JP2012081905A - Travel control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a travel control device for generating a travel route allowing an uncomfortable feeling produced for an occupant of a vehicle to be mitigated.SOLUTION: The travel control device 100, when attempting to generate a tentative travel route, calculates a steering amount cumulative value ST for the tentative travel route scheduled to be generated. Then, if the calculated steering amount cumulative value ST exceeds a steering amount cumulative product threshold A, a travel route may be generated which results in meandering or the like of the vehicle 1 and an uncomfortable feeling may be produced for the occupant, and thus generation of another tentative travel route is attempted. Meanwhile, if the calculated steering amount cumulative value ST is equal to or below the steering amount cumulative product threshold A and a target parking position can be reached, the tentative travel route is used to generate an entire travel route. Thus, when a travel route is generated, a travel route for suppressing change of a steering angle of the vehicle 1 can be generated, so that the travel route can be generated which allows the uncomfortable feeling produced to the occupant to be mitigated.

Description

  The present invention relates to a travel control device, and more particularly to a travel control device that generates a travel route that can reduce discomfort given to a passenger of a vehicle.

  Conventionally, when the driver travels the host vehicle to the target position, a travel route that allows the host vehicle to travel from the current vehicle position to the target position is generated, and the driver does not need to perform a steering operation. A travel control device that controls the travel of the host vehicle so that the host vehicle travels along a travel route is known. With regard to this type of travel control device, in the travel control device described in Patent Document 1 below, when the driver instructs generation of a travel route, the host vehicle can travel from the current vehicle position to the target position by reversing. An attempt is made to generate a simple travel route.

JP 2008-284969 (paragraph 0062, etc.)

  However, in the travel control device described in Patent Document 1, since the travel route that can be generated first by chance is selected as the travel route of the host vehicle while the generation of the travel route is repeatedly attempted, the travel route is generated. However, there is a possibility that a travel route in which the host vehicle meanders is generated. Therefore, when the host vehicle travels, there is a possibility that the lateral G is added to the passenger of the host vehicle many times, and the passenger is uncomfortable.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a travel control device that generates a travel route that can reduce discomfort given to a vehicle occupant.

Means for Solving the Problems and Effects of the Invention

  According to the travel control device of the first aspect, the temporary route is generated by the temporary route generation means as a candidate of the vehicle travel route from the reference position to the target position, and the vehicle travels at least a part of the temporary route. Assuming that the cumulative value of the change amount of the steering angle or the steering wheel angle to be controlled during the traveling is specified by the specifying means. Then, whether or not the accumulated value exceeds the first predetermined value is determined by the first accumulation determining unit. If it is determined that the accumulated value exceeds the first predetermined value, the temporary route generating unit newly determines the accumulated value. It is controlled by the generation control means so that generation of a temporary route is started. On the other hand, when it is determined that the accumulated value does not exceed the first predetermined value and the vehicle can reach the target position by the temporary route generated by the temporary route generating unit, the temporary route is determined by the travel route determining unit. This is the travel route. While the vehicle is running, a force such as lateral G is applied to the vehicle occupant whenever the steering angle or steering wheel angle of the vehicle changes, so the smaller the amount of change in the steering angle or steering wheel angle of the vehicle, The possibility that the force such as the lateral G applied to the vehicle occupant can be reduced increases, and the possibility that the discomfort given to the occupant can be reduced. According to the travel control device of the first aspect, the temporary route in which the cumulative value of the change amount of the steering angle or the steering wheel angle to be controlled during the travel does not exceed the first predetermined value can be set as the travel route of the vehicle. . Therefore, when generating a travel route, it is possible to generate a travel route that can reduce the force such as lateral G applied to the vehicle occupant. Therefore, there is an effect that it is possible to generate a travel route that can reduce discomfort given to the passenger of the vehicle.

  Note that each time a temporary route is generated by the temporary route generation unit, the cumulative value may be specified by the specifying unit and the cumulative value may be determined by the first cumulative determination unit for the generated temporary route. In addition, after generating a plurality of temporary routes by the temporary route generating means, the specification of the accumulated value by the specifying means and the determination of the accumulated value by the first accumulation determining means are collectively performed for the generated temporary paths. Also good.

  According to the travel control device of the second aspect, in addition to the effect produced by the travel control device according to the first aspect, the generation control unit changes the provisional route generation condition, and the temporary route generation unit generates a new temporary route. The generation is controlled to start. Therefore, when a temporary route in which the cumulative value of the change amount of the steering angle or steering wheel angle of the vehicle exceeds the first predetermined value is generated, and as a result, a new temporary route is generated, the temporary route generation condition is changed. Therefore, the possibility of generating a temporary route with a small amount of change in the steering angle or steering wheel angle of the vehicle can be improved. Therefore, there is an effect that it is possible to improve the possibility of generating a travel route that can reduce discomfort given to the passenger of the vehicle.

  According to the travel control device of the third aspect, in addition to the effect produced by the travel control device according to the second aspect, the following effect is exhibited. In other words, the temporary route generation means generates a temporary route by combining the travel route patterns indicating the route on which the vehicle should travel, and the generation control means determines the distance of the route indicated by the travel route pattern used by the temporary route generation means. The temporary route generation condition is changed. Therefore, when a temporary travel route is generated by combining the travel route patterns before the change, even if a temporary route in which the cumulative value of the change amount of the steering angle or steering wheel angle of the vehicle is generated is generated, By changing the distance of the route shown, when a temporary travel route is generated by combining the changed travel route patterns, a temporary route that reduces the cumulative value of the change in the steering angle or steering wheel angle of the vehicle is generated. Can increase the likelihood of being done. Therefore, there is an effect that it is possible to further improve the possibility of generating a travel route that can reduce discomfort given to the passengers of the vehicle.

  According to the travel control device of the fourth aspect, in addition to the effect produced by the travel control device according to the second or third aspect, the following effect is exhibited. That is, whether the cumulative value specified by the specifying means exceeds a second predetermined value that is larger than the first predetermined value is determined by the second cumulative determination means, and in the generation control means, the cumulative value is determined by the second cumulative determination means. The generation conditions are changed depending on whether it is determined that the second predetermined value is exceeded or not. Thus, the provisional route generation condition can be changed according to the magnitude of the cumulative value specified by the specifying means. Therefore, when a new temporary route is generated, the amount of change in the steering angle or steering wheel angle of the vehicle. It is possible to improve the possibility that a temporary path with a small number of lines is generated. Therefore, there is an effect that it is possible to improve the possibility of generating a travel route that can reduce discomfort given to the passenger of the vehicle.

  Note that each time a temporary route is generated by the temporary route generation unit, the cumulative value may be specified by the specifying unit and the cumulative value may be determined by the second cumulative determination unit for the generated temporary route. In addition, after a plurality of temporary routes are generated by the temporary route generation means, the specification of the accumulated value by the specifying means and the determination of the accumulated value by the second accumulation determining means are collectively performed for the plurality of generated temporary paths. Also good.

  According to the travel control device of the fifth aspect, in addition to the effect produced by the travel control device according to any one of the second to fourth aspects, the specifying unit causes the temporary route generation unit to generate one temporary route. In addition, the cumulative value of the change amount of the steering angle or the steering wheel angle to be controlled during traveling is specified. Therefore, if even one temporary route that is likely to cause discomfort to the passengers of the vehicle is generated, the generation condition of the temporary route can be changed and generation of a new temporary route can be started. Therefore, since the temporary route generation conditions can be changed earlier and the generation of a new temporary route can be started, there is an effect that it is possible to shorten the time required to generate a travel route that can reduce discomfort given to the passengers of the vehicle. is there.

  According to the travel control device of the sixth aspect, in addition to the effect exhibited by the travel control device according to any one of the first to fourth aspects, the following effect is achieved. That is, when it is assumed that the vehicle has traveled the temporary route generated by the temporary route generating means, the arrival determining means determines whether or not the vehicle can reach the target position. Then, the specifying means specifies the cumulative value of the change amount of the steering angle or the steering wheel angle to be controlled during traveling when the arrival determining means determines that the vehicle can arrive. Therefore, when a temporary route in which the vehicle cannot reach the target position is generated, the specification by the specifying unit and the determination by the first cumulative determination unit can be suppressed. Therefore, since unnecessary processing can be suppressed, there is an effect that it is possible to shorten the time required to generate a travel route that can reduce discomfort given to the passenger of the vehicle.

It is the schematic diagram which showed typically the top view of the vehicle by which the traveling control apparatus in 1st Embodiment of this invention is mounted. It is a schematic diagram for demonstrating an example of the traveling control point produced | generated with respect to the whole traveling route. It is a schematic diagram which shows an example of the route pattern used in order to produce | generate a pattern driving | running | working part among the whole driving | running routes. It is a schematic diagram for demonstrating the movement destination at the time of moving a vehicle according to a route pattern, and the vehicle azimuth | direction. (A) is a schematic diagram for demonstrating an example of the route point on a driving | running route, (b) is a schematic diagram for demonstrating parking possible conditions. It is the block diagram which showed the electrical structure of the traveling control apparatus. It is a schematic diagram for demonstrating the steering angle of the vehicle set individually for each of 10 types of route patterns. It is a schematic diagram which shows an example of the content of the traveling control point memory. It is a flowchart which shows the automatic parking process of a traveling control apparatus. It is a flowchart which shows the point course production | generation process of a traveling control apparatus. (A) is a schematic diagram for demonstrating an example of the driving | running route produced | generated when the production | generation conditions of a temporary driving | running route are not changed, (b) is driving | running | working the driving | running route shown to (a) to a vehicle. It is a graph which shows the steering amount accumulated value at the time of making it. (C) is a schematic diagram for demonstrating an example of the travel route produced | generated when the production | generation conditions of a temporary travel route are changed, (d) is driving | running | working the travel route shown to (c) to a vehicle. It is a graph which shows the steering amount accumulated value at the time of making it. It is a flowchart which shows the pattern travel part control point generation process of a travel control apparatus. It is a schematic diagram for demonstrating an example of the traveling control point produced | generated with respect to a pattern traveling part among the whole traveling paths. It is a flowchart which shows the reverse turning part control point production | generation process of a traveling control apparatus. It is a schematic diagram for demonstrating an example of the traveling control point produced | generated with respect to a reverse turning part among the whole traveling paths. It is a flowchart which shows the last reverse part control point production | generation process of a traveling control apparatus. It is a schematic diagram for demonstrating an example of the traveling control point produced | generated with respect to the last reverse part among the whole traveling paths. It is a flowchart which shows the point course production | generation process of the traveling control apparatus in 2nd Embodiment. It is a graph for demonstrating an example in case two or more steering amount accumulation threshold values are provided. It is the block diagram which showed the electrical structure of the traveling control apparatus in 2nd Embodiment. It is a flowchart which shows the point course production | generation process of the traveling control apparatus in 3rd Embodiment.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic diagram schematically showing a top view of a vehicle 1 on which a travel control device 100 according to the first embodiment of the present invention is mounted. Note that arrows UD, LR, and FB in FIG. 1 indicate the up-down direction, the left-right direction, and the front-rear direction of the vehicle 1, respectively.

  First, a schematic configuration of the vehicle 1 will be described with reference to FIG. The vehicle 1 is a vehicle configured to be able to be operated by a driver. The vehicle 1 autonomously travels from a current vehicle position to a parking position set by the driver, and parks the vehicle 1 at the parking position. The travel control device 100 capable of performing the above is mounted. In addition, the autonomous running in this embodiment means running the vehicle 1 without the driving operation of the driver. That is, when the vehicle 1 is traveling autonomously, the driver does not have to operate an accelerator pedal 11, a brake pedal 12, and a steering wheel 13 described later.

  When the target parking position is set by the driver, the traveling control device 100 combines a plurality of pre-stored ten route patterns PT1 to PT10 (see FIG. 3) and sets the target from the current vehicle position. A travel route of the vehicle 1 to the parking position is generated, the vehicle 1 is autonomously traveled according to the generated travel route, and the vehicle 1 is stopped at the target parking position.

  Although details will be described later, according to the travel control device 100, when a travel route is generated, first, temporary travel routes that are candidates for the travel route are generated one by one in order. Then, assuming that the vehicle 1 has traveled along the temporary travel route, the cumulative value of the change amount of the steering angle in the vehicle 1 (hereinafter referred to as “steering amount”) from the start to the end of the travel of the vehicle 1 is calculated. To do. In addition, when calculating the cumulative value of the steering amount (hereinafter, referred to as “steering amount cumulative value”) ST, the absolute value of the steering amount is accumulated.

  When the calculated steering amount accumulated value ST exceeds a steering amount accumulation threshold A described later, a travel route such as the vehicle 1 meandering regardless of whether the vehicle 1 arrives at the target parking position. May be generated, and the driver may experience discomfort due to the side G being added to the occupant many times while the vehicle 1 is traveling, so an attempt is made to generate another temporary travel route. Thereby, when a travel route is generated, a provisional travel route in which a change in the steering angle of the vehicle 1 is suppressed is used as the travel route. Therefore, it is possible to generate a travel route that can reduce discomfort given to the passenger.

  In the present embodiment, when the vehicle 1 is parked at the target parking position, the left and right rear wheels 2RL and 2RR are set on the axles of the left and right rear wheels 2RL and 2RR, and the front and rear axes of the center of the vehicle 1 are taken as the y-axis. The position of the vehicle 1 and the positions of the travel routes RT1 to RT3 are calculated using a coordinate system in which the intersection of the axis and the y axis is the origin O.

  Therefore, in the following description, each position of the vehicle 1 and the travel routes RT1 to RT3 is shown using this coordinate system. Further, the intersection of the front and rear axes of the vehicle 1 and the axles of the left and right rear wheels 2RL and 2RR in the vehicle 1 is used as the reference point of the vehicle 1, and the position of the reference point of the vehicle 1 in the above-described coordinate system is defined as the vehicle of the vehicle 1 Position. Further, the direction in which the vehicle 1 is traveling in the longitudinal axis direction of the vehicle 1 is defined as the traveling direction of the vehicle 1.

  In addition to the travel control device 100, the vehicle 1 includes a vehicle body frame BF, a plurality of (four wheels in this embodiment) wheels 2FL, 2FR, 2RL, 2RR supported by the vehicle body frame BF, and the plurality of wheels 2FL˜ 2RR (in this embodiment, left and right front wheels 2FL, 2FR), a wheel drive device 3 that rotationally drives, a suspension device 4 that suspends each wheel 2FL-2RR on the body frame BF, and a plurality of wheels 2FL To 2RR (in this embodiment, the left and right front wheels 2FL, 2FR) are steered by a steering device 6, a steering drive device 5, a steering sensor device 21, a gyro sensor device 22, and a wheel rotation sensor 23. The accelerator pedal 11, the brake pedal 12, the steering wheel 13, the first to third distance sensors 24a to 24c, and the automatic parking switch 25. A camera 26a~26d of the first to fourth, the mainly provided.

  As shown in FIG. 1, the wheels 2FL and 2FR are left and right front wheels disposed on the front side (arrow F side) of the body frame BF, and are configured as drive wheels that are rotationally driven by the wheel drive device 3. . On the other hand, the wheels 2RL and 2RR are left and right rear wheels disposed on the rear side (arrow B side) of the body frame BF, and are configured as driven wheels that are driven as the vehicle 1 travels. Of the four wheels 2FL to 2RR, the left and right front wheels 2FL and 2FR are each equipped with a wheel rotation sensor 23 for detecting the rotation amount of the wheel.

  The wheel rotation sensor 23 is a sensor that detects the amount of rotation of the wheels 2FL and 2FR to which the sensor 23 is attached and outputs the detection result to the CPU 91 (see FIG. 6). The wheels 2FL and 2FR are at a predetermined angle. Every time it rotates, a rotation detection signal is output to the CPU 91. Since the outer circumferences of the wheels 2FL and 2FR and the rotation angle at which the rotation detection signal is output are determined in advance, the vehicle 1 travels from the output of the rotation detection signal to the output of the next rotation detection signal. The travel distance is also determined in advance. When the vehicle 1 travels autonomously, the CPU 91 individually counts the rotation detection signals of the two wheel rotation sensors 23 and calculates the travel distance from the departure point using the average value of the two count numbers.

The gyro sensor device 22 is a device for detecting a roll angle, a pitch angle, and a yaw angle with respect to a horizontal plane of the vehicle 1 and outputting the detection result to the CPU 91, and a reference axis (see FIG. A gyro sensor (not shown) for detecting rotation angles (roll angle, pitch angle, yaw angle) of the vehicle 1 (body frame BF) around one arrow FB, LR, UD direction axis) An output circuit (not shown) that mainly processes the detection result of the gyro sensor and outputs it to the CPU 91 is provided.

  In the following description, the yaw angle of the vehicle 1 is described as the vehicle orientation of the vehicle 1. Note that the reference axis of the vehicle orientation in the vehicle 1 is the x axis described above, and the counterclockwise angle from the x axis to the traveling direction of the vehicle 1 is the vehicle orientation of the vehicle 1.

  When the vehicle 1 travels autonomously, the CPU 91 acquires the vehicle direction of the vehicle 1 output from the gyro sensor device 22 and calculates the traveling direction of the vehicle 1. Based on the traveling direction of the vehicle 1 and the travel distance of the vehicle 1 calculated from the rotation detection signal of the wheel rotation sensor 23, the travel distance from the departure point is calculated. The CPU 91 can calculate the current position of the vehicle 1 with reference to the origin O based on the moving distance from the departure point.

