JP2020050263A - Travel control device, travel control method, and program - Google Patents

Abstract

To provide a technology for suppressing the deterioration of safety while suppressing the deterioration of convenience in travel control.SOLUTION: A route generation unit 260 generates a first planned route. An automatic travel control unit 264 allows a vehicle 200 to automatically travel along the generated first planned route. When a second planned route different from the first planned route is generated while the vehicle 200 is allowed to automatically travel, an output unit 248 outputs a request signal for requesting permission for a change from the first planned route to the second planned route to a terminal device 100. In response to the output request signal, an input unit 250 receives a permission signal indicating the permission for the change from the terminal device 100. When the permission signal is received, the automatic travel control unit 264 allows the vehicle 200 to automatically travel along the second planned route.SELECTED DRAWING: Figure 1

Description

  The present disclosure relates to a travel control technique, and particularly to a travel control device, a travel control method, and a program that control automatic traveling of a vehicle.

  In the parking assist system, the vehicle is automatically parked by controlling a device mounted on the vehicle according to a remote operation command from a terminal device. The vehicle sets an operation acceptable range in which the terminal device should be located based on the peripheral information of the vehicle, and does not accept a remote operation command from a terminal device that does not exist in the operation acceptable range. Further, the vehicle guides the operator to the operation acceptable range. Thereby, the operator is guided to a predetermined position range in which the moving route can be visually recognized, and the automatic traveling is stopped when the operator does not exist in the predetermined position range.

JP 2007-295033 A

  When the traveling of the vehicle is controlled by a remote operation command in parking or leaving the vehicle, a planned route is generated, and the vehicle travels along the planned route. If an obstacle on the planned route is detected, the vehicle cannot continue traveling and stops, which reduces convenience. On the other hand, if the planned route is changed so as to avoid the obstacle, the vehicle runs on the planned route that is not recognized by the operator, and the safety is reduced.

  The present disclosure has been made in view of such a situation, and an object of the present disclosure is to provide a technique for suppressing a decrease in safety while suppressing a decrease in convenience in traveling control.

  In order to solve the above-described problems, a travel control device according to an aspect of the present disclosure includes a route generation unit that generates a first planned route, and an automatic driving device that automatically drives a vehicle along the first planned route generated by the route generation unit. When a second planned route different from the first planned route is generated in the route generating unit while the traveling control unit and the automatic traveling control unit cause the vehicle to automatically travel, the second planned route is generated from the first planned route. An output unit for outputting a request signal for requesting permission to change the route to the terminal device, and an input unit for receiving, from the terminal device, a permission signal indicating permission for change in response to the request signal output by the output unit And The automatic traveling control unit causes the vehicle to automatically travel along the second planned route when the input unit receives the permission signal.

  Another embodiment of the present disclosure is a traveling control method. The method includes the steps of: generating a first planned route; automatically driving the vehicle along the generated first planned route; and performing a first process different from the first planned route while automatically running the vehicle. When the two planned routes are generated, outputting a request signal for requesting permission of change from the first planned route to the second planned route to the terminal device; Receiving a permission signal from the terminal device, and automatically driving the vehicle along the second planned route when the permission signal is received.

  It should be noted that any combination of the above-described components, the expression of the present disclosure converted into an apparatus, a system, a method, a program, a recording medium on which the program is recorded, a vehicle equipped with the present apparatus, and the like, This is effective as an embodiment.

  According to the present disclosure, it is possible to suppress a decrease in safety while suppressing a decrease in convenience in traveling control.

It is a figure showing composition of a parking assistance system concerning this embodiment. 2a to 2d are diagrams showing an outline of basic control by the parking assistance system of FIG. 3a to 3d are diagrams showing another outline of the basic control by the parking assistance system of FIG. 4a to 4d are diagrams showing still another outline of the basic control by the parking assistance system of FIG. 5a and 5b are diagrams showing still another outline of the basic control by the parking assistance system of FIG. 6a and 6b are diagrams showing an outline of the change control by the parking assistance system of FIG. FIGS. 7A and 7B are diagrams illustrating a data structure of a table held in the determination unit in FIG. FIG. 2 is a diagram illustrating a route image displayed on a notification unit in FIG. 1. FIG. 2 is a sequence diagram illustrating a traveling control procedure performed by the parking assistance system of FIG. 1. 2 is a flowchart illustrating a travel control procedure performed by the travel control device of FIG. 1.

  Before specifically describing the present embodiment, an overview will be given. The present embodiment relates to a parking assistance system that assists vehicle entry or exit. In the present embodiment, parking includes entry and exit. Here, it is assumed that a vehicle equipped with a travel control device automatically travels in a situation where an operator having a terminal device such as a mobile phone device or a smartphone exists outside the vehicle. The vehicle is provided with an imaging unit such as a camera and a sensor such as a sonar, and these are used to search for an obstacle. The travel control device generates a route for entering or leaving the vehicle (hereinafter, referred to as a “planned route”) while reflecting the search result of the obstacle, and moves the vehicle along the planned route. At this time, an image showing the planned route (hereinafter, referred to as a “route image”) is displayed on the terminal device, and the operator confirms the route image to enable the vehicle to move along the planned route. Monitor around.

