JP2021127043A - Parking assistance device and parking assistance method - Google Patents

Abstract

To provide a parking assistance device capable of properly changing a distance which should be secured between an own vehicle and an obstacle in a parking operation on a specific route on a route set up to a parking position.SOLUTION: A parking assistance device 100 comprises: a route setting unit 10; a route section identification unit 20 for identifying whether a route section in which an own vehicle 300 is traveling is a route section in a halfway section or a final route section Mf of a set route M; a margin distance setting unit 30 for setting a distance to a shortest margin distance Lf when the route section is the final route section Mf; an obstacle detecting unit 40; and a collision prediction determining unit 50 for predicting whether there is an obstacle T detected by the obstacle detecting unit 40 within a range of the set margin distance L at a position which is predicted to be reached after a predetermined time in the route section in which the own vehicle 30 is currently traveling, and if it is predicted that the obstacle T exists, outputting a notice of collision prediction to a vehicle control unit 400.SELECTED DRAWING: Figure 1

Description

The present invention relates to a parking support device and a parking support method.

Various cameras and sensors are provided in the vehicle, and based on the information acquired by these cameras, the collision allowance (lap amount) between the running own vehicle and an obstacle such as another vehicle facing the vehicle is calculated, and the own vehicle faces the vehicle. There is a collision avoidance system that predicts whether or not a vehicle will collide with another vehicle, and if there is a high possibility of a collision, activates the braking device of the own vehicle to avoid the collision.

Here, when the own vehicle is automatically guided to a preset parking position, there are many obstacles such as other parked vehicles around the own vehicle, so the above-mentioned collision avoidance system is operated as it is. Then, the braking device may be activated more frequently than necessary, which may interfere with the parking operation.

Therefore, a technique has been proposed in which the determination reference value for collision prediction according to the amount of lap is reduced during the parking operation (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2014-34289

However, even during the parking operation, it is not preferable that the distance to be secured between the own vehicle and the obstacle is uniform on the route set to the parking position.

The present invention has been made in view of the above circumstances, and appropriately changes the distance to be secured between the own vehicle and an obstacle during the parking operation on a specific route in the route set to the parking position. It is an object of the present invention to provide a parking support device and a parking support method that can be used.

The first of the present invention is a route setting unit that sets a route from the current position of the own vehicle to a parking position that is a parking target, and among the routes set by the route setting unit, the own vehicle is in the parking position. For the route section specifying unit that specifies the last route section to be headed and the last route section, from the own vehicle in the direction in which the own vehicle travels rather than the route section other than the last route section. A predetermined time has elapsed in the margin setting unit that sets the margin distance short, the obstacle detection unit that detects obstacles around the own vehicle, and the route section in which the own vehicle is currently traveling. Obstacle detection within the margin set by the margin setting unit at the position of the own vehicle predicted when it is assumed that the vehicle has traveled or when it is assumed that the vehicle has traveled a predetermined distance. It predicts and determines whether or not there is an obstacle detected by the unit, and when it predicts and determines that the obstacle exists, outputs a collision prediction notification to the operation control unit of the own vehicle. It is a parking support device provided with a collision prediction determination unit.

In the second aspect of the present invention, a route from the current position of the own vehicle to the parking position to be the parking target is set, and among the set routes, the last route section toward the parking position of the own vehicle is specified. For the last route section, a marginal distance from the own vehicle in the direction in which the own vehicle travels is set shorter than that of a route section other than the last route section, and the area around the own vehicle is set to be shorter. The above, which is predicted when an obstacle is detected and it is assumed that the own vehicle has traveled a predetermined distance or a predetermined time has elapsed in the route section currently traveling. When it is predicted and determined whether or not the obstacle exists within the margin distance at the position of the own vehicle, and when it is predicted and determined that the obstacle exists, the operation control unit of the own vehicle This is a parking support method that outputs a notification of collision prediction.

According to the parking support device and the parking support method according to the present invention, the distance to be secured between the own vehicle and the obstacle during the parking operation can be appropriately set on a specific route in the route set to the parking position. Can be changed.

