JP7182999B2 - Driving support device - Google Patents

Description

The present invention relates to a driving assistance device that assists driving operation of a vehicle.

Driver assistance technology generally provides mechanical assistance to the driver. For example, in Patent Document 1, an expected course line of a vehicle is generated, and an image of the surroundings of the vehicle obtained by a camera installed in the vehicle is combined with the expected course line to calculate the superimposition ratio of the expected course line with respect to the obstacle. , and a technique for avoiding a collision between a vehicle and an obstacle by controlling the vehicle according to the superimposed ratio has been proposed.

JP 2018-97535 A

If such driving support technology spreads, it will contribute to safe driving of vehicles, but on the other hand, there is a concern that drivers' driving skills will not improve. Even if the vehicle is equipped with an automatic driving function, it is possible for the driver to operate the vehicle manually (manual operation by the driver), so it is essential to maintain and improve the driving skills of the driver.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a driving assistance device that can contribute to improving the driving technique of a driver.

In order to achieve the above objects, the present invention has the following configurations. That is, according to the first aspect of the present invention, storage control means for storing the trajectory information of the movement of the self-propelled vehicle in the storage means;
a control means for controlling movement of the vehicle;
an input means for inputting an instruction by an occupant of the vehicle;
The storage control means stores, in response to an instruction to store the trajectory information, a delimiter indicating that the vehicle has stopped in the storage means in association with the trajectory information each time the vehicle stops;
The control means, in response to a return instruction for restoring the position and direction of the vehicle, stores the data from the position where the input means receives the input of the return instruction to the position of the break included in the trajectory information. controlling movement of the vehicle based on the trajectory information stored by
The storage control means stores the trajectory information when the speed of the vehicle is less than or equal to a predetermined speed, and continues storing the trajectory for a predetermined time even when the speed of the vehicle exceeds the predetermined speed. There is provided a driving support device characterized by:

ADVANTAGE OF THE INVENTION According to this invention, it can contribute to the improvement of a driver|operator's driving skill.

1 is a block diagram of a vehicle control device according to an embodiment; FIG. Explanatory drawing of the example of a driving assistance. 4 is a flowchart showing driving support processing; 4 is a flowchart showing driving support processing;

[First embodiment]
●Configuration of Autonomous Driving Vehicle FIG. 1 is a block diagram of a vehicle control device according to an embodiment of the present invention, which controls a vehicle 1. As shown in FIG. In FIG. 1, a vehicle 1 is shown schematically in a plan view and a side view. The vehicle 1 is, for example, a sedan-type four-wheel passenger car.

The control device of FIG. 1 includes a control unit 2 . The control unit 2 includes a plurality of ECUs 20-29 communicatively connected by an in-vehicle network. Each ECU includes a processor represented by a CPU, a storage device such as a semiconductor memory, an interface with an external device, and the like. The storage device stores programs executed by the processor, data used for processing by the processor, and the like. Each ECU may include a plurality of processors, storage devices, interfaces, and the like.

The functions and the like handled by each of the ECUs 20 to 29 will be described below. It should be noted that the number of ECUs and the functions they are in charge of can be appropriately designed, and it is possible to subdivide or integrate them more than in the present embodiment.

The ECU 20 executes control related to automatic driving of the vehicle 1 . In automatic operation, at least one of steering, acceleration/deceleration, and stopping of the vehicle 1 is automatically controlled. In a control example described later, both steering and acceleration/deceleration are automatically controlled. A trajectory information storage unit 20a for storing trajectory information is connected to the ECU 20, and information for specifying the travel trajectory of the vehicle 1 is stored when a certain condition is satisfied. That is, the ECU 20 performs control as storage control means for storing the locus information in the locus information storage unit 20a. The trajectory information may include, for example, steering angles, speeds (wheel speeds), and traveling directions (forward or backward) associated with times and events. In addition, the direction of the vehicle calculated based on the information detected by the gyro 5, the position information detected by the GPS in-vehicle device, and the position information detected by the number of rotations of the tires may be included. Note that the storage unit 20a may not only be configured to be connected to the control unit 20 and the ECU 20, but may also be configured to be stored via communication, such as located on a server.