  When an obstacle such as another vehicle or a person enters the planned route while the vehicle is moving, and the sensor provided in the vehicle detects the obstacle, the travel control device stops the vehicle. In other words, the planned route is not changed during the movement of the vehicle, and the traveling cannot be continued, so that the convenience for the operator is reduced. In order to suppress the decrease in convenience, the planned route may be changed so as to avoid an obstacle, and the vehicle may be moved along the changed planned route. However, if the changed planned route is not recognized by the operator, the periphery of the vehicle moving along the changed planned route is not monitored, and the safety is reduced. Therefore, it is required to suppress a decrease in safety while suppressing a decrease in convenience in traveling control.

  The traveling control device according to the present embodiment generates a new planned route that avoids an obstacle when an obstacle is detected while the vehicle is moving along the planned route. Here, when the original planned route is called “first planned route”, the new route plan is called “second planned route”. The travel control device transmits a request signal for requesting permission of a change from the first planned route to the second planned route to the terminal device. At that time, the traveling control device also transmits a route image indicating the second planned route to the terminal device. The operator recognizes the second planned route by checking the route image displayed on the terminal device.

  When the operator operates the terminal device to permit the change, the terminal device transmits a permission signal indicating permission of the change to the travel control device. Upon receiving the permission signal, the travel control device moves the vehicle along the second planned route. On the other hand, unless the operator operates the terminal device to permit the change, the terminal device does not transmit the permission signal to the travel control device. The travel control device stops the vehicle if it does not receive the permission signal. As a result, a driving permission operation that recognizes a change in the vehicle behavior becomes possible, and driving safety and operation convenience when changing the route are improved. Hereinafter, the present embodiment will be described in detail with reference to the drawings. Each embodiment described below is an example, and the present disclosure is not limited to these embodiments.

  FIG. 1 shows a configuration of the parking assistance system 1000. The parking support system 1000 includes the terminal device 100 and the vehicle 200. The terminal device 100 includes a communication unit 110, an operation unit 112, and a notification unit 114. The vehicle 200 includes a communication unit 210, an imaging unit 212, a sensor 214, a traveling control device 216, a steering control unit 218, a steering angle detection unit 220, an access control unit 222, a brake control unit 224, and a speed detection unit 226. The travel control device 216 includes a peripheral information acquisition unit 240, an operator position acquisition unit 242, a processing unit 244, an image generation unit 246, an output unit 248, and an input unit 250. The processing unit 244 includes a route generation unit 260, a determination unit 262 and an automatic driving control unit 264.

  Here, the communication unit 110 of the terminal device 100 and the communication unit 210 of the vehicle 200 are connected by a wireless communication system. These may be connected directly or may be connected via a base station device. In the following, the parking assist system 1000 will be described in the order of (1) “basic control” for executing traveling control according to the first planned route, and (2) “change control” for changing the first planned route to the second planned route. I do.

(1) Basic Control The operator exists outside the vehicle 200 while possessing the terminal device 100. In such a state, when entering or leaving the vehicle 200, the operator inputs an instruction to enter or leave the vehicle (hereinafter, referred to as “automatic parking instruction”) to the operation unit 112 of the terminal device 100. The operation unit 112 can receive an operation from an operator, and is, for example, a touch panel. The operation unit 112 receives an automatic parking instruction as an operation from the operator. The operation unit 112 outputs the received automatic parking instruction to the communication unit 110. Upon receiving the automatic parking instruction, communication unit 110 transmits a signal including the automatic parking instruction to vehicle 200.

  Communication unit 210 of vehicle 200 receives a signal from terminal device 100. The communication unit 210 outputs the automatic parking instruction included in the received signal to the travel control device 216. When receiving the automatic parking instruction from the communication unit 210, the input unit 250 of the travel control device 216 outputs the automatic parking instruction to the processing unit 244. When receiving an automatic parking instruction from the input unit 250, the processing unit 244 starts automatic traveling control for entry or exit, particularly, basic control. The imaging unit 212 is a camera mounted on the vehicle 200. A plurality of imaging units 212 may be mounted on the vehicle 200. For example, four imaging units 212 may be mounted on the front, rear, left, and right of the vehicle 200. The imaging unit 212 captures an image outside the vehicle 200. Here, the video is configured by arranging a plurality of images in time series. The imaging unit 212 outputs the captured video to the travel control device 216.

  The sensor 214 is a detection device mounted on the vehicle 200. A plurality of sensors 214 may be mounted on the vehicle 200. For example, four sensors 214 are mounted on the front and rear of the vehicle 200, respectively, and one sensor 214 is mounted on the front left, front right, rear left, and rear right of the vehicle 200, respectively. Twelve sensors 214 may be mounted. The sensor 214 is a sonar that searches for an object, for example, an obstacle using sound waves, and can measure the distance to the object. The sensor 214 outputs the search result to the traveling control device 216.

  The peripheral information acquisition unit 240 receives a video from the imaging unit 212 and receives a search result from the sensor 214. The peripheral information acquisition unit 240 acquires peripheral information of the vehicle 200 based on the video and the search result. For example, the surrounding information acquisition unit 240 acquires the position where an obstacle exists around the vehicle 200 and the position where entry and exit are possible. Since a known technique may be used for obtaining these, the description is omitted here. The peripheral information acquisition section 240 outputs the peripheral information to the processing section 244.

