Driving assistance device

Abstract

The invention provides a driving support device which can prevent deterioration of riding comfort of an occupant by realizing deceleration control for smoothly parking a vehicle at the next parking position as much as possible even when a travel trajectory is corrected. In the process that the vehicle moves along the generated parking track, the parking track is corrected under the condition that the parking track needs to be corrected, and the parking track is corrected under the condition that the parking track is corrected. On the basis of the remaining distance from the current position of the vehicle to the next parking position in the corrected parking trajectory and the vehicle speed of the vehicle at the point in time when the parking trajectory is corrected, a deceleration control mode for parking the vehicle at the next parking position in the corrected traveling trajectory is selected from a plurality of modes. And performing deceleration control on the vehicle according to the selected deceleration control mode.

Description

TECHNICAL FIELD

[0001] The present application relates to a drive assist device that performs drive assist of a vehicle. BACKGROUND

[0002] Conventionally, a drive assist device that performs drive assist by executing a part or all of a user's driving operation on the vehicle side, and the like, has been proposed.

[0003] Here, the above-described drive assist generates a future travel trajectory of the vehicle in advance to assist the vehicle to travel in accordance with the generated travel trajectory, but the travel trajectory is sometimes changed midway, for example, due to a change in a target arrival point after the start of travel, the appearance of an obstacle, or the like. In particular, in a situation where deceleration control for causing the vehicle to stop at a parking position is performed, if the travel trajectory is changed to shorten the distance to the parking position, or a new parking position appears in the travel trajectory in the advancing direction, it is necessary to switch the vehicle control to new deceleration control for causing the vehicle to stop at the parking position and perform it. For example, in Japanese Patent Application Publication No. 2021-62754, a technology is proposed in which, in a case where automatic driving to a parking target position is performed, in a case where the parking target position is changed and a forward-backward switching condition is established, the vehicle control is switched to deceleration control for stopping at a newly generated forward-backward switching position (parking position) without contacting other vehicles.

[0004] Patent Literature 1: Japanese Patent Application Publication No. 2021-62754 (paragraphs 0099-0102)

[0005] Here, in the above-described Patent Literature 1, a manner is adopted in which, at the time when the travel trajectory is corrected, in a case where the remaining distance to the parking position is sufficient, deceleration is performed at a deceleration for slow braking, and on the other hand, in a case where the remaining distance to the parking position is short, deceleration is performed at a deceleration for emergency braking. However, in either case, the deceleration is changed, so-called jerk braking occurs, and there is a problem in that the ride comfort of the occupant is very poor. In particular, in a case where deceleration is performed at a deceleration for emergency braking, the deceleration is drastically changed, and the problem is more serious. SUMMARY

[0006] The present application has been made to solve the above-described conventional problems, and aims to provide a drive assist device that can realize deceleration control for smoothly stopping a vehicle at a next parking position as much as possible even in a case where a travel trajectory is corrected, and thereby prevent deterioration of the ride comfort of an occupant.

[0007] To achieve the above object, the driving assist device of the present application has: a travel trajectory generation unit that generates a travel trajectory of a vehicle; a travel trajectory correction unit that corrects the travel trajectory in a case where correction is required for the travel trajectory during movement of the vehicle along the travel trajectory; a control mode selection unit that selects, in a case where the travel trajectory is corrected, a deceleration control mode for stopping the vehicle at a next stop position in the corrected travel trajectory from a plurality of modes, based on a remaining distance in the corrected travel trajectory from a current position of the vehicle to the next stop position and a vehicle speed of the vehicle at a time when the travel trajectory is corrected; and a vehicle control unit that decelerates the vehicle in accordance with the selected deceleration control mode. The plurality of deceleration control modes include: a first deceleration control mode that switches and controls in the following order: a jerk limit section that decelerates the vehicle at a constant rate of change of deceleration, i.e., jerk, an equal deceleration section that decelerates the vehicle at a constant deceleration, and a position control section that controls a position to a vehicle speed corresponding to the remaining distance from the current position of the vehicle to the next stop position; a second deceleration control mode that switches and controls in the order of the equal deceleration section and the position control section; and a third deceleration control mode that is constituted only of the position control section.

[0008] Further, in addition to changing the shape of the travel trajectory, the "correction of the travel trajectory" includes changing the position of a stop position at the end of the travel trajectory, adding a stop position (e.g., a forward / reverse switching position) in the middle of the travel trajectory, and the like.

[0009] According to the driving assist device of the present application having the above structure, even in a case where the travel trajectory is corrected, the optimal mode is selected from a plurality of modes as a deceleration control mode for stopping the vehicle at a next stop position in the corrected travel trajectory, and the vehicle is decelerated in accordance with the selected deceleration control mode, so that the vehicle can be smoothly stopped at the next stop position as much as possible. As a result, deterioration of the ride comfort of the occupant is prevented. BRIEF DESCRIPTION OF DRAWINGS

[0010] Figure 1 is a schematic configuration view of the vehicle of the present embodiment.

[0011] Figure 2 is a block diagram showing the structure of the driving assist device of the present embodiment.

[0012] Figure 3 is a flowchart of the driving assist processing program of the present embodiment.

[0013] Figure 4 is a view showing an example of a parking trajectory.

[0014] Figure 5 is a graph indicating an example of a case where the parking trajectory is corrected.

[0015] Figure 6 is a graph indicating each deceleration control mode that becomes a selection candidate.

[0016] Figure 7 is a graph that explains a selection method of the deceleration control mode.

[0017] BRIEF DESCRIPTION OF DRAWINGS

[0018] 1 … driving assistance device, 2 … vehicle, 3 … operation section, 4 … liquid crystal display, 6 … front camera, 7 … rear camera, 8A, 8B … side camera, 9A to 9L … ultrasonic sensor, 10 … driving assistance ECU (example of a travel trajectory generation unit, travel trajectory correction unit, control mode selection unit, vehicle control unit), 44 … turning trajectory (example of a travel trajectory), 45 … preparation trajectory (example of a travel trajectory) DETAILED DESCRIPTION

[0019] Hereinafter, an embodiment of the driving assistance device of the present application will be described in detail with reference to the drawings. First, a vehicle 2 on which the driving assistance device 1 of the present embodiment is mounted will be described below. Figure 1 is a schematic configuration diagram of the vehicle 2 of the present embodiment.