It is a block diagram which shows an example of the parking support device which concerns on one Embodiment of this invention. It is a schematic diagram which shows the positional relationship between the position of the own vehicle and the parking position at the time of starting an automatic parking operation, and a route section. It is a flowchart which shows the operation of a parking support device. It is a schematic diagram which shows the intermediate state at the time of automatically traveling along the first route section of the route from the present position of the own vehicle to the parking position. It is a schematic diagram which shows the intermediate state (the state which the margin distance for retreat is set) when it travels automatically along the last route section. It is a schematic diagram which shows the intermediate state (the state which the shortest margin distance is set) when it travels automatically along the last route section.

Hereinafter, specific embodiments of the parking support device and the parking support method according to the present invention will be described with reference to the drawings.

(composition)
FIG. 1 is a block diagram showing a parking support device 100 according to an embodiment of the present invention, and FIG. 2 is a positional relationship and a route section between the position of the own vehicle 300 and the parking position P at the time when the automatic parking operation is started. It is a schematic diagram which shows M1 and M2.

The illustrated parking support device 100 is mounted on the own vehicle 300. The parking support device 100 is connected to the vehicle control device 400. During the parking operation, the vehicle control device 400 controls the driving, braking, and steering of the own vehicle 300 by the signal output from the parking support device 100 to the vehicle control device 400 (operation control unit) to park the own vehicle 300. Parking support that automatically guides you to position P is provided.

As shown in FIG. 1, the parking support device 100 includes a route setting unit 10, a route section identification unit 20, a margin distance setting unit 30, an obstacle detection unit 40, and a collision prediction determination unit 50. There is. The parking support device 100 is composed of a camera control device (camera CPU) that performs image processing as hardware.

The route setting unit 10 sets the route M from the current position of the own vehicle 300 to the parking position P which is the parking target, and the vehicle control device 400 parks the own vehicle 300 along the set route M. The drive, braking, and steering of the own vehicle 300 are controlled so as to move to the position P.

Here, the route setting unit 10 calculates the current position of the own vehicle 300 as a position in world coordinates based on the information detected by the GPS receiver 230 and the gyro / acceleration sensor 240 mounted on the own vehicle 300. do.

Further, when the route setting unit 10 detects the parking position P as a position relative to the current position of the own vehicle 300, it is not necessary to calculate the current position of the own vehicle 300 as a position in the world coordinates. , The current position of the own vehicle 300 may be set as the origin in local coordinates.

The route setting unit 10 is mounted on the own vehicle 300, and the parking position P with respect to the current position of the own vehicle 300 is based on an image taken by a camera 210 pre-calibrated with respect to the position around the own vehicle 300. Is detected. Then, the route setting unit 10 sets the route M for guiding the own vehicle 300 to the parking position P.

The route setting unit 10 stores the specifications of the own vehicle 300 (dimensions such as overall length and width, maximum steerable angle, etc.), and the route on which the own vehicle 300 can travel according to the stored specifications. Set M.

The route M includes a route that makes one or more turns (switching between forward running and backward running, steering that changes the direction of the own vehicle 300, etc.), and a route that does not turn back. Of the route M, the route range before and after the cut-back position with the cut-back position as a boundary is referred to as a route section Mi (i = 1, 2, ...).

That is, when the route M is, for example, a route that requires one turn back as shown in FIG. 2, the first turn back from the current position (hereinafter, referred to as the current position) P0 of the own vehicle 300 in the route M. The route range for advancing to the position (hereinafter referred to as the turning position) K1 is defined as the route section M1, and the retreating route range from the first turning position K1 to the parking position P is defined as the route section M2.

Of the route M, the route range from the last turning position to the parking position P is called the last route section Mf. Therefore, in the case of the path M having the above-mentioned one turn-back position, the first turn-back position K1 is the last turn-back position, and the route section M2 from the first turn-back position K1 to the parking position P is the last. It is a route section Mf.

Further, for example, in the case of the route M having three turning positions, the route section M4 from the third turning position K3, which is the last turning position, to the parking position P is the last route section Mf.

In the case of the route M without turning back, the entire section of the route M is the last route section Mf from the current position P0 of the own vehicle 300 to the parking position P.

The route M set by the route setting unit 10 may be a route in which the own vehicle 300 travels backward in the last route section Mf, or may be a route in which the own vehicle 300 travels forward. ..

Whether the last route section Mf is set as a route traveling backward or a route traveling forward depends on the position and orientation of the parking position P with respect to the own vehicle 300, the situation around the own vehicle 300, and the like. It may be determined accordingly, it may be determined by the driver's choice of the own vehicle 300, or it may be fixed in advance to either one.