The ECU 21 controls the electric power steering device 3 . The electric power steering device 3 includes a mechanism that steers the front wheels according to the driver's driving operation (steering operation) on the steering wheel 31 . Further, the electric power steering device 3 includes a motor for assisting the steering operation or exerting a driving force for automatically steering the front wheels, a sensor for detecting the steering angle, and the like. When the driving state of the vehicle 1 is automatic driving, the ECU 21 automatically controls the electric power steering device 3 in response to instructions from the ECU 20 to control the traveling direction of the vehicle 1 .

The ECUs 22 and 23 control the detection units 41 to 43 for detecting the surrounding conditions of the vehicle, and process information on the detection results. The detection unit 41 is a camera for photographing the front of the vehicle 1 (hereinafter sometimes referred to as the camera 41), and in the case of this embodiment, is attached to the interior side of the front window in the front part of the roof of the vehicle 1. be done. By analyzing the image captured by the camera 41, it is possible to extract the outline of the target, the content of the sign, and the lane markings (white lines, etc.) on the road.

The detection unit 42 is a Light Detection and Ranging (LIDAR) (hereinafter sometimes referred to as a lidar 42), detects targets around the vehicle 1, and measures the distance between the target and the vehicle 1. Measure. In this embodiment, five riders 42 are provided, one at each corner of the front of the vehicle 1, one at the center of the rear, and one at each side of the rear. The detection unit 43 is a millimeter wave radar (hereinafter sometimes referred to as radar 43 ), and detects targets around the vehicle 1 and measures the distance between the target and the vehicle 1 . In this embodiment, five radars 43 are provided, one in the center of the front portion of the vehicle 1, one in each corner of the front portion, and one in each corner of the rear portion.

The ECU 22 controls the one camera 41 and each rider 42 and processes information on detection results. The ECU 23 performs control of the other camera 41 and each radar 43 and information processing of detection results. By equipping two sets of devices to detect the vehicle's surroundings, the reliability of detection results can be improved. It is possible to analyze the surrounding environment from multiple perspectives.

The ECU 24 controls the gyro sensor 5, the GPS sensor 24b, and the communication device 24c, and performs information processing of detection results or communication results. The ECU 24 detects the rotational motion/rotational behavior of the vehicle 1 by detecting the angular velocity of the gyro sensor 5 . The course of the vehicle 1 can be determined based on the detection result of the gyro sensor 5, the wheel speed, and the like. GPS sensor 24 b detects the current position of vehicle 1 . The communication device 24c performs wireless communication with a server that provides map information and traffic information, and acquires these information. The ECU 24 can access a map information database 24a built in a storage device, and the ECU 24 searches for a route from the current location to the destination.

The ECU 25 includes a communication device 25a for inter-vehicle communication. The communication device 25a performs wireless communication with other vehicles in the vicinity to exchange information between the vehicles.

ECU 26 controls power plant 6 . The power plant 6 is a mechanism serving as a power source that outputs driving force for rotating the drive wheels of the vehicle 1, and includes, for example, an engine and a transmission. Alternatively, the power plant 6 may be composed of an electric motor (simply called a motor), or may be composed of a combination of an internal combustion engine and a motor. For example, the ECU 26 controls the output of the engine in response to the driver's driving operation (accelerator operation or acceleration operation) detected by the operation detection sensor 7a provided on the accelerator pedal 7A, or detects the vehicle speed detected by the vehicle speed sensor 7c. The gear stage of the transmission is switched based on the information on the transmission. When the driving state of the vehicle 1 is automatic driving, the ECU 26 automatically controls the power plant 6 in response to instructions from the ECU 20 to control the acceleration and deceleration of the vehicle 1 .

