JP7114919B2 - Driving support device - Google Patents

Description

An embodiment of the present invention relates to a driving support device.

Conventionally, there has been proposed a technique of calculating a movement route for moving a vehicle from a current position to a target position and controlling the vehicle to move along the movement route. Such technology is applied, for example, during parking assistance when the distance from the current position of the vehicle to the target position is short in a parking lot.

Japanese Patent No. 3911492

However, in the conventional technology, when the distance from the current position of the vehicle to the target position is long, there is a problem that the amount of processing required to calculate the movement route increases due to the number of candidates for the movement route. rice field.

Therefore, one of the objects of the present invention is to provide a driving support device that can simply calculate a moving route even when the distance from the current position of the vehicle to the target position is long.

As an example, the driving support device of the embodiment includes a travelable area for a vehicle, a target position in the travelable area, and one or more set in the travelable area from the current position of the vehicle to the target position. A route from the current position of the vehicle in the travelable area to the target position via the vicinity of the one or more temporary passage points is defined as a movement route based on map information including temporary passage points. A calculator for calculating is provided. The temporary passing point is a turning point in the travelable area from the current position of the vehicle to the target position. Based on the map information, the calculation unit calculates a route from the current position of the vehicle in the travelable area to the target position via the vicinity of the one or more temporary passage points as a movement route. determining, for each of the temporary passage points, a position that is a first predetermined distance away from the current position of the vehicle in the travelable area with respect to the temporary passage point as a first travel passage point; A position a second predetermined distance away from the target position side is determined as a second travel passage point, and the first travel passage point and the second travel passage point are connected by a smooth curve, thereby forming the portion of the movement route. Calculate A plurality of types of the first predetermined distance and the second predetermined distance are set in advance according to the bending angle of the travelable area at the temporary passage point, and the smaller the bending angle, the smaller the value. is set,
According to this configuration, for example, by using the information of the temporary passing point, it is possible to simply calculate the moving route even when the distance from the current position of the vehicle to the target position is long.
Further, for example, by sequentially connecting two adjacent positions among the current position of the vehicle, the vicinity of one or more temporary passing points, and the target position, the movement route can be calculated easily and appropriately.
Further, for example, since the first travel passage point and the second travel passage point used for calculating the travel route near the temporary passage point can be easily determined, the travel route can be simply calculated.
Further, for example, the first travel point and the second travel point can be determined using a more appropriate first predetermined distance and second predetermined distance according to the bending angle of the travelable area.

Further, in the driving support device of the embodiment, as an example, the first predetermined distance and the second predetermined distance are the same. According to this configuration, for example, it becomes easier to create a driving support program.

FIG. 1 is a perspective view showing a see-through state of a part of a cabin of a vehicle equipped with a driving support device according to an embodiment. FIG. 2 is a plan view (bird's-eye view) showing an example of the vehicle equipped with the driving support device according to the embodiment. FIG. 3 is a block diagram showing the configuration of a control system including the driving support device according to the embodiment; FIG. 4 is a block diagram showing the configuration of a control unit realized within a CPU of the driving support device according to the embodiment; FIG. 5 is a diagram showing map information when a parking lot is taken as an example in the embodiment. FIG. 6 is a diagram showing map information when a parking lot is taken as an example in the embodiment. FIG. 7 is a diagram showing map information when a parking lot is taken as an example in the embodiment. FIG. 8 is a diagram showing map information when a parking lot is taken as an example in the embodiment. FIG. 9 is a flow chart showing the procedure of driving support processing in the embodiment. FIG. 10A is a diagram showing a right-angled road according to the embodiment; FIG. 10B is a diagram showing an obtuse-angled road in the embodiment.

Illustrative embodiments of the invention are disclosed below. The configurations of the embodiments shown below and the actions, results, and effects brought about by the configurations are examples. The present invention can be realized by configurations other than those disclosed in the following embodiments, and at least one of various effects based on the basic configuration and derivative effects can be obtained. .