The route section specifying unit 20 identifies the route section Mi in which the own vehicle 300 is currently traveling in the route M when the own vehicle 300 is traveling along the route M set by the route setting unit.

Here, when the own vehicle 300 is traveling on the route M, the parking support device 100 is taken from the GPS receiver 230, the gyro / acceleration sensor 240, the wheel speed sensor 250, and the steering angle sensor 260 mounted on the own vehicle 300, respectively. Based on the information input to, among one or more route sections Mi constituting the route M, which route section Mi is the position where the own vehicle 300 is traveling at that time is specified. ..

For example, when the route M is composed of two route sections M1 and M2, in the route section specifying unit 20, the route section Mi in which the own vehicle 300 is traveling at that time is the route section M1 or the route section. Identify if it is M2.

Then, the route section specifying unit 20 specifies whether or not the specified route section is the last route section Mf. In the example shown in FIG. 2, the route section specifying unit 20 specifies that when the own vehicle 300 is traveling on the route section M1, it is not the last route section Mf, and the own vehicle 300 travels on the route section M2. When it is, it is specified that it is the last route section Mf.

The margin distance setting unit 30 sets the margin distance L in the traveling direction of the own vehicle 300 in the direction in which the own vehicle 300 travels. This margin distance L is, for example, a length set to extend forward from the front end of the own vehicle 300 when the own vehicle 300 is traveling (advancing) forward, and is the length of the own vehicle 300. It is the length of the extension when it is assumed that the is extended forward.

Further, the margin distance L is, for example, a length set to extend rearward from the rear end of the own vehicle 300 when the own vehicle 300 is traveling (backward) toward the rear, and the own vehicle 300. It is the extended length when it is assumed that the length of is extended backward.

The margin distance setting unit 30 sets the margin distance L longer when the own vehicle 300 is moving backward than when it is moving forward. Specifically, for example, when the route M shown in FIG. 2 is set, the margin distance setting unit 30 sets the margin distance L1 to, for example, 25 [cm] with respect to the route section M1 in which the own vehicle 300 travels forward. Is set to, and the margin distance L2 is set to, for example, 30 [cm] with respect to the route section M2 in which the own vehicle 300 travels in reverse.

In this way, the margin setting unit 30 sets the margin distance L longer when the own vehicle 300 is moving backward than when the vehicle 300 is moving forward. This is because it is difficult to visually grasp the sense of distance due to the above, and therefore a longer margin distance L2 is required.

However, when the own vehicle 300 performs the parking operation by fully automatic driving and the driver does not need to perform the intervention operation, the driver does not need to visually grasp the sense of distance, so that the margin distance L1 when moving forward And the margin distance L2 at the time of retreat may be set to the same length.

The margin distance L1 for the forward route section Mi set by the margin distance setting unit 30 is not limited to 25 [cm], and the margin distance L2 for the backward route section Mi is also limited to 30 [cm]. Not done.

Further, when the route section specified by the route section specifying unit 20 is the last route section Mf, the margin distance setting unit 30 is not the last route section Mf but the route section Mi on the way to the turning position. The margin distance L is set shorter than in a certain case.

For example, in the case of the route M shown in FIG. 2, since the route section M2 is the last route section Mf, the margin distance setting unit 30 sets the margin distance with respect to the route section M2, and the route section M2 is not the last route section Mf. Set it shorter than the margin set when it is assumed that the distance has been set.

Specifically, since the route section M2 is the last route section Mf, the margin distance setting unit 30 sets the margin distance L2 (= 30 [cm]) when it is assumed that the route section M2 is not the last route section Mf. For example, 5 [cm] is set as the shortest margin distance Lf, which is shorter than that.

The margin distance Lf with respect to the last route section Mf set by the margin distance setting unit 30 is not limited to 5 [cm] and is smaller than 5 [cm], for example, 1 [cm] or 2 [cm]. Alternatively, it may be 0 [cm], and may be shorter than the margin distance L set for the route section Mi that is not the last route section Mf. The shortest margin distance Lf is set to the same value in the case of forward movement and the case of backward movement, but may be set to a different value in the case of forward movement and the case of backward movement.