The ECU 27 controls lamps (headlights, taillights, etc.) including the direction indicators 8 (winkers). In the example of FIG. 1, the direction indicators 8 are provided at the front, door mirrors and rear of the vehicle 1 .

The ECU 28 controls the input/output device 9 . The input/output device 9 outputs information to the driver and receives information input from the driver. The voice output device 91 notifies the driver of information by voice. The display device 92 notifies the driver of information by displaying an image. The display device 92 is arranged, for example, in front of the driver's seat and constitutes an instrument panel or the like. In addition, although voice and display are exemplified here, information may be notified by vibration or light. Information may also be notified by combining a plurality of sounds, displays, vibrations, and lights. Furthermore, depending on the level of information to be reported (for example, the degree of urgency), different combinations may be used or different modes of reporting may be used.

The input device 93 is a group of switches arranged at a position operable by the driver to give instructions to the vehicle 1, but may also include a voice input device and a gesture detection device. The input device 93 also includes a return switch 931 according to this embodiment. A return switch 931 is a switch for requesting or instructing return. When pressed by the driver, the control unit 2 returns the vehicle to the state at a predetermined, specified or selected point in time. The state at which to return may be determined in advance, or may be selected by the driver each time the operation is performed. For example, a plurality of return switches may be provided, and the selection may be made according to the operated switch, or may be determined according to the operation time.

The ECU 29 controls the brake device 10 and a parking brake (not shown). The brake device 10 is, for example, a disc brake device, is provided on each wheel of the vehicle 1, and decelerates or stops the vehicle 1 by applying resistance to the rotation of the wheels. The ECU 29 controls the operation of the brake device 10 in response to the driver's driving operation (brake operation) detected by the operation detection sensor 7b provided on the brake pedal 7B, for example. When the driving state of the vehicle 1 is automatic driving, the ECU 29 automatically controls the braking device 10 in response to instructions from the ECU 20 to control deceleration and stopping of the vehicle 1 . The brake device 10 and the parking brake can also be operated to keep the vehicle 1 stopped. Moreover, if the transmission of the power plant 6 is equipped with a parking lock mechanism, it can also be operated to keep the vehicle 1 in a stopped state.

●Control Example FIG. 2 shows an example of vehicle operation according to the present embodiment. As shown in FIG. 2A, there are three vehicles parked in parallel. Among them, the vehicle 1 sandwiched between the vehicles 201 and 202 is about to leave the garage in the right direction in the drawing in manual operation. Therefore, the driver steers to the right, but the steering angle is insufficient to avoid the obstacle 203 on the left side, resulting in the state shown in FIG. 2(B). In FIG. 2B, two dotted line arrows 101 and 102 indicate loci of the front and rear center portions of the vehicle 1, respectively. This also applies to other figures.

In order to avoid the obstacle 203 from the state of FIG. 2(B), the driver tries to turn back. That is, the vehicle is steered leftward so as to move backward to the left rear, and the vehicle moves backward to reach the state shown in FIG. 2(C). From the state shown in FIG. 2(C), it is possible to take a course to the right by steering to the right after traveling straight ahead. However, the driver is unable to turn the obstacle (parked vehicle 202) on the right side well, and the amount of steering is insufficient.

At this point, the driver attempted to reverse the vehicle while steering to the right in order to return to the original position (the position of the vehicle 1 in FIG. 2(C)) without turning back again. The state of (E) is reached. However, it does not return to the original position (the position of the vehicle 1 in FIG. 2(C)), but moves to a position closer to the vehicle 202 (FIG. 2(E)). At this point, the driver realizes that the vehicle 1 has not returned to its original position (the position of the vehicle 1 in FIG. 2(C)) and finds it difficult to overcome the situation. Perform the return operation related to In response to this return operation, the vehicle 1 first moved from the position shown in FIG. 2(E) to the position shown in FIG. 2(D) and from the position shown in FIG. 2(D) to the position shown in FIG. Controlled to follow a trajectory (or path) in reverse. Subsequently, it is controlled to reversely trace the locus of movement from the position of FIG. 2(D) to the position of FIG. 2(C) and from the position of FIG. 2(C) to the position of FIG. 2(D).