[0020] Here, the vehicle 2 can be, for example, an automobile (internal combustion engine automobile) in which an internal combustion engine (engine or the like) is a driving source, an automobile (electric automobile, fuel cell automobile or the like) in which an electric motor (motor or the like) is a driving source, or an automobile (hybrid automobile) in which both of the above are driving sources. In addition, the vehicle type is not limited, and can be a general automobile, or a large truck, a bus, a construction machine or the like for business use. In addition, in the following description, although a four-wheeled automobile is assumed, it can also be a two-wheeled or three-wheeled vehicle.

[0021] However, the vehicle 2 can be a vehicle that is capable of assisted driving under automatic driving assistance in which the vehicle automatically drives without depending on the driving operation of the user, in addition to manual driving in which the vehicle drives based on the driving operation of the user.

[0022] Furthermore, autonomous driving assistance can be implemented only in specific situations such as parking or exiting a parking space, or it can be implemented across all road sections, or only while the vehicle is traveling on a specific road section (e.g., a highway with a toll gate at the boundary (regardless of whether there are people or it is toll-free)). In the following description, the autonomous driving area for which autonomous driving assistance is implemented includes not only all road sections, including general roads and highways, but also parking lots, and is implemented when the user selects to implement autonomous driving assistance (e.g., presses the autonomous driving start button) and it is determined that autonomous driving assistance-based driving is possible. On the other hand, vehicle 2 can also be a vehicle that can only perform assisted driving based on autonomous driving assistance. Alternatively, assisted driving based on autonomous driving assistance can be implemented only for the vehicle's movement from parking to the parking space (i.e., parking assistance).

[0023] Furthermore, in the vehicle control within the automated driving assistance of this embodiment, for example, the vehicle's current position, the driving lane, and the positions of surrounding obstacles are constantly detected, and vehicle control of the steering device, drive source, braking, etc., is automatically performed in a manner that follows the generated driving trajectory at a speed according to the same generated speed plan. In particular, in the case of parking assistance, as described later, the parking space and its surrounding conditions are confirmed using the detection results of sensors and cameras, and the parking trajectory up to the parking space is calculated. The vehicle then enters the parking space along the calculated parking trajectory, and vehicle control is automatically performed to complete the parking. Furthermore, in addition to the above-mentioned general parking assistance, for example, it also corresponds to remote parking, such as parking in a distant parking space targeted at one's own garage or a monthly contracted parking space in a parking lot. In parking assistance for remote parking, vehicle control is automatically performed to move to the remote, pre-set parking space and complete the parking.

[0024] In addition, such as Figure 1 As shown, vehicle 2 includes: an operation unit 3 for receiving operations from passengers; an LCD display 4 for displaying bird's-eye view, overhead view, and other driver assistance-related information of the vehicle's surroundings to passengers; a speaker 5 for outputting voice guidance related to driver assistance; a front camera 6, a rear camera 7, and side cameras 8A and 8B for photographing the vehicle's surroundings; ultrasonic sensors 9A to 9L for detecting obstacles around the vehicle; and a driver assistance ECU (electronic control unit) 10 for performing various calculations based on input information. Furthermore, all structural components including the aforementioned driver assistance ECU 10 are collectively referred to as driver assistance device 1.

[0025] The following describes the various structural components of the vehicle 2. First, the operation section 3 is provided, for example, on the front side of the steering wheel (also referred to as a steering device), and includes an operation button or the like that is operated when starting automatic driving assistance. The user can switch between manual driving travel, in which the vehicle travels based on the user's driving operation, and assistance travel based on automatic driving assistance, in which the vehicle automatically travels regardless of the user's driving operation, by operating the operation section 3. Further, the operation section 3 can also have a touch panel provided on the front side of the liquid crystal display 4. In addition, a microphone and a voice recognition device can also be provided.

[0026] The liquid crystal display 4 is a type of display device that is mounted on the instrument panel of the vehicle 2, and displays a bird's-eye view image or a top view image of the vehicle surroundings that is generated by performing viewpoint conversion and synthesis processing on captured images captured by the respective cameras of the front camera 6, the rear camera 7, and the side cameras 8A and 8B. In addition, in the case where a warning object such as a pedestrian exists in the surroundings of the vehicle 2, a warning image indicating the existence of the warning object can also be displayed at the position of the warning object in the bird's-eye view image or the top view image. Further, the liquid crystal display 4 can also be used as a display for a navigation device.

[0027] In addition, the speaker 5 is mounted on the instrument panel of the vehicle 2, and outputs guidance voice, warning sound, and the like related to driving assistance. Further, the speaker 5 can also be used as a speaker for a navigation device.

[0028] In addition, the front camera 6 is, for example, a camera device having a solid-state imaging element such as a CCD, and is provided, for example, above the front bumper of the vehicle 2, on the back side of the inside rearview mirror, or the like, with the optical axis direction oriented toward the front of the travel direction of the vehicle.

[0029] The rear camera 7 is also a camera device having a solid-state imaging element such as a CCD, and is mounted, for example, near the upper center of the license plate on the rear side of the vehicle 2, with the optical axis direction oriented toward the rear of the vehicle.

[0030] Further, the side cameras 8A and 8B are also camera devices having a solid-state imaging element such as a CCD, and are mounted, for example, on the left and right inside rearview mirrors of the vehicle 2, with the optical axis direction oriented toward the side of the vehicle.

[0031] Moreover, the drive assist ECU 10 generates bird's-eye images and overhead images of the vehicle surroundings by performing viewpoint conversion and synthesis processing on captured images captured by the respective cameras of the aforementioned front camera 6, rear camera 7, and side cameras 8A and 8B. In addition, in automatic drive assist execution, by performing image recognition processing on the captured images, a demarcation line, a parking frame line, and an obstacle (another vehicle, a pedestrian, a bicycle, a wall, a guardrail, another structure) located in the vehicle surroundings are detected, and automatic drive assist is executed based on the detection results. In particular, in the case of performing parking assist, the detection results of the parking frame line and the obstacle based on the aforementioned cameras are used to perform determination of a parking space and confirmation of the situation around the parking space.