The obstacle detection unit 40 detects obstacles T around the own vehicle 300 based on the camera 210 and the sonar 220 mounted on the own vehicle 300. The obstacle T is mainly a moving body such as a pedestrian, a bicycle, or another vehicle, but also includes a fixed object such as a curb installed on a wall or a road.

The collision prediction determination unit 50 predicts when it is assumed that the own vehicle 300 has passed a predetermined time or has traveled a predetermined distance in the route section Mi currently traveling. The position (predicted position) of the own vehicle 300 is calculated.

That is, the collision prediction determination unit 50 predicts and obtains the position of the own vehicle 300 currently traveling on the route section Mi after the lapse of a predetermined time or the position after traveling a predetermined distance in the route section Mi. This position is predicted mainly by calculating the speed of the own vehicle 300 based on the wheel speed of the own vehicle 300 input from the wheel speed sensor 250 mounted on the own vehicle 300, and performing the prediction based on the speed.

At this time, the collision prediction determination unit 50 adds the margin distance L set by the margin distance setting unit 30 to the range of the size of the own vehicle 300 at the predicted position (prediction position) of the own vehicle 300 in the traveling direction. The range is set as the predicted range occupied by the own vehicle 300.

Further, the collision prediction determination unit 50 calculates the position (predicted position) of the obstacle T detected by the obstacle detection unit 40 when the own vehicle 300 is in the predicted position. The predicted position of the obstacle T is determined by the collision prediction determination unit 50 based on the position of the obstacle T detected a plurality of times by the obstacle detection unit 40 while the own vehicle 300 is traveling on the route section Mi. , The moving state (moving speed and moving direction) of the obstacle T is detected, and the calculation is performed based on the detected moving state.

The collision prediction determination unit 50 has an obstacle within the prediction range of the own vehicle 300 (the range of the size of the own vehicle 300 plus the range of the margin distance L) in the route section Mi in which the own vehicle 300 is traveling. It is determined whether or not the predicted positions (positions predicted to exist) of the objects T overlap.

That is, when the collision prediction determination unit 50 overlaps the predicted positions of the obstacle T within the prediction range of the own vehicle 300, the collision prediction determination unit 50 determines that the own vehicle 300 collides with the obstacle T and falls within the prediction range of the own vehicle 300. If the predicted positions of the obstacle T do not overlap, it is determined that the own vehicle 300 does not collide with the obstacle T.

When the collision prediction determination unit 50 determines that the own vehicle 300 collides with the obstacle T, the collision prediction determination unit 50 outputs a collision prediction notification to the vehicle control device 400 of the own vehicle 300, and the own vehicle 300 and the obstacle T. When it is determined that there is no collision, the collision prediction notification is not output to the vehicle control device 400 of the own vehicle 300.

The vehicle control device 400 controls the driving, braking, and steering of the own vehicle 300 so as to guide the own vehicle 300 along the path M. When the collision prediction determination unit 50 receives the notification of the collision prediction, the vehicle control device 400 controls the driving, braking, and steering of the own vehicle 300. Braking the own vehicle 300 to avoid a future collision with the obstacle T.

(motion)
The operation of the parking support device 100 configured as described above will be described with reference to the flowchart shown in FIG. 3 and the schematic views shown in FIGS. 2, 4, 5, and 6. The operation of the parking support device 100 is also an embodiment of the parking support method according to the present invention.

FIG. 3 is a flowchart showing the operation of the parking support device 100, and FIG. 4 is an intermediate state when the vehicle automatically travels along the first route section M1 of the route M from the current position P0 to the parking position P of the own vehicle 300. It is a schematic diagram which shows.

Further, FIG. 5 is a schematic diagram showing an intermediate state (a state in which a marginal distance L2 for retreat is set) when the vehicle automatically travels along the last route section Mf, and FIG. 6 is a schematic diagram along the last route section Mf. It is a schematic diagram which shows the intermediate state (the state where the shortest margin distance Lf is set) when it travels automatically.

First, the own vehicle 300 starts the parking operation from the current position P0 shown by the solid line in FIG. First, as shown in FIG. 3, the route setting unit 10 sets the route M from the current position P0 of the own vehicle 300 to the parking position P (S1). When the route M is set, the route setting unit 10 sets the forward route section M1 and the backward route section M2 constituting the route M. Further, the route setting unit 10 sets the route section M2 to the last route section Mf.