Automatic operation is interrupted when the vehicle 1 returns to the position shown in FIG. 2(C). After that, the driver again drives the vehicle 1 manually from the position shown in FIG. 2(C). As a result of such repeated attempts, for example, as shown in FIG. 2(F), the vehicle can avoid the obstacles 202 and 204 and exit into the driving lane by performing appropriate steering at appropriate timing. In this way, instead of entrusting difficult parts of driving to automated driving, the automated driving function can reproduce situations where manual driving did not go well, and automated driving can be used for training to improve manual driving skills. .

●Recording process of locus information for returning FIG. 3 shows an example of a processing procedure for recording locus information of the vehicle 1. FIG. This procedure is realized, for example, by executing a program stored in a memory of the ECU 20 by the ECU 20 that controls automatic operation. Although the processing in FIG. 3 constitutes a closed loop, other processing can be executed in parallel by being executed in a multitasking environment, for example. Note that the trajectory information is not limited to the trajectory itself as described above, but may be a history relating to the route and attitude of the vehicle, so it may be called driving history information.

When the procedure of FIG. 3 is started, first, it is determined whether or not a trajectory information recording flag, which is information indicating that trajectory information should be recorded, is on (S301). For example, the trajectory information recording flag may be always set to ON, or may be switched between ON and OFF by the driver's operation from the operation unit or the like. If it is off, the trajectory information is not recorded, so the process ends. On the other hand, if the trajectory information recording flag is ON, a recording timer, which will be described later, starts counting and waits for a predetermined time (S303). This waiting time becomes the sampling interval of the trajectory information. After waiting, it is determined whether a route event has occurred during the waiting (S305). A route event is an event that becomes a delimiter when the vehicle state is restored by referring to the trajectory information, and indicates a delimiter of the route traveled by the vehicle 1 . Since a route event can be a starting point for a return action or a driver's re-driving, an event that causes the vehicle speed to become zero is desirable. For example, events that occur in the vehicle 1 itself include that the vehicle speed is 0 and the vehicle stops, that the transmission is operated from forward to reverse, and that reverse is operated to forward. Other route events are also possible, such as the vehicle 1 reaching a pre-designated position in front of the home garage, or stopping at that position, for example. Information on these route events may be received by the ECU controlling them from the actuators and sensors that cause the respective events, and notified to the ECU 20 . Although not shown in FIG. 3, information indicating the occurrence of a route event may be retained until tested at S305 once the route event has occurred, and cleared once tested at S305.

Here, the recording timer is a timer that measures the sampling timing interval for recording the vehicle. The sampling timing is at least 1 second or less, preferably 0.1 second or less, but may vary depending on the vehicle speed of the vehicle 1 . Furthermore, when the vehicle speed is 0, the sampling timing may be 1 second or more. The recording timer may use, for example, a timer that the ECU 20 has, and measures a predetermined period of time. In the present embodiment, the sampling timing is the sampling interval of locus information for tracing the locus of travel of the vehicle. As will be described later, the recording of the trajectory information is limited to a low-speed region below a certain speed, so the recording time does not have to be so short as described above.

If it is determined that the event is not a route event, it is determined whether the current traveling speed is equal to or less than a predetermined speed (S307). Although the returning operation of the present embodiment can also be applied to high-speed running, it is particularly advantageous in that the vehicle can be safely returned to the position at the specified point in time with high accuracy. This is because the advantage is believed to be more effective at lower speeds. Also, recording the trajectory information only in a limited speed range is useful for saving memory capacity.