  The vehicle direction of the vehicle 1 can also be calculated. Specifically, a gyro sensor device that detects an angular velocity in the yaw direction is mounted on the vehicle 1. And the vehicle azimuth | direction of the vehicle 1 is computable by carrying out the time integration of the detected angular velocity.

  The wheel drive device 3 includes a motor 3a (see FIG. 6) that applies a rotational driving force to the left and right front wheels 2FL and 2FR. The motor 3a is connected to the left and right front wheels 2FL, 2FR via a differential gear (not shown) and a pair of drive shafts 31.

  For example, when the driver operates the accelerator pedal 11, a rotational driving force is applied from the motor 3a to the left and right front wheels 2FL and 2FR, and the left and right front wheels 2FL and 2FR are inclined (inclination angle, It is rotationally driven at a speed corresponding to the inclination speed.

  As shown in FIG. 1, the steering device 6 mainly includes a steering shaft 61, a hook joint 62, a steering gear 63, a tie rod 64, and a knuckle arm 65. The steering device 6 includes a rack and pinion mechanism in which the steering gear 63 includes a pinion (not shown) and a rack (not shown).

  For example, when the driver operates the steering wheel 13, the operation of the steering wheel 13 is transmitted to the hook joint 62 through the steering shaft 61, and the angle is changed by the hook joint 62, and the pinion of the steering gear 63 rotates. As transmitted. Then, the rotational motion transmitted to the pinion is converted into the linear motion of the rack, and the rack moves linearly, so that the tie rods 64 connected to both ends of the rack move, and the wheels 2FL to 2RR move via the knuckle arm 65. Steered.

  Similar to the steering device 6, the steering drive device 5 is a device for steering the left and right front wheels 2FL, 2FR, and includes a motor 5a (see FIG. 6) that applies a rotational driving force to the steering shaft 61. ing. That is, when the motor 5a is driven and the steering shaft 61 rotates, the wheels 2FL and 2FR are steered in the same manner as when the steering wheel 13 is operated by the driver.

  A steering sensor device 21 that calculates the steering angle δ of the left and right front wheels 2FL, 2FR and outputs it to the CPU 91 is attached to the steering shaft 61. The steering sensor device 21 calculates the steering angle δ of the left and right front wheels 2FL, 2FR based on the rotation angle of the steering shaft 61 from the reference position, and the calculation result is a CPU 91 (FIG. 6) provided in the travel control device 100. Output).

  The accelerator pedal 11, the brake pedal 12, and the steering wheel 13 are all operation members controlled by the driver, and the acceleration force of the vehicle 1 according to the inclination state (inclination angle, inclination speed, etc.) of the pedals 11 and 12. And the braking force are determined, and the turning radius and turning direction of the vehicle 1 are determined according to the operation state (operation amount, operation direction) of the steering wheel 13.

  The first to third distance sensors 24a to 24c are devices for outputting distance data to an object existing around the vehicle 1 to the CPU 91 (see FIG. 6). Each of the distance sensors 24a, 24b, and 24c is configured by a laser range finder that irradiates laser light toward an object and measures the distance to the object with the intensity of reflection.

  The first distance sensor 24 a is attached to the front right end of the vehicle 1, the second distance sensor 24 b is attached to the front left end of the vehicle 1, and the third distance sensor 24 c is attached to the rear center of the vehicle 1. In the present embodiment, the three distance sensors 24a to 24c are configured to be able to detect the distance to each object existing in an area of at least 60 m square with the vehicle 1 as the center.

  The automatic parking switch 25 is a switch that is pressed by the driver when the vehicle 1 is desired to be parked at a target parking position by autonomous traveling. A parking process (see FIG. 9) is executed. As a result, the vehicle 1 is autonomously traveled from the current position to the parking position set by the driver, and the vehicle 1 is stopped at the parking position.

  Each of the first to fourth cameras 26a to 26d is an imaging device for imaging the surroundings of the vehicle 1, and is composed of a digital camera equipped with an imaging device such as a CCD image sensor or a CMOS image sensor. Yes. The first to fourth cameras 26a to 26d convert captured images into image data and output the image data to the CPU 91 (see FIG. 6).

  The first camera 26 a is attached to the front center of the vehicle 1, the second camera 26 b is attached to a side mirror (not shown) on the right side of the vehicle 1, and the third camera 26 c is attached to the vehicle 1. The fourth camera 26 d is attached to a rear side center (not shown) of the vehicle 1. In the present embodiment, the first to fourth cameras 26a to 26d are at least 15 m in the front-rear direction of the vehicle 1 with the vehicle 1 as the center, and at least 12 m in the left-right direction of the vehicle 1 with the vehicle 1 as the center. The range can be imaged.

  The travel control device 100 controls the wheel drive device 3, the steering drive device 5, the brake device (not shown), and the like so that the vehicle 1 autonomously travels from the current position to the parking position set by the driver. The vehicle 1 is stopped at the parking position.

  Next, travel routes RT1 to RT3 generated by the travel control device 100 will be described with reference to FIGS. In the present embodiment, when the automatic parking switch 25 is pressed by the driver and the target parking position is set by the driver, the travel control device 100 can travel from the current position to the target parking position. RT1 to RT3 are generated (see FIG. 2). Although details will be described later, the entire travel routes RT1 to RT3 are configured by three of a pattern travel portion RT1, a reverse turning portion RT2, and a final reverse portion RT3.

  The travel routes RT1 to RT3 are continuously configured as lines, but the data indicating the travel routes RT1 to RT3 is composed of data indicating points at predetermined intervals among the points constituting the travel routes RT1 to RT3. Is done. Hereinafter, this point at every predetermined interval is referred to as a route point P, and data indicating the route point P is referred to as route point information. The route point P is a point to be passed when the vehicle 1 autonomously travels on the travel routes RT1 to RT3. The route point information includes the vehicle position of the vehicle 1 at the route point P and the route point P. And a vehicle orientation θ of the vehicle 1. The route point information of each route point P is stored in a point route memory 93b (see FIG. 6) described later. Although details will be described later, for example, in the case of the travel route RT1, the points at intervals of 2 m among the points constituting the travel route RT1 are set as the route points P.

  In the present embodiment, when the entire travel routes RT1 to RT3 are generated, the travel control point Q, which is a point for controlling the vehicle state of the vehicle 1 when the travel control device 100 makes the vehicle 1 autonomously travel next. Is virtually generated at intervals of 0.05 m on the travel routes RT1 to RT3. That is, in this embodiment, the traveling state of the vehicle 1 is controlled every 0.05 m. The vehicle setting information of each traveling control point Q is stored in a traveling control point memory 93c (see FIG. 6) described later.

  Although details of the vehicle setting information will be described later, the travel control device 100 causes the travel control point Q to reach each travel control point Q when the vehicle 1 autonomously travels along the travel routes RT1 to RT3. The traveling state of the vehicle 1 is set based on the vehicle setting information corresponding to, and the vehicle 1 is autonomously traveled to the parking position set by the driver.

  Here, with reference to FIG. 2, the travel routes RT1 to RT3 generated by the travel control device 100 and the travel control points Q generated for the travel routes RT1 to RT3 will be described. FIG. 2 is a schematic diagram for explaining an example of the entire travel routes RT1 to RT3, a route point P indicating the travel routes RT1 to RT3, and a travel control point Q generated for the travel routes RT1 to RT3. FIG. The travel control point Q is not generated on the route point P0 (starting position of the vehicle 1), but is generated from a position approaching the target parking position by 0.05 m from the route point P0.

  Hereinafter, in the drawings including the travel routes RT1 to RT3 including FIG. 2, the route point P is indicated by a white circle, and the travel control point Q is indicated by a black circle. Further, the route point P0 indicates the departure position of the vehicle 1, and the route point P8 indicates the parking position targeted by the driver. Details of other path points P1 to P7 will be described later. In addition, the traveling control points Q are originally generated virtually at intervals of 0.05 m, but only a part of the traveling control points Q is shown for easy understanding of the drawing.

  As described above, the entire travel routes RT1 to RT3 are configured by the pattern travel portion RT1, the reverse turning portion RT2, and the final reverse portion RT3. The pattern travel unit RT1 is a travel route generated by a combination of route patterns PT1 to PT10 stored in a route pattern memory 92a (see FIG. 6) described later. In the example shown in FIG. 2, the travel route from the route point P0 to the route point P6 is the pattern travel unit RT1.

  Further, the reverse turning portion RT2 is a travel route following the pattern travel portion RT1, and is a travel route from the end of the pattern travel portion RT1 to the vehicle position where the vehicle 1 can be moved straight back to the target parking position. It is. In the example shown in FIG. 2, the route from the route point P6 to the route point P7 is the backward turning portion RT2. In the reverse turning section RT2, the travel route is determined so that the vehicle 1 makes a reverse turn at the same steering angle δ.

  The final reverse portion RT3 is a travel route that follows the reverse turning portion RT2, and is a travel route from the end of the reverse turning portion RT2 to the target parking position. In the example shown in FIG. 2, the route from the route point P7 to the route point P8 is the final retreat part RT3. Note that the travel path of the final reverse portion RT3 is determined so that the vehicle 1 moves straight backward.

  Here, the path patterns PT1 to PT10 will be described with reference to FIG. FIG. 3 is a schematic diagram showing an example of route patterns PT1 to PT10 used for generating the pattern travel portion RT1 out of the entire travel routes RT1 to RT3.

  In the present embodiment, ten types of fragmented travel routes are set in advance, and each is stored as a route pattern in a route pattern memory 92a (see FIG. 6) described later. Ten types of route patterns PT1 to PT10 are assigned pattern numbers from “PT1” to “PT10”. In the 10 types of route patterns PT1 to PT10, the trajectories of the respective travel routes are different, but the lengths (namely, travel distances) CL of the respective travel routes are all set to 2 m. The pattern travel unit RT1 is generated by combining travel routes corresponding to the route patterns PT1 to PT10.

  In the pattern travel unit RT1, the start point and the end point of the travel route corresponding to the route patterns PT1 to PT10 are route points P, respectively. That is, the route points P1 to P5 indicate connection points of travel routes corresponding to the route patterns PT1 to PT10.

The route pattern PT1 is a pattern that indicates a travel route that moves the vehicle 1 straight forward from the route point P _i and moves 2 m, and the route pattern PT2 indicates a travel route that moves the vehicle 1 backward from the route point P _i and moves 2 m. It is a pattern.

Pathway pattern PT3 are the turning radius R of the vehicle 1 and 2 times the minimum turning radius, a pattern indicating a travel route to 2m moves to the front left turning of the vehicle 1 from the path points P _i, Similarly, the route pattern PT4 Makes the turning radius R of the vehicle 1 twice the minimum turning radius and turns the vehicle 1 forward right, and the route pattern PT5 sets the turning radius R of the vehicle 1 twice the minimum turning radius and turns the vehicle 1 backward to the left. The route pattern PT6 is a pattern showing a traveling route in which the turning radius R of the vehicle 1 is set to twice the minimum turning radius, the vehicle 1 is turned backward by the turning radius R, and each vehicle is moved 2 m.

The route pattern PT7 is the turning radius R of the vehicle 1 and the minimum turning radius, a pattern indicating a travel route to 2m moves to the front left turning of the vehicle 1 from the path points P _i, following Similarly, the route pattern PT8 is The vehicle 1 is turned to the right and the vehicle 1 is turned to the right with the turning radius R of the vehicle 1 being the minimum turning radius. The route pattern PT9 is turned to the left with the turning radius R of the vehicle 1 being the minimum turning radius and the route pattern PT10 is This is a pattern showing a traveling route in which the turning radius R of the vehicle 1 is set to the minimum turning radius, the vehicle 1 is turned backward, and the vehicle 1 is moved 2 m.

Referring now to FIG. 4, the destination in each path points P and vehicle direction θ corresponding explaining the case of moving the vehicle 1 from the path points P _i in accordance with the route pattern PT1～PT10. FIG. 4 is a schematic diagram for calculating each route point P and vehicle orientation θ corresponding to the destination when the vehicle 1 is moved according to the route patterns PT1 to PT10. Here, the route point P _i (x _i , y _i ) indicates the vehicle position of the vehicle 1 before movement. Further, the vehicle orientation of the vehicle 1 at the route point P _i is denoted by θ _i, and the traveling direction of the vehicle 1 is denoted by an arrow.

First, the route point P _A (x _A , y _A ) corresponding to the destination when the vehicle 1 is moved from the route point P _i according to the route pattern PT8 and the vehicle direction θ _A at the route point P _A are obtained. A calculation method will be described.

If the travel distance of the vehicle 1 and CL, the turning radius of the vehicle 1 and R, which further includes a vehicle direction theta _A in the route point P _A, and Δθ the variation of the vehicle direction theta _i in the route point P _i, The amount of change Δθ is
Δθ = CL / R
Can be calculated. Therefore, the route point P _A (x _A , y _A ) and the vehicle orientation θ _{A at the} route point P _A are:
θ _A = θ _i −Δθ
x _A = x _i + 2R · sin (Δθ / 2) · cos (θ _i −Δθ / 2)
y _A = y _i + 2R · sin (Δθ / 2) · sin (θ _i −Δθ / 2)
Can be calculated. Similarly, for the route pattern PT4, the route point P and the vehicle orientation θ can be calculated by this equation.

Next, the route point _{P B (x B, y B} ) corresponding to the destination when moving the vehicle 1 from the path points _{P i} in accordance with the route pattern PT7 and, heading theta _B at the path point _{P B} A method for calculating the value will be described. Incidentally, the amount of change Δθ in the vehicle direction theta _B in the path point P _B, and heading theta _i in the route point P _i can be calculated similarly by the above expression. Therefore, the route point P _B (x _B , y _B ) and the vehicle orientation θ _{B at the} route point P _B are:
θ _B = θ _i + Δθ
x _B = x _i + 2R · sin (Δθ / 2) · cos (θ _i + Δθ / 2)
y _B = y _i + 2R · sin (Δθ / 2) · sin (θ _i + Δθ / 2)
Can be calculated. Similarly, for the route pattern PT3, the route point P and the vehicle orientation θ can be calculated by this equation.

Similarly, path points corresponding to the destination when moving the vehicle 1 from the path points P _i in accordance with the route pattern _{PT9 P C (x C, y} C) and, heading θ at that path points P _{C With C}
θ _C = θ _i −Δθ
x _C = x _i + 2R · sin (Δθ / 2) · cos (θ _i −Δθ / 2−π)
y _C = y _i + 2R · sin (Δθ / 2) · sin (θ _i −Δθ / 2−π)
Can be calculated. Similarly, for the route pattern PT5, the route point P and the vehicle orientation θ can be calculated by this equation.

The route point _{P D (x D, y D} ) that corresponds to the destination when moving the vehicle 1 from the path points _{P i} in accordance with the route pattern PT10 and the vehicle direction theta _D at the path point _{P D} Is
θ _D = θ _i + Δθ
x _D = x _i + 2R · sin (Δθ / 2) · cos (θ _i + Δθ / 2−π)
y _D = y _i + 2R · sin (Δθ / 2) · sin (θ _i + Δθ / 2−π)
Can be calculated. Similarly, for the route pattern PT6, the route point P and the vehicle direction θ can be calculated by this equation.

Further, although not shown, the route point _{P E (x E, y E} ) that corresponds to the destination when moving the vehicle 1 from the path points P _i in accordance with the route pattern PT1 and, the route point P the vehicle direction theta _E in _E,
θ _E = θ _i
x _E = x _i + CL · cos (θ _i )
y _E = y _i + CL · sin (θ _i )
Can be calculated.

The route point _{P F (x F, y F} ) that corresponds to the destination when moving the vehicle 1 from the path points _{P i} in accordance with the route pattern PT2 and a vehicle direction theta _F at the route point _{P F} Is
θ _F = θ _i
x _F = x _i + CL · cos (θ _i + π)
y _F = y _i + CL · sin (θ _i + π)
Can be calculated.

By using the equations described with reference to FIG. 4 described above, the path points P corresponding to the destination when moving the vehicle 1 from the path points P _i in accordance with the route pattern PT1～PT10, the vehicle direction θ can be calculated. Therefore, each route point P which comprises pattern running part RT1 can be specified.

  In the present embodiment, the temporary travel route RT1 is generated by combining the route patterns PT1 to PT10 in a predetermined order. When this temporary travel route RT1 is generated, it is next determined whether or not the reverse turning portion RT2 following the temporary traveling route RT1 and the final reverse portion RT3 following the reverse turning portion RT2 can be generated. This determination condition is referred to as a parking condition in the present embodiment.

  When the parking available condition is satisfied, the temporary travel route RT1 is used as the pattern traveling unit RT1, and based on the established parking enabled condition, the reverse turning part RT2 and the final reverse part RT3 are determined and traveled. The entire paths RT1 to RT3 are generated. On the other hand, if the parking available condition is not satisfied, another temporary travel route RT1 is generated, and it is determined again whether the parking available condition is satisfied. The generation of the provisional travel route RT1 and the determination of the parking available condition are repeated until the parking available condition is satisfied or until all combinations of predetermined route patterns PT1 to PT10 are generated.