An example in which the driving support device of the embodiment is mounted on a vehicle will be described below. In the embodiment, the vehicle may be, for example, an automobile (internal combustion engine automobile) having an internal combustion engine (engine, not shown) as a drive source, or an automobile (electric motor, not shown) having an electric motor (motor, not shown) as a drive source. an automobile, a fuel cell automobile, etc.), or an automobile (hybrid automobile) using both of them as a driving source. In addition, the vehicle can be equipped with various transmissions, and can be equipped with various devices (systems, parts, etc.) necessary for driving the internal combustion engine and the electric motor. Further, the system, number, layout, etc. of the devices related to the driving of the wheels in the vehicle can be set variously.

FIG. 1 is a perspective view showing a see-through state of a part of a cabin of a vehicle 1 equipped with a driving support device according to the embodiment. As shown in FIG. 1, the vehicle body 2 constitutes a cabin 2a in which a passenger (not shown) rides. A steering unit 4, an acceleration operation unit 5, a brake operation unit 6, a shift operation unit 7, and the like are provided in the vehicle compartment 2a facing the driver's seat 2b. In the embodiment, as an example, the steering section 4 is a steering wheel protruding from a dashboard (instrument panel). Further, the acceleration operation unit 5 is an accelerator pedal positioned under the driver's feet. Also, the braking operation unit 6 is a brake pedal positioned under the feet of the driver. Also, the shift operation unit 7 is a shift lever protruding from the center console. However, each part 4-7 is not limited to these.

Further, a display device 8 as a display output unit and an audio output device 9 as an audio output unit are provided in the passenger compartment 2a. The display device 8 is, for example, an LCD (Liquid Crystal Display), an OELD (Organic Electro-Luminescent Display), or the like. The audio output device 9 is, for example, a speaker. Further, in the embodiment, as an example, the display device 8 is covered with a transparent operation input unit 10 (for example, a touch panel or the like). A passenger or the like can visually recognize a video (image) displayed on the display screen of the display device 8 via the operation input unit 10 . Further, the occupant or the like touches, pushes, or moves the operation input unit 10 with a finger or the like at a position corresponding to the video (image) displayed on the display screen of the display device 8 to perform an operation input (instruction). input) can be executed.

Further, in the embodiment, as an example, the display device 8, the audio output device 9, the operation input unit 10, etc. are provided in the monitor device 11 positioned at the center of the dashboard in the vehicle width direction (horizontal direction). . The monitor device 11 can have operation input units (not shown) such as switches, dials, joysticks, and push buttons. In addition, an audio output device (not shown) can be provided at another position in the vehicle interior 2a different from the monitor device 11, and audio is output from the audio output device 9 of the monitor device 11 and other audio output devices. can do. In addition, in the embodiment, as an example, the monitor device 11 is also used as a navigation system and an audio system, but a monitor device for a driving support device may be provided separately from these systems.

2 to 4 are also referred to below. FIG. 2 is a plan view (overhead view) showing an example of the vehicle 1 equipped with the driving support device according to the embodiment. FIG. 3 is a block diagram showing the configuration of a control system including the driving support device according to the embodiment; FIG. 4 is a block diagram showing the configuration of a control unit realized within the CPU 14a of the driving support device according to the embodiment. As shown in FIGS. 1 and 2, in the embodiment, as an example, the vehicle 1 is a four-wheeled vehicle (four-wheeled vehicle) and has two left and right front wheels 3F and two left and right rear wheels 3R. In addition, in the embodiment, these four wheels 3 may be configured to be steerable (steerable). In the case of the embodiment, as shown in FIG. 3, the vehicle 1 has a steering system 13 for steering the front wheels 3F.

The steering system 13 is electrically controlled by an ECU 14 (Electronic Control Unit) or the like to operate an actuator 13a. The steering system 13 is, for example, an electric power steering system, an SBW (Steer By Wire) system, or the like. The steering system 13 supplements the steering force by adding torque (assist torque) to the steering unit 4 by the actuator 13a, and steers the wheels 3 (automatic steering). The actuator 13 a may steer one wheel 3 or may steer a plurality of wheels 3 . Further, the torque sensor 13b detects torque applied to the steering section 4 by the driver, for example.

