JP2015148533A - Vehicle route selection apparatus and vehicle route selection method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly select a route desired by a driver.SOLUTION: When a vehicle is automatically guided, a plurality of branch routes R1-Rn branching from a reference route Rs forward of the vehicle are detected. At least one of direction indication operation, acceleration/deceleration operation, and steering operation of the driver is detected as well. In this case, according to direction indication operation, acceleration/deceleration operation, and steering operation detected subsequently, one branch route intended by the driver is selected. The selected branch route is set as a new reference route Rs. Specifically, for each of the branch routes, a standard trajectory Os for the vehicle moving from the reference route Rs to a branch route is set. A trajectory of the vehicle estimated from the detected direction indication operation, acceleration/deceleration operation, and steering operation, selects a branch route which suits the standard trajectory Os.

Description

  The present invention relates to a vehicle route selection device and a vehicle route selection method.

  A technique is known in which even if there is no artificial driving operation, the surrounding environment is recognized by a radar, a camera, or the like mounted on the vehicle, and the vehicle traveling system is the main component for automatic traveling. In the prior art described in Patent Document 1, when a driver approaches a branch point during automatic traveling and performs a steering intervention to change the route, the traveling system is operated after a predetermined time according to the steering amount and the vehicle speed. The vehicle position is estimated, and the route is changed according to the estimation result.

JP2012-214123A

However, if a route change is performed according to the vehicle position after a predetermined time determined from the steering amount when a temporary steering intervention is made, there is a possibility that the route intended by the driver cannot be selected. For example, when the driver tries to turn left at an intersection, if the left turn road has a shape that must turn at an acute angle, the driver first steers slightly to the right and then to the left to increase the turning radius. It is conceivable to steer greatly. In this case, although the driver is going to turn left, the driver may select the right turn route by first slightly steering in the right direction.
An object of the present invention is to more accurately select a route desired by a driver.

  A vehicular route selection device according to an aspect of the present invention sets a reference route and automatically causes the host vehicle to travel according to the set reference route. As described above, in a state where the host vehicle is running automatically, a plurality of branch paths branched from the reference path in front of the host vehicle path are detected, and the driver's direction instruction operation, acceleration / deceleration operation, and steering operation are detected. Assume that at least one of the above is detected. In this case, according to the detection results of the subsequent direction instruction operation, acceleration / deceleration operation, and steering operation, the driver selects one branch path that the driver wants to travel and re-selects the selected branch path as a new reference path. Set.

  According to the present invention, not only the driver's steering operation but also the direction instruction operation and acceleration / deceleration operation are included to determine the branch route that the driver is trying to travel, so that the route desired by the driver can be further improved. You can choose exactly.

It is a schematic block diagram which shows the route selection apparatus for vehicles. It is a layout view of a radar device and a camera. It is a schematic block diagram of a steering device. It is a schematic block diagram of a drive device. It is a schematic block diagram of a braking device. It is a flowchart which shows a route selection process. It is a figure which shows a some branch path | route. It is a figure explaining the setting of a standard orbit. It is a figure explaining other modes of a standard orbit.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
<< First Embodiment >>
"Constitution"
This embodiment recognizes the surrounding environment with a radar or a camera mounted on the vehicle, and can travel autonomously (automatic traveling) mainly by the vehicle traveling system, even if there is no artificial driving operation. It is. Such auto-driving cars are generally called self-driving cars, robot cars, autonomous cars, driverless cars, self-driving cars, etc. . Even when the vehicle is running automatically, the driver can control the vehicle by arbitrarily intervening operations such as a winker operation, a brake operation, an accelerator operation, and a steering operation. In this embodiment, a description will be given of a vehicular route selection device that can more accurately select a route desired by a driver when there is an operation intervention for changing the route.

The configuration of the vehicle route selection device will be described with reference to FIG.
The route selection device for a vehicle in the present embodiment includes a wheel speed sensor 11, an operation detection unit 12, a navigation system 13 corresponding to the route setting unit, and a controller 14.
The wheel speed sensor 11 detects the wheel speeds Vw _{FL to} Vw _RR of each wheel. The wheel speed sensor 11 includes, for example, a sensor rotor that rotates together with a wheel and has a protrusion (gear pulser) formed on the circumference thereof, and a detection circuit having a pickup coil provided to face the protrusion of the sensor rotor. Prepare. Then, the change in magnetic flux density accompanying the rotation of the sensor rotor is converted into a voltage signal by the pickup coil and output to the controller 14. The controller 14 determines the wheel speeds Vw _{FL to} Vw _RR from the input voltage signal, and calculates, for example, the wheel speed average value of the non-driven wheels (driven wheels) or the wheel speed average value of all the wheels as the vehicle speed.

The operation detection unit 12 detects a driver's direction instruction operation, acceleration / deceleration operation, and steering operation. Here, the direction indicating operation is detected by a blinker switch, the acceleration / deceleration operation is detected by an accelerator sensor and a brake sensor, and the steering operation is detected by a torque sensor.
The winker switch detects the operating state of the direction indicator (winker). For example, the winker switch outputs a voltage signal to the controller 14 according to ON / OFF of the left switch and ON / OFF of the right switch via a detection circuit of a normally open contact. The controller 14 determines the operating state of the blinker switch, that is, ON / OFF of the left direction switch and ON / OFF of the right direction switch, from the input voltage signal.

  The accelerator sensor detects a pedal opening PPO (operation position) corresponding to the amount of depression of the accelerator pedal. This accelerator sensor is, for example, a potentiometer, and converts the pedal opening PPO of the accelerator pedal into a voltage signal and outputs it to the controller 14. The controller 14 determines the pedal opening PPO of the accelerator pedal from the input voltage signal. The pedal opening PPO is 0% when the accelerator pedal is in the non-operating position, and the pedal opening PPO is 100% when the accelerator pedal is in the maximum operating position (stroke end).

The brake sensor is composed of a pedal stroke sensor, and detects an operation position corresponding to the depression amount of the brake pedal. This pedal stroke sensor is, for example, a potentiometer, and converts the operation position of the brake pedal into a voltage signal and outputs it to the controller 14. The controller 14 determines the operation position of the brake pedal from the input voltage signal.
The torque sensor detects a torque Ts input to the steering shaft. This torque sensor detects the torsion angle of the torsion bar interposed between the input side and output side of the steering shaft, for example, by a Hall element, and changes in magnetic flux density caused by relative angular displacement between the multipolar magnet and the yoke Is converted into an electrical signal and output to the controller 14. The controller 14 determines the torque Ts from the input electrical signal. The controller 14 processes the driver's right steering as a positive value and processes the left steering as a negative value.

