JP2011152909A - Device and method for controlling travel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a travel control device and a travel control method which can satisfactory carry out autonomous travel of the vehicle along with a travel route set up complicatedly. <P>SOLUTION: A pattern travel part RT1 is divided by travel routes corresponding to route patterns PT1 to PT10 to set up sections. The travel control device 100 lets the vehicle 1 travel each section sequentially section by section from a first section, when letting the vehicle 1 carry out autonomous travel of the pattern traveling part RT1. Therefore the vehicle 1 can continuously travel sections currently traveling, since the vehicle 1 does not start to travel other sections, even if the section where the vehicle 1 is currently traveling and other sections approach or crosses. Consequently, the vehicle can satisfactory carry out autonomous travel along with the travel route set up complicatedly. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a travel control device and a travel control method, and more particularly to a travel control device and a travel control method that can cause a vehicle to autonomously travel along a complicated travel route without any problem.

  Conventionally, when a driver travels the host vehicle to a target position, the host vehicle travels so that the host vehicle travels on a travel route from the current position to the target position without performing a steering wheel operation. There is known a travel control device that controls the vehicle. For example, in the following Patent Document 1, when the driver travels the host vehicle to the target position, the steering wheel of the host vehicle is moved by an actuator so that the host vehicle travels on a travel route from the current position to the target position. A traveling control device for controlling is disclosed.

Japanese Patent No. 4057743 (paragraph 0028, etc.)

  However, in the travel control device described in Patent Document 1, the driver has to operate the accelerator pedal, the brake pedal, and the shift lever, which ultimately requires a driving operation by the driver. Therefore, there is a demand for a travel control device that performs control so that the host vehicle can autonomously travel on a travel route from the current position to the target position. However, when the host vehicle autonomously travels on the travel route, the host vehicle may be removed from the travel route due to various disturbances such as the road surface condition, the number of passengers and the load of the vehicle. Control to return the vehicle to the travel route is required. For example, it is conceivable to perform control so that the host vehicle is returned to a point where the distance from the host vehicle is closest on the travel route.

Here, referring to FIGS. 25 (a) and 25 (b), when the own vehicle 1 deviates from the travel route, the own vehicle 1 is placed at a point where the distance from the own vehicle 1 is closest on the travel route. The problem of the returning control will be described. FIG. 25A is an explanatory diagram for explaining an example of control when the travel route turns back near the host vehicle 1. FIG. 25A shows a state where the travel route is turned back at point P4. As shown in FIG. 25 (a), when the travel route turns back near the host vehicle 1, there are a plurality of points (for example, point Q _a , point Q) that are closest to the host vehicle 1 on the travel route. _b ) may be found, and the host vehicle 1 may jump over the route to be passed and return to the travel route. As a result, even if the vehicle can return to the travel route, it is difficult to turn the traveling direction of the host vehicle 1 in the correct direction, and it is difficult to make the host vehicle 1 autonomously travel on the travel route.

FIG. 25 (b) is an explanatory diagram for explaining an example of control in the case where travel routes intersect near the host vehicle 1. As shown in FIG. 25 (b), when the traveling route intersects near the own vehicle 1, there are many points on the traveling route that are closest to the own vehicle 1 (for example, point Q _c , point Q _d , point Q _e , point Q _f, etc.) are likely to be found. Therefore, as in the case of FIG. 25A, there is a high possibility that the host vehicle 1 jumps over the route that the host vehicle 1 should pass and returns to the travel route, and it is difficult for the host vehicle 1 to autonomously travel on the travel route. Is likely to be. On the other hand, there is a high possibility that the host vehicle 1 will return to the travel route that has already passed, and as a result, the vehicle may repeatedly travel on the same route and cannot proceed to reach the destination.

  The present invention has been made in order to solve the above-described problems, and provides a travel control device and a travel control method that can cause a vehicle to autonomously travel along a complicated travel route without problems. It is an object.

Means for Solving the Problems and Effects of the Invention

  According to the travel control device of claim 1, when the travel route for causing the vehicle to autonomously travel is set by the route setting means, the travel route is divided into a plurality of sections by the section dividing means, and the divided Of the plurality of sections, a section in which the vehicle should travel is specified by the travel section specifying means. Then, the autonomous travel of the vehicle is controlled by the control means so that the vehicle travels along the travel route of the specified section. Therefore, since the autonomous traveling of the vehicle can be controlled so as to travel on the travel route of the section to be traveled among the plurality of sections constituting the travel route, the travel route of the section to be traveled and the travel routes of the other sections Even if the vehicles are approaching or crossing each other, the vehicle can autonomously travel the travel route of the section to be traveled. Therefore, there is an effect that the vehicle can autonomously travel along the travel route set in a complicated manner without any problem.