[0032] On the other hand, the ultrasonic sensors 9A to 9L are respectively arranged at prescribed intervals in the front, rear, and side portions of the vehicle, transmit ultrasonic waves as probe waves to the surroundings of the vehicle 2, and receive reflected waves of the transmitted probe waves reflected by objects located in the surroundings of the vehicle, thereby detecting the objects that have reflected the probe waves. Specifically, it is a distance measuring sensor that can detect the distance (distance measurement value) to the object that has reflected the probe waves by measuring the time from transmission to reception. In addition, the ultrasonic sensors 9A to 9L are configured to be able to generate an output signal (including the distance to the detected object) corresponding to the reception result of the received waves, and output to the control section. Furthermore, the objects that become the detection targets of the ultrasonic sensors 9A to 9L can be, for example, a person, a bicycle, another vehicle, a wall, or the like, which is an obstacle that needs to be avoided when the vehicle 2 is traveling, or an obstacle that forms a parking space. Furthermore, instead of the ultrasonic sensors, a millimeter wave sensor or a laser sensor can also be used as the distance measuring sensor.

[0033] In addition, the arrangement positions and arrangement directions of the respective ultrasonic sensors 9A to 9L can be appropriately set, but in the present embodiment, in order to take the entire range of the front, rear, and side directions of the traveling direction of the vehicle 2 as the detection range of the objects, for example, the ultrasonic sensors 9A to 9D are arranged on the front surface of the vehicle 2 in the traveling direction with the transmission direction of the probe waves being the front direction of the traveling direction of the vehicle. In addition, the ultrasonic sensors 9E and 9F are arranged on the left surface of the vehicle 2 in the left direction with the transmission direction of the probe waves being the left side of the traveling direction of the vehicle. In addition, the ultrasonic sensors 9G and 9H are arranged on the right surface of the vehicle 2 in the right direction with the transmission direction of the probe waves being the right side of the traveling direction of the vehicle. In addition, the ultrasonic sensors 9I to 9L are arranged on the rear surface of the vehicle 2 in the direction opposite to the traveling direction with the transmission direction of the probe waves being the rear direction of the vehicle. The heights from the ground surface of the respective ultrasonic sensors 9A to 9L are the same degree.

[0034] Moreover, in the present embodiment, in the ultrasonic sensors 9A to 9L, particularly the ultrasonic sensors 9A to 9D in the front of the vehicle 2 and the ultrasonic sensors 9I to 9L in the rear of the vehicle 2, are provided at positions capable of receiving reflected waves as indirect waves from each other between adjacent sensors, and thus by receiving direct waves and indirect waves as reception waves, not only the distance to the object can be determined, but also the specific position of the object (position relative to the vehicle) can be determined using triangulation. As for the lateral ultrasonic sensors 9E to 9H, are provided separately from each other, and thus indirect waves cannot be received, but by moving the vehicle, by using the ranging distance of the last position, and the ranging distance of this position, and the moving distance therebetween, triangulation is performed, and thus the specific position of the object (position relative to the vehicle) can be determined as well.

[0035] On the other hand, the drive assist ECU 10 is an electronic control unit that performs various processes related to automatic drive assist. For example, the current position of the vehicle, the lane in which the vehicle is traveling, the position of obstacles in the periphery are detected at all times, and the vehicle is controlled in such a manner as to travel along a generated travel trajectory at a speed planned in accordance with a speed generated in the same manner, by a steering device, a drive source, a brake, and the like. Particularly, in the case of performing a parking assist, the detection results of the above-described front camera 6, rear camera 7, lateral cameras 8A, 8B, and ultrasonic sensors 9A to 9L are used to perform determination of a parking space that is an object of the vehicle to perform parking, confirmation of the situation in the periphery thereof, and calculation of a parking trajectory to the parking space, and the vehicle is caused to enter the parking space along the calculated parking trajectory, and vehicle control to complete parking is performed. On the other hand, in the case of performing a parking assist for a remote parking, a parking trajectory including movement to a remote parking space such as a garage of a home registered in advance, a monthly contracted parking space in a parking lot, and the like is calculated, and vehicle control to cause the vehicle to enter the parking space along the calculated parking trajectory and complete parking is performed. In addition, the scenery of the periphery of the vehicle is displayed on the liquid crystal display 4, and in the case where a warning object such as a pedestrian exists in the periphery of the vehicle, superimposed display of a warning image that warns of the existence of the warning object is performed at the position of the warning object in the scenery. The drive assist ECU 10 is connected to the above-described operation section 3, liquid crystal display 4, speaker 5, front camera 6, rear camera 7, lateral cameras 8A, 8B, and ultrasonic sensors 9A to 9L via a vehicle-mounted network such as a CAN. In addition, it is also connected to various sensors such as a vehicle speed sensor, an acceleration sensor, a gyro sensor, a steering device sensor, a shift position sensor, and the like mounted on the vehicle 2, a navigation device as a vehicle-mounted device, and the like. Furthermore, the detailed structure of the drive assist ECU 10 will be described later.

[0036] In addition, in the present embodiment, the ultrasonic sensors 9A to 9L are provided in the front, rear, and lateral directions of the vehicle 2, and thus the vehicle 2 is capable of detecting the periphery of the vehicle 2 in the front, rear, and lateral directions, and thus the vehicle 2 is capable of performing a parking assist in the front, rear, and lateral directions. Figure 1The vehicle 2 has, in addition to the structural members shown, basic structural members of the vehicle 2, but only the structure related to control of automatic driving assistance and control related to the structure will be described.

[0037] Next, the driving assistance device 1 possessed by the vehicle 2 described above, and particularly the driving assistance ECU 10, will be described in detail. Figure 2 is a block diagram showing the structure of the driving assistance device 1 of the present embodiment.

[0038] As shown in Figure 2 , the driving assistance ECU (Electronic Control Unit) 10 is an electronic control unit that performs overall control of the driving assistance device 1, and has a CPU 31 as an arithmetic device and control device, and an internal storage device such as a RAM 32 used as a work memory when various arithmetic processes are performed by the CPU 31 and storing, for example, travel trajectory data at the time of calculating a travel trajectory and the like, a ROM 33 having recorded therein, in addition to a control program, a driving assistance processing program (refer to Figure 3 ) and the like described later, a flash memory 34 storing a program read out from the ROM 33, and the like. Further, the driving assistance ECU 10 has various units as processing algorithms. For example, a travel trajectory generation unit generates a travel trajectory of the vehicle. In the case where correction of the travel trajectory is needed in the course of the vehicle moving along the travel trajectory, a travel trajectory correction unit corrects the travel trajectory. In the case where the travel trajectory is corrected, a control mode selection unit selects, from a plurality of modes, a deceleration control mode for the vehicle to stop at the next stop position on the corrected travel trajectory, based on a remaining distance on the corrected travel trajectory from the current position of the vehicle to the next stop position and a vehicle speed of the vehicle at the time when the travel trajectory is corrected. A vehicle control unit decelerates the vehicle in accordance with the selected deceleration control mode. That is, the driving assistance ECU 10 is an example of a travel trajectory generation unit, a travel trajectory correction unit, a control mode selection unit, and a vehicle control unit.