  The navigation system 13 recognizes the current position of the host vehicle and road map information at the current position. This navigation system 13 has a GPS receiver, and recognizes the position (latitude, longitude, altitude) of the host vehicle and the traveling direction based on the time difference between radio waves arriving from four or more GPS satellites. The controller also recognizes the road map information at the current position of the host vehicle by referring to the road map information including the road type, road alignment, lane width, traffic direction, etc. stored in the DVD-ROM drive or hard disk drive. 14 for output. A reference route to the destination input by the user is set, and route guidance is performed to the user according to the reference route. In addition, when the host vehicle deviates from the reference route, a new reference route is reset as appropriate according to the current position and traveling direction of the host vehicle. In addition, as a safe driving support system (DSSS: Driving Safety Support Systems), various data may be received from an infrastructure using two-way radio communication (DSRC: Dedicated Short Range Communication).

The controller 14 includes, for example, a microcomputer, and includes a travel control unit 21, a branch route detection unit 22, a standard track setting unit 23, and a branch route selection unit 24.
The travel control unit 21 automatically travels the host vehicle according to the reference route set by the navigation system 13 while recognizing the surrounding environment with the radar device 15 and the camera 16. That is, the steering device 17, the drive device 18, and the braking device 19 are driven and controlled in accordance with the surrounding environment and the reference route. When the operation detection unit 12 detects the driver's operation intervention even in the state where the host vehicle is automatically traveling, the traveling control unit 21 includes the steering device 17, the driving device 18, and the braking device 19. At least temporarily, the drive control of the device in which the operation is intervened is limited. In this way, even when the vehicle is traveling automatically, the driver's operation is prioritized, so that the driver can be the main player at any time to control the vehicle.

Here, the radar device 15 and the camera 16 will be described.
The radar apparatus 15 is provided at a total of five locations, two at the front of the vehicle body, and one at the rear, the left side, and the right side, and each comprises an LRF (Laser Range Finder). The radar device 15 includes a light projecting unit having a two-dimensional scanning mirror and a light receiving unit, and detects a distance, a relative speed, and an azimuth to an object existing around the host vehicle, and sends each detected data to the controller 14. Output. When distinguishing the five radar devices 15, the radar devices provided at the front of the vehicle body are referred to as front radar devices 15FL and 15FR, and the radar device provided at the rear of the vehicle body is referred to as a rear radar device 15R. The provided radar device is a left side radar device 15SL, and the radar device provided on the right side of the vehicle body is a right side radar device 15SR.

The arrangement of each radar apparatus will be described with reference to FIG.
The front radar devices 15FL and 15FR are provided, for example, on the front grill so as to be arranged at intervals in the vehicle width direction, and detect the distance, the relative speed, and the direction to the front object that mainly exists in front of the vehicle body, respectively. . The rear radar device 15R is provided, for example, in a rear bumper, and detects a distance, a relative speed, and an azimuth mainly to a rear object existing behind the vehicle body. The left side radar device 15SL is provided, for example, in a rear fender on the left side, and detects a distance, a relative speed, and a direction to a side object that exists mainly on the left side of the vehicle body. The right side radar device 15FR is provided, for example, in a rear fender on the right side, and detects a distance, a relative speed, and a direction to a side object that exists mainly on the right side of the vehicle body. The detection angle is, for example, about 150 degrees in the horizontal direction, and the detection distance is, for example, about 100 m.

  The camera 16 is provided at a total of five locations, two on the front side of the vehicle body, one on the rear side, one on the left side, and one on the right side. Each camera 16 is composed of a high-resolution wide-angle camera, and each captured image data is transferred to the controller 14. Output to. When distinguishing the five cameras 16, the first camera provided at the front of the vehicle body is referred to as the front camera 16Fa, and the second camera provided at the front of the vehicle body is referred to as the front camera 16Fb, provided at the rear of the vehicle body. The camera provided on the left side of the vehicle body is referred to as a left side camera 16SL, and the camera provided on the right side of the vehicle body is referred to as a right side camera 16SR.

The arrangement of each camera will be described with reference to FIG.
The first front camera 16Fa is provided, for example, on the front grille, and images at least a road surface in front of the vehicle body. The second front camera 16Fb is provided in the upper part of the front window in the vehicle interior and images the front of the vehicle body. The rear camera 16R is provided, for example, in a back door finisher and images at least a road surface behind the vehicle body. The first front camera 16Fa and the rear camera 16R have a horizontal field angle of 180 degrees. The left side camera 16SL is provided on the left drag mirror and images at least the road surface to the left of the vehicle body. The left side camera 16SL has auxiliary illumination composed of, for example, an infrared LED that illuminates the vicinity of the left front wheel. The right side camera 16SR is provided on the right door mirror and images at least the road surface to the right of the vehicle body.

In the automatic travel control process, the vehicle steering control amount, the drive control amount, and the braking control amount are set according to the reference route and the surrounding environment. The steering device 17 is drive-controlled according to the steering control amount, the drive device 18 is drive-controlled according to the drive control amount, and the brake device 19 is drive-controlled according to the brake control amount.
First, the configuration of the steering device 17 will be described with reference to FIG.
The steering wheel 31 is connected to wheels (steered wheels) 37L and 37R through a steering shaft 32, a pinion gear 33, a rack shaft 34, a tie rod 35, and a knuckle arm 36 in this order. The rack shaft 34 extends in the left-right direction (vehicle width direction) of the vehicle body. A rack gear (tooth) 38 is formed on one side (here, the right side of the vehicle body), and the pinion gear 33 meshes with the rack gear 38. . Therefore, when the steering wheel 31 is rotated, the rotational movement of the steering shaft 32 is converted into the forward / backward movement of the tie rod 35 by the pinion gear 33 and the rack gear 38, and the wheels 37L and 37R are steered via the knuckle arm 36.

An assist motor 42 is connected to the steering shaft 32 via a worm gear 41. The worm gear 41 includes a worm wheel connected to the steering shaft 32 and a worm connected to the assist motor 42. Accordingly, when the assist motor 42 is driven, motor torque is transmitted to the steering shaft 32 via the worm gear 41.
The assist motor 42 is provided with a resolver 43 that detects a motor rotation angle. A torque sensor 44 is provided between the steering wheel 31 and the worm gear 41 in the steering shaft 32.

