road data storage means DB because the road has been abolished due to the completion of the new road or map matching was performed inappropriately, By changing the operation thresholds D1, D2, and D3 using the transition state acquisition unit M5 and the operation threshold change unit M6, inappropriate operation of the alarm unit M7 and the travel control unit M8 is suppressed.

  Hereinafter, the functions of the relative distance calculation means M3, the transition state acquisition means M5, the operation threshold change means M6, and the travel support means M4 will be described in detail.

  As shown in FIG. 2, the autonomous vehicle position and the map vehicle position are the same in the cycle before and after the previous cycle, but the autonomous vehicle position and the map vehicle position do not match in this cycle. think of. The relative distance calculation means M3 calculates the distance between the self-supporting vehicle position in the current cycle and the map vehicle position in the current cycle as the relative distance Dcm every time the vehicle travels the sample acquisition distance Ds (= 25 m). .

  In addition, the vector connecting the independent vehicle position (or map vehicle position) of the cycle before and after the previous cycle is used as a reference vector, and the vector connecting the autonomous vehicle position of the previous cycle and current cycle is used as the independent vehicle position transition vector. A vector connecting the map vehicle position of the current cycle is defined as a map vehicle position transition vector. The angle formed by the independent vehicle position transition vector with respect to the reference vector is defined as the independent vehicle position transition angle Acar, and the angle formed by the map vehicle position transition vector with respect to the reference vector is defined as the map vehicle position transition angle Amap.

The transition state acquisition means M5 calculates the standard deviation σcar which is the degree of variation of the self-sustained vehicle position transition angle Acar for a plurality of cycles (20 cycles in the embodiment),
σcar = sqrt {Σ (Acar ² )} / (Ns−1)
The standard deviation σmap, which is the degree of variation of the map own vehicle position transition angle Amap in multiple cycles,
σmap = sqrt {Σ (Amap ² )} / (Ns−1)
Calculate with Here, Ns is the number of effective samples of the autonomous vehicle position transition angle Acar or the map own vehicle position transition angle Amap (Ns = 20 in the embodiment).

  The operation threshold value changing means M6 is based on a standard deviation σcar that is a variation degree of the self-vehicle position transition angle Acar of a plurality of cycles and a standard deviation σmap that is a variation degree of the map vehicle position transition angle Amap of a plurality of cycles. One of the three operating threshold values D1, D2 and D3 having a relative distance Dcm is selected.

  Hereinafter, the above operation will be described in detail based on the flowchart of FIG.

  First, in step S1, the independent vehicle position transition angle Acar, the map own vehicle position transition angle Amap, the standard deviation σcar of the independent vehicle position transition angle Acar, and the standard deviation σmap of the map own vehicle position transition angle Amap are calculated, and step S2 To calculate the relative distance Dcm. If there is no new road detection record to be described later in step S3, the standard deviation σcar of the self-sustained vehicle position transition angle Acar is compared with the straight road travel determination threshold σs and the mountain road travel determination threshold σm (σs <σm) in step S4. To do. As a result, when the standard deviation σcar of the autonomous vehicle position transition angle Acar <the straight road running determination threshold σs, that is, when the road is a straight road, the relative distance Dcm is the smallest straight road distance threshold D1 or more in step S5. If so, it is determined that there is a high possibility that the vehicle is off the guided road, and the operation of the alarm means M7 and the travel control means M8 is stopped in step S6.

  If the relative distance Dcm is less than the smallest straight road distance threshold D1 in step S5, it is determined that there is a high possibility that the vehicle is on the guided road, and the map vehicle position transition angle Amap is determined in step S7. Is compared with a mountain road running determination threshold value σm. As a result, if the standard deviation σmap of the map own vehicle position transition angle Amap <the mountain road running determination threshold value σm, it is determined that the transition state of the independent vehicle position and the transition state of the map vehicle position indicate a straight road. In step S8, the operation of the alarm means M7 and the travel control means M8 is permitted. On the other hand, if the standard deviation σmap of the map own vehicle position transition angle Amap ≧ the mountain road running determination threshold value σm in the step S7, the map own vehicle is displayed even though the transition state of the independent vehicle position indicates a straight road. The transition state of the position indicates a mountain road. In step S9, it is determined that the vehicle is traveling on a new road not included in the road data, and the detection of the new road is recorded. In step S10, alarm means M7. And the operation of the traveling control means M8 is stopped.