[0039] Further, the driving assistance ECU 10 is connected with various sensors 36 for detecting the behavior of the vehicle, such as a vehicle speed sensor, a wheel speed sensor, an acceleration sensor, a gyro sensor, a steering device sensor, a shift position sensor, and the like, a steering device, a brake, an accelerator, a transmission, and the like, each driving section 37 of the vehicle, detects the current behavior of the vehicle based on the detection results of these sensors 36, and implements automatic driving assistance of the vehicle 2 by controlling each driving section 37. As the content of the specific automatic driving assistance, for example, the current position of the vehicle, the lane in which the vehicle is traveling, the position of an obstacle in the vicinity, are detected at all times, and the vehicle is controlled in terms of the steering device, the driving source, the brake, and the like, in such a manner that the vehicle travels at a speed planned in accordance with the same as the speed generated along the generated travel trajectory.

[0040] In addition, a vehicle information DB 35 is included in the flash memory 34, in which various kinds of information related to the vehicle 2 are stored. For example, the setting positions (height from the ground, position in the left-right direction) of the cameras, the ultrasonic sensors 9A to 9L, the detection axes (optical axes for the cameras), the overall length, the vehicle width, the wheelbase, the minimum turning radius, and the like provided to the vehicle 2. These pieces of information are input in advance by the occupant or a person on the vehicle manufacturer side.

[0041] Next, based on the result of the determination, the vehicle 2 is controlled in the following manner. Figure 3 The driving assistance processing program executed by the driving assistance ECU 10 in the driving assistance device 1 having the above-described structure will be described. Figure 3 is a flowchart of the driving assistance processing program of the embodiment. Here, the driving assistance processing program is a program executed after the ACC power supply (accessory power supply) of the vehicle 2 is turned on, for generating a travel trajectory of future travel of the vehicle, and performing steering control, brake control, and the like of the vehicle in a manner of automatically traveling along the generated travel trajectory. Further, hereinafter, a parking assistance in which the vehicle is parked will be described as an example, but the application is not limited to the parking assistance, and can be applied to automatic driving assistance at the time of normal travel. The following description will be given with reference to the flowchart of Figure 3 The program shown in the flowchart of is stored in the RAM 32 and the ROM 33 included in the driving assistance device 1, and is executed by the CPU 31.

[0042] First, in step (hereinafter, abbreviated as S) 1, the CPU 31 determines whether or not to start the parking assistance. In particular, the content of the parking assistance of the embodiment is to automatically perform determination of a parking space for parking of the vehicle and movement of the vehicle to the determined parking space.

[0043] For example, the parking assistance can be started when the user selects start of the parking assistance by operating the operation section 3, or can be automatically started when it is detected that the vehicle has entered a parking lot, in a case where it is determined that a set destination is reached or the like.

[0044] Then, in a case where it is determined that the parking assistance is started (S1: "Yes"), the process proceeds to S2. In contrast, in a case where it is determined that the parking assistance is not started (S1: "No"), the driving assistance processing program ends.

[0045] In S2, CPU 31 determines a parking space for parking the vehicle. Furthermore, the determination of the parking space can be achieved either by the user arbitrarily specifying a desired parking space from an image of the vehicle's surroundings displayed on the screen, or by the user pre-registering parking spaces (e.g., their own garage) and designating the registered parking spaces as the parking spaces for parking the vehicle. Alternatively, ultrasonic sensors 9A-9L and a camera can be used to detect vacant parking spaces around the vehicle in real time, and the detected vacant parking spaces can be designated as the parking spaces for parking the vehicle. Moreover, when using ultrasonic sensors 9A-9L and a camera to determine the parking space, the parking space can be determined based on the detection results of obstacles such as walls and other vehicles, or based on the detection results of parking zone markings drawn on the road surface.

[0046] Furthermore, the parking space determined in S2 above becomes the target parking position where the vehicle is ultimately positioned by parking assistance, i.e., the endpoint of the generated parking trajectory (driving trajectory). However, the detection of parking spaces by means of cameras, for example, cannot be said to be highly accurate, especially when the distance to the parking space is far, or when it is nighttime or in bad weather, the parking space cannot be accurately detected. In addition, in obstacle detection based on ultrasonic sensors, it is difficult to detect surfaces in the depth direction as viewed from the vehicle. Therefore, there are cases where the parking space determined in S2 above is automatically corrected after parking assistance is started, and in this case, the parking trajectory is also corrected (S5, S6).

[0047] Next, in S3, CPU31 calculates the driving trajectory, i.e., the parking trajectory, for the vehicle to move from its current position to the parking space determined in S2 above. For example, the calculation of the parking trajectory for parallel parking followed by rear parking will be explained as follows: First, as... Figure 4 As shown, CPU 31 sets a target parking position 42 (i.e., the vehicle's position when parking is completed) when parking the vehicle in the parking space 41 determined in S2 above. For example, the target parking position 42 is the center of the parking space 41 and the position where the vehicle faces forward (or backward if parking forward) relative to the entrance of the parking space. Furthermore, CPU 31 sets a reversing start position 43 (i.e., the position of the vehicle when reversing to perform parking) when parking the vehicle in the parking space 41 according to the parking trajectory. In addition, taking into account the vehicle's length, width, minimum turning radius, etc., the reversing start position 43 is determined relative to the target parking position 42.

[0048] Next, the CPU 31 calculates a turning trajectory 44 from the retreat start position 43 to the target parking position 42. Specifically, a path is set in which the host vehicle can enter the parking space 41 without contacting an obstacle, and in which the host vehicle turns at an optimal steering angle derived from the turning characteristics of the vehicle. For example, a travel trajectory in which the host vehicle turns at a minimum turning radius is calculated as the turning trajectory 44. Further, the turning trajectory 44 can be either a circular arc or a Clothoid curve, or can include a straight trajectory in a portion thereof.

[0049] Further, the CPU 31 calculates a preparation trajectory 45 from the current position of the host vehicle to the retreat start position 43. Further, as shown in FIG. 4, the preparation trajectory 45 can be a straight trajectory, or can include a circular arc or a Clothoid curve depending on the positional relationship between the current position of the host vehicle and the retreat start position 43. Figure 4

[0050] In addition, the CPU 31 also calculates a trajectory for the forward-rearward switching in the case where the forward-rearward switching is required in order to correct the vehicle orientation in an appropriate orientation (an orientation substantially parallel to the parking space).