  The resolver 43 detects the motor rotation angle of the assist motor 42. The resolver 43 outputs a detection signal corresponding to the rotation angle of the rotor from the rotor coil when an excitation signal is input to the stator coil. The EPS controller 45 outputs an excitation signal to the stator coil by the signal processing circuit and determines the motor rotation angle of the assist motor 42 based on the amplitude modulation of the detection signal input from the rotor coil. The EPS controller 45 processes the right turn as a positive value and the left turn as a negative value.

  The torque sensor 44 detects torque input to the steering shaft 32. The torque sensor 44 detects the torsion angle of the torsion bar interposed between the input side and the output side of the steering shaft 32 by, for example, a Hall element, and generates a magnetic flux density caused by a relative angular displacement between the multipolar magnet and the yoke. Is converted into an electrical signal and output to the EPS controller 45. The EPS controller 45 determines the torque from the input electrical signal. The EPS controller 45 processes the driver's right steering as a positive value and processes the left steering as a negative value.

The EPS controller 45 performs normal power steering control when automatic traveling is not performed. That is, the target assist torque is set according to the steering torque detected by the torque sensor 44, and the assist motor 42 is driven and controlled so that the output torque of the assist motor 42 matches the target assist torque. This reduces the driver's operation burden as an electric power steering function. The target assist torque is desirably changed according to the vehicle speed. That is, a large target assist torque is set in order to reduce the operation burden on the driver during stationary driving or low speed traveling. Further, during high-speed driving, a small target assist torque is set in order to suppress sensitive vehicle behavior and ensure driving stability.
And when performing automatic driving | running | working, drive control of the assist motor 42 is carried out according to the steering control amount output from the driving control part 21 of the controller 14. FIG. This steering control amount is a target steering angle. For example, when driving along a curve, changing lanes, or turning right or left at an intersection, the assist motor has a target steering angle that is required. 42 is driven and controlled.
The above is the description of the steering device 17.

Next, the configuration of the driving device 18 will be described with reference to FIG.
In the present embodiment, a case where the rotational drive source is the drive motor 51 is taken as an example. The output of the drive motor 51 is transmitted to the wheel (drive wheel) 53 via the speed reducer 52. The drive motor 51 is composed of, for example, an embedded magnet type synchronous motor. The drive motor 51 is driven and controlled by a motor controller 55 via an inverter 54. The inverter 54 converts the DC power from the lithium ion battery into AC power by the built-in switching element (IGBT) and supplies it to the drive motor 51.

The accelerator sensor 56 detects a pedal opening PPO (operation position) corresponding to the amount of depression of the accelerator pedal. The accelerator sensor 56 is, for example, a potentiometer, and converts the pedal opening PPO of the accelerator pedal into a voltage signal and outputs the voltage signal to the motor controller 55. The motor controller 55 determines the pedal opening PPO of the accelerator pedal from the input voltage signal. The pedal opening PPO is 0% when the accelerator pedal is in the non-operating position, and the pedal opening PPO is 100% when the accelerator pedal is in the maximum operating position (stroke end).
The shift sensor 57 detects the shift position of the shift lever. The shift sensor 57 includes a plurality of Hall elements, for example, and outputs respective ON / OFF signals to the motor controller 55. The motor controller 55 determines the shift position from the input ON / OFF signal combination.

The motor controller 55 sets the target driving force from the pedal opening PPO of the accelerator pedal, the vehicle speed V, and the shift position when the automatic running is not performed, and the output torque of the driving motor 51 matches the target driving force. Thus, the drive motor 51 is driven and controlled via the inverter 54.
And when performing an automatic driving | running | working, the drive motor 51 is drive-controlled according to the drive control amount output from the driving control part 21 of the controller 14. FIG. This drive control amount is a target drive force. For example, when the host vehicle is started or accelerated, the drive motor 51 is drive-controlled so as to have a required target drive force.
In the present embodiment, the configuration in which the rotation drive source is a motor has been described, but the present invention is not limited to this. You may apply to a normal engine vehicle and a hybrid vehicle.
The above is the description of the driving device 18.

Next, the structure of the braking device 19 is demonstrated based on FIG.
The braking device 19 controls the hydraulic pressure of a wheel cylinder provided on each wheel by a brake actuator 61 used for anti-skid control (ABS), traction control (TCS), stability control (VDC: Vehicle Dynamics Control), etc. To do.
The brake actuator 61 is interposed between the master cylinder 62 and the wheel cylinders 63FL to 63RR.
The master cylinder 62 is a tandem type that generates two systems of hydraulic pressures according to the driver's pedal effort, and transmits the primary side to the front left and rear right wheel cylinders 63FL and 63RR, and the secondary side to the right front wheel and A diagonal split system is used for transmission to the wheel cylinders 63FR and 63RL of the left rear wheel.

Each wheel cylinder 63FL to 63RR is built in a disc brake that generates a braking force by pressing a disc rotor with a brake pad, or a drum brake that generates a braking force by pressing a brake shoe against the inner peripheral surface of the brake drum. is there.
The primary side includes a first gate valve 71A, an inlet valve 72FL (72RR), an accumulator 73, an outlet valve 74FL (74RR), a second gate valve 75A, a pump 76, and a damper chamber 77.

  The first gate valve 71A is a normally open valve that can close the flow path between the master cylinder 62 and the wheel cylinder 63FL (63RR). The inlet valve 72FL (72RR) is a normally open valve that can close the flow path between the first gate valve 71A and the wheel cylinder 63FL (63RR). The accumulator 73 is communicated between the wheel cylinder 63FL (63RR) and the inlet valve 72FL (72RR). The outlet valve 74FL (74RR) is a normally closed valve that can open the flow path between the wheel cylinder 63FL (63RR) and the accumulator 73. The second gate valve 75A is a normally closed valve that can open a flow path that communicates between the master cylinder 62 and the first gate valve 71A and between the accumulator 73 and the outlet valve 74FL (74RR). The pump 76 communicates the suction side between the accumulator 73 and the outlet valve 74FL (74RR), and communicates the discharge side between the first gate valve 71A and the inlet valve 72FL (72RR). The damper chamber 77 is provided on the discharge side of the pump 76, suppresses the pulsation of the discharged brake fluid, and weakens the pedal vibration.