When the route M is set, the vehicle control device 400 is notified of the route M, and the vehicle control device 400 controls the driving, braking, and steering of the own vehicle 300 so that the own vehicle 300 travels along the route M. Then, the own vehicle 300 starts automatic traveling (S2).

As shown in FIG. 4, the own vehicle 300 travels forward on the first route section M1 of the route M, and the obstacle detection unit 40 of the obstacle T increases the obstacle T at predetermined time intervals during the traveling period. The presence or absence is detected (S3).

Further, as shown in FIG. 5, the own vehicle 300 travels backward on the route section M2 of the route M, and detects obstacles at predetermined time intervals even during the period of traveling on the route section M2. The unit 40 detects the presence or absence of the obstacle T (S3).

While the own vehicle 300 is traveling on the route section M1, the route section specifying unit 20 determines whether or not the own vehicle 300 is moving forward (S4). The determination of whether or not the vehicle is moving forward is determined based on the information of the route section Mi set by the route setting unit 10.

That is, by specifying that the route section Mi in which the own vehicle 300 is traveling is the forward route section M1, it is determined that the own vehicle 300 is moving forward (YES in S4).

On the other hand, when the own vehicle 300 is traveling backward in the next route section M2 of the route M, the route section specifying unit 20 sets the route section Mi based on the information of the route section Mi set by the route setting unit 10. By specifying that the route section M2 is reversing, it is determined that the own vehicle 300 is not moving forward (YES in S4).

When it is determined that the own vehicle 300 is moving forward as shown in FIG. 4, the margin distance setting unit 30 sets the margin distance L1 (for example, 25 [cm]) for forward movement (S5). When it is determined that the own vehicle 300 is reversing as shown in FIG. 5, the margin distance setting unit 30 sets the margin distance L2 (for example, 30 [cm]) for retreat (S10).

The margin distance setting unit 30 determines whether or not the route section on which the own vehicle 300 is traveling is the last route section Mf based on the information of the route section Mi set by the route setting unit 10 (S6). ).

When the own vehicle 300 is traveling backward in the route section M2 as shown in FIG. 5, a margin distance L2 for retreat is set, but the route section M2 is the last route section Mf (S6). Because YES), the margin distance setting unit 30 sets the margin distance L2 (30 [cm]]) set in step 10 (S10) to the shortest margin distance Lf (for example, 5 [cm]) as shown in FIG. ]) To reset (S7).

As shown in FIG. 5, when the own vehicle 300 is traveling in the route section M1 that is not the last route section Mf (NO in S6), the margin distances L1 and L2 set in step 5 or step 10 remain unchanged. do.

Subsequently, the collision prediction determination unit 50 predicts the presence or absence of a collision with the obstacle T after a predetermined time or at a predetermined distance on the route section Mi on which the own vehicle 300 is traveling (S8).

When predicting the presence or absence of a collision with the obstacle T, the margin distances L1, L2, and Lf set according to the route section Mi in which the own vehicle 300 is traveling are set after a predetermined time or at a predetermined distance ahead. It is added in the traveling direction of the range occupied by the vehicle 300 and set as the predicted range of the own vehicle 300.

Then, when the prediction range of the own vehicle 300 and the predicted position of the obstacle T overlap, the collision prediction determination unit 50 determines that the own vehicle 300 collides with the obstacle T (or is likely to collide). (YES in S8), when the predicted range of the own vehicle 300 and the predicted position of the obstacle T do not overlap, it is determined that the own vehicle 300 does not collide with the obstacle T (or is likely to not collide) (S8). NO).

When the collision prediction determination unit 50 determines that the own vehicle 300 and the obstacle T collide (YES in S8), the collision prediction determination unit 50 outputs a collision prediction notification to the vehicle control device 400.

When the collision prediction determination unit 50 determines that the own vehicle 300 and the obstacle T do not collide (NO in S8), the collision prediction determination unit 50 does not output the collision prediction notification to the vehicle control device 400.

As described above, the parking support device 100 of the present embodiment predicts whether or not the own vehicle 300 will collide with the obstacle T in the future on the route section Mi when the own vehicle 300 is traveling on the route section Mi. Then, according to the result of the prediction, the notification of the collision prediction is output to the vehicle control device 400.

Here, as shown in FIGS. 5 and 6, a curb 520, which is a ring clasp for surely stopping the own vehicle at a predetermined position, is installed at the parking position P, or the land is close to the parking position P. In many cases, a wall 510, which is the boundary between the two, is provided.