[0051] The turning trajectory 44, the preparation trajectory 45, and the trajectory for the forward-rearward switching as required become a parking trajectory (travel trajectory) for parking the host vehicle from the current position of the vehicle to the parking space determined in S2 described above. The parking trajectory generated in S3 described above is stored in the flash memory 34 or the like.

[0052] Then, in S4, the CPU 31 starts the parking assist in accordance with the parking trajectory generated in S3 described above. Specifically, the current position of the host vehicle is detected at all times, and the vehicle control of the steering device, the drive source, the brake, and the like is automatically performed in such a manner that the host vehicle travels along the generated parking trajectory at a specified speed. In addition, for the case where the forward-rearward switching is required in order to enter the parking space, the switching of the shift position is also automatically performed. The parking assist described above is basically continued until the parking into the parking space is completed, but for example, in the case where an obstacle that cannot be avoided in the correction of the trajectory is detected on the parking trajectory, or in the case where the user performs a brake operation (an interrupt operation of the automatic driving), or the like, the parking assist is sometimes ended before the parking into the parking space is completed.

[0053] Next, in S5, the CPU 31 determines whether or not the current parking trajectory needs to be corrected. As the case where the parking trajectory needs to be corrected, for example, the following (A) and (B) can be cited.

[0054] (A) The parking space is corrected

[0055] ​As described above, the detection of the parking space based on the camera cannot be said to be highly accurate, and in the detection of the obstacle based on the ultrasonic sensor, it is difficult to detect the face in the depth direction from the host vehicle, so there is a case where the parking space is corrected after the host vehicle approaches the parking space. In this case, the end point of the parking trajectory, the host vehicle orientation at the end point, is changed, so the parking trajectory is also corrected. Also, sometimes a trajectory for switching between advancing and retreating is added.

[0056] (B) Obstacle detection

[0057] In the parking assist, in addition to the vehicle control of S4 described above, the surroundings of the host vehicle are also simultaneously subjected to obstacle detection based on the camera and the ultrasonic sensors 9A to 9L. Also, for the case where the camera and the ultrasonic sensors 9A to 9L determine that an obstacle is detected in the surroundings of the host vehicle (particularly, between the host vehicle and the parking space as the parking object), the parking trajectory is corrected in order to avoid the obstacle. Further, as the obstacle, in addition to the moving objects such as pedestrians and bicycles, there are stationary objects such as walls located in a blind spot and not able to be detected at the start of the parking assist. Also, situations such as the door of another vehicle located laterally of the parking trajectory or the parking space being opened are also taken into consideration. Also, in the case where an obstacle is detected, if the obstacle can be avoided by the correction of the parking trajectory to reach the parking space, the end point of the parking trajectory, that is, the parking position, does not change even if the shape of the parking trajectory changes, but for example in the case where an obstacle that cannot be avoided by the trajectory correction is detected on the parking trajectory, in order to make the host vehicle stop before the obstacle, the end point of the parking trajectory is sometimes corrected to the front side of the parking space.

[0058] Then, in the case where it is determined that the current parking trajectory needs to be corrected (S5: "Yes"), the processing proceeds to S6. In contrast, in the case where it is determined that the current parking trajectory does not need to be corrected (S5: "No"), the current parking trajectory is not corrected and the processing proceeds to S13.

[0059] In S6, the CPU 31 corrects the current parking trajectory.

[0060] For example, in the case of (A) described above, the parking trajectory for making the host vehicle park from the current position of the vehicle, that is, the vehicle position at the time when the correction of the parking trajectory is performed, to the corrected parking space is calculated, and the calculated parking trajectory is set as the new parking trajectory. Further, the method of calculating the parking trajectory is the same as in S3 described above, so the description is omitted.

[0061] On the other hand, in the case of (B) above, a parking trajectory for parking the host vehicle from the current position of the vehicle, i.e., the position of the vehicle at the time when the correction of the parking trajectory is performed, to the parking space while avoiding the detected obstacle is calculated, and the calculated parking trajectory is used as a new parking trajectory. In addition, in the case where an obstacle is detected on the parking trajectory which cannot be avoided in the correction of the trajectory, or the like, the end point of the parking trajectory on the front side of the parking space is corrected in order to park the host vehicle in front of the obstacle. That is, a part of the parking trajectory is deleted. For example, Figure 5 In the case where the door 47 of the other vehicle located on the side of the parking space 41 is detected in the parking assist, the door 47 cannot be avoided in the correction of the trajectory, and therefore the end point of the parking trajectory on the front side of the parking space is corrected in order to park the host vehicle in front of the door 47. That is, a part of the parking trajectory is deleted.

[0062] Further, the corrected parking trajectory is sometimes shorter than the parking trajectory before the correction, and sometimes longer than the parking trajectory before the correction. The processing after S5 above is repeated until parking is completed.

[0063] Further, in the case where a warning target object such as a pedestrian is detected in the vicinity of the host vehicle, a warning to the warning target object using the liquid crystal display 4 and the speaker 5 is performed at the same time in addition to the correction of the parking trajectory described above. For example, a warning image indicating the existence of the warning target object is displayed at the position of the warning target object in the overhead image or the bird's-eye image of the vicinity of the vehicle displayed on the liquid crystal display 4.

[0064] Subsequently, in S7, the CPU 31 acquires the vehicle speed at the current time, i.e., the time when the correction of the parking trajectory is performed, from the vehicle speed sensor provided to the vehicle 2. Further, the CPU 31 acquires the remaining distance to the next parking position from the current position of the vehicle along the parking trajectory corrected in S6 above, i.e., the position of the vehicle at the time when the correction of the parking trajectory is performed. In addition, the parking position is applicable not only to the end point of the parking trajectory but also to the reverse start position 43 at which the forward travel is switched to the reverse travel (or, conversely, the reverse travel is switched to the forward travel), and the position at which the forward-reverse travel switching is performed, as shown in FIG. 4. Figure 5

[0065] Subsequently, after S8, the CPU 31 determines the degree of margin in the deceleration control to the next parking position on the basis of the vehicle speed of the host vehicle at the time when the correction of the parking trajectory is performed (hereinafter, referred to as the trajectory correction time vehicle speed) and the remaining distance to the next parking position from the position of the vehicle at the time when the correction of the parking trajectory is performed (hereinafter, referred to as the trajectory correction time remaining distance) acquired in S7 above. Then, on the basis of the determination result, the deceleration control mode for parking the vehicle at the next parking position in the corrected parking trajectory is selected from a plurality of modes. ​

[0066] In this embodiment, as the deceleration control mode that becomes the selection target, there are the following three modes. In addition, in the Figure 6 deceleration control mode, an example of the change in vehicle speed with respect to the time axis is shown in a graph with the horizontal axis as the time axis.