  The operator position acquisition unit 242 receives a video from the imaging unit 212. The operator position acquisition unit 242 acquires the position of the operator of the terminal device 100 based on the video. To acquire the position of the operator, for example, a pattern matching process is executed. The position of the operator may be obtained by a process other than the pattern matching process. The operator position acquisition unit 242 outputs the position of the operator to the processing unit 244.

  The steering angle detector 220 detects a steering angle of the vehicle 200. The steering angle detector 220 outputs information on the steering angle to the travel control device 216. Speed detector 226 detects the speed of vehicle 200. The speed detection unit 226 outputs information on the speed to the travel control device 216. The route generation unit 260 of the processing unit 244 includes the peripheral information from the peripheral information acquisition unit 240, the position of the operator from the operator position acquisition unit 242, the information of the steering angle from the steering angle detection unit 220, and the speed detection unit 226. Speed information. The route generation unit 260 specifies a target position for entry or exit based on a position where entry or exit is possible in the peripheral information. Further, the route generation unit 260 generates a first planned route connecting the current position of the vehicle 200 to the target position while avoiding obstacles. At this time, an avoidance route for the operator is not generated. Since a known technique may be used to generate the first planned route, the description is omitted here. However, the position and the direction of the vehicle 200 and the position and the direction of entry or exit generate the first planned route. Used for The route generator 260 outputs the first planned route to the image generator 246 and the automatic traveling controller 264.

  The image generation unit 246 receives the first planned route from the route generation unit 260 and the video from the imaging unit 212. The image generation unit 246 generates a bird's-eye view image including the periphery of the vehicle 200 based on a plurality of images included in the video. The image generation unit 246 generates a route image by superimposing the first planned route on the bird's-eye view image. The route image may indicate a target position. The image generator 246 outputs the route image to the output unit 248. The output unit 248 outputs the route image generated by the image generation unit 246 to the communication unit 210. The communication unit 210 transmits the route image to the terminal device 100. The communication unit 110 of the terminal device 100 receives the route image from the vehicle 200. The notification unit 114 includes a display and a speaker. The notification unit 114 displays a route image. The operator checks the route image displayed on the notification unit 114 and recognizes the first planned route on which the vehicle 200 should automatically travel.

  The automatic traveling control unit 264 receives the first planned route from the route generation unit 260. In addition, the automatic traveling control unit 264 receives information on the steering angle from the steering angle detection unit 220 and information on the speed from the speed detection unit 226. The automatic traveling control unit 264 controls the steering control unit 218, the access control unit 222, and the brake control unit 224 according to the first planned route. Thereby, the automatic traveling control unit 264 causes the vehicle 200 to automatically travel along the first planned route. As the vehicle 200 travels automatically, the image generator 246 updates the route image. The output unit 248 outputs the updated route image, and the communication unit 210 transmits the updated route image. The communication unit 110 of the terminal device 100 receives the updated route image from the vehicle 200, and the notification unit 114 displays the updated route image. While the vehicle 200 is traveling automatically, such updating of the route image is continued.

  2a to 2d show an outline of the basic control by the parking assistance system 1000. FIG. These correspond to the case where the vehicle 200 is left. FIG. 2a shows the situation before the start of the automatic driving. A first parking area 300a to a third parking area 300c collectively referred to as a parking area 300 are arranged in parallel, and the vehicle 200 is parked in the second parking area 300b. The operator 50 carries the terminal device 100. The route generation unit 260 sets the target position 320 and generates a first planned route 330 connecting the current position of the vehicle 200 to the target position 320. FIG. 2B shows a route image displayed on the notification unit 114 in the situation of FIG. 2A. The route image is shown as an overhead image. The first parking area icon 400a to the third parking area icon 400c collectively called the parking area icon 400 respectively correspond to the first parking area 300a to the third parking area 300c. The vehicle icon 410 corresponds to the vehicle 200, the target position icon 420 corresponds to the target position 320, and the first planned route 430 corresponds to the first planned route 330.

  FIG. 2c shows the situation after the end of the automatic driving. The vehicle 200 has arrived at the target position 320 in FIG. 2a. FIG. 2D shows a route image displayed on the notification unit 114 in the situation of FIG. 2C. The vehicle icon 410 is superimposed on the target position icon 420.

  3a to 3d show another outline of the basic control by the parking assistance system 1000. FIG. These correspond to the case where the vehicle 200 is stored. FIG. 3a shows the situation before the start of the automatic driving. The operator 50, the terminal device 100 and the parking area 300 are shown as in FIG. 2a. The vehicle 200 is located outside the parking area 300, and the route generation unit 260 sets the target position 320 in the second parking area 300b, and sets the first planned route 330 that connects the current position of the vehicle 200 to the target position 320. Generate. FIG. 3B shows a route image displayed on the notification unit 114 in the situation of FIG. 3A. The first planned route 430 from the parking area icon 400 is the same as in FIG. 2B. FIG. 3c shows the situation after the end of the automatic driving. The vehicle 200 has arrived at the target position 320 in FIG. 3A, that is, the second parking area 300b. FIG. 3D shows the route image displayed on the notification unit 114 in the situation of FIG. 3C. The vehicle icon 410 is superimposed on the target position icon 420.