Further, as illustrated in FIG. 2, the vehicle 1 (body 2) is provided with, for example, four imaging units 15a to 15d as the plurality of imaging units 15. As shown in FIG. The imaging unit 15 is, for example, a digital camera incorporating an imaging device such as a CCD (Charge Coupled Device) or a CIS (CMOS Image Sensor). The imaging unit 15 can output moving image data (captured image data) at a predetermined frame rate. The imaging units 15 each have a wide-angle lens or a fish-eye lens, and can take an image in a horizontal range of, for example, 140° to 220°. In some cases, the optical axis of the imaging unit 15 is set obliquely downward. Therefore, the imaging unit 15 sequentially captures the surrounding environment of the vehicle 1 including the road surface on which the vehicle 1 can move, the area where the vehicle 1 can be parked, and the surrounding objects (obstacles, people, bicycles, automobiles, etc.). , is output as captured image data.

The imaging unit 15a is positioned, for example, at the rear end 2e of the vehicle body 2 and provided on the wall below the door 2h of the rear trunk. The imaging unit 15b is positioned, for example, at the right end 2f of the vehicle body 2 and is provided on the right side door mirror 2g. The imaging unit 15c is positioned, for example, on the front side of the vehicle body 2, that is, at the front end portion 2c in the vehicle longitudinal direction, and is provided on the front bumper or the like. The imaging unit 15d is positioned, for example, at the left end portion 2d of the vehicle body 2 and provided on the left side door mirror 2g. The ECU 14 executes arithmetic processing and image processing based on the captured image data obtained by the plurality of imaging units 15 to generate an image with a wider viewing angle, or to generate a virtual bird's-eye view image of the vehicle 1 viewed from above. (plane image) can be generated.

The ECU 14 also identifies lane markings (for example, white lines) on the road surface around the vehicle 1 from the image captured by the imaging unit 15, and detects (extracts) a parking space defined by the lane markings.

Further, in the embodiment, as an example, as shown in FIGS. 1 and 2, the vehicle 1 (the vehicle body 2) has a plurality of distance measurement units 16 and 17, for example, four distance measurement units 16a to 16d and eight distance measurement units 16a to 16d. There are provided two distance measurement units 17a to 17h. The distance measuring unit 16 (for long distance) and the distance measuring unit 17 (for short distance) are, for example, sonars (sonar sensors, ultrasonic detectors) that emit ultrasonic waves and capture their reflected waves. The ECU 14 can measure the presence or absence of an object (obstacle) positioned behind the vehicle 1 (vehicle body 2) and the distance thereof, for example, based on the detection result of the distance measuring unit 17. FIG. Similarly, the presence or absence of an object (obstacle) positioned in front of the vehicle 1 and the distance thereof can be measured by the distance measuring unit 17 arranged in front of the vehicle 1 . Furthermore, the ECU 14 can measure the presence or absence of an object (obstacle) positioned in the direction of the side surface of the vehicle 1 (body 2) and the distance thereof, based on the detection result of the distance measuring unit 16. FIG.

In the embodiment, as an example, as shown in FIG. 3, the driving support system 100 includes an ECU 14, a monitor device 11, a steering system 13, distance measuring units 16 and 17, a brake system 18, a steering angle sensor 19, and the like. (angle sensor), accelerator sensor 20, shift sensor 21, wheel speed sensor 22, etc. are electrically connected via an in-vehicle network 23 (telecommunication line). The in-vehicle network 23 is configured as a CAN (Controller Area Network), for example.

The ECU 14 can control the steering system 13, the brake system 18, etc. by sending control signals through the in-vehicle network 23. FIG. In addition, the ECU 14 is connected via an in-vehicle network 23 to a torque sensor 13b, a brake sensor 18b, a steering angle sensor 19 (for front wheels 3F), distance measuring units 16 and 17, an accelerator sensor 20, a shift sensor 21, a wheel speed sensor 22, and the like. , and an instruction signal (control signal, operation signal, input signal, data) from the operation input unit 10 or the like.

The ECU 14 includes, for example, a CPU 14a (Central Processing Unit), a ROM 14b (Read Only Memory), a RAM 14c (Random Access Memory), a display control section 14d, an audio control section 14e, and an SSD 14f (Solid State Drive, flash memory). is doing. For example, the CPU 14a can execute image processing related to the image displayed on the display device 8 and various arithmetic processing such as calculation of the movement route of the vehicle 1 . The CPU 14a can read a program stored (installed) in a non-volatile storage device such as the ROM 14b, and execute arithmetic processing according to the program.