Similarly to the primary side, the secondary side also has a first gate valve 71B, an inlet valve 72FR (72RL), an accumulator 73, an outlet valve 74FR (74RL), a second gate valve 75B, a pump 76, A damper chamber 77.
The first gate valves 71A and 71B, the inlet valves 72FL to 72RR, the outlet valves 74FL to 74RR, and the second gate valves 75A and 75B are two-port, two-position switching, single solenoid, and spring offset type electromagnetic operations, respectively. It is a valve. The first gate valves 71A and 71B and the inlet valves 72FL to 72RR open the flow path at the non-excited normal position, and the outlet valves 74FL to 74RR and the second gate valves 75A and 75B flow at the non-excited normal position. It is configured to close the road.

The accumulator 73 is a spring-type accumulator in which a compression spring is opposed to a cylinder piston.
The pump 76 is a positive displacement pump such as a gear pump or a piston pump that can ensure a substantially constant discharge amount regardless of the load pressure.
With the above configuration, the primary side will be described as an example. When the first gate valve 71A, the inlet valve 72FL (72RR), the outlet valve 74FL (74RR), and the second gate valve 75A are all in the non-excited normal position. Then, the hydraulic pressure from the master cylinder 62 is transmitted as it is to the wheel cylinder 63FL (63RR) and becomes a normal brake.

Further, even when the brake pedal is not operated, the first gate valve 71A is excited and closed while the inlet valve 72FL (72RR) and the outlet valve 74FL (74RR) are in the non-excited normal position. The second gate valve 75A is excited and opened, and the pump 76 is further driven to suck the hydraulic pressure in the master cylinder 62 through the second gate valve 75A and discharge the hydraulic pressure to the inlet valve 72FL (72RR). ) To the wheel cylinder 63FL (63RR) to increase the pressure.
Further, when the first gate valve 71A, the outlet valve 74FL (74RR), and the second gate valve 75A are in the non-excited normal position, if the inlet valve 72FL (72RR) is excited and closed, the wheel cylinder 63FL (63RR) ) To the master cylinder 62 and the accumulator 73 are blocked, and the hydraulic pressure of the wheel cylinder 63FL (63RR) is maintained.

Further, when the first gate valve 71A and the second gate valve 75A are in the non-excited normal position, the inlet valve 72FL (72RR) is excited and closed, and the outlet valve 74FL (74RR) is excited and opened. The hydraulic pressure in the wheel cylinder 63FL (63RR) flows into the accumulator 73 and is reduced. The hydraulic pressure flowing into the accumulator 73 is sucked by the pump 76 and returned to the master cylinder 62.
Also on the secondary side, the normal braking, pressure increasing, holding, and pressure reducing operations are the same as the operations on the primary side, and detailed description thereof will be omitted.
The brake controller 64 controls each wheel cylinder by drivingly controlling the first gate valves 71A and 71B, the inlet valves 72FL to 72RR, the outlet valves 74FL to 74RR, the second gate valves 75A and 75B, and the pump 76. The fluid pressure of 63FL to 63RR is increased, held and reduced.

In this embodiment, a diagonal split method is used in which the brake system is divided into front left / rear right and front right / rear left. However, the present invention is not limited to this, and it is divided into front left / right and rear left / right. A front / rear split method may be employed.
Further, in the present embodiment, the spring-shaped accumulator 73 is adopted, but the present invention is not limited to this, and brake fluid extracted from the wheel cylinders 63FL to 63RR is temporarily stored to efficiently reduce pressure. Therefore, any type such as a weight type, a gas compression direct pressure type, a piston type, a metal bellows type, a diaphragm type, a bladder type, and an in-line type may be used.

  In the present embodiment, the first gate valves 71A and 71B and the inlet valves 72FL to 72RR open the flow path at the non-excited normal position, and the outlet valves 74FL to 74RR and the second gate valves 75A and 75B The flow path is closed at the non-excited normal position, but the present invention is not limited to this. In short, since it is only necessary to open and close each valve, the first gate valves 71A and 71B and the inlet valves 72FL to 72RR open the flow path at the excited offset position, and the outlet valves 74FL to 74RR and the first valves The two gate valves 75A and 75B may close the flow path at the excited offset position.

The brake controller 64 drives and controls the brake actuator 61 in accordance with anti-skid control, traction control, and stability control when automatic driving is not being performed.
And when performing an automatic driving | running | working, the brake actuator 61 is drive-controlled according to the braking control amount output from the driving control part 21 of the controller 14. FIG. This braking control amount is a target braking force, and drives and controls the brake actuator 61 so that it becomes a required target braking force when the host vehicle is decelerated or stopped.
The above is the description of the braking device 19.

Next, an outline of the route selection process will be described.
The branch route detection unit 22 detects a branch route on which the host vehicle branched from the reference route in front of the host vehicle path can travel when the travel control unit 21 is automatically driving the host vehicle. For example, based on road map information acquired from the navigation system 13, a branch route on which the host vehicle can travel is detected.
The standard track setting unit 23 sets a standard track, a standard vehicle speed, and a standard vehicle body angle when the vehicle moves from the reference route to the branch route for each branch route.
The branch route selection unit 24 is a state in which the travel control unit 21 automatically drives the host vehicle, the branch route detection unit 22 detects a plurality of branch routes, and the operation detection unit 12 performs a driver's direction instruction operation and addition. When at least one of the deceleration operation and the steering operation is detected, the driver is about to proceed among the plurality of branch paths according to the detection results of the subsequent direction instruction operation, acceleration / deceleration operation, and steering operation. Select one branch path. In other words, the vehicle path predicted from the detection results of the driver's direction instruction operation, acceleration / deceleration operation, and steering operation is selected to be a branch path that matches the standard track set by the standard track setting unit 23.
The navigation system 13 resets the branch route selected by the branch route selector 24 as a new reference route.
The above is the outline of the route selection process.

Next, a route selection process executed by the controller 14 every predetermined time (for example, 10 msec) will be described with reference to FIG.
Here, it is assumed that the host vehicle is automatically traveling by the traveling control unit 21.
First, in step S101, various data are read. For example, the vehicle speed, current position, reference route to the destination, road map information, and the like are read.
The subsequent step S102 corresponds to the processing of the branch route detection unit 22 and searches for a branch route that is branched from the reference route ahead of the host vehicle and on which the host vehicle can travel by referring to the road map information. . The search range is a predetermined distance Ls along the reference route from the current position, and the distance Ls is changed according to the vehicle speed. The branch route on which the host vehicle can travel includes not only roads but also parking lots along the reference route.