  4a to 4d show yet another outline of the basic control by the parking assistance system 1000. FIG. These correspond to the case where the vehicle 200 is left. FIG. 4a shows the situation before the start of the automatic driving. The operator 50 and the terminal device 100 are shown as in FIG. 2a. First to third parking areas 300a to 300c, which are collectively referred to as parking areas 300, are arranged in tandem, and the vehicle 200 is parked in the second parking area 300b. The route generation unit 260 sets the target position 320 and generates a first planned route 330 connecting the current position of the vehicle 200 to the target position 320. FIG. 4B shows a route image displayed on the notification unit 114 in the situation of FIG. 4A. The first planned route 430 from the parking area icon 400 is the same as in FIG. 2B. FIG. 3c shows the situation after the end of the automatic driving. The vehicle 200 has arrived at the target position 320 in FIG. 4a. FIG. 4D shows a route image displayed on the notification unit 114 in the situation of FIG. 4C. The vehicle icon 410 is superimposed on the target position icon 420.

  5a-b show yet another outline of the basic control by the parking assistance system 1000. FIG. FIG. 5a shows the situation before the start of the automatic driving. A first parking area 300a to a sixth parking area 300f collectively referred to as a parking area 300 are arranged in parallel, and the vehicle 200 is parked in the first parking area 300a. The route generation unit 260 sets the target position 320 and generates a first planned route 330 connecting the current position of the vehicle 200 to the target position 320. FIG. 5B shows a route image displayed on the notification unit 114 in the situation of FIG. 5A. The route image is shown as an overhead image. The first parking area icon 400a to the sixth parking area icon 400f collectively referred to as the parking area icon 400 respectively correspond to the first parking area 300a to the sixth parking area 300f. Again, vehicle icon 410 corresponds to vehicle 200, target position icon 420 corresponds to target position 320, and first planned route 430 corresponds to first planned route 330. 5a-b are also used in (2) change control.

(2) Change control Return to FIG. When the automatic driving control unit 264 drives the vehicle 200 to travel to the target position 320 along the first planned route 330 in FIG. 5A, a new obstacle appears on the planned first planned route 330. May be. When the first planned route 330 is generated, a new obstacle that has not been obtained by the peripheral information obtaining unit 240 may be obtained during traveling. Such a new obstacle is, for example, a person, an animal, or a moving object such as another vehicle. The new obstacle may be a traveling route of another vehicle. Further, the target position 320 may change.

  When a new obstacle is acquired or the target position 320 is changed, the route generation unit 260 generates a second planned route different from the first planned route. For example, a second planned route is generated in which the reversing switching position is changed during swinging forward for storage along the first planned route 330. In the second planned route, the forward distance is longer or shorter than in the first planned route 330, or the number of times of swing is increased. In addition, another vehicle enters the first planned route 330, and a second planned route that approaches the shoulder of the road is generated. The route generation unit 260 outputs the second planned route to the determination unit 262.

  The determination unit 262 receives the second planned route from the route generation unit 260. The determination unit 262 derives the degree of change of the second planned route with respect to the first planned route 330. For example, the determination unit 262 derives a first required time when traveling on the first planned route 330 and a second required time when traveling on the second planned route, and determines the first required time and the second required time. The absolute value of the difference from time is derived as the degree of change. The determination unit 262 may derive the distance between the target position 320 on the first planned route 330 and the target position on the second planned route as the degree of change. The determination unit 262 may derive the maximum value or the average value of the distance of the second planned route in the vertical direction from the first planned route 330 as the change degree. The determination unit 262 may derive the distance between the turning point on the first planned route 330 and the turning point on the second planned route as the degree of change. In these, the determination unit 262 determines that the degree of change is “large” when the degree of change is equal to or greater than the threshold, and determines that the degree of change is “small” when the degree of change is smaller than the threshold. judge.

  The determination unit 262 may derive a result obtained by subtracting the number of switching viewpoints on the first planned route 330 from the number of turning points on the second planned route as the degree of change. The determination unit 262 may derive a result obtained by subtracting the shortest distance from the operator 50 on the second planned route to the shortest distance from the operator 50 on the first planned route 330 as the degree of change. The determination unit 262 derives a result obtained by subtracting the time when the vehicle 200 comes closest to the operator 50 on the second planned route from the time when the vehicle 200 comes closest to the operator 50 on the first planned route 330 as the degree of change. You may. In these, the determination unit 262 determines that the degree of change is “large” when the degree of change is 1 or more, and determines that the degree of change is “small” when the degree of change is smaller than 1.

  When it is determined that the change degree is “small”, the determination unit 262 changes the first planned route 330 to the second planned route and determines the traveling of the vehicle 200 along the second planned route. The automatic traveling control unit 264 causes the vehicle 200 to travel along the second planned route according to the determination of the determination unit 262. This is because, when the operator 50 is monitoring the traveling of the vehicle 200 on the first planned route 330 because the second planned route is close to the first planned route 330, the vehicle 200 This corresponds to a case where the danger does not increase even if the vehicle travels along the route. When it is determined that the degree of change is “large”, the determination unit 262 determines to request the operator 50 to permit the change. This is because the second planned route is separated from the first planned route 330, and therefore, the vehicle 200 is under the condition that the operator 50 monitors the traveling of the vehicle 200 on the first planned route 330. Driving the vehicle corresponds to a case where the danger increases. In this situation, if the vehicle 200 is stopped, the convenience of the operator 50 is reduced.