Therefore, when the own vehicle 300 is traveling on the last route section Mf, if the margin distance is left set to the margin distance L2 at the time of normal retreat, the own vehicle 300 is completely at the parking position P. The predicted range of the own vehicle 300 immediately before warehousing and the predicted position of the curb 520 or wall 510 as an obstacle T are likely to overlap, a collision with the curb 520 or wall 510 is predicted, and a notification of collision prediction is output. Therefore, there is a risk that smooth warehousing may not be possible due to unnecessary braking or the like being performed by the control of the vehicle control device 400.

However, in the parking support device 100 of the present embodiment, when the own vehicle 300 is traveling on the last route section Mf, the margin distance is set to the shortest margin distance Lf, which is shorter than the margin distance L2 at the time of normal retreat. In order to re-do it, it becomes difficult for the predicted range of the own vehicle 300 immediately before the own vehicle 300 is completely stored in the parking position P and the predicted position of the curb 520 or the wall 510 as the obstacle T to overlap, and the curb 520 or the wall 510 becomes difficult to overlap. The prediction of collision with the vehicle is reduced, and smooth warehousing can be performed.

In the parking support device 100 of the present embodiment, as shown in FIG. 2, the route M is a route that requires one turn, and is composed of only two route sections M1 and M2. The route M according to the invention may be composed of three or more route sections M1, M2, M3, ....

For example, in the case of the route M that requires three turns, the first route section M1 (from the current position P0 of the own vehicle 300 to the first turn position K1) is a forward run, so a margin distance L1 is set, and then the next Since the route section M2 (from the first turning position K1 to the second turning position K2) is a backward run, a margin distance L2 is set, and the next route section M3 (the second turning position K2 to the third turning) is set. If the margin distance L1 is set because (up to position K3) is forward travel, and the last route section Mf (from the third turning position K3 to parking position P) is backward travel, but the shortest margin distance Lf is set. good.

Although the above-described embodiment is an example in which the first route section M1 travels forward, the parking support device according to the present invention may have the first route section M1 traveling backward. , The last route section Mf may be forward traveling.

10 Route setting unit 20 Route section identification unit 30 Margin distance setting unit 40 Obstacle detection unit 50 Collision prediction judgment unit 100 Parking support device L, L1, L2 Margin distance Lf Shortest margin distance M Route Mf Last route section P Parking position P0 Current position T Obstacle

Claims (4)

A route setting unit that sets the route from the current position of the own vehicle to the parking position that is the parking target,
Of the routes set by the route setting unit, the route section specifying unit that specifies the last route section in which the own vehicle heads for the parking position, and the route section specifying unit.
For the last route section, a margin distance setting unit that sets a shorter margin distance from the own vehicle in the direction in which the own vehicle travels than a route section other than the last route section.
An obstacle detection unit that detects obstacles around the own vehicle,
At the position of the own vehicle predicted when it is assumed that a predetermined time has elapsed or when it has traveled a predetermined distance in the route section in which the own vehicle is currently traveling. It predicts and determines whether or not an obstacle detected by the obstacle detection unit exists within the range of the margin distance set by the margin distance setting unit, and predicts and determines that the obstacle exists. When this happens, a parking support device including a collision prediction determination unit that outputs a collision prediction notification to the operation control unit of the own vehicle. The first aspect of the present invention, wherein the route section specifying unit specifies a route section toward the parking position as the last route section after passing through the last turning position among the turning positions for switching between forward and backward. Parking support device. The margin setting unit makes the margin distance set for the route section in which the own vehicle travels backward longer than the margin distance set for the route section in which the own vehicle travels forward. The parking support device according to claim 1 or 2. Set the route from the current position of your vehicle to the parking position that is the parking target,
Of the set routes, identify the last route section where the own vehicle heads for the parking position,
For the last route section, the margin distance from the own vehicle in the direction in which the own vehicle travels is set shorter than the route section other than the last route section.
At the position of the own vehicle predicted when it is assumed that a predetermined time has elapsed or when it has traveled a predetermined distance in the route section in which the own vehicle is currently traveling. Whether or not there is an obstacle within the margin distance is predicted and determined.
A parking support method that outputs a collision prediction notification to the driving control unit of the own vehicle when the obstacle is predicted to exist and determined.

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