  In step S4, when the straight road travel determination threshold σs ≦ the standard deviation σcar of the autonomous vehicle position transition angle Acar <the mountain road travel determination threshold σm, that is, when the road is a suburban road, the relative distance Dcm is 2 in step S11. If it is less than the second smallest suburban road distance threshold D2, it is determined that the vehicle is likely to be on the guided road, and the operation of the warning means M7 and the travel control means M8 is permitted in step S12. On the other hand, if the relative distance Dcm is equal to or larger than the second smallest suburban road distance threshold D2 in step S11, it is determined that the vehicle is highly likely to be off the road on which the vehicle is guided, and the alarm means M7 is determined in step S13. And the operation of the traveling control means M8 is stopped.

  When the standard deviation σcar of the self-sustained vehicle position transition angle Acar ≧ the mountain road running determination threshold value σm in step S4, that is, when the road is a mountain road, it is less than the mountain road distance threshold value D3 where the relative distance Dcm is the largest in step S14. If so, it is determined that there is a high possibility that the vehicle is on the guided road, and the operation of the alarm means M7 and the travel control means M8 is permitted in step S15. On the other hand, if the relative distance Dcm is greater than or equal to the largest mountain road distance threshold value D3 in step S14, it is determined that there is a high possibility that the vehicle is off the guided road, and in step S16, the alarm means M7 and the travel are performed. The operation of the control means M8 is stopped.

  When there is a new road detection record in step S3 and the operation of the alarm means M7 and the travel control means M8 is stopped, the standard deviation σcar of the independent vehicle position transition angle Acar and the map vehicle position transition are determined in step S17. If the standard deviation σmap of the angle Amap is the same route mode, that is, if the vehicle is traveling on the road on which the vehicle is guided, the record of the new road detection is deleted in step S18, and if it is not the same route mode In step S19, the operation of the alarm means M7 and the traveling control means M8 is stopped.

  Next, based on FIG. 4, as an example of the control described in the above flowchart, consider a case where the vehicle has mistakenly entered a road that branches off at a small branch angle from the road on which the vehicle is guided and gradually leaves.

  In this case, since the vehicle is traveling on a straight road and the standard deviation σcar of the autonomous vehicle position transition angle Acar is substantially 0, the standard deviation σcar of the autonomous vehicle position transition angle Acar <straight road traveling determination in step S4. The threshold σs is established, and it is determined that the vehicle is traveling on a straight road. Until time t1, since the relative distance Dcm <the straight road distance threshold D1 in step S5 and the standard deviation σmap of the map vehicle position transition angle Amap <the mountain road running determination threshold σm in step S7, an alarm is issued in step S8. Although the operation of the means M7 and the travel control means M8 is permitted, the straight road distance threshold D1 is a small value, so at time t1, the relative distance Dcm ≧ the straight road distance threshold D1 immediately at step S5, and the warning means M7 and The operation of the traveling control means M8 is stopped.

  As described above, when the vehicle is traveling on a straight road and the vehicle is off the road on which the vehicle is guided, the alarm means M7 and the alarm means M7 immediately when the relative distance Dcm is equal to or greater than the smallest straight road distance threshold D1. Since the operation of the travel control means M8 is stopped, the malfunction of the alarm means M7 and the travel control means M8 can be effectively prevented. In particular, since such a narrow-angle branch path is often provided on a straight path, effective control can be performed with high probability.

  Next, as an example of the control described with reference to the flowchart based on FIG. 5, a new road that is actually a straight road that penetrates the old road while traveling on a winding old road (mountain road) on a map. Consider the case of driving on the road.

  In this case, since the vehicle is traveling on a straight road and the standard deviation σcar of the autonomous vehicle position transition angle Acar is almost 0, the standard deviation σcar of the autonomous vehicle position transition angle Acar in step S4 < The straight road running determination threshold σs is established, and it is determined that the host vehicle is running on a straight road. In the following step S5, the relative distance Dcm <the straight road distance threshold value D1, and until the time t1, the standard deviation σmap of the map vehicle position transition angle Amap <the mountain travel determination threshold value σm is established in step S7. Thus, the operation of the alarm means M7 and the travel control means M8 is permitted. At time t1, since the standard deviation σmap of the map own vehicle position transition angle Amap ≧ mountain travel determination threshold σm is established in step S7, it is determined in step S9 that a new road (new road consisting of a straight road) has been detected, In step S10, the operation of the warning means M7 and the travel control means M8 based on the road shape of the old road is stopped.

  Even if the new road overlaps the old road from time t2 to time t3, the operation of the warning means M7 and the travel control means M8 is not immediately permitted, and the standard deviation σcar of the self-sustained vehicle position transition angle Acar is determined in step S17. Until it is determined that the standard deviation σmap of the map own vehicle position transition angle Amap is the same route mode, that is, until the independent vehicle position transition angle Acar and the map own vehicle position transition angle Amap coincide with each other over a predetermined time. In step S19, the operation of the alarm unit M7 and the travel control unit M8 is stopped.