An example of the branch path along which the host vehicle can travel will be described with reference to FIG.
For example, there is a straight main road Rh, which is used as a reference route Rs, and the host vehicle Vo is automatically driven. There is an intersection Cr in front of the host vehicle Vo, and the reference route Rs travels straight ahead. And turning left at the intersection Cr at an acute angle (diagonally backward) is the first branch path R1, and turning left at the intersection Cr at an obtuse angle (diagonally forward) is the second branch path R2, and the intersection Cr Turn right at the third branch route R3. Furthermore, there is a parking area P along the main road Rh before the intersection Cr, and the fourth branch route R4 turns left from the reference route Rs and proceeds to the parking area P. Since the intersection Cr is prohibited from turning (U-turn), the route turning to the opposite lane is excluded from the branch route. However, if the intersection Cr is turnable, the route turning to the opposite lane is also one of the branch routes. Detect as one. In this way, only the branch route on which the host vehicle Vo can travel is searched.

In the subsequent step S103, it is determined whether or not there is a branch route that branches off from the reference route Rs in front of the host vehicle route and that the host vehicle can travel. Here, when there is no branch route, it is determined that there is no possibility that the driver will change the route, and the process returns to the main program as it is. On the other hand, when there is a branch route, it is determined that the driver may change the route, and the process proceeds to step S104.
Steps S104 to S106 correspond to the process of the standard trajectory setting unit 23.
First, in step S104, the target map is set for each branch route with reference to the road map information. The target point is a point that has traveled along the branch path by a predetermined distance from the branch point.
In the subsequent step S105, a standard trajectory Os for setting the vehicle from the reference route Rs to the branch route, specifically, reaching the target point from the current position is set. As a method for setting the standard trajectory Os, for example, a method disclosed in Japanese Patent Application Laid-Open No. 2007-253770 may be used.

上記の式において、ｚは経路上の距離を表し、κ（ｚ）は曲率を表し、ｕ（ｚ）は最適化問題の入力であって、曲率κ（ｚ）のｚによる微分値を表す。 The setting of the standard trajectory Os will be described with reference to FIG.
Here, Ackermann's turning model is used. Also, the left and right wheels of the front wheels are equivalently considered as one wheel at the center on the front wheel axle, and the steering angle is assumed to be δ. Further, the distance between the front wheel axle and the rear wheel axle is Lw, the center on the rear wheel axle is the vehicle body reference coordinate (x, y), the vehicle speed is V, and the vehicle body angle on the XY coordinate is θ.

In the above equation, z represents a distance on the path, κ (z) represents a curvature, u (z) represents an input of an optimization problem, and represents a differential value of the curvature κ (z) by z.

  Then, an optimization problem is solved where the starting point of the standard trajectory Os is the current position, the ending point is the target point, and the ending point is fixed. The evaluation function at this time is expressed by a mathematical expression indicating that the departure from the branch route does not deviate or the turning radius does not become a predetermined threshold value or less. First, the boundary of the branch route is acquired from the road map information and expressed in the form of risk potential using the position coordinates as a variable. The specific function output is a continuous function that is 0 on the inside of the road, 0 or more on the outside of the road, and increases as the distance from the road boundary increases. Note that, depending on the parameter setting, a value of 0 or more can be output from a position close to the road boundary even inside the road.

Further, since the turning radius is expressed by the reciprocal of the curvature, it can be expressed as a function of the steering angle. A specific function output is a continuous function that is 0 when the turning radius is greater than a predetermined threshold, 0 or more when the turning radius is less than the threshold, and increases as the turning radius decreases.
The whole evaluation function is expressed in mathematical form in such a manner that the functions representing the respective evaluation indexes are weighted and added together, and the trajectory that minimizes the evaluation function is set as the standard trajectory Os.
In the subsequent step S106, the standard vehicle speed Vs when passing through the standard track Os is set.
When the optimization problem described above is solved, X coordinate information, Y coordinate information, vehicle body angle information, and curvature information are set for each z interval. Here, the lateral acceleration at the time of turning is proportional to the square of the vehicle speed and inversely proportional to the turning radius (proportional to the curvature κ). Therefore, if the upper limit value of the lateral acceleration is ay _MAX , the upper limit value V _{MAX of the} vehicle speed can be expressed as follows, and this upper limit value V _MAX is set as the standard vehicle speed Vs. Further, the vehicle body angle information set for each z interval is set as the standard vehicle body angle θs.

  Thus, X coordinate information, Y coordinate information, standard vehicle body angle information, curvature information, and standard vehicle speed information are stored in association with one standard track Os. The above processing is performed for each branch path. In FIG. 7, the standard trajectory Os set for each branch path is indicated by a broken line. The first branch route R1 turns left at the intersection Cr at an acute angle (backward obliquely), so that the vehicle speed is sufficiently lowered, and slightly turns to the right to secure a certain turning radius before turning left. Such a standard trajectory Os1 is set. Since the second branch path R2 only turns left at the intersection Cr at an obtuse angle (obliquely forward), a standard trajectory Os2 that turns gently is set. Since the third branch route R3 turns right at the intersection Cr at an obtuse angle (obliquely forward), a standard trajectory Os3 that turns relatively slowly is set. Since the fourth branch route R4 makes a left turn substantially at a right angle before the intersection Cr and the destination is the parking area P, a standard track Os4 is set so that the vehicle turns sufficiently after the vehicle speed is sufficiently reduced. .

The subsequent steps S107 to S114 correspond to the processing of the branch path selection unit 24.
First, in step S107, it is determined whether or not a driver's direction instruction operation is detected. Here, when the direction instruction operation is detected, the process proceeds to step S108 in order to narrow down the branch path. On the other hand, when the direction instruction operation is not detected, the branch path cannot be narrowed down, and the process proceeds to step S109.
In step S108, a branch route in which the branch direction from the reference route Rs matches the instruction direction of the direction instruction operation is selected. In FIG. 7, when the driver performs a left direction instruction operation, the first branch path R1, the second branch path R2, and the fourth branch path branching leftward from the reference path Rs. Select three of R4. On the other hand, when the driver is performing a direction instruction in the right direction, only the third branch path R3 that branches rightward from the reference path Rs is selected. After narrowing down the branch path in this way, the process proceeds to step S109.