If it is determined that the current speed is equal to or less than the predetermined speed, track information is recorded (S309). The trajectory information is recorded in association with time, and this time can be specified as a relative time from the time corresponding to the end of the recorded trajectory information. Therefore, the time may be, for example, an elapsed time starting from the recording start point of the trajectory information. The trajectory information may also include, for example, the steering angle, speed, and traveling direction of the steered wheels. The speed is, for example, the wheel speed measured by a wheel speed sensor, and may be the measured speed of each wheel or the average value thereof. The direction of travel can also be represented by the positive or negative of the speed. In addition, the information may literally indicate the position at the time of sampling and the direction in which the vehicle body is facing. In addition to these, the position and direction may be acquired by the GPS 24b, the gyro 5, or the number of tire rotations. After the track information has been recorded, if the amount of accumulated track information exceeds a predetermined amount, the oldest track information is deleted until the amount is less than the predetermined amount (S310). After that, the process branches to S301. Note that the capacity for storing the trajectory information may be such that the trajectory can be recorded for a certain period of time, for example, about 1 to 5 minutes, but it is of course not limited to this. On the other hand, when it is determined in S307 that the predetermined speed is exceeded, the process also branches to S301. Here, for example, a ring buffer may be used to overwrite old locus information with new locus information. In such a case, the step of S310 may be omitted.

On the other hand, if it is determined in S305 that a route event has occurred, it is determined whether the absolute value of the current vehicle speed is equal to or less than a predetermined speed (S311). This determination may be the same as S307. If it is determined that the current speed is equal to or less than the predetermined speed, the trajectory information is stored (S313). Here, the trajectory information is stored in association with information indicating time and route event. The time is as described in S309. The route event may be, for example, information indicating stopping, switching between forward and backward, arrival at a predetermined position, and the like. In addition to the time, empty route event information may also be associated with the trajectory information in S309 in order to have a uniform format with the information recorded in S309. After that, the process branches to S310. If it is determined in S311 that the predetermined speed is exceeded, the process branches to S301. If it is determined in S307 or S311 that the predetermined speed has been exceeded and the recording of the trajectory information is not performed, the recording of the trajectory that can be recovered is interrupted at that point. may be erased.

By the above procedure, the trajectory information of the vehicle is recorded at the timing suitable for the conditions. From the procedure in FIG. 3, the trajectory information is recorded at the time intervals set in the recording timer. If a route event occurs at that time, the route event is also recorded in association with the time. As a result, for example, regarding the trajectory information of a section whose start and end points are two route events, the time of the end point is converted to 0, and the trajectory information is traced back along time from there, and according to the elapsed time The power plant 6 and the steering device 3 are controlled by the ECUs 20 and 21 so as to obtain the recorded information such as steering angle and speed. By performing this control up to the start point of the section, the vehicle can be returned (returned) to the position and direction at the start point of the section. Note that in the procedure of FIG. 3, locus information is not recorded when the vehicle speed exceeds a predetermined speed. However, the vehicle speed exceeds the predetermined speed only for a short period of time, and may soon return to the predetermined speed or less. Assuming such a case, for example, even if the vehicle speed exceeds a predetermined speed, recording is continued for a certain period of time, and if the vehicle speed exceeds the predetermined speed even after that time has passed, the recording of the trajectory information is stopped for the first time. may

Return Control FIG. 4 shows an example of a procedure for returning the vehicle to the position and direction at a predetermined point in time based on the trajectory information (driving history information) recorded and collected in the procedure of FIG. This procedure is realized, for example, by executing a program stored in a memory of the ECU 20 by the ECU 20 that controls automatic operation. The procedure in FIG. 4 is triggered by, for example, operation of a return switch (return operation unit) 931 . In addition, since the procedure in FIG. 4, especially after S401, is controlled by automatic operation, the external environment is continuously monitored by various sensors such as radar, lidar, camera, sonar, etc. during this time, and it is determined that there is a risk of collision. If so, the procedure of FIG. 3 is interrupted and the vehicle is stopped. In this case, the context at the point of interruption may be stored, and the return operation may be continued from the point of interruption once the risk of collision is resolved. In addition, if the vehicle 1 is equipped with a monitor that monitors the driver and a grip sensor that detects that the driver is gripping the steering wheel, the driver during automatic driving can use these sensors to determine the direction of travel and the surroundings. and gripping the steering wheel.