  As described above, even when the vehicle is traveling on a straight road and the standard deviation σcar of the autonomous vehicle position transition angle Acar <straight road running determination threshold σs is satisfied, the straight road through which the vehicle runs through the old road on the mountain road When it is determined that the vehicle is traveling on the new road, the operation of the alarm means M7 and the travel control means M8 is prohibited, so that the malfunction of the alarm means M7 and the travel control means M8 can be effectively prevented. it can. Moreover, even if a part of the old road overlaps with the new road, the prohibition of the operation of the alarm means M7 and the traveling control means M8 is not immediately released, so that convenience is improved.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, in the embodiment, the standard deviations σcar and σmap are used as the degree of variation in the amount of change in the traveling azimuth angle of the vehicle, but dispersion may be used instead.

  In the embodiment, the relative distance Dcm between the autonomous vehicle position and the map vehicle position is calculated for each predetermined traveling distance, but it may be calculated for each predetermined traveling time.

Acar Independent vehicle position transition angle (change in vehicle azimuth angle)
Amap map own vehicle position transition angle (change amount of own vehicle traveling azimuth)
D1 Straight road distance threshold (operation threshold)
D2 Suburban road distance threshold (operation threshold)
D3 Mountain road distance threshold (operation threshold)
DB Road data storage means Dcm Relative distance M1 between the autonomous vehicle position and the map own vehicle position M1 autonomous vehicle position acquisition means M2 Map own vehicle position acquisition means M3 Relative distance calculation means M4 Travel support means M5 Transition state acquisition means M6 Operation threshold Change means Sa Vehicle speed detection means Sb Yaw rate detection means Sc Absolute position detection means σcar Standard deviation of autonomous vehicle position transition angle (variation degree of variation)
σmap Map vehicle standard transition angle standard deviation (degree of variation variation)

Claims (4)

Vehicle speed detecting means (Sa) for detecting the speed of the host vehicle;
A yaw rate detecting means (Sb) for detecting the yaw rate of the own vehicle;
A self-supporting vehicle position acquisition means (M1) for acquiring a self-supporting vehicle position based on the vehicle speed and the yaw rate;
Absolute position detecting means (Sc) for detecting the absolute position of the vehicle;
Road data storage means (DB) for storing road data;
Map own vehicle position acquisition means (M2) for map-matching the absolute position to the road data and acquiring a map own vehicle position;
Relative distance calculation means for calculating the relative distance (Dcm) between the self-supporting vehicle position acquired by the self-supporting vehicle position acquisition means (M1) and the map vehicle position acquired by the map vehicle position acquisition means (M2). (M3),
When the relative distance (Dcm) is equal to or less than the operation threshold (D1, D2, D3), the road shape in front of the host vehicle read from the road data storage means (DB) and the vehicle speed detected by the vehicle speed detection means (Sa) In a vehicle travel support device comprising a travel support means (M4) that performs a warning to an occupant or travel control of the host vehicle based on
Transition state acquisition means (M5) for acquiring a change amount (Acar) of the own vehicle traveling azimuth based on the position of the self-supporting own vehicle and acquiring a variation degree (σcar) of the change amount (Acar) within a predetermined period; ,
An operation threshold change means (M6) that changes the operation threshold (D1, D2, D3) based on a variation degree (σcar) of the change amount (Acar). The operating threshold value changing means (M6)
A plurality of predetermined operation threshold values (D1, D2, D3) are set, and predetermined based on a variation degree (σcar) of the change amount (Acar) acquired by the transition state acquisition means (M5). The vehicle travel support apparatus according to claim 1, wherein any one of the plurality of operation threshold values (D1, D2, D3) is selected. The autonomous vehicle position acquisition means (M1) acquires the vehicle position every predetermined traveling distance or every predetermined time,
The transition state acquisition means (M5) includes a straight line composed of the own vehicle position acquired last time by the independent own vehicle position acquisition means (M1) and the own vehicle position acquired last time, the own vehicle position acquired last time, and the current time The variation angle (σcar) of the change amount (Acar) within a predetermined period is obtained by using the intersection angle with the acquired straight line including the vehicle position as the change amount (Acar) of the own vehicle traveling azimuth angle. The vehicle travel support device according to claim 1 or 2. The transition state acquisition means (M5) acquires the change amount (Amap) of the own vehicle traveling azimuth from the map own vehicle position, and acquires the variation degree (σmap) of the change amount (Amap) within a predetermined period. And
The driving support means (M4), when a difference between the variation degree (σcar) acquired from the self-supporting vehicle position and the variation degree (σmap) acquired from the map vehicle position is a predetermined value or more, The vehicular travel support apparatus according to any one of claims 1 to 3, wherein warning for passengers or suppression of travel control of the host vehicle is performed.

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