  Here, with reference to FIG. 5 (a), (b), the flow until the whole driving | running route RT1-RT3 is produced | generated and parking possible conditions are demonstrated. FIG. 5A is a schematic diagram for explaining an example of a route point P on the travel routes RT1 to RT3, and FIG. 5B is a schematic diagram for explaining parking conditions. In FIG. 5A, the travel route to the route points P0 to P6 corresponds to the pattern travel portion RT1, the travel route to the route points P6 to P7 corresponds to the reverse turning portion RT2, and the route points P7 to P8. The travel route up to corresponds to the final reverse portion RT3.

  In the present embodiment, when the generation of the entire travel route RT1 to RT3 is attempted, the generation of the travel route RT1 is first attempted. For example, as shown in FIG. 5A, at the route point P0 that is the departure point of the vehicle 1, ten temporary travel routes RT1 indicated by dotted lines and solid lines are generated one by one in order. Then, every time the temporary travel route RT1 is generated, it is determined whether or not the parking condition is satisfied at the route point P corresponding to the end of the temporary travel route RT1 (see S37 in FIG. 10).

  Here, if it is determined that the parking condition is satisfied, the temporary travel route RT1 is set as the travel route RT1 of the vehicle 1, and the entire travel routes RT1 to RT3 are generated, where the temporary travel route RT1. The generation of ends. On the other hand, ten temporary travel routes RT1 are generated. If none of the parking conditions is satisfied, another temporary travel route RT1 is generated. Specifically, for each of the ten temporary travel routes RT1 generated earlier, another temporary travel route RT1 is generated so as to extend the travel route in 10 directions from the end. Then, for each provisional travel route RT1, it is determined whether or not parking conditions are satisfied.

  Thereafter, similarly, generation of another temporary travel route RT1 and determination of establishment of the parking available condition are repeated. In the example of FIG. 5A, a travel route from route points P0 to P6 is generated, and the parking point condition is satisfied at the route point P6.

  The parking condition is composed of two conditions. The first condition is that the vehicle 1 is turned backward from the route point P corresponding to the end of the temporary travel route RT1 by the same turning radius R, and then The condition is whether the vehicle 1 can be stopped at the target parking position by moving the vehicle 1 backward and straight.

  Here, with reference to FIG.5 (b), the route point P and vehicle direction (theta) in which parking conditions are satisfied are demonstrated. As described above, the first condition in the parking available condition is that the vehicle 1 is turned backward from the route point P with the same turning radius R, and then the vehicle 1 is moved backward and straightly, so that the vehicle 1 is parked as a target. It is a condition that it is possible to stop at the position.

FIG. 5B is a schematic diagram for explaining the parking condition, and the path point P _v0 (x _v0 , y _v0 ) indicates the vehicle position of the vehicle 1 that determines whether the parking condition is satisfied. The path point P _Vn (x _vn , y _vn ) is the parking position targeted by the driver. Further, the vehicle orientation of the vehicle 1 at the route point P _v0 is denoted by θ _v, and the vehicle orientation of the vehicle 1 at the route point P _vn is denoted by θ _p .

When an angle formed by a straight line drawn from the path point P _v0 toward the path point P _vn and the x axis (see FIG. 5A) is θ, the angle θ is
θ = tan ⁻¹ ((y _v0 −y _vn ) / (x _v0 −x _vn ))
Can be calculated. Thus, x-axis from the path points _{P v0} to path points _{P vn} (see FIG. 5 (a)) and _{P x} parallel distance, y-axis from the path points _{P v0} to path points _{P vn} (FIG. 5 (a ) When P _y parallel distance to the reference),
P _x = | ((x _v0 −x _vn ) ² + (y _v0 −y _vn ) ² ) ^1/2 · cos (θ + π / 2−θ _p ) |
P _y = | ((x _v0 −x _vn ) ² + (y _v0 −y _vn ) ² ) ^1/2 · sin (θ + π / 2−θ _p ) |
Can be calculated.

Further, an angle formed by a straight line drawn perpendicularly from the turning center K of the vehicle 1 toward the y-axis and a straight line drawn from the turning center K of the vehicle 1 toward the route point P _V0 of the vehicle 1 is _defined as θ _vp . The angle θ _vp is
θ _vp = θ _v0 −θ _vn
Can be calculated. Therefore, from these equations can calculate the turning radius R _p of the vehicle 1 by the following equation.

_Rp = _Px / (1-cos ([theta] _Vp ))
It should be noted that when the turning radius _Rp is equal to or greater than the minimum turning radius of the vehicle 1, the first condition that can be parked is satisfied. That is, this expression is the first condition in the parking available condition.

When the distance parallel to the y-axis from the path point P _v0 to the turning center K of the vehicle 1 is P _ry , the distance P _ry is
P _ry = R _p · sin (θ _vp )
Can be calculated. Here, if the distance parallel to the y-axis from the entrance of the parking space to the route point P _vn is PL,
_{P y -PL>} P _ry
Only when the above is established, the vehicle 1 can move backward and go straight into the parking space. That is, this expression is the second condition in the parking available condition.

  The travel control device 100 sets the temporary travel route RT1 as the pattern travel unit RT1 if the two conditions in the above-described parking available condition are satisfied at the route point P corresponding to the end of the temporary travel route RT1, and Then, the reverse turning portion RT2 and the final reverse portion RT3 are determined, and the entire travel routes RT1 to RT3 are generated.

Note that the receding swivel unit RT2, route point P corresponding to the connection position between the final retraction section RT3 _{is, (x v0 -P x, y} v0 -P ry) because the two paths showing a retraction pivot portion RT2 The point P becomes a path point P _V0 and a path point P (x _v0 −P _x , y _v0 −P _ry ), and the two path points P indicating the final retreat part RT3 are the path point P (x _v0 − P _x , y _v0 −P _ry ) and path point P _vn .

  When the pattern travel portion RT1 is generated and the reverse turning portion RT2 and the final reverse portion RT3 are determined, a travel control point Q is virtually generated for each of the travel routes RT1 to RT3. When the traveling control point Q is virtually generated, vehicle setting information for setting the vehicle state of the vehicle 1 is generated for each traveling control point Q, and the traveling control point Q is identified. Index number (hereinafter referred to as “ID number”) is set (see FIG. 2).

  As for this ID number, the traveling control point Q closest to the route point P0 (starting position of the vehicle 1) among the traveling control points Q on the traveling routes RT1 to RT3 is set to the first. After that, ID numbers are set in order up to the travel control point Q that overlaps the target parking position so that the ID numbers increase by 1 along the travel routes RT1 to RT3.

  Next, the detailed configuration of the travel control device 100 will be described with reference to FIG. FIG. 6 is a block diagram showing an electrical configuration of the travel control device 100. The travel control device 100 includes a CPU 91, a flash memory 92, and a RAM 93, which are connected to an input / output port 95 via a bus line 94. The input / output port 95 includes a wheel driving device 3, a steering driving device 5, a steering sensor device 21, a gyro sensor device 22, a wheel rotation sensor 23, first to third distance sensors 24a to 24c, and automatic parking. The switch 25, the first to fourth cameras 26a to 26d, and other input / output devices 99 are connected.

  The CPU 91 is an arithmetic device that controls each unit connected by the bus line 94, and the flash memory 92 is a non-rewritable nonvolatile memory for storing a control program executed by the CPU 91, fixed value data, and the like. . In addition, the automatic parking process shown in the flowchart of FIG. 9, which will be described later, the point route generation process shown in the flowchart of FIG. 10, the pattern travel part control point generation process shown in the flowchart of FIG. 12, and the reverse turning part control point shown in the flowchart of FIG. Each program for executing the generation process and the final backward control point generation process shown in the flowchart of FIG. 16 is stored in the flash memory 92.

  The flash memory 92 is provided with a route pattern memory 92a and a steering amount accumulation threshold memory 92b. The path pattern memory 92a stores data indicating the shape, characteristics, and the like of each of the ten types of path patterns PT1 to PT10 described above.

  Specifically, the length of the travel route corresponding to the route patterns PT1 to PT10 (that is, the travel distance 2 m) CL, and the turning radius while the vehicle 1 is traveling on the travel route corresponding to the route patterns PT1 to PT10. R, the steering angles α1 to α10 of the vehicle 1 while the vehicle 1 is traveling on the travel route corresponding to the route patterns PT1 to PT10, whether the vehicle 1 is moved forward or backward, or whether the vehicle 1 goes straight Data indicating whether to turn or turn is stored for each of the ten types of route patterns PT1 to PT10.

  Here, with reference to FIG. 7, the steering angles α1 to α10 of the vehicle 1 set individually for each of the ten types of route patterns PT1 to PT10 will be described. FIG. 7 is a schematic diagram for explaining the steering angle of the vehicle 1 set individually for each of the ten types of route patterns.

  As described above, in the present embodiment, fragmented travel routes are set for each of the route patterns PT1 to PT10, and the vehicle 1 is traveling while the vehicle 1 is traveling on each fragmented travel route. The route is set so as to travel with the same turning radius R. Since the steering angle δ of the vehicle 1 is determined relative to the turning radius R of the vehicle 1, the steering angles α1 to α10 for driving the vehicle 1 are uniquely determined for each of the route patterns PT1 to PT10. Therefore, in the present embodiment, the steering angles α1 to α10 of the vehicle 1 are set in advance for the ten route patterns PT1 to PT10.

  Specifically, as shown in FIG. 7, in the route pattern PT1, α1 is set as a steering angle for causing the vehicle 1 to go straight ahead, and for the route pattern PT2, the vehicle 1 is made to go straight backward. Α2 is set as the steering angle.

  Similarly, in the route pattern PT3, the turning radius R of the vehicle 1 is set to be twice the minimum turning radius, and α3 is set as a steering angle for turning the vehicle 1 to the left in the forward direction. The turning radius R is set to twice the minimum turning radius, and α4 is set as a steering angle for turning the vehicle 1 forward right. Steering angles α4 to α10 are also set for the other route patterns PT4 to PT10.

  For example, when the vehicle 1 is traveling on a travel route corresponding to the route pattern PT1, the steering angle of the vehicle 1 is maintained at α1. Further, when the vehicle 1 is traveling on the travel route corresponding to the route pattern PT4, the steering angle is maintained at α4 in the vehicle 1.

  In addition, for example, when the vehicle 1 has traveled on the travel route corresponding to the route pattern PT1 so far, when the vehicle 1 starts to travel on the travel route corresponding to the route pattern PT4, the steering angle of the vehicle 1 is changed from α1. The steering angle α4 is maintained until the vehicle 1 passes through the travel route corresponding to the route pattern PT4.

  Returning to the description of FIG. The steering amount cumulative threshold memory 92b is a memory in which a steering amount cumulative threshold A that is a criterion for determining whether or not to change the generation condition (see S42 in FIG. 10) when generating the temporary travel route RT1 is stored. . The steering amount accumulation threshold A is a threshold for suppressing that a vehicle having a large steering change such as a temporary travel route RT1 in which the vehicle 1 meanders is used as the travel route RT1. . The steering amount accumulation threshold memory 92b is referred to by the CPU 91 when the generation of the provisional travel route RT1 is attempted. The steering amount accumulation threshold A may be determined as appropriate.

  While the vehicle 1 is traveling, every time the steering angle of the vehicle 1 changes, a force such as a lateral G is applied to the occupant of the vehicle 1, so that the smaller the amount of change in the steering angle of the vehicle 1, the lower the vehicle 1 The possibility that the force such as the lateral G applied to the passenger of the vehicle can be reduced increases, and the possibility that the discomfort given to the passenger can be reduced increases. On the other hand, as the amount of change in the steering angle of the vehicle 1 increases, a force such as a lateral G may be applied to the occupant of the vehicle 1 many times, and the possibility that the occupant feels uncomfortable increases.

  Although details will be described later, in this embodiment, when trying to generate the temporary travel route RT1, it is assumed that the vehicle 1 traveled on the temporary travel route RT1, and from the start to the end of the travel of the vehicle 1 The steering amount cumulative value ST of the vehicle 1 is calculated.

  Then, the calculated steering amount cumulative value ST (a value in a steering amount cumulative value memory 93d described later) is compared with a steering amount cumulative threshold A in the steering amount cumulative threshold memory 92b, and the steering amount cumulative value ST is determined as the steering amount cumulative value ST. If the threshold value is A or less, the amount of change in the steering angle of the vehicle 1 is small, so that there is a high possibility that the lateral G force applied to the passenger of the vehicle 1 can be reduced, and the discomfort given to the passenger can be reduced. Is expensive. Therefore, in this case, the provisional travel route RT1 attempted to be generated this time is used as the actual travel route RT1.

  On the other hand, if the calculated steering amount cumulative value ST exceeds the steering amount cumulative threshold A, the amount of change in the steering angle of the vehicle 1 is large, and there is a risk that the occupant of the vehicle 1 is repeatedly subjected to a force such as lateral G. Yes, there is a high possibility of discomfort to the passenger. Therefore, in this case, the temporary travel route RT1 attempted to be generated this time is not used as the actual travel route RT1, but the next temporary travel route RT1 is generated.

  The RAM 93 is a rewritable volatile memory, and is a memory for temporarily storing various data when the control program executed by the CPU 91 is executed. The RAM 93 is provided with a point route pattern memory 93a, a point route memory 93b, a travel control point memory 93c, and a steering amount cumulative value memory 93d.

  The point route pattern memory 93a is a memory in which a combination of route pattern numbers “PT1 to PT10” indicating the pattern travel unit RT1 (hereinafter referred to as a permutation of route pattern numbers “PT1 to PT10”) is stored. The point route pattern memory 93a is cleared by the CPU 91 when an automatic parking process (see FIG. 9) described later is executed. When the entire travel routes RT1 to RT3 from the current vehicle position to the target parking position are generated by the CPU 91, a permutation of route pattern numbers “PT1 to PT10” indicating the pattern travel unit RT1 is stored. .

  The permutation of the route pattern numbers “PT1 to PT10” stored in the point route pattern memory 93a acquires the state of whether the vehicle 1 is moving forward or backward at each route point P on the travel routes RT1 to RT3. Or when acquiring the state of presence / absence of switching (see S61 in FIG. 12, S80 in FIG. 14, and S99 in FIG. 16). It is also referred to when calculating the position of the route point P in the pattern travel unit RT1 (see FIG. 4).

  The point route memory 93b is a memory in which route point information of each route point P indicating the travel routes RT1 to RT3 is stored. As described above, the route point information is configured by the vehicle position of the vehicle 1 at the route point P and the vehicle orientation θ of the vehicle 1 at the route point P. Further, as described above, among the travel routes RT1 to RT3, in the pattern travel unit RT1, the start and end of the travel routes corresponding to the respective route patterns PT1 to PT10 are set as the route points P, respectively. Further, in the backward turning portion RT2 and the final backward portion RT3, the starting point and the ending point of each traveling route RT2, RT3 are set as the route point P.

  When the CPU 91 generates the entire travel routes RT1 to RT3, the route point information of the route point P in the pattern travel unit RT1, the route point information of the route point P in the reverse turning unit RT2, and the route point in the final retreat unit RT3. The P route point information is stored in the point route memory 93b (see S48 in FIG. 10). The route point information of each route point P stored in the point route memory 93b is referred to in order to generate the travel control point Q.

  The travel control point memory 93c is a memory in which vehicle setting information of each travel control point Q, which is a point generated for the travel routes RT1 to RT3, is stored. As described above, the traveling control point Q is for controlling the traveling state of the vehicle 1 such as the traveling direction and the steering angle when the traveling control device 100 causes the vehicle 1 to autonomously travel along the traveling routes RT1 to RT3. Is a point.

  In the present embodiment, when the travel control point Q is generated for the travel routes RT1 to RT3, the travel control is virtually performed on the travel routes RT1 to RT3 at intervals of 0.05 m from the current position to the target parking position. A point Q is generated (see S8, S9, and S10 in FIG. 9). A travel control point Q is always generated on each route point P excluding the route point P0 (starting position of the vehicle 1). For each traveling control point Q, vehicle setting information is generated, an ID number for identifying the traveling control point Q is set, and the generated vehicle setting information of the traveling control point Q is set. The traveling control point Q is associated with the ID number of the traveling control point Q and stored in the traveling control point memory 93c.

  Here, an example of the contents of the traveling control point memory 93c will be described with reference to FIG. FIG. 8 is a schematic diagram showing an example of the contents of the travel control point memory 93c. As shown in FIG. 8, the travel control point memory 93c stores a table indicating vehicle setting information for each travel control point Q. This table shows a state in which the vehicle setting information corresponding to each travel control point Q is associated with the ID number corresponding to that travel control point Q. Moreover, in this table, each vehicle setting information is arranged in order of ID number.

The vehicle setting information of each traveling control point Q includes the vehicle position of the vehicle 1 at the traveling control point Q, the vehicle orientation θ of the vehicle 1 at the traveling control point Q, the steering angle δ of the vehicle 1 at the traveling control point Q, the traveling The traveling direction flag at the control point Q and the switchback determination flag at the traveling control point Q are configured. An ID number is associated with the vehicle setting information of each travel control point Q. The maximum ID number in the table is stored in a predetermined area of the RAM 93 as the maximum index number ID _max .