First, it is determined whether the vehicle 1 is currently stopped. In this example, operation of the return switch is accepted only when the machine is stopped, and the operation is ignored when the machine is not stopped. If it is determined that the vehicle is stopped, the trajectory information recording flag is turned off (S401). This is because the return operation is automatic operation, and it is not necessary to leave the trajectory information. Then, the return operation of the vehicle is performed according to the trajectory information. Here, a section of the trajectory information having a route event related to the current stop state as an end point and a specified event, for example, a route event immediately before the end point as a start point, is the section to be subjected to the return operation. The vehicle 1 is automatically driven so as to follow a trajectory tracing this section from the end point to the start point. Therefore, the trajectory information is referred to in order from the end point, that is, the end of the trajectory information of the section, so as to go back in time associated with the miracle information (S403). Then, the ECU 20 controls the power plant and each actuator of the vehicle so that the position and direction of the vehicle match the locus information corresponding to the retroactive time (S405). For example, it is assumed that the aforementioned sampling interval (S303) is set to 0.1 seconds, and the steering angle and vehicle speed are recorded at intervals of 0.1 seconds as trajectory information. In this case, the ECU 20 controls, for example, the steering device 3 and the power unit 6 so that the trajectory information is traced back from the state of the end point and the steering angle and vehicle speed are associated with each other every 0.1 seconds. However, the traveling direction is the opposite direction to the recording of the trajectory information. That is, if the trajectory information indicates forward movement, the ECU 20 controls the vehicle to move backward. And vice versa. On the other hand, the absolute value of the speed and the steering angle may be as recorded in the trajectory information. Here, the operation control may be performed so as to drive the controlled object smoothly. For example, if the rudder angle is given at intervals of 0.1 seconds as in the above example, the current rudder angle is controlled to change at a constant rate to the target rudder angle. The same may be said of speed. In the control of S405, instead of reproducing the recorded speed as it is, the predetermined speed in S307 and S311 may be set as the upper limit of the speed at the time of recovery.

If the return motion is performed for one sample of the trajectory information, it is determined what designates the return destination (that is, the end of the return motion) (S407). Note that one sample is a set of trajectory information recorded by one sampling. The return destination is specified, for example, when a specified route event occurs, when a predetermined time has passed from the end point of the trajectory information, or when the return operation is completed while the return operation is being performed. For example, it may be when the return switch is switched from the on state to the off state. In FIG. 4, it is judged which of these three the return destination is designated. The designation of the return destination may be determined in advance, or the display (not shown) mounted on the vehicle 1 may display candidates and the user may select them as appropriate. Alternatively, either one may be fixed. When a touch panel is used as the display, the accumulated trajectory information and map information may be used to display the surrounding map and the recorded trajectory on the display. Then, the driver may be allowed to designate a return destination on the display. In this case, specify the time or route event corresponding to the position specified on the display from the trajectory information, and if the route event can be specified, specify the return destination event, otherwise process as the time specification. may proceed.

If it is determined in S407 that the return destination is until the end of the return operation, it is determined whether the return operation has ended (S409). The end of the return operation is, for example, switching the return switch 931 from on to off. If the return operation has ended, the return operation ends, so the process branches to S413. If the return operation is not to be terminated, the process is repeated from S403. It should be noted that the instruction may be an instruction to end the return operation instead of the end of the return operation.