The RAM 14c temporarily stores various data used in calculations by the CPU 14a. The display control unit 14d mainly performs image processing using image data obtained by the imaging unit 15 and image processing of image data displayed on the display device 8 (for example, synthesis, etc.). In addition, the voice control unit 14 e mainly executes processing of voice data output by the voice output device 9 among arithmetic processing in the ECU 14 . The SSD 14f is a rewritable non-volatile storage unit, and can store data even when the power of the ECU 14 is turned off. The operation unit 14g is, for example, a push button, a switch, or the like. For example, the user can request or cancel driving support by operating the operation unit 14g.

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

The brake system 18 includes an ABS (Anti-lock Brake System) that suppresses locking of the brakes, a skid prevention device (ESC: Electronic Stability Control) that suppresses the sideslip of the vehicle 1 during cornering, and a braking force (brake assist system). ), an electric brake system, BBW (Brake By Wire), and the like. The brake system 18 applies braking force to the wheels 3 (vehicle 1) via actuators 18a. The brake sensor 18b can detect the position of a brake pedal as a movable part. Brake sensor 18b includes a displacement sensor.

The steering angle sensor 19 is a sensor that detects the steering amount (rotational angle) of the steering unit 4 (in the embodiment, the steering wheel as an example), and is configured using a Hall element or the like as an example. The ECU 14 acquires from the steering angle sensor 19 the steering amount of the steering unit 4 by the driver, the steering amount of each wheel 3 during driving support in which automatic steering is executed, and the like, and executes various controls. Further, the ECU 14 can suspend or stop the automatic steering, for example, when the braking operation unit 6 is operated during the automatic steering, assuming that the situation is unsuitable for the automatic steering. The torque sensor 13b detects torque applied to the steering unit 4 by the driver.

The accelerator sensor 20 is, for example, a sensor that detects the position of the movable portion of the acceleration operation portion 5 . The accelerator sensor 20 can detect the position of an accelerator pedal as a movable part. Accelerator sensor 20 includes a displacement sensor.

The shift sensor 21 is, for example, a sensor that detects the position of the movable portion of the shift operating portion 7 . The shift sensor 21 can detect the positions of movable parts such as levers, arms, and buttons. The shift sensor 21 may include a displacement sensor or may be configured as a switch. For example, the ECU 14 can start the support control when the movable part is set to reverse, or end the support control when the reverse is changed to forward.

The wheel speed sensor 22 is a sensor that detects the amount of rotation of the wheel 3 and the number of rotations per unit time. The wheel speed sensor 22 outputs the number of wheel speed pulses indicating the detected number of revolutions as a sensor value. The wheel speed sensor 22 can be configured using, for example, a Hall element. The ECU 14 calculates the speed and movement amount of the vehicle 1 based on sensor values obtained from the wheel speed sensors 22, and executes various controls. Note that the wheel speed sensor 22 may be provided in the brake system 18 in some cases. In that case, the ECU 14 acquires the detection result of the wheel speed sensor 22 via the brake system 18 . The brake system 18 can detect signs of brake lock, idling of the wheels 3, sideslip, etc. from the rotational difference between the left and right wheels 3 based on the detection result of the wheel speed sensor 22, and can execute various controls. .

It should be noted that the configurations and arrangements of the various sensors and actuators described above, the electrical connections, and the like are merely examples, and can be set (changed) in various ways.

The ECU 14 implements a driving support device as one of various control devices. The SSD 14f included in the ECU 14 stores map information, a first predetermined distance, and a second predetermined distance, as shown in FIG. The first predetermined distance and the second predetermined distance are each set as fixed values in advance by the user, for example.

The map information is, for example, information created by an external system (not shown) such as a parking lot control center. In that case, the ECU 14 receives the map information from the external system and stores it in the SSD 14f. The map information includes, for example, a travelable area (roads, etc.) for the vehicle 1, a target position in the travelable area, and one or more items set in the travelable area from the current position of the vehicle 1 (self-vehicle) to the target position. and temporary waypoints of In that case, the ECU 14 transmits the current position of the vehicle 1 to the external system in advance.