In a succeeding step S109, it is determined whether or not the driver's acceleration operation or deceleration operation is detected. Here, when an acceleration operation or a deceleration operation is detected, the process proceeds to step S110 in order to narrow down the branch path. On the other hand, when neither the acceleration operation nor the deceleration operation is detected, the branch path cannot be narrowed down, and the process proceeds to step S111.
In step S110, a branch path in which the vehicle speed after the acceleration operation or the deceleration operation expected from the acceleration operation or the deceleration operation is less than or equal to the standard vehicle speed Vs is selected. Since the standard vehicle speed Vs is set for each z interval, the lowest standard vehicle speed Vs is selected. Thereby, it is possible to select the standard vehicle speed Vs at the point having the largest curvature κ in the standard track Os. In FIG. 7, when the driver is performing a large deceleration operation, it is predicted that a relatively large turn will be made, and therefore, for example, the first branch route R1 and the fourth branch route R4 are selected. On the other hand, when the driver is performing only a slight deceleration operation, it is expected that there is only a relatively small turn, so for example, the second branch route R2 and the third branch route R3 are selected. After narrowing down the branch path in this way, the process proceeds to step S111.

In a succeeding step S111, it is determined whether or not the driver's steering operation is detected. Here, when the steering operation is detected, the process proceeds to step S112 in order to narrow down the branch path. On the other hand, when the steering operation is not detected, the branch path cannot be narrowed down, and the process proceeds to step S113.
In step S112, the arrival point after the steering operation (predetermined time) predicted from the steering operation is adapted to the standard track Os within a predetermined range, and the deviation between the predicted vehicle body angle and the standard vehicle body angle θs is determined in advance. A branch path having a relationship equal to or less than the predetermined threshold value θth is selected. The vehicle body angle and the arrival point of the host vehicle Vo after a predetermined time are calculated according to the steering amount and the vehicle speed. In FIG. 7, when the driver has made a large steering operation to the left from the beginning, and the vehicle body angle after a predetermined time has changed by approximately 90 degrees to the left than the present, the fourth branch route R4 is selected. To do. In addition, when the driver performs a slight steering operation in the left direction and the vehicle body angle after a predetermined time has changed by approximately 30 degrees to the left than the current time, the second branch route R2 is selected. Further, when the driver first performs a steering operation slightly in the right direction, the third branch route R3 and the first branch route R1 are selected. Thereafter, when the driver further performs the steering operation in the right direction and the vehicle body angle after a predetermined time has changed by approximately 45 degrees to the right than the present, the third branch route R3 is selected. On the other hand, when the driver switches largely to the left from the steering operation in the right direction, and the vehicle body angle after a predetermined time has changed by about 100 degrees leftward from the present, the first branch route R1 is selected. To do. After narrowing down the branch path in this way, the process proceeds to step S113.

In a succeeding step S113, it is determined whether or not the selected branch path is one. Here, when the branch path is narrowed down to one, the branch path can be alternatively selected, and the process proceeds to step S114. On the other hand, when there are a plurality of branch paths, it is determined that further narrowing is necessary, and the process returns to the predetermined main program as it is.
In step S114, the branch route remaining as a candidate until the end is selected as the final route, and a reset command is output to the navigation system 13 to reset the selected branch route as a new reference route Rs. Return to the predetermined main program.
The above is the branch route selection process.

<Action>
Next, the operation of the first embodiment will be described.
The travel control unit 21 automatically travels the host vehicle according to the reference route Rs set by the navigation system 13 while recognizing the surrounding environment by the radar device 15 and the camera 16. That is, the steering device 17, the driving device 18, and the braking device 19 are driven and controlled in accordance with the surrounding environment and the reference route Rs. As a result, even if there is no artificial driving operation, the vehicle traveling system (travel control unit 21) can be used as a main body to travel autonomously. Even in the state where the host vehicle is running automatically, when the driver intervenes, the drive control of at least the operation intervening device among the steering device 17, the driving device 18, and the braking device 19 is temporarily performed. Limit. In this way, even when the vehicle is traveling automatically, the driver's operation is prioritized, so that the driver can be the main player at any time to control the vehicle.

  By the way, in the state where automatic traveling is performed, when the driver approaches a branch point and performs steering intervention for changing the route, the traveling system (the traveling control unit 21) performs a predetermined time according to the steering amount and the vehicle speed. It is also conceivable to estimate the position of the host vehicle later and change the route according to the estimation result. However, if a route change is performed according to the vehicle position after a predetermined time determined from the steering amount when a temporary steering intervention is made, there is a possibility that the route intended by the driver cannot be selected. For example, when the driver tries to turn left at an intersection, the left turn road has a shape that must be bent at an acute angle like the first branch route R1 in FIG. In this case, as in the case of the first standard track Os1, in order to increase the turning radius, the driver may first steer slightly in the right direction and then steer largely in the left direction. Therefore, although the driver is about to turn left, the driver may select the right turn route by first slightly steering in the right direction.

Therefore, a plurality of branch routes branched from the reference route Rs are detected in front of the host vehicle while the host vehicle is running automatically (the determination in step S103 is “Yes”), and the driver's direction is indicated. Assume that at least one of an operation, an acceleration / deceleration operation, and a steering operation is detected (determination of any of steps S107, S109, and S111 is “Yes”). In this case, one branch path that the driver is going to travel is selected from the plurality of branch paths according to the detection results of the subsequent direction instruction operation, acceleration / deceleration operation, and steering operation (determination in step S113). “Yes”), the selected branch route is reset as a new reference route Rs (step S114).
In this way, not only the driver's steering operation but also the direction instruction operation and acceleration / deceleration operation are included in the determination of the branch route that the driver is trying to travel, so that the route desired by the driver can be more accurately determined. You can choose. Thus, when one branch route is selected, the navigation system 13 immediately resets the reference route Rs after proceeding to this branch route, so that the route can be changed quickly.

The case where the driver is going to go to the first branch route R1 will be described with reference to FIG.
Here, there are four branch paths R1 to R4, and standard trajectories Os1 to Os4 when the vehicle moves from the reference path Rs to each branch path are set (steps SS104 to 106). Each standard track Os includes not only the XY coordinate position and the curvature κ but also information on the standard vehicle body angle θs on the XY coordinates and the standard vehicle speed Vs.
Unlike the reference route Rs, when the driver wants to proceed to the first branch route R1, it is generally considered that a direction instruction operation is performed first before the intersection Cr. When the driver actually performs a left direction instruction (the determination in step S107 is “Yes”), the first branch path R1 and the second branch path branch leftward from the reference path Rs. Three of R2 and the fourth branch path R4 are selected (step S108).