  When the route generation unit 260 generates the second planned route and the determination unit 262 determines the request for permission of the change, the image generation unit 246 also indicates the second planned route in the route image. Further, the image generation unit 246 also indicates the change position from the first planned route 330 to the second planned route in the route image. This route image corresponds to a request signal for requesting permission to change from the first planned route 330 to the second planned route. The image generating unit 246 outputs a request signal to the output unit 248. The output unit 248 outputs a request signal to the communication unit 210. The communication unit 210 transmits a request signal to the terminal device 100. As described above, the output unit 248 and the communication unit 210 generate a second planned route different from the first planned route in the route generating unit 260 while the automatic traveling control unit 264 causes the vehicle 200 to automatically travel. In this case, a request signal is transmitted to the terminal device 100. The communication unit 110 of the terminal device 100 receives the request signal from the vehicle 200. The notification unit 114 displays a route image that is a request signal. The operator checks the route image displayed on the notification unit 114 and recognizes that permission to change from the first planned route 330 to the second planned route has been requested.

  6a and 6b show an outline of the change control by the parking assistance system 1000. FIG. This shows the situation following FIGS. 5a-b. The parking area 300 and the target position 320 are shown as in FIG. 5a. The peripheral information acquisition unit 240 acquires the presence of the obstacle 340 on the first planned route 330. The route generation unit 260 generates a second planned route 350 that leads to the target position 320 so as to avoid the obstacle 340. The change position 360 indicates a position where the second planned route 350 branches from the first planned route 330. FIG. 6B shows a route image displayed on the notification unit 114 in the situation of FIG. 6A. The obstacle icon 440 corresponds to the obstacle 340, the second planned route 450 corresponds to the second planned route 350, and the change position icon 460 corresponds to the change position 360. The permission button 470 is a button for requesting permission for change. When the operator permits the change, the operator selects the permission button 470. On the other hand, when the operator does not permit the change, the operator does not select the permission button 470. Therefore, as described above, the path image corresponds to the request signal. The route image may indicate the time required from the current position to arrive at the change position 360. Return to FIG.

  When the operator selects the permission button 470, the operation unit 112 receives permission for the change. The operation unit 112 outputs the accepted change permission to the communication unit 110. Upon accepting the change permission, communication unit 110 transmits a permission signal indicating permission of the change to vehicle 200. On the other hand, if the operator does not select the permission button 470, the operation unit 112 does not accept the permission of the change, and the communication unit 110 does not transmit the permission signal.

  Communication unit 210 of vehicle 200 receives the permission signal from terminal device 100. Communication unit 210 outputs a permission signal to traveling control device 216. Input unit 250 of travel control device 216 receives a permission signal from communication unit 210 in response to the request signal output from output unit 248. When the input unit 250 receives the permission signal, the automatic driving control unit 264 controls the steering control unit 218, the access control unit 222, and the brake control unit 224 according to the second planned route 350 changed from the first planned route 330. Control. That is, the automatic traveling control unit 264 causes the vehicle to automatically travel along the second planned route 350. According to the automatic traveling of the vehicle 200, the image generation unit 246 updates the route image as described above.

  On the other hand, when the output unit 248 does not receive the permission signal after transmitting the request signal, the determination unit 262 calculates the travel distance that is the distance along the first planned route 330 from the current position to the change position 360. . The determination unit 262 determines the speed of the vehicle 200 from when the request signal is transmitted to when the permission signal is received, and the frequency at which the request signal is transmitted again, based on the traveling distance. FIGS. 7A and 7B illustrate a data structure of a table held in the determination unit 262. FIG. In FIG. 7a, the first threshold> second threshold> third threshold, first speed> second speed> third speed, first frequency <second frequency <third frequency. ing. Here, the frequency is the number of times the request signal is transmitted for a predetermined period, for example, per second. That is, the speed of the vehicle 200 is reduced as the position approaches the change position 360 from the current position, and the frequency of transmission is increased as the position approaches the change position 360 from the current position. FIG. 7b will be described later and return to FIG.

  The determination unit 262 refers to the table and specifies the combination of speed and frequency by comparing the first to third thresholds with the travel distance. The determination unit 262 instructs the image generation unit 246 to transmit a request signal at the specified frequency. Upon receiving the instruction from the determination unit 262, the image generation unit 246 generates a route image while updating the current position. As described above, the path image corresponds to the request signal. The output unit 248 outputs a request signal to the communication unit 210. That is, output section 248 repeatedly outputs the request signal until input section 250 receives the permission signal, and the output frequency of the request signal is increased as approaching change position 360. The communication unit 210 transmits a request signal to the terminal device 100. The communication unit 110 of the terminal device 100 receives the request signal from the vehicle 200, and the notification unit 114 displays a route image that is the request signal.