The map information can include, for example, a normal map represented by a general diagram, a zenith image (satellite image) provided by a quasi-zenith satellite system, an aerial photograph, and the like. The map information can include images including objects (stationary obstacles; walls, fences, flowerbeds, roadside trees, etc.) existing in the target position and its surroundings, white lines, passages on which the vehicle 1 can travel, and the like. In addition, information on specific sizes (length and width) can be included in the information on objects, white lines, passages, and the like. Note that the map information may include information such as the above-described target position and objects in the vicinity thereof in a normal map that does not include satellite photographs or aerial photographs.

FIG. 5 is a diagram showing map information when a parking lot is taken as an example in the embodiment. As shown in FIG. 5 , in this map information, the parking lot 40 includes parking spaces defined by lane markings 41 and other areas in which vehicles 1 can travel. Also, the initial position _Ps is the current position of the vehicle 1 . The target position P _e is a target position for movement of the vehicle 1 . Temporary passage points P ₁ , P ₂ , and P ₃ are points set for calculating the movement route. Hereinafter, when the temporary passing points P ₁ , P ₂ , and P ₃ are not distinguished, they are simply referred to as "temporary passing points". Here, the temporary passing point is a turning point in the _travelable area from the initial position _Ps to the target position Pe.

Returning to FIG. 4, the CPU 14a included in the ECU 14 includes a plurality of modules realized by reading and executing programs installed and stored in a storage device such as the ROM 14b. The CPU 14a includes, for example, an acquisition unit 31, an estimation unit 32, a calculation unit 33, a movement control unit 34, a determination unit 35, and the like, as shown in FIG.

The acquisition unit 31 acquires map information from an external system and stores the acquired map information in the SSD 14f.

The estimator 32 estimates the current position of the vehicle 1 based on the GPS signal, the wheel speed signal output by the wheel speed sensor 22, the steering angle signal output by the steering angle sensor 19, and the like.

Based on the map information stored in the SSD 14f, the calculation unit 33 calculates a route from the current position of the vehicle 1 in the travelable area to the target position via the vicinity of the temporary passage point as a movement route. For example, when calculating a route from the current position of the vehicle 1 in the travelable area to the target position via the vicinity of the provisional passage point based on the map information, the calculation unit 33 calculates each provisional route. Regarding the passing point, a position that is a first predetermined distance away from the current position of the vehicle 1 in the travelable area based on the temporary passing point is determined as a first travel passing point, and a second predetermined distance away from the target position side. A position is determined as a second travel pass point, and the moving route for that portion is calculated by connecting the first travel pass point and the second travel pass point with a smooth curve. In that case, for example, the first predetermined distance and the second predetermined distance are the same.

For example, as shown in FIG. 6, the calculation unit 33 calculates a position that is a _first predetermined distance _d11 away from the provisional passage point P1 toward the initial position _Ps in the travelable area with reference to the provisional passage _point P1. A first traveling passage point P ₁₁ is determined, and a second predetermined distance d ₁₂ (=d ₁₁ ) away from the target position P _e is determined as a second traveling passage point P ₁₂ . Then, as shown in FIG. 7, the calculating unit 33 calculates the moving route of that portion by connecting the first traveling passage point _P11 and the second traveling passage point _P12 with a smooth curve. The algorithm for connecting the first travel point _P11 and the second travel point _P12 with a smooth curve may be the same as the conventional route generation method.

Similarly, the calculation unit 33 determines a first traveling passage point _P21 and a _second traveling passage point _P22 for the provisional passage point P2, and connects them with a smooth curve to calculate the movement route for that portion. do. As for the temporary passing point P3 _, the procedure for creating the moving route differs depending on whether the vehicle 1 is parked forward or backward, but the same processing as in the conventional technology can be applied, so a description thereof will be omitted.

_In addition, the calculation unit 33 draws a straight line between the initial position _Ps and the first traveling passage point _P11 and between the second traveling passage point _P12 and the first traveling passage point P21 to estimate the movement of that portion. Let it be the route.