[0067] (1) The first deceleration control mode is a mode in which switching control is performed in the following order: a "jerk limit section" in which deceleration control is performed with a constant rate of change in deceleration, i.e., jerk, an "equal deceleration section" in which deceleration is performed at a constant deceleration, and a "position control section" in which the vehicle speed is controlled to be a speed corresponding to the remaining distance to the next stop position from the current position of the vehicle.

[0068] (2) The second deceleration control mode is a mode in which switching control is performed in the order of the "equal deceleration section", the "position control section", and the "jerk limit section".

[0069] (3) The third deceleration control mode is a mode in which only the "position control section" is used.

[0070] Furthermore, the selection of the deceleration control mode is performed based on the combination of the trajectory correction time vehicle speed and the trajectory correction time remaining distance. For example, Figure 7 is a graph showing the correspondence relationship between the combination of the trajectory correction time vehicle speed and the trajectory correction time remaining distance and the deceleration control mode selected for the combination. As Figure 7 indicated, the first deceleration control mode is selected in a state in which it is determined that there is sufficient margin for deceleration control to the next stop position, i.e., a state in which the trajectory correction time vehicle speed is sufficiently small with respect to the trajectory correction time remaining distance. In addition, the second deceleration control mode is selected in a state in which it is determined that there is not sufficient margin for deceleration control to the next stop position, but it is determined that there is a relatively large margin. On the other hand, the third deceleration control mode is selected in a state in which it is determined that there is no margin for deceleration control to the next stop position, i.e., a state in which the trajectory correction time vehicle speed is large with respect to the trajectory correction time remaining distance.

[0071] Furthermore, in a case in which the combination of the trajectory correction time vehicle speed and the trajectory correction time remaining distance is classified as the first deceleration control mode (S8: "Yes"), the first deceleration control mode is selected as the deceleration control mode for causing the vehicle to stop at the next stop position in the corrected parking trajectory, and deceleration control is subsequently performed on the vehicle in accordance with the selected first deceleration control mode (S9). Specifically, the current position of the host vehicle is detected at all times, and vehicle control is automatically performed in accordance with the first deceleration control mode shown in Figure 6 to cause the vehicle speed to change along the corrected parking trajectory. Thereafter, the processing proceeds to S13.

[0072] Furthermore, if the combination of vehicle speed and remaining distance during trajectory correction is classified as the second deceleration control mode (S8: "No", S10: "Yes"), then the second deceleration control mode is selected as the deceleration control mode for stopping the vehicle at the next parking position in the corrected parking trajectory, and the vehicle is subsequently decelerated according to the selected second deceleration control mode (S11). Specifically, the current position of the vehicle is constantly detected, and the vehicle automatically decelerates along the corrected parking trajectory. Figure 6 The second deceleration control mode shown enables vehicle control based on speed changes. Then, the process transitions to S13.

[0073] Furthermore, if the combination of vehicle speed and remaining distance during trajectory correction is classified as the third deceleration control mode (S8: "No", S10: "No"), then the third deceleration control mode is selected as the deceleration control mode for stopping the vehicle at the next parking position in the corrected parking trajectory, and the vehicle is subsequently decelerated according to the selected third deceleration control mode (S12). Specifically, the current position of the vehicle is constantly detected, and the vehicle automatically decelerates along the corrected parking trajectory. Figure 6 The third deceleration control mode shown enables vehicle control based on speed changes. Then, the process transitions to S13.

[0074] Here, for each mode of deceleration control, at least one of the acceleration, maximum deceleration, and position gain used in the deceleration control is employed, and different parameters are used for each deceleration control mode described above (1) to (3). The details are explained below.

[0075] First, let's explain "(1) First deceleration control mode", as follows: Figure 6 As shown, the first deceleration control mode includes three intervals: "Acceleration Limit Interval," "Constant Deceleration Interval," and "Position Control Interval." The "Acceleration Limit Interval" has a fixed jerk, but the range of acceptable jerk values ​​is set within it. For example, the maximum acceptable rate of change is set to -0.3 m / s². 3 (A negative value indicates deceleration; the larger the absolute value, the greater the rate of change.) Figure 6 In the example shown, -0.3 m / s 3 The acceleration value is defined as the "acceleration limit range". Additionally, in the first deceleration control mode, the acceleration value does not exceed -0.3 m / s² in the "constant deceleration range" and "position control range". 3 That is, in deceleration control based on the first deceleration control mode, the rate of change of deceleration ranges from 0 to -0.3 m / s². 3 The deceleration rate was controlled within a certain range, suppressing the rate of change of deceleration to exceed -0.3 m / s². 3The result is that there is no so-called jerky braking at the start of deceleration control, during control, or when stopping, enabling extremely smooth deceleration control.

[0076] On the other hand, in "(2) Second Deceleration Control Mode" and "(3) Third Deceleration Control Mode", since there is no margin in the distance to the stopping position, the aforementioned range limit for acceleration is not set. Therefore, the rate of change of deceleration also exceeds -0.3 m / s. 3 The situation (e.g., -0.4 m / s) 3 or -0.5m / s 3 However, within the "position control zone" of the parking process, the control becomes the vehicle speed corresponding to the remaining distance from the vehicle's current position to the next parking position, thus at least suppressing the acceleration value during the parking process as much as possible.

[0077] In addition, in “(1) First deceleration control mode”, besides the acceleration values ​​used in each interval, a range of deceleration values ​​is set. For example, the maximum deceleration that can be used is set to -0.2 m / s². 2 (A negative value indicates deceleration; the larger the absolute value, the greater the deceleration.) Figure 6 In the example shown, -0.2 m / s 2 This refers to the deceleration within the "constant deceleration range." Furthermore, in the first deceleration control mode, the deceleration does not exceed -0.2 m / s² within the "jerk limitation range" and "position control range." 2 That is, in deceleration control based on the first deceleration control mode, the deceleration is controlled from 0 to -0.2 m / s². 2 The range is such that deceleration is suppressed to exceed -0.2 m / s². 2 As a result, it can suppress the deceleration G generated during deceleration, thus reducing the burden on the occupants.