  The determination unit 262 instructs the automatic traveling control unit 264 to travel at the specified speed. The automatic traveling control unit 264 causes the vehicle 200 to travel along the first planned route 330 at the speed instructed by the determining unit 262. That is, the automatic traveling control unit 264 reduces the speed of the vehicle as approaching the change position 360 until the input unit 250 receives the permission signal. The transmission of the request signal and the reduction of the speed of the vehicle 200 are repeated when the permission signal is not received until the vehicle arrives at the target position 320. Only the transmission of the request signal or the reduction of the speed of the vehicle 200 may be performed. When the permission signal is received, the transmission of the request signal and the reduction of the speed of the vehicle 200 are terminated, and the above-described processing is executed. In this case, the speed of the vehicle 200 is increased. On the other hand, when the vehicle arrives at the target position 320 without receiving the permission signal, the automatic traveling control unit 264 stops the vehicle 200.

  Until now, when the output unit 248 has transmitted the request signal and has not received the permission signal, the determination unit 262 calculates the travel distance from the current position to the change position 360, and determines the speed and the travel distance based on the travel distance. Determine the frequency. The determination unit 262 may determine the speed and the frequency based on parameters other than the traveling distance. For example, the determination unit 262 calculates the required time from the current position to the change position 360. Based on the required time, determination unit 262 determines the speed of vehicle 200 from when the request signal is transmitted to when the permission signal is received, and the frequency at which the request signal is transmitted again. In FIG. 7b, the travel distance in FIG. 7a is changed to the required time, but FIG. 7b is shown in the same way as in FIG. 7a. Here, too, the speed of vehicle 200 is reduced as approaching change position 360 from the current position, and the frequency of transmission is increased as approaching change position 360 from the current position. Return to FIG.

  When the permission signal is not received, the determination unit 262 may calculate the remaining distance or the required time from the current position to the target position 320 when the first planned route 330 is changed to the second planned route 350. Also in this case, the determination unit 262 determines the speed and the frequency from the remaining distance or the required time based on the same table as in FIGS. 7A and 7B. Here, the speed of the vehicle 200 is reduced as the remaining distance or the required time from the current position to the target position 320 decreases, and the frequency of transmission is reduced as the remaining distance or the required time from the current position to the target position 320 decreases. It is raised as it becomes.

  When the permission signal is not received, the determination unit 262 calculates a position where the current position of the operator 50 and the second planned route 350 are closest (hereinafter, referred to as a “closest position”), and from the current position of the vehicle 200, The distance to the closest position or the required time may be calculated. Also in this case, the determination unit 262 determines the speed and frequency from the distance or the required time based on the same table as in FIGS. 7A and 7B. Here, the speed of the vehicle 200 is reduced as the distance from the current position of the vehicle 200 to the closest position or the required time is reduced, and the transmission frequency is the distance or the distance from the current position of the vehicle 200 to the closest position. It is increased as the required time becomes shorter.

  Heretofore, the first planned route 430 is shown in the route image generated by the image generating unit 246 and displayed on the notification unit 114. On the other hand, the route image may indicate a behavior range in which there is a possibility that the route will be changed from the first planned route 430. FIG. 8 shows a route image displayed on the notification unit 114. FIG. 8 is shown similarly to FIG. 6b. The behavior range 480 has a shape that includes the first planned route 430. When the second planned route 450 is included in the behavior range, the determination unit 262 causes the automatic traveling control unit 264 to change the first planned route 330 to the second planned route 350 without outputting the request signal from the output unit 248. Is executed. On the other hand, as shown in FIG. 8, when the second planned route 450 deviates from the behavior range 480, a route image is displayed on the notification unit 114 as a request signal.

  As described above, the embodiments according to the present disclosure have been described in detail with reference to the drawings. However, the functions of the above-described devices and each processing unit can be realized by a computer program. Computers that realize the above-described functions by programs include input devices such as a keyboard, a mouse, and a touchpad, output devices such as a display and a speaker, a CPU (Central Processing Unit), a ROM, a RAM, a hard disk device, and an SSD (Solid State Drive). , A reading device that reads information from a recording medium such as a DVD-ROM (Digital Versatile Disk Read Only Memory) or a USB memory, a network card that performs communication via a network, and the like. Each unit is connected by a bus. . The reading device reads the program from a recording medium on which the program is recorded, and stores the program in a storage device. Further, the function of each of the above-described devices is realized by the CPU copying the program stored in the storage device to the RAM, and sequentially reading and executing the instructions included in the program from the RAM.

  The operation of the parking assistance system 1000 having the above configuration will be described. FIG. 9 is a sequence diagram illustrating a traveling control procedure performed by the parking assistance system 1000. The terminal device 100 receives an automatic parking instruction (S10). The terminal device 100 transmits an automatic parking instruction to the vehicle 200 (S12). The vehicle 200 generates the first planned route 330 (S14). The vehicle 200 transmits a route image indicating the first planned route 330 to the terminal device 100 (S16). The terminal device 100 displays the route image (S18). The vehicle 200 starts automatic traveling (S20). When a new obstacle is detected during automatic traveling, the vehicle 200 generates a second planned route 350 (S22). The vehicle 200 transmits a route image indicating the second planned route 350 as a request signal (S24). The terminal device 100 accepts permission to change the request signal (S26). The terminal device 100 transmits a permission signal to the vehicle 200 (S28). The vehicle 200 changes the first planned route 330 to the second planned route 350 (S30). The vehicle 200 performs automatic traveling (S32).