Returning to FIG. 4, the movement control unit 34 controls the accelerator, brake system 18, steering system 13, etc. so that the vehicle 1 moves from the initial position _Ps to the target position _Pe along the movement path during automatic operation. Control.

The determination unit 35 determines whether or not the current position of the vehicle 1 deviates from the movement route by a predetermined threshold or more. If the determination unit 35 determines that the deviation is greater than the predetermined threshold, the calculation unit 33 recalculates the movement route.

In this way, with respect to each temporary passing point, a position a first predetermined distance away from the temporary passing point is set as a first traveling passing point, and a position a second predetermined distance away from the temporary passing point is a second traveling point. By using the first travel passage point and the second travel passage point as passage points, it is possible to simply calculate the movement route of that portion. For example, as shown in FIG. 8, even when there are many routes from the initial position P _s to the target position P _e , the calculation unit 33 can calculate the first travel route by providing the provisional passing points P ₄ to P ₈ By determining the passing points P ₄₁ to P ₇₁ and the second traveling passing points P ₄₂ to P ₇₂ , it is possible to simply calculate the moving route using them.

Next, with reference to FIG. 9, the driving support processing of the embodiment will be described. FIG. 9 is a flow chart showing the procedure of driving support processing in the embodiment. The CPU 14a reads a program stored in the ROM 14b and executes driving support processing. The scene is, for example, the case of controlling the vehicle 1 to move to a distant target position in a parking lot.

First, in step S1, the acquisition unit 31 acquires map information (see FIG. 5) of the parking lot including the travelable area for the vehicle 1, the initial position, the target position, and the temporary passing point from the external system, and the acquired map The information is stored in the SSD 14f.

Next, in step S2, the calculation unit 33 calculates each temporary passage point (for example, P ₁ ) based on the map information, the first predetermined distance, and the second predetermined distance stored in the SSD 14f. A position that is a first predetermined distance away from the current position of the vehicle 1 in the travelable area is determined as a first travel passing point (for example, P ₁₁ in FIG. 6), and a position that is a second predetermined distance away from the target position side. is determined as the second travel passing point (for example, P ₁₂ in FIG. 6).

Next, in step S3, the calculator 33 calculates a moving route. In that case, the calculation unit 33 calculates the first traveling passage point (for example, P ₁₁ in FIG. 7) and the second traveling passage point (for example, P ₁₂ in FIG. 7) in the vicinity of the provisional passage point (for example, P ₁ in FIG. 7). are connected by a smooth curve to calculate the movement path of that portion (Fig. 7).

Next, in step S4, the movement control unit 34 starts movement control for moving the vehicle 1 to the target position _Pe .

Next, in step S5, the estimation unit 32 calculates the current position of the vehicle 1 based on the GPS signal, the wheel speed signal output by the wheel speed sensor 22, the steering angle signal output by the steering angle sensor 19, and the like. to estimate

Next, in step S6, the movement control unit 34 controls the accelerator, brake system 18, steering system 13, etc. so that the vehicle 1 moves along the movement route to the target position _Pe .

Next, in step S7, the movement control unit 34 determines whether or not the current position of the vehicle 1 is on a curved portion of the movement route. If Yes, proceed to step S8, and if No, proceed to step S9. In step S8, the movement control unit 34 calculates the steering angle from the curvature of the curved portion of the movement route, and adjusts the accelerator, brake system 18, steering system 13, etc. so that the vehicle 1 moves along the movement route. to control. After step S8, the process proceeds to step S9.

In step S9, the determination unit 35 determines whether the current position of the vehicle 1 (self-vehicle) deviates from the movement route by a predetermined threshold value or more. If Yes, the process proceeds to step S10. . In step S10, the calculator 33 recalculates the movement route. After step S10, the process proceeds to step S11.

In step S11, the movement control unit 34 determines whether or not the vehicle 1 has reached the target position. If Yes, the process ends, and if No, the process returns to step S5.

As described above, according to the driving support device of the embodiment, by using the information on the temporary passing points, it is possible to simply calculate the moving route even when the distance from the current position of the vehicle 1 to the target position is long.

Further, since the temporary passing point is a turning point in the travelable area, the current position of the vehicle 1, the vicinity of one or more temporary passing points, and the target position are connected in order by two adjacent ones. , the moving route can be calculated easily and appropriately.