  Since the vehicle position, the vehicle orientation θ, the steering angle δ, and the ID number have been described above, description thereof will be omitted. The traveling direction flag is a flag indicating whether the vehicle 1 moves forward or backward at the traveling control point Q, and is set to “1” when the vehicle 1 moves forward at the traveling control point Q. Is set to "-1" when the vehicle moves backward. The switchback determination flag is a flag indicating whether the vehicle 1 switches between forward and reverse at the travel control point Q, and is set to “0” when the vehicle 1 travels while maintaining forward or reverse at the travel control point Q. On the other hand, when the vehicle 1 switches forward to backward, or when the vehicle 1 switches backward to forward, it is set to “1”.

  When the vehicle 1 is traveling autonomously on the travel routes RT1 to RT3, the CPU 91 travels the vehicle 1 based on the travel control point Q closest to the current vehicle position of the vehicle 1 at predetermined intervals (for example, 50 ms). A state is set and the vehicle 1 is made to autonomously travel so that the vehicle 1 goes to the traveling control point Q that should pass next.

  Returning to the description of FIG. The steering amount cumulative value memory 93d calculates a steering amount cumulative value ST (that is, a change in the steering angle) calculated on the assumption that the vehicle 1 has traveled along the temporary travel route RT1 when attempting to generate the temporary travel route RT1. This is a memory for storing a cumulative amount). The value in the steering amount cumulative value memory 93d is updated according to the provisional travel route RT1 every time an attempt is made to generate the provisional travel route RT1.

  As described above, the provisional travel route RT1 is configured by combining the route patterns PT1 to PT10 in order. In the present embodiment, when a combination of route patterns PT1 to PT10 indicating the provisional travel route RT1 is acquired, the amount of change in the steering angle of the vehicle 1 is calculated for each two adjacent route patterns in the combination. The accumulated absolute value of each change amount is calculated as the steering amount accumulated value ST.

  For example, it is assumed that a combination of route patterns PT1 to PT10 of route pattern PT1 → route pattern PT4 → route pattern PT4 → route pattern PT3 is acquired. That is, it is assumed that generation of a temporary travel route RT1 composed of four travel sections is attempted from now on.

  Assuming that the vehicle 1 has traveled on this temporary travel route RT1, first, the steering angle of the vehicle 1 is set to α1 at the departure point. Thereafter, the set steering angle α1 is maintained, and the vehicle 1 travels in the first travel section (the travel route corresponding to the route pattern PT1). When the vehicle 1 reaches the second travel section (travel route corresponding to the route pattern PT4), the steering angle of the vehicle 1 is changed from α1 to α4. Therefore, the steering amount “α4-α1” is generated here.

  Thereafter, the steering angle of the vehicle 1 is maintained at α4, and the vehicle 1 travels in the second travel section. Next, the vehicle 1 reaches the third travel section (the travel route corresponding to the route pattern PT4). However, since the second travel section and the third travel section are the same route pattern PT4, the vehicle 1 The steering angle remains unchanged at α4. Therefore, the steering amount does not occur here.

  When the vehicle 1 reaches the fourth travel section (the travel route corresponding to the route pattern PT3), the steering angle of the vehicle 1 is changed from α4 to α3. Therefore, the steering amount “α3-α4” is generated here. Thereafter, the steering angle of the vehicle 1 is maintained at α3, and the vehicle 1 travels in the fourth travel section, and the travel of the entire provisional travel route RT1 is completed.

  As a result, when it is assumed that the vehicle 1 has traveled on the temporary travel route RT1, the steering amount ("steering amount" | α4-α1 | + | α3-α4 |) (Amount of change in angle) is accumulated. This cumulative value is stored as the steering amount cumulative value ST in the steering amount cumulative value memory 93d. The steering amount accumulated value memory 93d is referred to by the CPU 91 in order to determine whether or not to change the provisional condition for the temporary travel route RT1.

  Next, the automatic parking process executed by the CPU 91 of the travel control device 100 mounted on the vehicle 1 will be described with reference to the flowcharts of FIGS. 9 to 17 and schematic diagrams. FIG. 9 is a flowchart showing an automatic parking process executed by the traveling control device 100. In the automatic parking process, the vehicle 1 is autonomously driven from the current position to the parking position set by the driver, and the vehicle 1 is stopped at the parking position, and the automatic parking switch 25 is pressed by the driver. To be executed.

  In the automatic parking process, first, the point route pattern memory 93a in the RAM 93 is cleared (S1). Next, the parking position set by the driver is acquired, and when the vehicle 1 is parked at the parking position, the axis of the left and right rear wheels 2RL, 2RR is defined as the x-axis, The y-axis is set, and the intersection of the x-axis and the y-axis is determined as the origin O (S2). For example, the surrounding images of the vehicle 1 are created by connecting the images captured by the four cameras 26a to 26d. Then, the created image is displayed on a touch panel (not shown) provided in the vehicle 1 to notify the driver to input the parking position. Thereafter, when the display screen is touched by the driver, a parking position corresponding to the touched screen position is calculated and set as the origin O.

  Next, the point route generation process is executed with the current point as the departure point (S3) (S4). Here, with reference to FIG. 10, the point path | route production | generation process performed by CPU91 of the traveling control apparatus 100 mounted in the vehicle 1 is demonstrated. FIG. 10 is a flowchart showing a point route generation process executed by the traveling control device 100.

  In the point route generation process, one or a plurality of route pattern numbers “PT1 to PT10” are combined to generate a permutation of the route pattern numbers “PT1 to PT10”, and a temporary travel route RT1 corresponding to the permutation is generated. It is a process to do. Further, when the parking condition is satisfied at the end of the generated temporary travel route RT1, the entire travel routes RT1 to RT3 from the departure point to the parking position set by the driver are generated.

  Furthermore, when the generation of the temporary travel route RT1 is attempted, if there is a possibility that the temporary travel route RT1 that causes discomfort to the passengers of the vehicle 1 is generated, the generation condition of the temporary generation route RT1 is changed. Then, the provisional travel route RT1 is generated again from the beginning.

  In the point path generation process, the variable a is set to 0, the variable m is set to 6, and the variables a and m are initialized (S31). The variable a is for setting the total number of route patterns PT1 to PT10 constituting the temporary travel route RT1, and the variable m is the maximum value of the number of route patterns PT1 to PT10 constituting the temporary travel route RT1. Is set.

  Next, one permutation is acquired from among the 10 perimeter pattern numbers “PT1 to PT10” from among the permutation permutations composed of a path pattern numbers that allow duplication (S32). Here, one duplication permutation is acquired in order from the smallest path pattern number. For example, if a = 0, nothing is acquired, “PT1” is acquired first, “PT2” is acquired second, a duplicate permutation is acquired in the same manner when a = 1. Is done. In the case of a = 2, “PT1, PT1” is acquired first, “PT1, PT2” is acquired second, “PT1, PT3” is acquired third, and so on. An overlapping permutation is acquired, and “PT10, PT10, PT10, PT10, PT10, PT10” is acquired at the end when a = 6.

  Next, assuming that the vehicle 1 has traveled on the temporary travel route RT1 corresponding to the overlapping permutation acquired in the process of S32, the steering amount accumulated value ST of the vehicle 1 from the start to the end of travel of the vehicle 1 (that is, The cumulative value of the change amount of the steering angle is calculated (S33). The calculated steering amount cumulative value ST is stored in the steering amount cumulative value memory 93d of the RAM 93 (S34), and the steering amount cumulative value ST is stored in the steering amount cumulative threshold value memory 92b of the flash memory 92. It is determined whether the steering amount accumulation threshold A is exceeded (S35).

  If the determination in S35 is negative (S35: No), since the steering amount accumulated value ST is equal to or less than the steering amount accumulation threshold A, the temporary travel route RT1 corresponding to the overlapping permutation acquired in the process of S32 is actually generated. Even so, it is possible to generate the provisional travel route RT1 in which the change in the steering angle during travel is small and the discomfort given to the passenger of the vehicle 1 can be reduced. Therefore, in this case, an attempt is made to generate a temporary travel route RT1 corresponding to the overlapping permutation acquired in the process of S32.

  Specifically, a temporary travel route RT1 corresponding to the overlapping permutation acquired in the process of S32 is generated, and the arrival point is acquired (S36). As described above, in the present embodiment, when the temporary travel route RT1 is generated, the route point P indicating the temporary travel route RT1 is generated. Next, it is determined whether a parking condition is satisfied at the route point P indicating the arrival point among the route points P indicating the provisional travel route RT1 (S37).

  In the present embodiment, in the process of S31, the initial setting is performed with a = 0 without performing the initial setting with a = 1. This is because it is determined by the process of S37 whether a parking condition is satisfied at the departure point. If a = 1 is initially set, the travel route RT1 is always generated. If the parking condition is satisfied at the departure point, the useless travel route RT1 is generated. Therefore, the generation of a useless travel route RT1 can be suppressed by initially setting a = 0.

  If the determination in S37 is negative (S37: No), it is determined whether all overlapping permutations composed of a route pattern numbers have been acquired (S38). If the determination in S38 is negative (S38: No), the process returns to S32. If the determination in S38 is affirmative (S38: Yes), it is determined whether the value of the variable a is less than the value of the variable m (S39). If the determination in S39 is affirmative (S39: Yes), 1 is added to the variable a (S40), and the process returns to S32.

  On the other hand, if the determination in S35 is affirmative (S35: Yes), since the steering amount cumulative value ST exceeds the steering amount cumulative threshold A, the provisional travel route RT1 corresponding to the overlapping permutation acquired in the process of S32. Is actually generated, a provisional travel route RT1 is generated that is likely to cause discomfort to the passengers of the vehicle 1 due to a large change in the steering angle during travel.

  Therefore, in this case, the generation condition of the temporary travel route RT1 is changed so that the temporary travel route RT1 that can reduce the change in the steering angle during travel is generated without generating the temporary travel route RT1. Then, the provisional travel route RT1 is generated again from the beginning. That is, when the determination in S35 is affirmative (S35: Yes), first, the generation condition of the temporary travel route RT1 is changed (S42). Specifically, the length CL of the travel route corresponding to the route patterns PT1 to PT10 is changed from 2 m to 1 m.

  Next, 1 is set to the variable a, 12 is set to the variable m, the variables a and m are set (S43), and the duplication permutation of the 10 route patterns “PT1 to PT10” is acquired again from the beginning. (S44), and the process returns to S32. Thereby, when the temporary travel route RT1 is generated in the future, the route can be configured in more detail.

  Therefore, for example, the positional relationship between the starting position of the vehicle 1 and the target parking position O and the length CL of the travel route corresponding to the route patterns PT1 to PT10 are not well-balanced, and the vehicle 1 travels slowly. When the travel route RT1 is generated and used as the travel routes RT1 to RT3 (see FIG. 11A), the travel route length CL corresponding to the route patterns PT1 to PT10 is shortened. , The possibility of making a compromise can be improved.

  As a result, the provisional travel route RT1 that allows the vehicle 1 to travel smoothly is generated, and the possibility of using the temporary travel route RT1 as the travel routes RT1 to RT3 (see FIG. 11C) can be improved. The possibility of generating travel routes RT1 to RT3 that can reduce discomfort given to the passenger can be improved.

  Here, referring to FIG. 11, an example of travel routes RT1 to RT3 generated when the generation condition of provisional travel route RT1 is not changed and the generation condition of provisional travel route RT1 are changed. An example of the travel routes RT1 to RT3 will be described.

  FIG. 11A is a schematic diagram for explaining an example of the travel routes RT1 to RT3 generated when the generation conditions of the provisional travel route RT1 are not changed, and FIG. It is a graph which shows steering amount accumulation value ST at the time of making the vehicle 1 drive | work the driving | running route RT1-RT3 shown to a). First, an example of the travel routes RT1 to RT3 generated when the generation conditions of the temporary travel route RT1 are not changed will be described with reference to FIGS. 11 (a) and 11 (b).

  In FIG. 11A, the route point P10 is the departure point, the route point P15 is the target parking position O, and after the vehicle 1 leaves the departure point, the route point P11 passes through the route point P14. The travel routes RT1 to RT3 leading to the target parking position O are shown. The section from the path point P10 to the path point P11, and the section from the path point P12 to the path point P13, while the vehicle 1 moves forward, the section from the path point P11 to the path point P12, and the path from the path point P13 to the path point P13. The vehicle 1 moves backward from the section up to the point P15. In FIG. 11B, the steering amount cumulative value ST of the vehicle 1 is shown on the vertical axis, and the travel position of the vehicle 1 on the travel routes RT1 to RT3 is shown on the horizontal axis.

  As described above, in the present embodiment, the provisional travel route RT1 is generated by one or a combination of ten types of route patterns PT1 to PT10. With respect to the ten types of route patterns PT1 to PT10, for each route pattern PT1 to PT10, a fragmentary travel route (see FIG. 3), and steering of the vehicle 1 when the vehicle 1 travels on the fragmentary travel route. Angles α1 to α10 are set (see FIG. 7). And while the vehicle 1 is drive | working each fragmentary driving | running | working path | route, it controls so that the steering angles (alpha) 1- (alpha) 10 in the vehicle 1 are maintained.

  Therefore, when the vehicle 1 travels on the travel routes RT1 to RT3 shown in FIG. 11A, the steering angle δ of the vehicle 1 is first changed at the departure point (route point P10), and thereafter, the vehicle 1 moves to each route. It changes whenever it passes the points P11-P14.

  Therefore, the steering amount accumulated value ST when the vehicle 1 travels on the travel routes RT1 to RT3 shown in FIG. 11A is first determined at the departure point (route point P10) as shown in FIG. 11B. After that, it increases every time the vehicle 1 passes through each of the route points P11 to P14. When the steering angle δ is changed in the vehicle 1, a certain control time is required from the start of the change to the completion due to the structure of the vehicle 1. Therefore, the steering amount cumulative value ST does not increase instantaneously, but increases over a certain control time as shown in FIG.

  In the travel routes RT1 to RT3 shown in FIG. 11A, although the vehicle 1 can travel from the departure point to the target point, the traveling vehicle 1 is frequently turned over, and the number of changes and the amount of change in the steering angle of the vehicle 1 are small. Many. Therefore, the steering amount cumulative value ST is also large. When the vehicle 1 is driven according to the travel routes RT1 to RT3, a force such as a lateral G is repeatedly applied to the passenger of the vehicle 1 while the vehicle 1 is traveling. As a result, the passenger of the vehicle 1 is uncomfortable.

  Therefore, in the present embodiment, the steering amount cumulative value ST is calculated for the temporary travel route RT1 scheduled to be generated at the stage before the travel routes RT1 to RT3 are generated, that is, at the stage of generating the temporary travel route RT1. And evaluate.

  Specifically, every time an attempt is made to generate the temporary travel route RT1, the steering amount cumulative value ST is calculated for the temporary travel route RT1 scheduled to be generated this time. If the calculated steering amount cumulative value ST exceeds the steering amount cumulative threshold A, the vehicle 1 travels even if the temporary travel route RT1 scheduled to be generated this time can be used as the actual travel route RT1. While traveling along the route RT1, there is a possibility that the occupant of the vehicle 1 is repeatedly subjected to a force such as a lateral G.

  Therefore, if the steering amount cumulative value ST exceeds the steering cumulative threshold A, the temporary travel route RT1 scheduled to be generated this time is not generated regardless of whether or not it can be used as the actual travel route RT1. Then, generation of a new temporary travel route RT1 is started. Further, in this case, the conditions for generating the temporary travel route RT1 are also changed so that the temporary travel route RT1 having a small steering angle accumulated value ST is easily generated.

  Specifically, as described above, the length CL of the travel route corresponding to the route patterns PT1 to PT10 is changed from 2 m to 1 m. Thereby, when the temporary travel route RT1 is generated in the future, the route can be configured in more detail.

  Next, an example of the travel routes RT1 to RT3 generated when the generation conditions of the temporary travel route RT1 are changed will be described with reference to FIGS. FIG. 11C is a schematic diagram for explaining an example of the travel routes RT1 to RT3 generated when the generation condition of the provisional travel route RT1 is changed, and FIG. It is a graph which shows steering amount accumulated value ST at the time of making the vehicle 1 drive | work the driving | running route RT1-RT3 shown to c).

  In FIG. 11C, the route point P20 is the departure point, the route point P23 is the target parking position O, and the vehicle 1 leaves the departure point and then passes through the route point P21 and the route point P22. The travel routes RT1 to RT3 leading to the target parking position O are shown. The vehicle 1 moves forward in the section from the path point P20 to the path point P22, while the vehicle 1 moves backward in the section from the path point P22 to the path point P23. In FIG. 11D, as in FIG. 11B, the steering amount cumulative value ST of the vehicle 1 is shown on the vertical axis, and the travel position of the vehicle 1 on the travel routes RT1 to RT3 is shown on the horizontal axis. .

  When the vehicle 1 travels on the travel routes RT1 to RT3 shown in FIG. 11C, the steering angle δ of the vehicle 1 is first changed at the departure point (route point P20) as in the case of FIG. Thereafter, the vehicle 1 is changed each time the vehicle 1 passes through the route points P21 and P22.

  Therefore, the steering amount accumulated value ST when the vehicle 1 travels on the travel routes RT1 to RT3 shown in FIG. 11C is first determined at the departure point (route point P20) as shown in FIG. 11D. After that, it increases every time the vehicle 1 passes through each of the route points P21 and P22.