  FIG. 10 is a flowchart illustrating a traveling control procedure performed by the traveling control device 216. The operator position acquisition unit 242 acquires the position of the operator 50 (S100). The peripheral information acquisition unit 240 acquires peripheral information (S102). When there is a route change in the route generation unit 260 (Y in S104), the determination unit 262 determines the degree of change (S106). When the degree of change is equal to or greater than the threshold (Y in S108), the determination unit 262 causes the communication unit 210 to transmit a request signal (S110). When the permission signal is not received by the communication unit 210 (N in S112), the automatic traveling control unit 264 decelerates the vehicle 200 (S114). When the vehicle 200 arrives at the changed position (Y in S116), the automatic traveling control unit 264 stops the vehicle 200 (S118), and returns to step 110. If the vehicle 200 has not arrived at the change position (N in S116), the process returns to step 110.

  When the permission signal is received in communication section 210 (Y in S112), if there is no continuation instruction (N in S120), automatic traveling control section 264 stops vehicle 200 and returns to step 100. When there is no route change in the route generation unit 260 (N in S104), or when the degree of change is not equal to or greater than the threshold (N in S108), the process proceeds to step 120. If there is a continuation instruction (Y in S120), the automatic traveling control unit 264 continues traveling of the vehicle 200 (S124). If the vehicle 200 has not arrived at the target position 320 (N in S126), the process returns to Step 100. When the vehicle 200 has arrived at the target position 320 (Y in S126), the process ends.

  According to the present embodiment, when a request signal is output and a permission signal for the request signal is input, the vehicle is caused to automatically travel along the changed route. A decrease in safety can also be suppressed. In addition, since the planned route is changed when the permission signal is input, the travel permission operation that recognizes the change in the vehicle behavior can be performed, and the traveling safety and the operation convenience at the time of the route change can be improved. Further, since the planned route is changed when the permission signal is input, the operator can recognize that it is necessary to confirm the safety of himself and the surroundings before the route change.

  Further, since the output frequency of the request signal is increased as the position approaches the change position, it is possible to prompt the operator to input a change permission. In addition, since the output frequency of the request signal is increased as approaching the change position, it is possible to know the travel distance or time allowance before the route change occurs, thereby improving the convenience of permitting the operator to change the route. Further, since the speed of the vehicle is reduced as the vehicle approaches the change position, it is possible to prevent the vehicle from suddenly stopping when the vehicle arrives at the change position. Further, since the speed of the vehicle is reduced as the vehicle approaches the change position, it is possible to know the travel distance or time before the route change occurs, and it is possible to improve the convenience of permitting the operator to change the route. In addition, since the vehicle is stopped when the permission signal is not received, the change to the second planned route can be prevented without the permission of the operator. Without the operator's permission, the change to the second planned route is prevented, so that a decrease in safety can be suppressed.

  In addition, since the route image indicating the first planned route is displayed on the terminal device, the operator can recognize the first planned route. Further, since the first planned route is recognized by the operator, the operator can confirm the safety around the first planned route. Further, the second planned route is also shown in the route image, so that the operator can recognize the second planned route. Further, since the second planned route is recognized by the operator, the operator can confirm the safety around the second planned route. Further, since the changed position is also shown in the route image, the changed position can be recognized by the operator.

  The outline of one embodiment of the present disclosure is as follows. A travel control device according to an aspect of the present disclosure includes a route generation unit that generates a first planned route, an automatic travel control unit that causes a vehicle to automatically travel along the first planned route generated by the route generation unit, and an automatic travel control. Requesting permission to change from the first planned route to the second planned route when the route generating unit generates a second planned route different from the first planned route while the unit is automatically driving the vehicle. An output unit for outputting a request signal for performing the request to the terminal device, and an input unit for receiving, from the terminal device, a permission signal indicating permission for change in response to the request signal output by the output unit. The automatic traveling control unit causes the vehicle to automatically travel along the second planned route when the input unit receives the permission signal.

  According to this aspect, a request signal for requesting permission to change the route is output, and when a permission signal corresponding to the request signal is input, the vehicle is automatically driven along the changed route, so that it is convenient in running control. While suppressing the decrease, the decrease in safety can be suppressed.

  The output unit repeatedly outputs the request signal to the terminal device until the input unit receives the permission signal, and the output frequency of the request signal at the output unit changes to the second planned route while traveling along the first planned route. It may be raised as the position approaches. In this case, since the output frequency of the request signal is increased as the vehicle approaches the change position to the second planned route while traveling along the first planned route, it is possible to prompt the operator to input change permission.

  The automatic traveling control unit decreases the speed of the vehicle as the vehicle approaches the change position to the second planned route while traveling along the first planned route until the input unit receives the permission signal. In this case, the speed of the vehicle is reduced as the vehicle approaches the change position to the second planned route while traveling along the first planned route, so that sudden stop of the vehicle when the vehicle arrives at the changed position can be prevented.