Thereafter, in preparation for a left turn at the intersection Cr, it is considered that the driver performs a deceleration operation in order to sufficiently decelerate the host vehicle Vo. When the deceleration operation is actually performed ("Yes" in step S109) and the vehicle speed after the deceleration operation is sufficiently reduced, the first branch path R1 and the fourth branch with a relatively large turn are performed. Two of the branch routes R4 are selected.
Thereafter, in order to increase the turning radius, the driver may first steer slightly to the right and then steer largely to the left. When the steering operation is actually performed (determination in step S111 is “Yes”), if the vehicle position after the steering operation is in conformity with the first standard track Os1, the first branch path is finally obtained. R1 is selected.
In this way, by determining the direction instruction operation, the acceleration / deceleration operation, and the steering operation in combination, the route desired by the driver can be determined more accurately. Even if all of the direction instruction operation, acceleration / deceleration operation, and steering operation are not performed, if the candidate branch route is already narrowed down to one, it is set as the branch route that the driver is going to travel Just judge.

Further, since the vehicle trajectory predicted from the detection results of the direction indication operation, acceleration / deceleration operation, and steering operation of the driver has selected a branch route that matches the standard track Os, the driver desires. The route can be determined more accurately.
In addition, when a direction instruction operation of the driver is detected, a branch path that matches the branch direction from the reference path Rs with respect to the instruction direction is selected, so that the path desired by the driver can be determined more accurately. can do.
In addition, when the driver's acceleration / deceleration operation is detected, the branching route is selected so that the vehicle speed after the acceleration / deceleration operation expected from the acceleration / deceleration operation is less than or equal to the standard vehicle speed Vs. The route can be determined more accurately.

In addition, the standard vehicle speed Vs to be compared with the vehicle speed after the acceleration / deceleration operation uses the standard vehicle speed Vs at the point where the maximum curvature κ of the standard track Os is used. Can do.
Further, when a driver's steering operation is detected, a branch path is selected in which the deviation between the post-steering vehicle body angle expected from the steering operation and the standard vehicle body angle θs is less than or equal to a predetermined threshold θth Therefore, the route desired by the driver can be determined more accurately.
In addition, the target point on the branch route is set, and the curved trajectory from the reference route Rs to the target point is set as the standard trajectory Os based on the turning model of the vehicle. Can be set.
In addition, since a branch route on which the host vehicle can travel is detected, it is possible to prevent the number of branch route candidates from increasing unnecessarily, and to suppress an increase in calculation burden.

<Application example>
In the present embodiment, the curved trajectory from the reference route Rs to the target point is set as one standard trajectory Os, but is not limited to this.
Another aspect of the standard trajectory Os will be described with reference to FIG.
For example, the left curved trajectory Os _L passing through the leftmost side of the road width and the right curved trajectory Os _R passing through the rightmost side of the road width are set. Then, a trajectory region surrounded by the left curved trajectory Os _L and the right curved trajectory Os _R may be set as one standard trajectory Os. In this way, by comparing the track area with the actual track and selecting one branch path that the driver is going to travel, even if there is some variation in the actual track, the driver wants It is possible to select a route that is more accurate.

《Correspondence relationship》
In the present embodiment, the navigation system 13 corresponds to a “route setting unit”. The travel control unit 21 corresponds to a “travel control unit”. The process of the branch path detection unit 22 and step S102 corresponds to the “branch path detection unit”. The operation detection unit 12 corresponds to an “operation detection unit”. The process of the branch path selection unit 24 and steps S107 to S114 corresponds to the “branch path selection unit”. The processing of the standard trajectory setting unit 23 and steps S104 to S106 corresponds to the “standard trajectory setting unit”.

"effect"
Next, the effect of the main part in 1st Embodiment is described.
(1) The vehicle route selection device according to the present embodiment sets a reference route Rs and automatically causes the host vehicle to travel according to the set reference route Rs. As described above, in the state where the host vehicle is running automatically, a plurality of branch paths R1 to Rn branched from the reference path Rs in front of the host vehicle path are detected, and the driver's direction instruction operation and acceleration / deceleration operation are performed. And at least one of the steering operations is detected. In this case, one branch route that the driver is going to proceed is selected according to the detection results of the subsequent direction instruction operation, acceleration / deceleration operation, and steering operation, and the selected branch route is set as a new reference route Rs. Reset as.
In this way, not only the driver's steering operation but also the direction instruction operation and acceleration / deceleration operation are included in the determination of the branch route that the driver is trying to travel, so that the route desired by the driver can be more accurately determined. You can choose.

(2) The vehicular route selection device according to the present embodiment sets the standard track Os when the vehicle moves from the reference route Rs to the branch route for each branch route. Then, a branch path in which the vehicle trajectory predicted from the detection results of the driver's direction instruction operation, acceleration / deceleration operation, and steering operation matches the standard track Os is selected.
In this way, the route desired by the driver can be determined more accurately by selecting a branch route in which the vehicle trajectory predicted from each operation matches the standard track Os.
(3) The vehicle route selection device according to the present embodiment selects a branch route in which the branch direction from the reference route Rs matches the instruction direction of the direction instruction operation when the driver's direction instruction operation is detected. select.
As described above, the route desired by the driver can be more accurately determined by selecting the branch route having the same branch direction from the reference route Rs with respect to the instruction direction of the direction instruction operation.

(4) When the vehicle route selection device according to the present embodiment detects the driver's acceleration / deceleration operation, the vehicle speed after the acceleration / deceleration operation expected from the acceleration / deceleration operation is set by the standard track Os setting unit. Select a branch route that is less than the standard vehicle speed.
Thus, the route desired by the driver can be more accurately determined by selecting a branch route in which the vehicle speed after the acceleration / deceleration operation expected from the acceleration / deceleration operation is less than or equal to the standard vehicle speed Vs. it can.
(5) The vehicle route selection device according to the present embodiment sets the standard vehicle speed Vs according to the maximum curvature of the standard track Os.
Thus, by using the standard vehicle speed Vs at the point where the maximum curvature κ of the standard track Os is used, a branch path on which the vehicle can turn can be selected.