  In the travel routes RT1 to RT3 shown in FIG. 11 (c), the vehicle 1 can travel from the departure point to the target point, and the traveling vehicle is switched only once. The amount of change is small. Therefore, the steering amount cumulative value ST is small and is below the steering amount cumulative threshold A. Therefore, when the vehicle 1 travels according to the travel routes RT1 to RT3, compared with the travel routes RT1 to RT3 shown in FIG. It is reduced that the power of. As a result, the discomfort given to the passenger of the vehicle 1 can be reduced.

  Here, the description returns to FIG. If the determination in S39 is negative (S39: No), all of the predefined duplication permutations have been acquired, but since the travel routes RT1 to RT3 have not been found, the point route memory 93b in the RAM 93 is cleared. (S41), the point route generation process is terminated, and the process returns to the automatic parking process (see FIG. 9).

  On the other hand, if the determination in S37 is affirmative (S37: Yes), the overlapping permutation of the path pattern numbers “PT1 to PT10” acquired in the process of S32 is stored in the point path pattern memory 93a of the RAM 93 (S45). . In the present embodiment, when it is determined in the process of S37 that the parking enable condition is satisfied, the temporary travel route RT1 in which the parking enable condition is satisfied is determined as the pattern travel unit RT1.

  Next, as described with reference to FIG. 5B, the route point P of the backward turning portion RT2 is determined (S46), and the route point P of the final backward portion RT3 is determined (S47). Then, the route point information (vehicle position and vehicle orientation θ) of each route point P corresponding to the series of travel routes RT1 to RT3 is stored in the point route memory 93b (S48), and this point route generation process is terminated. Return to the automatic parking process (see FIG. 9).

  When trying to generate the temporary travel route RT1 by the point route generation process shown in FIG. 10, the steering amount cumulative value ST is calculated for the temporary travel route RT1 to be generated, and the calculated steering amount cumulative value ST is calculated. Can exceed the steering amount cumulative product threshold A, the generation condition of the temporary travel route RT1 can be changed, and the generation of the temporary travel route RT1 can be performed again from the beginning.

  On the other hand, if the calculated steering amount cumulative value ST is equal to or less than the steering amount cumulative product threshold A, the provisional travel route RT corresponding to the steering amount cumulative value ST can be used as the pattern traveling unit RT. As described above, while the vehicle 1 is traveling, every time the steering angle of the vehicle 1 changes, a force such as a lateral G is applied to the occupant of the vehicle 1, so that the amount of change in the steering angle of the vehicle 1 is small. The smaller the number, the higher the possibility that the lateral G force applied to the passenger of the vehicle 1 can be reduced, and the higher the possibility that the discomfort given to the passenger can be reduced. On the other hand, as the amount of change in the steering angle of the vehicle 1 increases, a force such as a lateral G may be applied to the occupant of the vehicle 1 many times, and the possibility that the occupant feels uncomfortable increases.

  In the present embodiment, the provisional travel route RT1 that reduces the steering amount cumulative value ST of the vehicle 1 and can reduce the force such as the lateral G applied to the passenger of the vehicle 1 can be used as the pattern travel unit RT1. A travel route RT1 that can reduce discomfort given to one passenger can be generated.

  In the present embodiment, the provisional travel route RT1 is generated in the order of short travel distance (from the smallest number of route pattern combinations). That is, since the travel distance gradually increases, once the steering amount accumulated value ST exceeds the steering amount accumulated threshold A, the possibility that the steering amount accumulated value ST further increases is higher. There is also a high possibility that a similar one to the temporary travel route RT1 is generated.

  Therefore, when the steering amount accumulated value ST exceeds the steering amount accumulation threshold A, after that, provisional travel under the same conditions as the current generation condition is performed so that the same thing as the provisional travel route RT1 is not generated. The generation of the route RT1 is interrupted, the generation condition of the temporary travel route RT1 is changed, and the generation of the temporary travel route RT1 is started again from the beginning. Therefore, since it is possible to suppress the possibility that a similar travel route RT1 generated this time will be generated, the possibility of generating a useless temporary travel route RT1 can be suppressed.

  In addition, by changing the generation condition of the temporary travel route RT1 and redoing the generation of the temporary travel route RT1, from the beginning, under the generation condition before the change, the steering amount cumulative value ST exceeds the steering amount cumulative threshold A. Even if the travel route RT1 is generated, the possibility that a temporary travel route RT1 having a small steering amount cumulative value ST is generated under the changed generation condition can be improved. Therefore, it is possible to improve the possibility of generating the travel route RT1 that can reduce discomfort given to the passenger of the vehicle 1.

  Further, when trying to generate the temporary travel route RT1, the generation of the steering amount RT corresponding to the temporary travel route RT1 is first calculated before the generation of the temporary travel route RT1. If the steering amount cumulative value ST is equal to or less than the steering amount cumulative threshold A, the temporary travel route RT1 is actually generated. Therefore, generation of the temporary travel route RT1 in which the steering amount cumulative value ST exceeds the steering amount cumulative threshold A, that is, the temporary travel route RT1 that is likely to cause discomfort to the passenger of the vehicle 1 can be suppressed. .

  Therefore, since it is possible to suppress the generation of the temporary travel route RT1 that is meaningless even if it is generated, the time until the travel route RT1 is generated can be shortened. In addition, the burden on the travel control device 100 can be reduced.

  Further, when trying to generate the temporary travel route RT1, the generation of the temporary travel route RT1 is tried one by one, the steering amount cumulative value ST is calculated for the temporary travel route RT1, and the steering amount cumulative value ST is calculated. If it exceeds the steering amount accumulation threshold A, the generation condition of the temporary travel route RT1 is changed and the generation of the temporary travel route RT1 is started again from the beginning.

  Therefore, if even one provisional travel route RT1 in which the steering amount accumulated value ST exceeds the steering amount accumulation threshold A is found, the generation condition of the provisional travel route RT1 is changed to generate the provisional travel route RT1. You can start over from the beginning. Therefore, since the generation conditions of the temporary travel route RT1 can be changed earlier and the generation of the temporary travel route RT1 can be started under the new generation conditions, the travel that can reduce the discomfort given to the passenger of the vehicle 1 The time required to generate the route RT1 can be shortened.

  Further, when changing the generation condition of the provisional travel route RT1, the length CL of the travel route corresponding to the route patterns PT1 to PT10 is changed instead of replacing the types of the route patterns PT1 to PT10 used for generation. Yes. Therefore, the types of pattern of the route patterns PT1 to PT10 can be virtually increased without providing and storing a large number of pattern types of the route patterns PT1 to PT10 in advance. Accordingly, it is possible to generate a travel route that can suppress discomfort given to the passenger of the vehicle 1 while suppressing the types of the route patterns PT1 to PT10.

  In the present embodiment, when trying to generate the temporary travel route RT1, the temporary travel route RT1 is generated one by one, and the steering amount cumulative value ST is calculated for the temporary travel route RT1. If the steering amount accumulation value ST exceeds the steering amount accumulation threshold A, the generation condition of the temporary travel route RT1 is changed and the generation of the temporary travel route RT1 is started again from the beginning. On the other hand, when trying to generate the provisional travel route RT1, after trying to generate a plurality of provisional travel routes RT1, the calculation of the steering amount accumulated value ST and the calculated steering amount accumulation value ST are the steering amounts. The determination as to whether or not the cumulative threshold A is exceeded may be performed collectively.

  Returning to the description of FIG. When the point route generation process (S4) is completed, it is next determined whether or not the travel routes RT1 to RT3 are generated by the process of S4 (S5). For example, when the route point information is stored in the point route memory 93b, it is determined that the travel routes RT1 to RT3 are generated, and when the route point information is not stored, the travel routes RT1 to RT3 are not generated. It is determined that If the determination in S5 is negative (S5: No), the travel route to the parking position set by the driver is not found because the travel route to the parking position set by the driver is not found. The driver is notified of the absence (S12), and the automatic parking process is terminated.

On the other hand, if the determination of S5 is affirmative (S5: Yes), then set the maximum index number _ID 1 to _max is variable, performs the initial setting of the maximum index number _{ID max} is a variable (S6). And the process of S7-S10 mentioned later is performed and the driving | running | working control point Q with respect to driving | running route RT1-RT3 produced | generated by the process of S4 is produced | generated.

  Specifically, first, it is determined whether the value of the variable a set in the above-described point path generation process (see FIG. 10) is greater than 0 (S7). If the determination in S7 is affirmative (S7: Yes), the pattern travel unit control point generation process is executed (S8), and a travel control point Q for the pattern travel unit RT1 is generated. Then, the process proceeds to S9 process.

  On the other hand, when the determination of S7 is negative (S7: No), the parking condition is satisfied at the departure point. In this case, since there is no pattern traveling part RT1, the process of S8 is skipped and the process proceeds to S9. In the process of S9, a reverse turning part control point generation process is executed (S9), and a traveling control point Q for the reverse turning part RT2 is generated. Thereafter, a final reverse portion control point generation process is executed (S10), and a travel control point Q for the final reverse portion RT3 is generated.

  As described above, in the present embodiment, the above-described point route generation process (S4) is executed, and only when the travel routes RT1 to RT3 are generated (S5: Yes), the processes of S6 to S10 are executed. Thus, a travel control point Q for the travel routes RT1 to RT3 is generated.

  Therefore, when only the temporary travel route RT1 in which the vehicle 1 cannot reach the target parking position is generated, the process for generating the travel control point Q is not executed. Therefore, it is possible to suppress unnecessary processing that is irrelevant for causing the vehicle 1 to autonomously travel to the target parking position.

  Further, as described above with reference to FIG. 2, in the present embodiment, not only the position corresponding to each route point P among the travel routes RT <b> 1 to RT <b> 3, but also virtually travels between each route point P. A control point Q is generated. Ideally, if a travel control point Q is virtually generated only at a position corresponding to each route point P and the vehicle 1 is autonomously traveled based on the travel control point Q, the vehicle 1 travels along the travel route RT1. Although the vehicle 1 can travel on the RT3, actually, the vehicle 1 causes a skidding due to various disturbances such as the road surface condition, the number of passengers and the load of the vehicle 1, and the vehicle position is changed from the travel route RT1 to RT3. It may be misaligned.

  Therefore, in the present embodiment, a travel control point Q is virtually generated between the route points P in addition to the position corresponding to each route point P, and the vehicle 1 such as the traveling direction is determined for each travel control point Q. It is possible to correct the running state of. Therefore, when the travel control device 100 causes the vehicle 1 to travel autonomously and travel on the travel routes RT1 to RT3, the travel state of the vehicle 1 is set so that the vehicle 1 can travel smoothly on the travel routes RT1 to RT3. Can be controlled.

  Here, with reference to FIGS. 12 to 17, the pattern travel part control point generation process (S8), the reverse turning part control point generation process (S9), and the final reverse part control point generation process (S10) will be described. First, the pattern traveling unit control point generation process (S8) will be described with reference to FIG. FIG. 12 is a flowchart showing a pattern traveling unit control point generation process executed by the traveling control device 100.

  The pattern travel part control point generation process is a process for generating a travel control point Q for the pattern travel part RT1 among the travel routes RT1 to RT3 generated in the process of S4. Travel control points Q are generated at intervals of 0.05 m. When the generation conditions of the temporary travel route RT1 are not changed in the above-described point route generation process (see FIG. 10), the travel distance CL between the adjacent route points P is all 2 m. In the meantime, 41 travel control points Q are always required, but in this pattern travel unit control point generation process, a travel control point that overlaps the route point P closer to the departure point is not generated, and other travel control points Q are not generated. 40 traveling control points Q are generated.

  On the other hand, when the generation condition of the provisional travel route RT1 is changed in the above-described point route generation process, the travel distance CL between the adjacent route points P is all 1 m, so that it is always between the adjacent route points P. 21 travel control points Q are required, but in this pattern travel unit control point generation process, the travel control points overlapping the route point P closer to the departure point are not generated, and the other 20 travel points are generated. A control point Q is generated.

  That is, of two adjacent route points, the route point P closer to the departure point is set as the first route point P, and the route point P closer to the parking position set by the driver is set as the second route point P. In this case, the travel control point Q is not generated on the first route point P, and the first travel control point Q is generated at a position close to the second route point P by 0.05 m from the first route point P. . And the traveling control point Q is produced | generated in order, and the last traveling control point Q is made to overlap with the 2nd path | route point P. FIG.

  In the pattern travel unit control point generation process, first, the generation condition of the provisional travel route RT1 is changed in the above-described point route generation process, that is, the length of the travel route corresponding to the route patterns PT1 to PT10 is 2 m to 1 m. (S51). If the determination in S51 is affirmative (S51: Yes), the variable j is set to 0, the variable n is set to 20, the variables j and n are initialized (S51), and the process proceeds to S54. To do. On the other hand, if the determination in S51 is negative (S51: No), the variable j is set to 0, the variable n is set to 40, the variables j and n are initialized (S53), and the process of S54 is performed. Migrate to

  In the process of S54, the jth route point P from the departure point is set as the first route point P, and the (j + 1) th route point P is set as the second route point P (S54). For example, in the travel route RT1 shown in FIG. 2, seven route points P from P0 to P6 are provided. Here, when the variable j is 0, the route point P0 is the first route point P, and the route point P1 is the second route point P.

  Next, the vehicle position and vehicle direction, which are the route point information of the first route point P, are acquired from the point route memory 93b of the RAM 93 (S55). Similarly, the vehicle position which is the route point information of the second route point P is obtained. The vehicle direction is acquired from the point route memory 93b (S56).

Then, the steering angle δ of the vehicle 1, the turning center K of the vehicle 1, and the turning radius R of the vehicle 1 for calculating the vehicle 1 from the first route point P to the second route point P are calculated (S57). . In the process of S57, the steering angle δ, the turning center K, and the turning radius R are calculated based on the overlapping permutation of the route pattern numbers stored in the point route pattern memory 93a. Since the pattern travel portion RT1 is obtained by connecting travel routes corresponding to the route patterns PT1 to PT10, the travel distance CL and the turning radius R are originally determined. As a result, the steering angle δ and the turning center K The turning radius R is uniquely determined. If the turning radius of the vehicle 1 is R and the distance between the axles of the front wheels 2FL and 2FR in the vehicle 1 and the axles of the rear wheels 2RL and 2RR in the vehicle 1 is the wheel base WL, the steering angle of the vehicle 1 δ is
δ = tan ⁻¹ (WL / R)
Is calculated by Further, a change amount Δθ in the vehicle orientation when the vehicle 1 moves from the first route point P to the second route point P is calculated (S58). An expression for calculating the vehicle orientation change Δθ will be described later.

  Then, the variable i is set to 1 and the variable i is initialized (S59). Next, among the travel control points Q provided on the route from the first route point P to the second route point P, the position (vehicle position) of the i-th travel control point Q from the first route point P, and The vehicle direction is calculated (S60). The first travel control point Q is a travel control point Q that approaches the second route point P by 0.05 m from the first route point P, and the 40th travel control point Q overlaps the second route point P. I am doing so.

Here, with reference to FIG. 13, the position of the traveling control point Q generated for the pattern traveling unit RT1 and the vehicle orientation thereof will be described. FIG. 13 is a schematic diagram for explaining an example of the travel control point Q generated for the pattern travel unit RT1 among the travel routes RT1 to RT3, and illustrates between two adjacent route points P. It is a thing. Here, the first path point is indicated as P _v0 (x _v0 , y _v0 ), and the second path point is indicated as P _vn (x _vn , y _vn ).

Since the pattern travel unit RT1 is generated based on the travel route corresponding to the route patterns PT1 to PT10, the travel distance CL and the turning radius R are determined in the first place. Therefore, the turning radius R and the turning center K (x _k , y _k ) when the vehicle 1 moves from the first route point P _v0 to the second route P _vn are determined in advance. Further, the travel distance CL of the vehicle 1 from the first route point P _v0 to the second route P _vn is all 2 m or 1 m. Therefore, the vehicle direction theta _v0 at the first path point P _v0, when the Δθ the variation of the vehicle direction theta _vn at the second path point P _vn, the amount of change Δθ is
Δθ = CL / R
Is calculated by In the process of S58 of FIG. 12, the amount of change in vehicle orientation Δθ is calculated from this equation. If the i-th travel control point from the first route point P is Q (x _vi , y _vi ) and the vehicle direction is θ _i ,
θ _i = i · Δθ / 40
x _vi = x _k + R · cos (θ _v0 −π / 2 + θ _i )
y _vi = y _k + R · sin (θ _v0 −π / 2 + θ _i )
Is calculated by Here, the first travel control point Q from the first route point P becomes a travel control point Q that approaches the second route point P by 0.05 m from the first route point P, and the 40th travel control point Q is It overlaps with the second path point P.

By using the mathematical expressions described with reference to FIG. 13 above, the positions of 20 or 40 travel control points Q and the vehicle direction of the vehicle 1 at each position between the route points P of the pattern travel unit RT1. Since θ _i can be calculated, all the travel control points Q corresponding to the pattern travel unit RT1 can be generated.