If it is determined that the return destination is the specified event, it is determined whether the route event included in the trajectory information processed in S405 is the specified event (S411). The designated event may be determined in advance, or may be selected by the driver each time an operation is performed. The designated event may be, for example, a route event immediately before the end point of the route information, such as a stop or forward/backward switching, as described above. The designated event may also be, for example, arrival at a designated location (for example, a parking lot). If the return operation has been performed up to the specified event, the process proceeds to S413 to end the return.

Further, if it is determined that the return destination is before the specified time, the trajectory information processed in S405 is set to the specified time or more before the start of the return operation (that is, the time associated with the end of the trajectory information). It is determined whether it is associated with the time (S415). The specified time may be a predetermined time, or may be specified each time the return operation is performed. For example, if the specified time is 30 seconds, the time associated with the end of the trajectory information, that is, the time when the current position is reached, is returned to the specified time, that is, the position of 30 seconds. If the condition of S415 is satisfied, the process branches to S413 assuming that the state before the specified time has been restored, and the return operation is terminated.

To end the return operation, stop the automatic operation and stop the vehicle. If the power unit is an internal combustion engine, put the transmission in the neutral state, turn on the trajectory information recording flag, and erase the trajectory information for the return. (S413). If the position and direction of the vehicle at the end point of the trajectory information do not match those of the actual vehicle, it is difficult to use the trajectory information to restore the vehicle. Also, since it is assumed that the driver will perform manual driving after returning to the starting point, the vehicle is stopped when the return is completed, and the vehicle is returned to a neutral state so as not to run in an unexpected direction.

Referring to FIG. 2, it is thus possible, for example, to return from FIG. 2(E) to FIG. 2(D). However, if the vehicle is returned to, for example, the previous stop position by one return operation, two return operations are required to return from FIG. 2(E) to FIG. 2(C). If the return operation is to be performed while the return operation is being performed, the driver may continue to operate the return switch 931 from the state shown in FIG. 2(E) to the state shown in FIG. 2(C). In addition, in the case of returning to the state of a certain period of time ago by one return operation, the return operation should be performed the number of times to bring about the state shown in FIG. 2(C). If the driver performs an operation such as a brake operation during the return operation, control is performed to give priority to the driver's operation. The interrupted return operation may be performed when the return operation is performed again.

With the above procedure and control, the driver can return the vehicle to the position and direction at the desired timing. Then, the driver can reproduce the situation in which he or she experienced difficulty and gain experience in overcoming the situation with his/her own driving operation. As a result, it is possible to improve the driving skill. Furthermore, in the return operation, the route to the current position is reversed, so a desired position on the route can be selected as the operation start position.

In the above-described embodiment, an automobile is used as an example of a vehicle, but any vehicle can be used as long as it is capable of self-driving and has an automatic driving function. In the embodiment, the rudder angle, speed and direction of the steered wheels are recorded as locus information, but other information may be used as long as the original position and direction can be restored. For example, position information acquired by GPS or the like and direction information acquired by a gyro sensor or the like may be sampled during movement and used as trajectory information. In this case, the sampled information is traced back in time, and drive control is performed so as to reproduce the recorded position and direction (orientation of the vehicle). In this case, the return operation can be performed without being driven by the wheels. Further, in the above embodiment, occurrence of a route event is determined, but this may be stopped and only sampling at scheduled time intervals may be performed. In this case, S305, S311, S313 in FIG. 3 and S407 in FIG. 4 do not require branching of the specified event. Therefore, the return destination is specified either before the specified time or until the end of the return operation.