[0078] On the other hand, in "(2) Second deceleration control mode" and "(3) Third deceleration control mode", there is no margin in the distance to the stopping position, so there is no range limit for deceleration as mentioned above. Therefore, there is also a possibility that the deceleration exceeds -0.2m / s. 2 The situation (e.g., -0.3m / s) 2 or -0.4m / s 2 ).

[0079] Further, in the "(1) first deceleration control mode", in addition to the values of the jerk and the deceleration adopted in each section, a range that can be adopted is set for the value of the position gain. Here, the position gain indicates the intensity of reflecting the difference between the target position and the current position, i.e., the remaining distance to the next parking position, to the vehicle control, and, for example, in the present embodiment, the value obtained by multiplying the remaining distance [m] from the current position of the vehicle to the next parking position by a coefficient smaller than 1 becomes the (target) vehicle speed [m / s] in the "position control section". The above-mentioned coefficient is an example of the position gain. In the "(1) first deceleration control mode", 0.5 is set as the position gain. Further, the greater the position gain, the greater the speed change that occurs in the vicinity of the parking position, and thus, the impact at the time of parking becomes greater. In the deceleration control based on the first deceleration control mode, by setting the position gain to 0.5, which is relatively small, it is possible to suppress the impact at the time of parking.

[0080] Further, regarding the value of the position gain adopted in the "(2) second deceleration control mode", a range that can be adopted is set similarly to the first deceleration control mode. In the "(2) second deceleration control mode", 0.5 is set as the position gain as well. That is, in the deceleration control based on the second deceleration control mode, since there is no margin in the remaining distance, the restriction of the jerk value and the deceleration is not performed, but by restricting the position gain, at least the impact at the time of parking can be suppressed.

[0081] On the other hand, in the "(3) third deceleration control mode", since there is no margin in the distance to the parking position, priority is given to stopping at the parking position, and the above-mentioned restriction with respect to the position gain is not provided. That is, a value larger than 0.5 is set as the position gain as well.

[0082] Here, as described above, in a case where there is a sufficient margin in the remaining distance to the next parking position, the first deceleration control mode (S9) is selected as the deceleration control mode, and thus, it is possible to perform parking most smoothly in the order of the "jerk restriction section", the "constant deceleration section", and the "position control section". Further, in the case where there is a margin in the remaining distance to the next parking position, the second deceleration control mode (S11) is selected as the deceleration control mode, and thus, it is possible to perform parking in the order of the "constant deceleration section" and the "position control section" for the purpose of at least suppressing the impact at the time of parking. Figure 7 In the graph shown in FIG. 9, the boundary line of the first deceleration control mode and the second deceleration control mode indicates the limit of the combination of the vehicle speed at the time of trajectory correction and the remaining distance at the time of trajectory correction, in which the vehicle can be parked at the parking position even if the jerk value and the deceleration are restricted.

[0083] On the other hand, in a case where there is no large margin in the remaining distance to the parking position, the second deceleration control mode (S11) is selected as the deceleration control mode, and thus, parking is performed in the order of the "constant deceleration section" and the "position control section" for the purpose of at least suppressing the impact at the time of parking. Further, in the case where there is no margin in the remaining distance to the parking position, the third deceleration control mode (S13) is selected as the deceleration control mode, and thus, priority is given to stopping at the parking position. Figure 7In the graph shown, the boundary line of the second deceleration control mode and the third deceleration control mode indicates the limit of the combination of the vehicle speed at the time of trajectory correction and the remaining distance at the time of trajectory correction at which the vehicle can stop at the parking position even if the position gain is limited.

[0084] Further, in a case where the remaining distance to the parking position has the least margin, the third deceleration control mode (S12) is selected as the deceleration control mode, and thus, the control for the purpose of stopping at least at the parking position is performed only in the "position control section".

[0085] That is, in the present embodiment, by appropriately changing the deceleration control mode depending on the margin of the remaining distance to the next parking position, it is possible to achieve smooth parking control that does not burden the occupant as much as possible on the basis of performing parking at the parking position. In addition, particularly with respect to the jerk value, even in a case where the remaining distance to the parking position has no margin, the jerk value during parking is controlled in such a manner that it is at least reduced, and thus, it is possible to prevent the occurrence of jarring braking at the time of parking.

[0086] Next, in S13, the CPU 31 determines whether or not parking of the vehicle is completed. Specifically, by the vehicle being positioned at the target parking position 42 set in the parking space (in the case where the parking space is corrected, the corrected parking space) determined in S2 described above and the shift position of the vehicle being changed to "P", it is determined that parking of the vehicle is completed.

[0087] Then, in a case where it is determined that parking of the vehicle is completed (S13: "Yes"), the present driving assist processing program is ended. In contrast, in a case where it is determined that parking of the vehicle is not completed (S13: "No"), the process returns to S5.

[0088] As explained in detail above, according to the computer programs executed by the driving assist device 1 and the driving assist device 1 of the present embodiment, in the course in which the vehicle moves along the generated parking trajectory, in the case where correction is required for the parking trajectory, the parking trajectory is corrected (S6); in the case where the parking trajectory is corrected, based on the remaining distance to the next parking position from the current position of the vehicle in the corrected parking trajectory and the vehicle speed at the time when the parking trajectory is corrected, a deceleration control mode for stopping the vehicle at the next parking position in the corrected parking trajectory is selected from among a plurality of modes (S8, S10); and the vehicle is deceleration-controlled in accordance with the selected deceleration control mode (S9, S11, S12). Furthermore, among the plurality of deceleration control modes, there are included: a first deceleration control mode in which a jerk limit section in which deceleration control is performed with a fixed rate of change of deceleration, i.e., jerk, an equal deceleration section in which deceleration is performed at a constant deceleration, and a position control section in which the position at which the vehicle becomes a speed corresponding to the remaining distance to the next parking position from the current position of the vehicle is controlled are switched and controlled in this order; a second deceleration control mode in which the equal deceleration section and the position control section are switched and controlled in this order; and a third deceleration control mode constituted only of the position control section. Therefore, even in the case where the parking trajectory is corrected, the optimal mode is selected from among the plurality of modes as the deceleration control mode for stopping the vehicle at the next parking position in the corrected parking trajectory, and the vehicle is deceleration-controlled in accordance with the selected deceleration control mode, so that it is possible to make the vehicle stop as smoothly as possible at the next parking position. As a result, deterioration in the ride comfort of the occupant is prevented.