  In the present embodiment, even if the travel route RT1 in which the route points P are roughly provided at intervals of 2 m or 1 m is generated based on the combination of the route patterns PT1 to PT10, thereafter, between the route points P of the travel route RT1. The travel control points Q can be generated virtually at intervals of 0.05 m. Although details will be described later, also for the travel routes RT2 and RT3, the travel control points Q can be virtually generated at intervals of 0.05 m between the route points P of the travel routes RT2 and RT3.

  Therefore, the length CL of each travel route corresponding to the route patterns PT1 to PT10 is shortened (for example, 0.05 m, etc.), the travel route RT1 is generated in detail, or the pattern types of the route patterns PT1 to PT10 Since it is not necessary to store and store a large number of processes, the processing cost can be suppressed. Therefore, according to the travel control device 100, the travel routes RT1 to RT3 of the vehicle from the initial position to the target parking position can be provided to the driver with a small processing cost.

  Here, the description returns to FIG. Then, the steering angle δ from the first path point P to the i-th travel control point Q, the traveling direction (forward or backward), and the presence / absence of turning back are acquired (S61). In the process of S61, the steering angle δ is acquired as the same steering angle δ as that of the first path point P regardless of the travel control point Q. Regardless of the traveling control point Q, the value indicating the same direction (forward or backward) is acquired as the traveling direction.

  The traveling direction is uniquely determined based on the route patterns PT1 to RT10 from the first route point P to the second route point P, and is acquired based on the contents of the point route pattern memory 93a. More specifically, if the route patterns PT1 to PT10 from the first route point P to the second route point P are route patterns PT1, PT3, PT4, PT7, and PT8 that cause the vehicle 1 to move forward, the vehicle advances in the traveling direction. Is obtained. On the other hand, in the case of route patterns PT2, PT5, PT6, PT9, and PT10 that cause the vehicle 1 to move backward, a value indicating backward as the traveling direction is acquired.

  As for the presence / absence of switching, a value indicating no switching is acquired except for the traveling control point Q that overlaps the second route point P. And about the traveling control point Q which overlaps with the 2nd path | route point P, the presence or absence of a return is acquired based on the content of the point path | route pattern memory 93a. More specifically, the route patterns PT1 to PT10 from the first route point P to the second route point P and the route patterns PT1 to PT10 from the second route point P to the next route point P are both vehicles. If the route pattern PT1, PT3, PT4, PT7, PT8 for moving forward 1 or the route patterns PT2, PT5, PT6, PT9, PT10 for moving backward the vehicle 1, the travel control point Q overlapping the second route point P As the presence / absence of switching, a value indicating no switching is acquired.

  On the other hand, one of the route patterns PT1 to PT10 from the first route point P to the second route point P and the route patterns PT1 to PT10 from the second route point P to the next route point P move forward in the vehicle 1. If the route patterns PT1, PT3, PT4, PT7, and PT8 to be caused and the other is the route patterns PT2, PT5, PT6, PT9, and PT10 that cause the vehicle 1 to move backward, the travel control point Q that overlaps the second route point P is switched back. As a presence / absence of the value, a value indicating that there is a return is obtained.

When the processing of S61 is completed, the current maximum index number ID _max is associated with the vehicle setting information (vehicle position, vehicle direction, steering angle δ, traveling direction flag, switchback flag) corresponding to the i-th travel control point Q. And stored in the travel control point memory 93c of the RAM 93 (S62).

As described above, the maximum index number ID _max is initially set to 1 by the process of S6 in FIG. Each time Q is generated, 1 is added. Therefore, by generating the travel control point Q and repeating the process of associating the current maximum index number ID _max with the vehicle setting information corresponding to the travel control point Q, the vehicle setting information for each travel control point Q is Sequential ID numbers can be associated in order from 1 (see FIG. 7).

  If a value indicating forward is acquired as the traveling direction in the process of S61, the traveling direction flag is set to “1” and a value indicating backward is acquired as the traveling direction in the process of S62. The traveling direction flag is set to “−1”. If a value indicating no return is acquired as the presence / absence of the return in the process of S61, the return flag is set to “0” in the process of S62, and a value indicating the presence of return is acquired as the presence / absence of the return. If so, the return flag is set to “1”.

  In the process of S62, when the vehicle setting information of the traveling control point Q is stored in the traveling control point memory 93c, each traveling control point Q is not overwritten so that the vehicle setting information of the other traveling control point Q is overwritten. Vehicle setting information is individually stored (see FIG. 7).

When the processing of S62 is completed, then, by adding 1 to the current maximum index number _{ID max,} to update the maximum index number _{ID max} (S63).

  Next, it is determined whether the value of the variable i is less than the value of the variable n (S64). If the determination in S64 is affirmative (S64: Yes), 1 is added to the variable i (S65). ), The process returns to S60. Then, 20 or 40 travel control points Q are sequentially generated on the route from the first route point P to the second route point P.

  On the other hand, if the determination in S64 is negative (S64: No), all (20 or 40) travel control points Q are set between the first route point P and the second route point P. Then, it is determined whether all the travel control points Q of the pattern travel unit RT1 have been generated (S66).

  If the determination in S66 is negative (S66: No), 1 is added to the variable j (S67), the process returns to S54, and all of the next path points P are also (20 or 40). ) Is generated. If the determination in S66 is affirmative (S66: Yes), the pattern traveling unit control point generation process (S8) is terminated and the process returns to the automatic parking process (see FIG. 9).

If the vehicle setting information of the last travel control point Q in the pattern travel unit RT1 is stored in the travel control point memory 93c when the process of S62 is performed, then the process of S63 is performed and the maximum The index number ID _max is updated. And the determination of S64 is denied and it branches to S64: No, Furthermore, the determination of S66 is denied and it branches to S66: No, and a pattern travel part control point production | generation process is complete | finished.

As a result, the maximum index number ID _max indicates the ID number of the travel control point Q that does not exist, but this maximum index number ID _max is obtained when the later-described reverse turning portion control point generation process is executed. This is associated with the vehicle setting information of the first traveling control point Q of the reverse turning section RT2. Therefore, discontinuous ID numbers are not associated with the vehicle setting information of the travel control point Q.

  Next, the reverse turning part control point generation process (S9) will be described with reference to FIG. FIG. 14 is a flowchart showing the reverse turning unit control point generation process executed by the traveling control device 100.

  The reverse turning part control point generation process is a process for generating a traveling control point Q for the reverse turning part RT2 among the traveling routes RT1 to RT3 generated in the process of S4. Travel control points Q are generated between the route points P at intervals of 0.05 m. Note that the traveling distance CL of the reverse turning portion RT2 is not constant like the pattern traveling portion RT1, and therefore, the number of traveling control points Q corresponding to the traveling distance CL is generated between the two route points P.

  In the reverse turning part control point generation process, as in the pattern traveling part control point generation process (see FIG. 12), the route point P closer to the departure point is selected as the first route point among the two adjacent route points. If the route point P closer to the parking position set by the driver is the second route point P, the travel control point Q is not generated on the first route point P, and the first route point P The first traveling control point Q is generated at a position close to the second route point P by 0.05 m from And the traveling control point Q is produced | generated in order, and the last traveling control point Q is made to overlap with the 2nd path | route point P. FIG.

  In the reverse turning portion control point generation process, first, two route points P indicating the reverse turning portion RT2 are specified among the route points P indicating the traveling routes RT1 to RT3 (S71). For example, in the case of the travel routes RT1 to RT3 shown in FIG. 2, the route point P6 and the route point P7 are specified.

  Next, of the two specified route points P, the route point P closer to the departure point on the travel routes RT1 to RT3 is set as the first route point P, and the route closer to the parking position set by the driver. The point P is set as the second path point P (S72). Then, the vehicle position and vehicle direction that are the route point information of the first route point P are acquired from the point route memory 93b of the RAM 93 (S73), and similarly, the vehicle position and the vehicle point that is the route point information of the second route point P and The vehicle direction is acquired from the point route memory 93b (S74).

Next, the steering angle δ of the vehicle 1, the turning center K of the vehicle 1, and the turning radius R of the vehicle 1 for calculating the vehicle 1 from the first route point P to the second route point P are calculated (S75). ). Incidentally, the turning center K of the vehicle 1 here, the turning radius R of the vehicle 1, and the turning center K calculated when the available parking condition is satisfied, it is the turning radius R _p. When the turning radius of the vehicle 1 is R and the wheel base of the vehicle 1 is WL, the steering angle δ of the vehicle 1 is
δ = tan ⁻¹ (WL / R)
Is calculated by Further, a change amount Δθ in the vehicle direction when the vehicle 1 moves from the first route point P to the second route point P is calculated (S76). An expression for calculating the vehicle orientation change Δθ will be described later.

  Then, the number of travel control points Q generated between the first route point P and the second route point P is calculated and substituted for the variable n (S77). A formula for calculating the number of travel control points Q will also be described later.

  Next, the variable i is set to 1 and the variable i is initialized (S78). Among the travel control points Q generated for the travel route from the first route point P to the second route point P, the position (vehicle position) of the i-th travel control point Q from the first route point P and Then, the vehicle orientation is calculated (S79). The first travel control point Q is a travel control point Q that approaches the second route point P by 0.05 m from the first route point P, and the nth travel control point Q overlaps the second route point P. I am doing so.

Here, with reference to FIG. 15, the position of the traveling control point Q generated for the reverse turning portion RT2 and the vehicle direction thereof will be described. FIG. 15 is a schematic diagram for explaining an example of the traveling control point Q generated for the reverse turning portion RT2 among the traveling routes RT1 to RT3, and between the two route points P indicating the reverse turning portion RT2. Is illustrated. Here, of the two route points P, the first route point is indicated as P _v0 (x _v0 , y _v0 ), and the second route point is indicated as P _vn (0, y _vn ). At the second path point P _vn , the longitudinal axis of the vehicle 1 necessarily overlaps the y-axis, so the x value becomes 0 and the vehicle orientation becomes π / 2.

The reverse turning portion RT2 is a traveling route following the pattern traveling portion RT1, and the traveling route is determined so that the vehicle 1 makes a reverse turn at the same steering angle δ from the end of the pattern traveling portion RT1 to the target parking position. (See S46 in FIG. 10). Therefore, when the backward turning portion RT2 is determined, the turning center K (x _k , y _k ) and the turning radius R are determined.

Accordingly, when the amount of change between the vehicle direction θ _{v0 at} the first path point P _v0 and the vehicle direction π / 2 at the second path point P _vn is Δθ, the amount of change Δθ is
Δθ = θ _v0 −π / 2
Is calculated by In the process of S76 in FIG. 14, the change amount Δθ of the vehicle direction is calculated by this equation. The travel distance CL from the first route point P _v0 to the second route point P _vn is
CL = R · Δθ
Is calculated by

Therefore, when the traveling control points Q are generated at intervals of 0.05 m between the first path point P _v0 and the second path point P _vn , the total number n is
n = R · Δθ / 0.05
It becomes. When the total number n does not become an integer, the decimal point is rounded up to an integer. In the process of S77 in FIG. 14, the total number n calculated by this equation is substituted into the variable n.

If the i-th travel control point from the first route point P _v0 is Q (x _vi , y _vi ) and the vehicle direction is θ _i ,
θ _i = Δθ · (n−i) / n
x _vi = x _k + R · cos (θ _i )
y _vi = y _k + R · sin (θ _i )
Is calculated by Here, the first travel control point from the first path point _{P v0} Q is only 0.05m from the first path point _{P v0} travel control point Q becomes closer to the second path point P, from the first path point _{P v0} The nth travel control point Q overlaps with the second route point _Pvn .

By using the mathematical formula described with reference to FIG. 15 above, the position of each of the n travel control points Q and the vehicle orientation θ _i of the vehicle 1 at the position between the route points P of the reverse turning portion RT2 Therefore, it is possible to generate all the travel control points Q corresponding to the reverse turning portion RT2.

  Returning to the description of FIG. Next, the steering angle δ from the first path point P to the i-th travel control point Q, the traveling direction (forward or backward), and the presence / absence of turning back are acquired (S80). Note that, in the processing of S80, the steering angle δ is acquired as the same steering angle δ as that of the first path point P regardless of the travel control point Q. In addition, as the traveling direction, a value indicating reverse is acquired. In addition, for the presence / absence of reversion, a value indicating that there is no reversion is acquired.

When the processing of S80 is completed, the current maximum index number ID _max is associated with the vehicle setting information (vehicle position, vehicle direction, steering angle δ, traveling direction flag, turn-off flag) corresponding to the i-th travel control point Q. And stored in the travel control point memory 93c of the RAM 93 (S81).

As described above, the maximum index number ID _max is initially set to 1 by the process of S6 in FIG. 9, and thereafter, the travel control point Q is generated until the travel control point Q that overlaps the parking position set by the driver is generated. Each time Q is generated, 1 is added. Further, in the determination of S7 in FIG. 9, if the determination in S7 is affirmative, it is after the above-described pattern traveling unit control point generation process (see FIG. 12) is executed. Therefore, when the process of S81 is first executed, the maximum index number ID _max is updated to the first ID number of the reverse turning unit RT2 by the process of S63 of FIG.

Therefore, by generating the travel control point Q and repeating the process of associating the current maximum index number ID _max with the vehicle setting information corresponding to the travel control point Q, the IDs that are continuous through the travel routes RT1 to RT2 are obtained. Can be sequentially associated with the vehicle setting information of each travel control point Q.

On the other hand, if the determination of S7 is negative in the process of S7 of FIG. 9, the above-described pattern traveling unit control point generation process (see FIG. 12) is skipped, so the maximum index number ID _max is initially set to 1. It is the state that was done. Therefore, by generating the travel control point Q and repeating the process of associating the current maximum index number ID _max with the vehicle setting information corresponding to the travel control point Q, the vehicle setting information for each travel control point Q is Sequential ID numbers can be associated in order from 1.

  Here, all the traveling direction flags are set to “−1”, and all the turn-back flags are set to off. Further, when the vehicle setting information of the traveling control point Q is stored in the traveling control point memory 93c, the vehicle setting information of each traveling control point Q is not overwritten so that the vehicle setting information of other traveling control points Q is overwritten. Remember each separately.

When the processing of S81 is completed, then, by adding 1 to the current maximum index number _{ID max,} to update the maximum index number _{ID max} (S82). Next, it is determined whether the value of the variable i is less than the value of the variable n (S83). If the determination in S83 is affirmative (S83: Yes), 1 is added to the variable i (S84). ), The process returns to S79. Then, n traveling control points Q are sequentially generated on the route from the first route point P to the second route point P. On the other hand, if the determination in S83 is negative (S83: No), since all n traveling control points Q have been generated, the reverse turning portion control point generation processing (S9) is terminated, and automatic parking processing ( Return to FIG.

If the vehicle setting information of the last traveling control point Q in the reverse turning portion RT2 is stored in the traveling control point memory 93c when the processing in S81 is performed, then the processing in S82 is performed, The index number ID _max is updated. And determination of S83 is denied and it branches to S83: No, and a pattern travel part control point production | generation process is complete | finished.

As a result, the maximum index number ID _max indicates the ID number of the travel control point Q that does not exist, but this maximum index number ID _max is obtained when a later-described backward movement control point generation process is executed. This is associated with the vehicle setting information of the first traveling control point Q of the final reverse portion RT3. Therefore, discontinuous ID numbers are not associated with the vehicle setting information of the travel control point Q.

  Next, with reference to FIG. 16, the final retreat part control point generation process (S10) will be described. FIG. 16 is a flowchart showing the final reverse portion control point generation processing executed by the traveling control device 100.

  The final reverse part control point generation process is a process for generating a travel control point Q for the final reverse part RT3 among the travel routes RT1 to RT3 generated in the process of S4. Travel control points Q are generated between the route points P at intervals of 0.05 m. Note that the travel distance CL is not constant in the final reverse portion RT3 as in the reverse turning portion RT2, and therefore, the number of travel control points Q corresponding to the travel distance CL is generated between the two route points P.

  In the final retreat part control point generation process, as in the pattern travel part control point generation process (see FIG. 12), the route point P closer to the departure point is selected as the first route point among the two adjacent route points. If the route point P closer to the parking position set by the driver is the second route point P, the travel control point Q is not generated on the first route point P, and the first route point P The first traveling control point Q is generated at a position close to the second route point P by 0.05 m from And the traveling control point Q is produced | generated in order, and the last traveling control point Q is made to overlap with the 2nd path | route point P. FIG.

  Each process of S92 to S95 in the final retreat part control point generation process is the same as each process of S72 to S75 in the retreat turning part control point generation process of FIG. 14 described above, and in the final retreat part control point generation process. Each process of S97-S100 is the same process as each process of S78-S81 in the backward turning part control point generation process of FIG. 14 mentioned above.

  Further, the processes of S101 and S102 in the final retreat part control point generation process are the same as the processes of S83 and S84 in the retreat turning part control point generation process of FIG. 14 described above. Therefore, detailed description of similar processing is omitted, and only different portions (S91, S96, S103) are described in detail.

  In the final retreat portion control point generation process, first, two route points P indicating the final retreat portion RT3 are specified from among the route points P indicating the travel routes RT1 to RT3 (S91). For example, in the case of the travel routes RT1 to RT3 shown in FIG. 2, the route point P7 and the route point P8 are specified. And each process of S92-S95 is performed, Next, the number of the traveling control points Q produced | generated between the 1st route point P and the 2nd route point P is calculated, and it substitutes for the variable n (S96). A formula for calculating the number of travel control points Q will be described later.