  The automatic traveling control unit may stop the vehicle when the input unit does not receive the permission signal. In this case, the vehicle is stopped when the permission signal is not received, so that the change to the second planned route can be prevented without the permission of the operator.

  The image processing device may further include an image generation unit that generates a route image indicating the first planned route generated by the route generation unit on the overhead view image including the periphery of the vehicle. The output unit may output the route image generated by the image generation unit to the terminal device, and cause the terminal device to display the route image. In this case, since the route image indicating the first planned route is displayed on the terminal device, the operator can recognize the first planned route.

  When the route generating unit generates the second planned route, the image generating unit also indicates the second planned route in the route image. In this case, the second planned route is also shown in the route image, so that the operator can recognize the second planned route.

  The image generating unit also indicates the change position from the first planned route to the second planned route in the route image. In this case, the changed position is also shown in the route image, so that the operator can recognize the changed position.

  Another embodiment of the present disclosure is a traveling control method. The method includes the steps of: generating a first planned route; automatically driving the vehicle along the generated first planned route; and performing a first process different from the first planned route while automatically running the vehicle. When the two planned routes are generated, outputting a request signal for requesting permission of change from the first planned route to the second planned route to the terminal device; Receiving a permission signal from the terminal device, and automatically driving the vehicle along the second planned route when the permission signal is received.

  The present disclosure has been described based on the embodiments. It is understood by those skilled in the art that these embodiments are exemplifications, and that various modifications can be made to the combination of each component and each processing process, and such modifications are also within the scope of the present disclosure. By the way.

  In the present embodiment, the request signal is transmitted from the vehicle 200 together with the route image. However, the request signal does not have to be transmitted from the vehicle 200 together with the route image. For example, the notification unit 114 may notify the request signal by light, buzzer, or vibration. Further, the request signal may be notified using a headlight, a hazard lamp, a buzzer, or the like of the vehicle 200. At this time, the image capturing unit 212 captures an image of the gesture of the operator, and receives a permission signal of the gesture. According to this modification, the degree of freedom of the configuration can be improved.

  According to the present disclosure, it is possible to suppress a decrease in safety while suppressing a decrease in convenience in traveling control.

    Reference Signs List 100 terminal device, 110 communication unit, 112 operation unit, 114 notification unit, 200 vehicle, 210 communication unit, 212 imaging unit, 214 sensor, 216 cruise control device, 218 steering control unit, 220 steering angle detection unit, 222 access control unit , 224 brake control unit, 226 speed detection unit, 240 peripheral information acquisition unit, 242 operator position acquisition unit, 244 processing unit, 246 image generation unit, 248 output unit, 250 input unit, 260 route generation unit, 262 determination unit, 264 Automatic driving control unit, 1000 parking support system.

Claims (9)

A route generation unit that generates a first planned route;
An automatic driving control unit that automatically drives the vehicle along the first planned route generated by the route generating unit;
If a second planned route different from the first planned route is generated in the route generating unit while the automatic driving control unit automatically drives the vehicle, the second planned route is generated from the first planned route. An output unit that outputs a request signal for requesting permission to change to the planned route to the terminal device,
An input unit for receiving, from the terminal device, a permission signal indicating permission for change with respect to the request signal output by the output unit,
The traveling control device, wherein the automatic traveling control unit causes the vehicle to automatically travel along the second planned route when the input unit receives a permission signal. The output unit repeatedly outputs a request signal to the terminal device until the input unit receives a permission signal,
The travel control device according to claim 1, wherein the output frequency of the request signal in the output unit is increased as the vehicle approaches the change position to the second planned route while traveling along the first planned route.   The automatic traveling control unit decreases the speed of the vehicle as the vehicle approaches the change position to the second planned route during traveling along the first planned route until the input unit receives a permission signal. Or the travel control device according to 2.   The travel control device according to any one of claims 1 to 3, wherein the automatic travel control unit stops the vehicle when the input unit does not receive a permission signal. An image generation unit that generates a route image indicating the first planned route generated by the route generation unit on an overhead view image including the periphery of the vehicle,
The travel control device according to any one of claims 1 to 4, wherein the output unit outputs the route image generated by the image generation unit to the terminal device, and causes the terminal device to display the route image.   The travel control device according to claim 5, wherein the image generation unit also displays the second planned route in a route image when the route generation unit generates the second planned route.   The travel control device according to claim 6, wherein the image generation unit also indicates a change position from the first planned route to the second planned route in a route image. Generating a first planned route;
Automatically driving the vehicle along the generated first planned route;
If a second planned route different from the first planned route is generated while the vehicle is automatically traveling, a request is made to request permission to change the first planned route to the second planned route. Outputting a request signal to the terminal device;
For the output request signal, receiving a permission signal indicating permission of change from the terminal device,
Automatically driving the vehicle along the second planned route when receiving a permission signal;
A traveling control method comprising: Generating a first planned route;
Automatically driving the vehicle along the generated first planned route;
If a second planned route different from the first planned route is generated while the vehicle is automatically traveling, a request is made to request permission to change the first planned route to the second planned route. Outputting a request signal to the terminal device;
For the output request signal, receiving a permission signal indicating permission of change from the terminal device,
Automatically allowing the vehicle to travel along the second planned route when a permission signal is received.

Images