[0089] In addition, among at least one or more of the jerk, the maximum deceleration, and the position gain used when deceleration control is performed for each mode, the plurality of deceleration control modes employ different parameters. Therefore, based on the remaining distance to the next parking position from the current position of the vehicle in the corrected parking trajectory and the vehicle speed at the time when the parking trajectory is corrected, it is possible to adjust the parameters at the time when deceleration control is performed to optimal values. As a result, within the range in which the vehicle can be stopped at the next parking position, it is possible to perform parameter adjustment for making the vehicle stop as smoothly as possible.

[0090] In addition, in the first deceleration control mode, a range in which each of the jerk, the maximum deceleration, and the position gain can be employed is set as a parameter; in the second deceleration control mode, the jerk and the maximum deceleration are not limited by the range in which each can be employed, but a range in which the position gain can be employed is set as a parameter; and in the third deceleration control mode, none of the jerk, the maximum deceleration, and the position gain is limited by the range in which each can be employed. Therefore, it is possible to adjust the parameters at the time when deceleration control is performed for each deceleration control mode to optimal values.

[0091] In addition, based on the remaining distance to the next parking position from the current position of the vehicle in the corrected travel trajectory and the vehicle speed at the time when the travel trajectory is corrected, it is determined how much margin exists in the deceleration control to the next parking position, and based on the determination result, the deceleration control mode is selected, and among the first deceleration control mode, the second deceleration control mode, and the third deceleration control mode, the first deceleration control mode is selected in a state where it is determined that there is the most margin, the third deceleration control mode is selected in a state where it is determined that there is the least margin (S8, S10). Thus, in a case where the remaining distance to the parking position is sufficiently marginable, it is possible to change in order of the jerk limit section, the constant deceleration section, and the position control section and smoothly perform parking. On the other hand, in a case where the remaining distance to the parking position is not so marginable, it is possible to change in order of the constant deceleration section and the position control section and perform parking for the purpose of at least suppressing impact at the time of parking. Then, in a case where the remaining distance to the parking position is the least marginable, it is possible to perform control for the purpose of at least parking at the parking position only in the position control section.

[0092] Further, the present application is not limited to the above-described embodiments, and various modifications and alterations can be made without departing from the scope of the present application.

[0093] For example, in the present embodiment, the deceleration control mode is selected based on the remaining distance to the next parking position and the current vehicle speed, but the present application is not limited thereto. For example, the deceleration control mode can be selected based on the remaining distance to the next parking position and the vehicle speed at the time when the travel trajectory is corrected. Figure 3 The driving assist processing program illustrated in FIG. 6 is a state in which parking assist is performed, but can also be a period in which travel based on automatic driving assist other than parking assist, for example, travel at a constant speed on a general road or in a parking lot, is performed. Even in the period in which travel based on automatic driving assist other than parking assist is performed, for example, it is sometimes necessary to detect an obstacle in front of the vehicle to perform parking control, and in this case, the travel trajectory generated in advance is corrected. Then, after S7 described above, in a case where such parking control is necessary, parking control to the parking position is performed by selecting the deceleration control mode in accordance with the remaining distance to the newly generated parking position and the current vehicle speed.

[0094] In addition, in the present embodiment, among the first deceleration control mode, the second deceleration control mode, and the third deceleration control mode, as parameters to be changed, jerk, maximum deceleration, and position gain are set, but the parameters to be changed need not be all of them, and can be only a part of them. Alternatively, it is also possible to change parameters other than jerk, maximum deceleration, and position gain. In addition, the number of deceleration control modes is three, and can be two or more than four.

[0095] Furthermore, in this embodiment, the driving assistance processing program executed by the driving assistance ECU 10 configured as the driving assistance device 1 ( Figure 3 The processing can be handled by the control unit of the LCD 4, but the executing entity can be changed appropriately. For example, it can also be configured to be executed by the control unit of the LCD 4, the vehicle control ECU, the control unit of the navigation device, or other vehicle-mounted devices.

Claims

1. A driving assistance device, wherein, have: The driving trajectory generation unit generates the vehicle's driving trajectory; The driving trajectory correction unit corrects the driving trajectory when necessary during the process of the vehicle moving along the aforementioned driving trajectory. The control mode selection unit, when the driving trajectory is corrected, selects from a plurality of modes a deceleration control mode for stopping the vehicle at the next parking position in the corrected driving trajectory, based on the remaining distance from the vehicle's current position to the next parking position in the corrected driving trajectory and the vehicle's speed at the time the driving trajectory was corrected. as well as The vehicle control unit performs deceleration control on the vehicle according to the selected deceleration control mode; The plurality of the aforementioned deceleration control modes include: The first deceleration control mode switches and controls the vehicle in the following order: acceleration limit range, constant deceleration range, and position control range. In the acceleration limit range, the deceleration control is performed with a fixed rate of change of deceleration, i.e., acceleration. In the constant deceleration range, the vehicle decelerates at a constant speed. In the position control range, the vehicle speed is controlled to correspond to the remaining distance from the current position of the vehicle to the next stopping position. The second deceleration control mode switches and controls the operation in the order of the constant deceleration range and the position control range. as well as The third deceleration control mode consists only of the aforementioned position control range.

2. The driving assistance device according to claim 1, wherein, For each mode of deceleration control, at least one of the acceleration, maximum deceleration, and position gain is used, and the plurality of said deceleration control modes employ different parameters.

3. The driving assistance device according to claim 2, wherein, In the first deceleration control mode, the ranges that can be used for acceleration, maximum deceleration, and position gain are set as parameters. In the second deceleration control mode, the acceleration and maximum deceleration are not limited by the available range, but the available range for the position gain is set as a parameter. In the third deceleration control mode, none of the acceleration, maximum deceleration, and position gain are limited by the range that can be used.

4. The driving assistance device according to any one of claims 1 to 3, wherein, The control mode selection unit determines the degree of margin in the deceleration control up to the next parking position based on the remaining distance from the vehicle's current position to the next parking position in the corrected driving trajectory and the vehicle's speed at the time the driving trajectory was corrected, and selects the deceleration control mode based on the determination result. In the first deceleration control mode, the second deceleration control mode, and the third deceleration control mode, the first deceleration control mode is selected when it is determined to have the most margin, and the third deceleration control mode is selected when it is determined to have the least margin.

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