  And each process of S97-100 is performed. In the final retreating part RT3, the vehicle 1 always moves backward with the longitudinal axis of the vehicle 1 overlapping with the y-axis, so that the vehicle direction is always π / 2. Therefore, in the process of S99, all 0 is acquired as the steering angle δ regardless of the travel control point Q. In addition, as the traveling direction, a value indicating reverse is acquired. In addition, for the presence / absence of reversion, a value indicating that there is no reversion is acquired. Therefore, in the process of S100, all the traveling direction flags are set to “−1”, and all the turn-back flags are set to off.

Further, as described above, the maximum index number ID _max is initially set to 1 by the process of S6 in FIG. 9, and then travels until a travel control point Q that overlaps the parking position set by the driver is generated. 1 is added each time the control point Q is generated. Since the process of S100 is executed first after the process of S63 of FIG. 12 and the process of S82 of FIG. 14 are executed, the maximum index number ID _max is set to the first ID number of the final backward portion RT3. Has been updated.

Therefore, by generating the travel control point Q and repeating the process of associating the current maximum index number ID _max with the vehicle setting information corresponding to the travel control point Q, the IDs that are continuous through the travel routes RT1 to RT3. Can be associated with the vehicle setting information of each travel control point Q.

  In the process of S100, all the traveling direction flags are set to “−1”, and all the return flags are set to off. Further, when the vehicle setting information of the traveling control point Q is stored in the traveling control point memory 93c, the vehicle setting information of each traveling control point Q is not overwritten so that the vehicle setting information of other traveling control points Q is overwritten. Remember each separately.

When the process of S100 is completed, the process of S101 is executed next. If the determination in S101 is affirmative (S101: Yes), the process of S102 is executed. Then, by adding 1 to the current maximum index number _{ID max,} it updates the maximum index number _{ID max} (S103). Thereafter, the process returns to S98. Then, n traveling control points Q are sequentially generated on the route from the first route point P to the second route point P. On the other hand, when the determination in S101 is negative (S101: No), since all the n traveling control points Q have been generated, the final retreat control point generation process (S8) is terminated, and the automatic parking process ( Return to FIG.

In the final retreat control point generation process, only when the process of S100 is executed and the vehicle setting information of the travel control point Q is stored in the travel control point memory 93c, the determination in S101 is affirmed. The process of S103 is executed, and the maximum index number ID _max is updated.

That is, the maximum index number ID _max is updated only when there is a travel control point Q to be generated next. Therefore, after the last travel control point Q in the final reverse portion RT3 is generated, the maximum index number ID _max is not updated. Therefore, the ID number of the last travel control point Q is set as the maximum index number ID _max .

Here, with reference to FIG. 17, the position of the traveling control point Q generated for the final reverse portion RT3 and the vehicle direction thereof will be described. FIG. 17 is a schematic diagram for explaining an example of the travel control point Q generated for the final reverse portion RT3 among the travel routes RT1 to RT3, and between the two route points P indicating the final reverse portion RT3. Is illustrated. Here, of the two route points P, the route point P closer to the departure point on the travel routes RT1 to RT3 is indicated as the first route point P _v0 (x _v0 , y _v0 ) and is set by the driver. A route point P closer to the parking position is indicated as a second route point P _vn (x _vn , y _vn ).

In both the first path point P _v0 and the second path point P _vn , the longitudinal axis of the vehicle 1 always overlaps the y axis, so the x value becomes 0, the vehicle direction becomes π / 2, and the steering angle δ Becomes 0.

The final reverse portion RT3 is a travel route that follows the reverse turning portion RT2, and the travel route is determined so that the vehicle 1 can be moved straight from the end of the reverse turning portion RT2 to the target parking position and stopped. (See S47 in FIG. 10). Therefore, the travel distance CL from the first route point P _v0 (x _v0 , y _v0 ) to the second route point P _vn (x _vn , y _vn ) is
CL = ((x _v0 −x _vn ) ² + (y _v0 −y _vn ) ² ) ^1/2
Is calculated by In this embodiment, since both x _v0 and x _vn are 0, it may be calculated as “CL = | y _v0 −y _vn |”.

Therefore, when the travel control points Q are generated at intervals of 0.05 m between the first route point P _v0 and the second route point P _vn , the total number n is
n = CL / 0.05
It becomes. When the total number n does not become an integer, the decimal point is rounded up to an integer. In the process of S96 in FIG. 16, the total number n calculated by this equation is substituted into the variable n.

If the i-th travel control point from the first route point P _v0 is Q (x _vi , y _vi ) and the vehicle direction is θ _i ,
θ _i = π / 2
x _vi = 0
y _vi = y _v0 −0.05 · n
Is calculated by Here, the first travel control point Q from the first route point P _v0 is the travel control point Q that approaches the second route point by 0.05 m from the first route point P, and is nth from the first route point P _v0. The travel control point Q overlaps with the second path point _Pvn .

By using the mathematical formula described with reference to FIG. 17 above, the position of each of the n travel control points Q and the vehicle orientation θ _i of the vehicle 1 at that position between the route points P of the final retreat part RT3 Therefore, it is possible to generate all the travel control points Q corresponding to the final reverse portion RT3.

  Returning to the description of FIG. After the processing of S6 to S10 is executed and the travel control points Q for the travel routes RT1 to RT3 are generated, the vehicle 1 can be parked at the parking position set by the driver. The driver is notified (S11).

  Then, it is determined whether the driver has instructed to start autonomous driving and park the vehicle 1 at the parking position, or whether the driver has instructed to stop parking by autonomous driving (S13). When the driver gives an instruction to cancel the parking due to traveling (S13: Cancel), the automatic parking process is terminated.

  On the other hand, when the driver instructs to start autonomous driving and park the vehicle 1 at the parking position (S13: Start), the traveling control point Q corresponding to the departure point is set as the current point (S14), The vehicle setting information of the current location is acquired from the travel control point memory 93c (S15). Then, the travel control point Q that the vehicle 1 is scheduled to pass next is set as the target point (S16), and the vehicle setting information of the target point is acquired from the travel control point memory 93c (S17).

  Next, it is determined whether there is an obstacle in the obstacle determination area E set for the vehicle 1 (S18). For example, the obstacle determination area E is a rectangular area and is set larger than the vehicle 1 so as to surround the vehicle body 1. If the determination in S18 is affirmative (S18: Yes), there is a possibility of collision with an obstacle, so the vehicle 1 is stopped (S19), and the driver has stopped autonomous driving because an obstacle has been found. (S20) and the automatic parking process is terminated.

  If the determination in S18 is negative (S18: No), the vehicle 1 is caused to travel based on the vehicle setting information at the current location, and the vehicle 1 is moved to the target location (S21). For example, in the process of S21, the steering drive device 5 is controlled to rotate the steering shaft 61 so that the steering angle δ of the vehicle 1 detected by the steering sensor device 21 matches the steering angle δ of the vehicle setting information. . If the traveling direction flag is “1”, the wheel driving device 3 is controlled so that the vehicle 1 moves forward. If the traveling direction flag is “−1”, the wheel driving device is moved so that the vehicle 1 moves backward. 3 is controlled.

  When the processing of S21 is completed, it is next determined whether or not the vehicle has arrived at the target parking position O (S22). If the determination of S22 is negative (S22: No), the vehicle setting of the target location is made. The information is set as vehicle setting information at the current location (S23), and the process returns to S16. Then, the vehicle 1 travels to the next target point. If the determination in S22 is affirmative (S22: Yes), the vehicle 1 is stopped, the driver is notified that the vehicle has arrived at the target parking position O (S24), and the automatic parking process is terminated.

  Next, the traveling control apparatus 100 in 2nd Embodiment of this invention is demonstrated. In addition, about the structure same as the traveling control apparatus 100 of 1st Embodiment, the same code | symbol is attached | subjected, the description is abbreviate | omitted, and only a different part is demonstrated.

  In the first embodiment described above, in order to generate the travel routes RT1 to RT3 that can reduce discomfort given to the passenger of the vehicle 1, the point route generation process (see FIG. 10) corresponds to the temporary travel route RT1. The steering amount accumulated value ST is calculated, but the steering amount accumulated value ST is calculated before the provisional travel route RT1 is generated.

  On the other hand, in the second embodiment, first, the temporary travel route RT1 is actually generated, and further, it is determined whether or not the parking enable condition is satisfied for the temporary travel route RT1, and the parking enable condition is determined. If it is established, the steering amount cumulative value ST corresponding to the temporary travel route RT1 is calculated.

  First, the electrical configuration of the travel control device 100 in the second embodiment will be described. In the electrical configuration of the travel control apparatus 100 in the second embodiment, the only difference from the first embodiment is a flash memory 92 (not shown). The flash memory 92 stores a point path generation process shown in the flowchart of FIG. 18 described later, instead of the point path generation process shown in the flowchart of FIG. 12 described above.

  Next, with reference to FIG. 18, the point path generation process (S4) of the second embodiment will be described. FIG. 18 is a flowchart illustrating a point route generation process executed by the travel control apparatus 100 according to the second embodiment. In addition, about the step which performs the same process as the process in the point course generation process (refer FIG. 10) of 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  The point path generation process of the second embodiment is obtained by switching the execution order of some of the steps S31 to 48 in the point path generation process (see FIG. 10) of the first embodiment.

  Similarly to the first embodiment, the point route generation process of the second embodiment is a process for generating the temporary travel route RT1, and the parking condition is satisfied at the end of the generated temporary travel route RT1. If there is, the entire travel routes RT1 to RT3 from the departure point to the parking position set by the driver are generated. Furthermore, when the provisional travel route RT1 that causes discomfort to the passengers of the vehicle 1 is generated, the generation condition of the provisional generation route RT1 is changed, and the provisional travel route RT1 is generated again from the beginning.

  In the point path generation process of the second embodiment, first, the processes of S31 and S32 are executed, and then the processes of S36 and S37 are executed. When the determination of S37 is negative (S37: No), the process of S38 is executed. If the determination in S38 is negative (S38: No), the process returns to S32. On the other hand, when the determination of S38 is affirmative (S38: Yes), the process of S39 is executed.

  If the determination in S39 is affirmative (S39: Yes), the process of S40 is executed, and the process returns to S32. On the other hand, when the determination of S39 is negative (S39: No), the process of S41 is executed, the point route generation process is terminated, and the process returns to the automatic parking process (see FIG. 9).

  If the determination in S37 is affirmative (S37: Yes), each process of S33, S34, and S35 is executed. If the determination in S35 is affirmative (S35: Yes), the processes of S42, S43, and S44 are executed, and the process returns to S32. On the other hand, if the determination in S35 is negative (S35: No), the processes of S45, S46, S47 and S48 are executed, the point route generation process is terminated, and the automatic parking process (see FIG. 9) is performed. Return.

  By the point route generation processing shown in FIG. 18 above, first, the temporary travel route RT1 is actually generated, and further, it is determined whether or not the parking enable condition is satisfied for the temporary travel route RT1, and parking is possible. If the condition is satisfied, the steering amount cumulative value ST corresponding to the temporary travel route RT1 can be calculated there.

  Therefore, for the temporary travel route RT1 that cannot reach the target parking position, the steering amount cumulative value ST is not calculated, and the calculated steering amount cumulative value ST and the steering amount cumulative threshold A are not compared. Since it is good, unnecessary processing can be suppressed. Therefore, it is possible to shorten the time until the travel route RT1 that can reduce the discomfort given to the passenger of the vehicle 1 is generated. In addition, the burden on the travel control device 100 can be reduced.

  In the present embodiment, the temporary travel route RT1 is actually generated one by one, and further, it is determined whether or not the parking enable condition is satisfied for the temporary travel route RT1, and the parking enable condition is satisfied. If so, the steering amount cumulative value ST corresponding to the temporary travel route RT1 is calculated. If the calculated steering amount cumulative value ST exceeds the steering amount cumulative threshold A, the generation condition of the temporary travel route RT1 is changed and the generation of the temporary travel route RT1 is started again from the beginning. On the other hand, after generating a plurality of provisional travel routes RT1, it is determined whether or not parking conditions are satisfied for the plurality of provisional travel routes RT1, calculation of the steering amount cumulative value ST, The determination whether the calculated steering amount cumulative value ST exceeds the steering amount cumulative threshold A may be collectively performed.

  In the point route generation process shown in FIG. 18, the provisional condition for the provisional travel route RT1 is changed depending on whether or not the calculated steering amount cumulative value ST exceeds the steering amount cumulative threshold A. Depending on how much the value ST exceeds the steering amount accumulation threshold A, the generation condition of the temporary travel route RT1 may be changed. Thereby, according to the magnitude | size of steering amount accumulated value ST, the production | generation conditions suitable for the magnitude | size can be set.

  Specifically, as shown in FIG. 19, in addition to the steering amount accumulation threshold A, a steering amount accumulation threshold B that is larger than the steering amount accumulation threshold A is provided, and the steering amount accumulation value ST becomes the steering amount accumulation threshold A. And when the steering amount cumulative value ST is less than or equal to the steering amount cumulative threshold B and when the steering amount cumulative value ST exceeds the steering amount cumulative threshold B, the conditions for generating the temporary travel route RT1 are: You can change it.

  FIG. 19 is a graph for explaining an example when a plurality of steering amount accumulation thresholds are provided. Further, the steering amount cumulative value ST when the vehicle 1 travels along travel routes RT1 to RT3 (not shown) constituted by the respective route points P from the route point P30 to the route point P37 is shown. In addition, the steering amount cumulative value ST of the vehicle 1 is shown on the vertical axis, and the travel position of the vehicle 1 on the travel routes RT1 to RT3 is shown on the horizontal axis.

  For example, when the steering amount cumulative value ST falls between the steering amount cumulative threshold A and the steering amount cumulative threshold B, the travel route length CL corresponding to the route patterns PT1 to PT10 is changed from 2 m to 1 m. When the steering amount cumulative value ST exceeds the steering amount cumulative threshold B, the travel route length CL corresponding to the route patterns PT1 to PT10 is changed from 2 m to 0.5 m. In addition, the steering amount accumulation threshold value may be set not only to two but also three or more. Then, the generation condition of the provisional travel route RT1 may be changed according to the steering amount accumulation threshold that the steering amount accumulation value ST has exceeded.

  Next, the traveling control apparatus 100 in 3rd Embodiment of this invention is demonstrated. In addition, about the structure same as the traveling control apparatus 100 of 1st Embodiment, the same code | symbol is attached | subjected, the description is abbreviate | omitted, and only a different part is demonstrated.

  In the first embodiment described above, in order to generate the travel routes RT1 to RT3 that can reduce discomfort given to the passenger of the vehicle 1, the point route generation process (see FIG. 10) corresponds to the temporary travel route RT1. The steering amount accumulated value ST is calculated, but the steering amount accumulated value ST is calculated before the provisional travel route RT1 is generated.

  On the other hand, in the third embodiment, the temporary travel route RT1 can be generated while repeating the generation of the temporary travel route RT1 and the determination of whether or not the parking condition is satisfied for the generated temporary travel route RT1. All routes RT1 are generated. Thereafter, the steering amount cumulative value ST of the vehicle 1 is calculated and evaluated for all the provisional travel routes RT1 for which the parking available condition is satisfied.

  First, with reference to FIG. 20, the electrical configuration of the travel control apparatus 100 according to the third embodiment will be described. Note that in the electrical configuration of the travel control apparatus 100 in the second embodiment, portions different from the first embodiment are a flash memory 92 (not shown) and a RAM 93.

  The flash memory 92 stores a point path generation process shown in the flowchart of FIG. 21 described later, instead of the point path generation process shown in the flowchart of FIG. 10 described above. The RAM 93 is further provided with a condition establishment permutation memory 93e in addition to the above-described point route pattern memory 93a, point route memory 93b, travel control point memory 93c, and steering amount cumulative value memory 93d. ing.

  The condition establishment permutation memory 93e is a memory in which an overlapping permutation indicating the temporary travel route RT1 in which the parking condition is satisfied is stored among the overlap permutations indicating the temporary travel route RT1. The condition establishment permutation memory 93e is cleared when a point path generation process (see FIG. 21) described later is started. Although details will be described later, when this point route generation process is started, overlapping permutations indicating the provisional travel route RT1 are sequentially acquired one by one.

  Then, every time the overlapping permutation is acquired, it is determined whether or not the parking condition is satisfied for the temporary travel route RT1 corresponding to the acquired overlapping permutation. An overlapping permutation indicating the provisional travel route RT1 where the parking condition is satisfied is added to the condition satisfaction permutation memory 93e.

  In the present embodiment, the acquisition of the overlapping permutation indicating the provisional travel route RT1 and the determination as to whether or not the parking enable condition is satisfied are repeated until all types of overlapping permutations defined in advance are acquired. It is. Therefore, all the overlapping permutations indicating the provisional travel route RT1 in which the parking condition is satisfied are stored in the condition satisfaction permutation memory 93e. The condition establishment permutation memory 93e is referred to by the CPU 91 in order to obtain the one having the smallest steering cumulative threshold ST of the vehicle 1 from the temporary travel routes RT1 that can be generated.

  Next, the point path generation process (S4) of the third embodiment will be described with reference to FIG. FIG. 21 is a flowchart illustrating a point route generation process executed by the travel control apparatus 100 according to the third embodiment. In addition, about the step which performs the process same as the process in the point path | route production | generation process (refer FIG. 10) of 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted and only a different part is demonstrated.