Further, regarding each temporary passing point, a position a first predetermined distance away from the temporary passing point is set as a first traveling passing point, and a position a second predetermined distance away from the temporary passing point is a second traveling passing point. By using the first travel pass point and the second travel pass point, it is possible to simply calculate the movement route of that portion. Therefore, it is possible to cope with various driving conditions such as narrow roads, parking lots with many routes, and complicated terrain.

Also, by setting the first predetermined distance and the second predetermined distance to be the same, it becomes easier to create a driving support program.

(Modification)
In the above-described embodiment, one first predetermined distance and one second predetermined distance are set. A plurality of types may be set according to the angle. Here, FIG. 10A is a diagram showing a right-angled road in the embodiment. At this time, for the provisional passage point _P9 , the distance from the provisional passage point _P9 for determining the first travel passage point _{P91 is the first predetermined distance d91 ,} and the second travel passage point _P92 is determined. is a second predetermined distance _d92 from the temporary passing point _P9 .

Also, FIG. 10B is a diagram showing a road that curves at an obtuse angle in the embodiment. At this time, for the provisional passage point _P10 , the distance from the provisional passage point _P10 for determining the first travel passage point _P101 is the first predetermined distance _d101 , and the second travel passage point _P102 is determined. from the temporary passing point _P10 is the second predetermined distance _d102 . Then, for example, each value may be set so that the relationships d ₉₁ >d ₁₀₁ and d ₉₂ >d ₁₀₂ are established. The reason is that the smaller the bend angle of the road is, the more the vehicle 1 can smoothly calculate a moving route that allows the vehicle 1 to travel in the vicinity of the temporary passage point even if the first predetermined distance and the second predetermined distance are small.

As a result, the first travel point and the second travel point can be determined using the first predetermined distance and the second predetermined distance that are more suitable for the bending angle of the travelable area (road, etc.).

While embodiments and variations of the invention have been described, these embodiments and variations are provided by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and modifications can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the scope of the invention described in the claims and equivalents thereof.

For example, the map information acquired by the ECU 14 from an external system does not include the target position or the current position of the vehicle 1, and the ECU 14 may set the target position, temporary passing points, etc. based on the map information.

DESCRIPTION OF SYMBOLS 1... Vehicle, 2... Vehicle body, 3... Wheel, 4... Steering part, 5... Acceleration operation part, 6... Braking operation part, 7... Shift operation part, 8... Display device, 9... Voice output device, 10... Operation input Part 11... Monitor device 13... Steering system 14... ECU 15... Imaging unit 16... Distance measuring unit 17... Distance measuring unit 18... Brake system 19... Steering angle sensor 20... Accelerator sensor 21 ... shift sensor 22 ... wheel speed sensor 23 ... in-vehicle network 31 ... acquisition unit 32 ... estimation unit 33 ... calculation unit 34 ... movement control unit 35 ... determination unit 40 ... parking lot 41 ... lane marking , 100... Driving support system.

Claims (2)

Based on map information including a travelable area for the vehicle, a target position in the travelable area, and one or more temporary passing points set in the travelable area from the current position of the vehicle to the target position. a calculation unit that calculates, as a movement route, a route from the current position of the vehicle in the travelable area to the target position via the vicinity of the one or more temporary passage points ,
The temporary passing point is a turning point in the travelable area from the current position of the vehicle to the target position,
Based on the map information, the calculation unit calculates a route from the current position of the vehicle in the travelable area to the target position via the vicinity of the one or more temporary passage points as a movement route. determining, for each of the temporary passage points, a position that is a first predetermined distance away from the current position of the vehicle in the travelable area with respect to the temporary passage point as a first travel passage point; A position a second predetermined distance away from the target position side is determined as a second travel passage point, and the first travel passage point and the second travel passage point are connected by a smooth curve, thereby forming the portion of the movement route. to calculate
A plurality of types of the first predetermined distance and the second predetermined distance are set in advance according to the bending angle of the travelable area at the temporary passage point, and the smaller the bending angle, the smaller the value. Driving support equipment that has been set . The driving support device according to claim 1 , wherein said first predetermined distance and said second predetermined distance are the same.

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