Furthermore, the vehicle of the embodiment has an automatic driving function, but even if the vehicle has a lower level automatic parking function, if it returns along the trajectory information, the return control of this embodiment is possible. Alternatively, instead of tracing the route, the vehicle may be moved to a position at the point in time designated from the trajectory information, and the vehicle body may be directed in the direction at that point. In this case, for example, the travel locus based on the locus information may be displayed on the display, and the driver may specify the position from the locus. After that, by the automatic driving function, it is sufficient to determine a route for moving to the designated position and directing in the direction at that position, and controlling the driving along the route. Furthermore, in the above-described embodiment, the conditions for recording the trajectory information are automatically determined, and if the conditions are met, the recording is performed. In this case, the trajectory information is recorded by triggering an operation such as pressing a predetermined button by the driver. However, even in this case, the condition may be that the speed is equal to or less than a predetermined speed.

Summary of Embodiments (1) According to the first aspect of the present invention, storage control means for storing locus information of movement of a self-propelled vehicle in a storage means;
a control means for controlling movement of the vehicle;
an input means for inputting an instruction by an occupant of the vehicle;
The driving support device is provided, wherein the control means controls movement of the vehicle to a position included in the trajectory information according to the instruction, based on the trajectory information stored by the storage means. be.

This makes it possible to restart driving in difficult situations, contributing to the improvement of the driver's driving skills.
(2) According to a second aspect of the present invention, the driving assistance device according to (1),
The storage control means stores the trajectory information regarding movement from a first position to a position where the input means receives the input of the instruction,
driving assistance, wherein the control means controls movement of the vehicle from a position where the input means receives the input of the instruction to the first position based on the trajectory information in response to the instruction; An apparatus is provided.

As a result, the vehicle can be returned from the current position specified by the trajectory information to the first position, and driving can be restarted.
(3) According to a third aspect of the present invention, the driving assistance device according to (2),
A driving assistance device is provided, wherein the first position is a position a predetermined time before the vehicle reaches a position where the input means receives the input of the instruction.

As a result, the vehicle can be returned to a position a predetermined time ago from the current position specified by the trajectory information, and driving can be restarted from the position a predetermined time ago.
(4) According to a fourth aspect of the present invention, the driving assistance device according to (2),
A driving assistance device is provided, wherein the first position is a position at which the input means stops immediately before the vehicle reaches a position at which the input of the instruction is received.

As a result, the vehicle can be returned from the current position specified by the trajectory information to the immediately preceding stopped position, and the vehicle can be restarted from the previously stopped position.
(5) According to a fifth aspect of the present invention, the driving assistance device according to (2),
A driving assistance device is provided, wherein the first position is a position at which the stop of movement of the vehicle based on the trajectory information is instructed by the input means.

As a result, the vehicle can be returned from the current position specified by the trajectory information to the position where the stop of the movement of the vehicle has been instructed, and the driving can be restarted from the desired position.
(6) According to a sixth aspect of the present invention, the driving assistance device according to any one of (1) to (5),
The driving support device is provided, wherein the memory control means stores the locus information when the speed of the vehicle is equal to or less than a predetermined speed.

As a result, the amount of information to be stored can be reduced by reducing opportunities to collect trajectory information.

1 vehicle, 2 control unit, 20 ECU, 20a trajectory information storage unit, 931 return switch

Claims (2)

a memory control means for storing the trajectory information of the movement of the self-propelled vehicle in a memory means;
a control means for controlling movement of the vehicle;
an input means for inputting an instruction by an occupant of the vehicle;
The storage control means stores, in response to an instruction to store the trajectory information, a delimiter indicating that the vehicle has stopped in the storage means in association with the trajectory information each time the vehicle stops;
The control means, in response to a return instruction for restoring the position and direction of the vehicle, stores the data from the position where the input means receives the input of the return instruction to the position of the break included in the trajectory information. controlling movement of the vehicle based on the trajectory information stored by
The storage control means stores the trajectory information when the speed of the vehicle is less than or equal to a predetermined speed, and continues storing the trajectory information for a predetermined time even when the speed of the vehicle exceeds the predetermined speed. A driving support device characterized by: The driving support device according to claim 1,
A driving support device, wherein, when the input means instructs to stop movement of the vehicle based on the trajectory information, the control means stops in accordance with the instruction.

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