  The point route generation process of the third embodiment is also a process for generating a temporary travel route RT1 as in the first embodiment. In the point route generation process according to the third embodiment, all of the provisional travel routes RT1 defined in advance are all extracted so that the parking condition is satisfied, and the vehicle 1 is further extracted therefrom. The one with the smallest steering amount accumulated value ST is acquired.

  If the steering amount cumulative value ST is equal to or less than the steering amount cumulative threshold A, the temporary travel route RT1 corresponding to the steering amount cumulative value ST is used to travel from the departure point to the parking position set by the driver. The entire travel routes RT1 to RT3 are generated. On the other hand, if the steering amount cumulative value ST exceeds the steering amount cumulative threshold A and there is a possibility that a provisional travel route RT1 that causes discomfort to the passengers of the vehicle 1 is generated, the provisional generation route RT1 is generated. The conditions are changed and the provisional travel route RT1 is generated again from the beginning.

  In the point path generation process of the third embodiment, first, the condition establishment permutation memory 93e in the RAM 93 is cleared (S121). Then, the processes of S31 and S32 are executed, and then the processes of S36 and S37 are executed. If the determination in S37 is affirmative (S37: Yes), the duplication permutation of the route pattern numbers “PT1 to PT10” acquired in the processing in S32 is added to the condition establishment permutation memory 93e (S122), and the processing in S38. Migrate to On the other hand, when the determination of S37 is negative (S37: No), the process proceeds to S38.

  If the determination in S38 is negative (S38: No), the process returns to S32. On the other hand, when the determination of S38 is affirmative (S38: Yes), the process of S39 is executed. If the determination in S39 is affirmative (S39: Yes), the process of S40 is executed, and the process returns to S32. On the other hand, if the determination in S39 is negative (S39: No), it is determined whether a duplicate permutation is stored in the condition establishment permutation memory 93e (S123).

  If the determination in S123 is negative (S123: No), since all types of provisional travel routes RT1 defined in advance have been generated, no parking conditions have been established, so the processing in S41 is performed. The point route generation process is completed, and the process returns to the automatic parking process (see FIG. 9).

  On the other hand, if the determination in S123 is affirmative (S123: Yes), for each overlapping permutation stored in the condition establishment permutation memory 93e, the vehicle 1 travels on the temporary travel route RT1 corresponding to the overlapping permutation. Assuming that the steering amount cumulative value ST of the vehicle 1 from the start to the end of travel of the vehicle 1 (that is, the cumulative value of the change amount of the steering angle) is calculated (S124).

  Then, one of the steering amount cumulative values ST calculated in the process of S124 is acquired and stored in the steering amount cumulative value memory 93d (S125). Next, it is determined whether the stored steering amount cumulative value ST exceeds the steering amount cumulative threshold A stored in the steering amount cumulative threshold memory 92b of the flash memory 92 (S126).

  If the determination in S126 is affirmative (S126: Yes), each process of S42, S43, and S44 is executed, and the process returns to S32. On the other hand, if the determination in S126 is negative (S126: No), an overlapping permutation indicating the temporary travel route RT1 corresponding to the steering amount accumulated value ST acquired in the processing of S125 is stored in the point route pattern memory 93a of the RAM 93. Store (S127).

  In the present embodiment, if it is determined in the process of S126 that the steering amount cumulative value ST is equal to or less than the steering amount cumulative threshold A, the temporary travel route RT1 corresponding to the steering amount cumulative value ST is the pattern travel. Part RT1 is determined. Next, each process of S46, S47, and S48 is performed, this point route generation process is complete | finished, and it returns to an automatic parking process (refer FIG. 9).

  By the point route generation process shown in FIG. 21 above, first, all types of provisional travel routes RT1 defined in advance are generated, and all of those that satisfy the parking condition are extracted, and further, Among them, the vehicle with the smallest steering amount cumulative value ST of the vehicle 1 can be acquired.

  If the steering amount cumulative value ST is equal to or less than the steering amount cumulative threshold A, the entire travel routes RT1 to RT3 from the departure point to the parking position set by the driver can be generated. Therefore, since the temporary travel route RT1 having the smallest steering amount cumulative value ST of the vehicle 1 can be used as the pattern travel unit RT1, the force such as the lateral G applied to the passenger of the vehicle 1 can be reduced as much as possible. It is possible to generate a travel route RT1 that can reduce discomfort to the passengers as much as possible.

  On the other hand, if the smallest steering amount cumulative value ST exceeds the steering amount cumulative threshold A and there is a possibility that a temporary travel route RT1 that causes discomfort to the passenger of the vehicle 1 is generated, the temporary generation route RT1 The generation conditions can be changed and the temporary travel route RT1 can be generated again from the beginning.

  In addition, when the smallest steering amount cumulative value ST exceeds the steering amount cumulative threshold A, other calculated steering amount cumulative values ST are also acquired, and the temporary steering amount cumulative value ST is temporarily calculated according to the tendency of the steering amount cumulative value ST. The generation conditions of the travel route RT1 may be changed and the provisional travel route RT1 may be generated again from the beginning.

  Also in the third embodiment, as in the case of the second embodiment, a plurality of steering amount accumulation thresholds A and B are provided, and the provisional travel route RT1 is set according to the magnitude of the steering amount accumulation value ST. The generation conditions may be changed.

  The “starting point of the vehicle 1” described in the above embodiment corresponds to the “reference position” in the claims, and the “parking position O set by the driver” described in the above embodiment is patented. This corresponds to the “target position” in the claims. Further, “change in the travel route length CL corresponding to the route patterns PT1 to PT10” described in the above embodiment corresponds to “change in provisional route generation conditions” described in the claims.

  The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

  For example, in the above embodiment, when the steering amount cumulative value ST of the vehicle 1 exceeds the steering amount cumulative threshold A, the length CL of the travel route corresponding to the route patterns PT1 to PT10 is shortened. It may be longer. A steering amount accumulation threshold A and a steering amount accumulation threshold B (where steering amount accumulation threshold A <steering amount accumulation threshold B) are provided, and the steering amount accumulation value ST is determined by the steering amount accumulation threshold A and the steering amount. If it falls within the cumulative threshold B, the length CL of the travel route corresponding to the route patterns PT1 to PT10 may be shorter than when the steering amount cumulative value ST exceeds the steering amount cumulative threshold B. good.

  In the above embodiment, if a combination of the route patterns PT1 to PT10 indicating the temporary travel route RT1 is acquired when attempting to generate the temporary travel route RT1, two adjacent travels among the combinations are acquired. For each route pattern, the amount of change in the steering angle of the vehicle 1 is calculated, and the accumulated value is used as the accumulated amount ST. In addition to this, among the combinations of the route patterns PT1 to PT10 indicating the temporary travel route RT1, the difference between the steering angle corresponding to the leading route patterns PT1 to PT and the steering angle at the departure point of the vehicle 1, The amount of change may be calculated and its absolute value may be added to the steering amount cumulative value ST. Thereby, since the force such as the lateral G applied to the occupant of the vehicle 1 can be evaluated when the vehicle 1 starts to travel, it is possible to generate a travel route that can further reduce discomfort given to the occupant of the vehicle 1.

  In the above embodiment, every time an attempt is made to generate the temporary travel route RT1, the amount of change in the steering angle of the vehicle 1 is obtained from the combination of the route patterns PT1 to PT10 indicating the temporary travel route RT1, and the steering amount is accumulated. The value ST is calculated. On the other hand, for all types of provisional travel routes RT1 defined in advance, combinations of route patterns PT1 to PT10 are obtained, and a steering amount cumulative value ST corresponding to the combinations is also calculated, a table or the like. Remember in advance. Then, when attempting to generate the temporary travel route RT1, the steering amount accumulated value ST corresponding to the temporary travel route RT1 may be acquired with reference to the table. Thereby, when trying to generate the provisional travel route RT1, it is not necessary to bother to calculate the steering amount accumulated value ST, so that the burden on the travel control device 100 can be suppressed. Further, the time until the travel routes RT1 to RT3 are generated can be shortened.

  Moreover, in the said embodiment, when changing the production | generation conditions of temporary driving | running route RT1, the length CL of the driving | running route corresponding to route pattern PT1-PT10 is changed uniformly from 2m to 1m, but steering The length CL of the travel route corresponding to the route patterns PT1 to PT10 may be changed in proportion to the amount accumulated value ST. That is, the length of the travel route may be shortened as the steering amount cumulative value ST increases. Further, the length of the travel route may be longer as the steering amount cumulative value ST is larger. Further, for each steering amount accumulated value ST, a length CL of the traveling route corresponding to the route patterns PT1 to PT10 is determined in advance, and the traveling route corresponding to the route patterns PT1 to PT10 is determined according to the steering amount accumulated value ST. The length CL may be changed.

  Moreover, in the said embodiment, when changing the production | generation conditions of temporary driving | running route RT1, the length CL of the driving | running route corresponding to route pattern PT1-PT10 is changed. It is not limited to the change of the travel route length CL corresponding to PT1 to PT10. For example, you may set the priority of the duplication permutation acquired in the process of S32 (refer FIG. 10, FIG. 18, FIG. 21). That is, a temporary travel route RT1 that is generated with priority may be set. Further, not only one type but also a plurality of types of generation conditions may be changed.

  In the above embodiment, the amount of change in the steering angle of the vehicle 1 is obtained and the steering amount cumulative value ST is calculated. However, the steering angle of the vehicle 1 and the steering angle of the vehicle 1 are correlated. Instead of the amount of change in the steering angle of the vehicle 1, the amount of change in the steering angle of the vehicle 1 may be used.

  Further, in the point route generation process shown in FIGS. 10 and 18 described above, the point route generation process is terminated after the determination in S39 is denied, but at least once, the provisional travel route RT is generated. The conditions may be changed and the provisional travel route RT1 may be generated again from the beginning. Similarly, also in the point route generation process shown in FIG. 21 described above, after the determination in S123 is denied, the generation condition of the temporary travel route RT1 is changed at least once by changing the generation condition of the temporary travel route RT. You can start over from the beginning.

  In the point route generation process shown in FIGS. 10, 18, and 21 described above, when the steering amount accumulated value ST exceeds the steering amount accumulated threshold A, the generation condition of the temporary travel route RT1 is changed. If the steering amount accumulated value ST exceeds the steering amount accumulated threshold A again after the generation condition of the temporary travel route RT1 is changed, the process of S41 is executed, and the point route generation process is terminated. Also good. Moreover, you may change to the production | generation conditions different from the change of the 1st time. The generation conditions may be sequentially changed according to the number of changes of the generation conditions.

  Further, in the above embodiment, when the vehicle 1 is stopped at the target parking position, the travel routes RT1 to RT3 so that the vehicle 1 is finally moved backward and straight and the vehicle 1 is stopped at the target parking position. However, the travel routes RT1 to RT3 may be generated so that the vehicle 1 is finally moved straight forward and stopped at the target parking position.

  Moreover, in the said embodiment, although 10 types of path | route patterns PT1-PT10 are provided, the number of patterns is not restricted to 10 types, You may reduce or increase. Moreover, although all the distance CL of each driving | running route corresponding to each route pattern PT1-PT10 is 2 m, what is necessary is just to set a numerical value suitably. Further, the shape of the travel route corresponding to the route patterns PT1 to PT10 may be set as appropriate.

  In the above embodiment, the travel control point Q is virtually generated on the travel routes RT1 to RT3 at intervals of 0.05 m from the current position to the target parking position, but the interval at which the travel control point Q is provided. May be set as appropriate, such as 0.01 m intervals, 0.1 m intervals, and 0.5 m intervals.

  The travel control device 100 of the above embodiment is configured to autonomously travel the vehicle 1 from the current position to the parking position set by the driver, and park the vehicle 1 at the parking position. The vehicle speed V of 1 may be configured such that the driver can operate the accelerator pedal 11 and the brake pedal 12, and the traveling control device 100 may be configured to control only the steering 13 of the vehicle 1.

  The travel control device 100 of the above embodiment is configured to autonomously travel the vehicle 1 from the current position to the parking position set by the driver, and park the vehicle 1 at the parking position. The vehicle may be configured to notify the driver of the travel route from the current position to the parking position set by the driver without performing the autonomous driving of 1. For example, the travel routes RT1 to RT3 may be displayed on a monitor in the vehicle 1. Alternatively, the driving operation of the driver may be guided by voice so that the vehicle 1 travels on the travel routes RT1 to RT3.

  In the above embodiment, when the vehicle 1 is parked at the target parking position, the axles of the left and right rear wheels 2RL, 2RR are the x-axis, the front-rear axis at the center of the vehicle 1 is the y-axis, The position of the vehicle 1 and the positions of the travel routes RT1 to RT3, etc. are calculated using a coordinate system with the origin of the axis and the y-axis as the origin O. The left and right rear wheels 2FL, A coordinate system in which the 2FR axle is the x axis, the longitudinal axis in the center of the vehicle 1 is the y axis, and the intersection of the x axis and the y axis is the origin O may be used. Alternatively, a coordinate system in which an x-axis and a y-axis are arbitrarily provided and the intersection point of the x-axis and the y-axis is the origin O may be used.

  Moreover, in the said embodiment, although it has comprised so that the driving | running | working control point Q may be produced | generated at intervals of 0.05 m for every between adjacent route points P, between arbitrary two route points P, it is 0.05 m intervals. You may comprise so that the traveling control point Q may be produced | generated. For example, when three or more route points P are arranged in order on the travel route, among the three or more route points P, the first route point P (the side closest to the departure point) and the third A traveling control point Q may be generated at intervals of 0.05 m between the last one of the two or more route points (the side closest to the parking position set by the driver). .

  In the above embodiment, the travel routes RT1 to RT3 of the vehicle 1 from the current position to the target parking position are generated, and the vehicle 1 is autonomously traveled according to the travel routes RT1 to RT3, and the target parking position is reached. Although the vehicle 1 is stopped, a configuration in which the vehicle 1 autonomously travels from the current position to the target position may be employed. For example, the target position may be set far and the vehicle 1 may be traveled for a long distance by autonomous travel.

  In the above embodiment, the travel control point Q is not provided on the route point P0 (departure point). However, the travel control point Q is also provided on the route point P0, and the vehicle 1 is referred to when traveling autonomously. You may comprise as follows.

  Moreover, although the said embodiment is embodiment in case the vehicle 1 is a four-wheeled vehicle, this invention is applicable if it is a vehicle irrespective of the number of wheels, and also to construction machines, such as a shovel car, etc. Applicable.

1 vehicle 100 travel control devices S4, S6, S8 to S10 travel route generation means S32, S36 temporary route generation means S33, S124 identification means S35, S126 first accumulation determination means S37 arrival determination means S42 to S44 generation control means S45 to S48 Travel route determination means A Steering amount accumulation threshold (first predetermined value)
B Steering amount accumulation threshold (second predetermined value)
PT1 to PT10 route pattern (travel route pattern)
RT1 travel route

Claims (6)

A travel control device comprising travel route generating means for generating a travel route of a vehicle from a reference position to a target position,
The travel route generation means includes
Provisional route generation means for generating a provisional route as a candidate for the travel route;
Assuming that the vehicle has traveled at least a part of the temporary route generated by the temporary route generating means, the specifying means for specifying the cumulative value of the change amount of the steering angle or the steering wheel angle to be controlled during the travel When,
First cumulative determination means for determining whether the cumulative value specified by the specifying means exceeds a first predetermined value;
Generation control means for controlling the temporary path generation means to start generating a new temporary path when the first cumulative determination means determines that the cumulative value exceeds the first predetermined value. When,
When it is determined by the first cumulative determination means that the cumulative value does not exceed the first predetermined value and the vehicle can reach the target position by the temporary route generated by the temporary route generation means, A travel control device comprising travel route determination means that uses a temporary route as the travel route of the vehicle. The generation control means includes
2. The travel control apparatus according to claim 1, wherein the provisional route generation condition is changed and control is performed so that generation of a new temporary route is started by the temporary route generation means. The temporary route generating means
A temporary route is generated by combining a travel route pattern indicating a route on which the vehicle should travel,
The generation control means includes
3. The travel control apparatus according to claim 2, wherein a distance of a route indicated by the travel route pattern used by the temporary route generation unit is changed as the temporary route generation condition. A second cumulative determination unit that determines whether the cumulative value specified by the specifying unit exceeds a second predetermined value that is greater than the first predetermined value;
The generation control means includes
The generation condition is changed depending on whether the cumulative value is determined to exceed the second predetermined value or not when the second cumulative determination means determines that the cumulative value exceeds the second predetermined value. The travel control device according to claim 2, wherein the travel control device is a device. The specifying means is:
The cumulative value of the amount of change in the steering angle or steering wheel angle to be controlled during the travel is specified every time one temporary route is generated by the temporary route generating means. 5. The travel control device according to any one of 4. When it is assumed that the vehicle has traveled the temporary route generated by the temporary route generation means, the vehicle includes arrival determination means for determining whether or not the vehicle can reach the target position.
The specifying means is:
5. The cumulative value of the amount of change in the steering angle or steering wheel angle to be controlled during the traveling is determined when the arrival determining means determines that the vehicle can be reached. 5. The travel control device according to claim 1.

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