(6) When the vehicle route selection device according to the present embodiment detects a driver's steering operation, the deviation between the vehicle body angle after the steering operation expected from the steering operation and the standard vehicle body angle θs is determined in advance. A branch path having a relationship equal to or less than the predetermined threshold value θth is selected.
Thus, the driver desires by selecting a branch path in which the deviation between the post-steering vehicle body angle predicted from the steering operation and the standard vehicle body angle θs is less than or equal to a predetermined threshold θth. It is possible to more accurately determine the route that is present.
(7) The vehicle route selection device according to the present embodiment sets a point advanced by a predetermined distance from the branch point along the branch route as a target point, and from the reference route Rs based on the turning model of the vehicle. A curved trajectory up to the target point is set as the standard trajectory Os.
In this way, by setting the curved trajectory from the reference route Rs to the target point as the standard trajectory Os based on the vehicle turning model, the standardized trajectory of the vehicle can be easily set.

(8) vehicle path selection device according to the present embodiment, the leftmost curved track through the left side Os L of the road _width, and sets the right curved track Os _R that best passes through the right side of the road width. Then, the trajectory region surrounded by these left curved track Os _L and right curved track Os _R, is set as one of the standard track Os.
In this way, by comparing the track area with the actual track and selecting one branch path that the driver is going to travel, even if there is some variation in the actual track, the driver wants It is possible to select a route that is more accurate.
(9) The vehicle route selection device according to the present embodiment detects a branch route along which the host vehicle can travel.
Thus, since the branch path | route which the own vehicle can advance is detected, it can prevent that the candidate of a branch path | route increases unnecessarily, and can suppress the increase in a calculation burden.

(10) The route selection method for a vehicle according to the present embodiment sets a reference route Rs and causes the host vehicle to automatically travel according to the set reference route Rs. As described above, in the state where the host vehicle is running automatically, a plurality of branch paths R1 to Rn branched from the reference path Rs in front of the host vehicle path are detected, and the driver's direction instruction operation and acceleration / deceleration operation are performed. And at least one of the steering operations is detected. In this case, one branch route that the driver is going to proceed is selected according to the detection results of the subsequent direction instruction operation, acceleration / deceleration operation, and steering operation, and the selected branch route is set as a new reference route Rs. Reset as.
In this way, not only the driver's steering operation but also the direction instruction operation and acceleration / deceleration operation are included in the determination of the branch route that the driver is trying to travel, so that the route desired by the driver can be more accurately determined. You can choose.

  Although the present invention has been described with reference to a limited number of embodiments, the scope of rights is not limited thereto, and modifications of the embodiments based on the above disclosure are obvious to those skilled in the art. Moreover, each embodiment can be adopted in any combination.

DESCRIPTION OF SYMBOLS 11 Wheel speed sensor 12 Operation detection part 13 Navigation system 14 Controller 15 Radar apparatus 16 Camera 17 Steering apparatus 18 Drive apparatus 19 Braking apparatus 21 Travel control part 22 Branch path detection part 23 Standard track setting part 24 Branch path selection part

Claims (10)

A route setting unit for setting a reference route;
A travel control unit for automatically traveling the vehicle according to a reference route set by the route setting unit;
A branch route detection unit for detecting a branch route branched from the reference route in front of the own vehicle route;
An operation detection unit for detecting a driver's direction instruction operation, acceleration / deceleration operation, and steering operation;
While the travel control unit is automatically driving the host vehicle, the branch path detection unit detects a plurality of branch paths, and the operation detection unit performs a driver direction instruction operation, an acceleration / deceleration operation, and a steering operation. A branch path selection unit that selects one of the branch paths that the driver is going to proceed according to the detection results of the subsequent direction instruction operation, acceleration / deceleration operation, and steering operation. With
The route setting unit
The vehicle route selection device, wherein the branch route selected by the branch route selection unit is reset as the new reference route. A standard track setting unit that sets a standard track when the vehicle moves from the reference route to the branch route for each branch route,
The route selection unit
The vehicle trajectory predicted from the detection results of the driver's direction instruction operation, acceleration / deceleration operation, and steering operation selects a branch path that matches the standard track set by the standard track setting unit. The vehicle route selection device according to claim 1. The route selection unit
The branching path in which the branching direction from the reference path matches the instruction direction of the direction instruction operation when the operation detection unit detects a direction instruction operation of the driver is selected. The vehicle route selection device according to 1 or 2. The standard track setting unit sets a standard vehicle speed when passing through the standard track and the standard track,
The route selection unit
When the operation detection unit detects a driver's acceleration / deceleration operation, the vehicle speed after the acceleration / deceleration operation expected from the acceleration / deceleration operation is a branch that is less than or equal to the standard vehicle speed set by the standard track setting unit The route selection apparatus for a vehicle according to claim 2 or 3, wherein a route is selected. The standard trajectory setting unit is
The vehicle route selection device according to claim 4, wherein the standard vehicle speed is set according to a maximum curvature of the standard track. The standard track setting unit sets a standard vehicle body angle on a plane coordinate when passing through the standard track and the standard track,
The route selection unit
When the operation detection unit detects the steering operation of the driver, a deviation between the vehicle body angle after the steering operation expected from the steering operation and the standard vehicle body angle set by the standard track setting unit is determined in advance. The vehicle route selection device according to any one of claims 2 to 5, wherein a branch route having a relationship equal to or less than a threshold value is selected. The standard trajectory setting unit is
A point advanced by a predetermined distance from the branch point along the branch path is set as a target point, and a curved path from the reference path to the target point is set as the standard path based on a turning model of the vehicle. The vehicular route selection device according to any one of claims 2 to 6, wherein the vehicular route selection device is set. The standard trajectory setting unit is
Set the left curved track that passes the leftmost side of the road width and the right curved track that passes the rightmost side of the road width, and set the track area surrounded by the left curved track and the right curved track as the standard track The vehicular route selection apparatus according to claim 7, wherein: The branch path detection unit
The vehicle route selection device according to any one of claims 1 to 8, wherein a branch route along which the host vehicle can travel is detected. In a state where the reference route is set and the host vehicle is automatically traveling in accordance with the reference route, a plurality of branch routes branched from the reference route in front of the host vehicle course are detected, and the driver's direction instruction operation; When at least one of acceleration / deceleration operation and steering operation is detected, one of the branch paths that the driver is going to travel is selected according to the detection results of the subsequent direction instruction operation, acceleration / deceleration operation, and steering operation. And re-setting the selected branch route as the new reference route.

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