  According to the travel control device of the second aspect, in addition to the effect exhibited by the travel control device according to the first aspect, the following effect is exhibited. That is, the travel route is composed of travel points that are points where the vehicle should travel, and when the vehicle travels autonomously based on the travel route set by the route setting means, the travel position of the vehicle is the travel position. When acquired by the acquisition means, the travel point near the travel position of the vehicle is specified by the travel point specifying means from the travel points in the section specified by the travel section specifying means. Then, the traveling direction of the vehicle is controlled by the control unit based on the position of the traveling point specified by the traveling point specifying unit and the traveling position of the vehicle acquired by the traveling position acquiring unit. As a result, the vehicle travels. Control is performed so as to autonomously travel along the route. Therefore, since the travel point can be specified from the travel points in the section in which the vehicle should travel, control is performed more than when the travel point close to the travel position of the vehicle is specified from all the travel points constituting the travel route. Burden can be reduced. Therefore, since it is possible to suppress a delay in the control of the autonomous traveling of the vehicle due to an increase in the control burden, there is an effect that the vehicle can appropriately travel autonomously.

  According to the travel control device of the third aspect, in addition to the effect exhibited by the travel control device according to the first or second aspect, the following effect is exhibited. In other words, the travel route is configured by combining predetermined travel route patterns prepared in advance, and the travel route is divided into a plurality of sections at least divided for each route corresponding to the travel route pattern by the section dividing means. Is done. Accordingly, since the vehicle can travel one route at a time corresponding to the travel route pattern, even if the routes corresponding to the travel route pattern are close to each other or intersect, There is an effect that it can be run by.

  According to the travel control device of the fourth aspect, in addition to the effect exhibited by the travel control device according to any one of the first to third aspects, the following effect is achieved. That is, the switching point where the forward / reverse switching of the vehicle occurs in the travel route is specified by the switching point specifying means, and the travel route is divided into a plurality of sections at least divided for each switching point by the section dividing means. . Therefore, since the switching point is not included in the middle of each section divided into a plurality of sections, the traveling route for reaching the switching point is different from the traveling route for proceeding beyond the switching point. It can be made into the section. Therefore, when the vehicle travels near the switching point, it is possible to prevent the vehicle from jumping over the traveling route on the way to the switching point and starting to travel on the traveling route for proceeding beyond the switching point. Can be autonomously driven without problems.

  According to the travel control device of the fifth aspect, in addition to the effect exhibited by the travel control device according to any one of the first to third aspects, the following effect is achieved. That is, the forward section in which the vehicle moves forward in the travel route and the reverse section in which the vehicle travels backward are specified by the front and rear section specifying means, and the travel route is divided into at least a forward section and a reverse section by the section dividing means. Is divided into sections. Therefore, it is possible to prevent both the forward section and the reverse section from being included in each section divided into a plurality of sections. Accordingly, when the vehicle travels near the boundary between the forward section and the reverse section, the forward section and the reverse section are jumped over the travel path on the way without traveling the travel path corresponding to one of the forward section and the reverse section. It is possible to prevent the vehicle from starting to travel on the travel route corresponding to the other of the above. As a result, there is an effect that the vehicle can travel autonomously without any problem even in the vicinity of the boundary between the forward section and the reverse section.

  According to the travel control method of the sixth aspect, the same effect as that of the travel control device according to the first aspect is obtained by causing the vehicle to travel autonomously by the method.

It is the schematic diagram which showed typically the top view of the vehicle by which the traveling control apparatus which is an example 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. (A) is a schematic diagram which shows an example of a speed cushion time map, (b) is a schematic diagram which shows an example of a steering cushion time map, (c) is an example of the content of the traveling control point memory. It is a schematic diagram shown. 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. 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. (A) is a schematic diagram for demonstrating an example of the obstacle determination area | region set with respect to a vehicle when a vehicle carries out autonomous driving, (b) is the shape of a vehicle and the shape of an obstacle determination area | region. It is a schematic diagram which shows an example. (A) is an enlarged view around the turning point on the travel route, and (b) is a schematic diagram for explaining an example of the cushion time set at the turning point. It is a flowchart which shows the route travel process of a travel control apparatus. It is a flowchart which shows the traveling process in the section of a traveling control apparatus. (A) is explanatory drawing for demonstrating the method to calculate the deviation (epsilon) of the vehicle position of a vehicle on the basis of one traveling control point Q, (b) is based on one traveling control point Q. FIG. 5 is an explanatory diagram for explaining a method for calculating a deviation α of a vehicle direction of a vehicle. It is a flowchart which shows the cushion time setting process of a traveling control apparatus. It is a flowchart which shows the driving | running | working outside a section of a traveling control apparatus. (A), (b) is a schematic diagram which shows an example of a speed cushion time map, (c) is a schematic diagram which shows an example of a steering cushion time map. It is a mimetic diagram for explaining an example of synthetic cushion time. (A), (b) is explanatory drawing for demonstrating the problem of the control which returns a self-vehicle to the point where the distance from the self-vehicle is the shortest on a driving route when the own vehicle deviates from a driving route. It is.

  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 as an example 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 that can be operated by a driver. The vehicle 1 can autonomously travel from the current position to a parking position targeted by the driver, and can park the vehicle 1 at the parking position. A travel control device 100 is included. 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 determines from the current position to the target parking position based on a combination of route patterns PT1 to PT10 (see FIG. 3) stored in advance. The entire travel routes RT1 to RT3 (see FIG. 5 (a)) of the vehicle 1 are generated, the vehicle 1 is autonomously driven according to the generated travel routes RT1 to RT3, and the vehicle 1 is stopped at the target parking position. It is.

  Although details will be described later, in this embodiment, ten types of fragmented travel routes from route patterns PT1 to PT10 are set in advance, and the travel route RT1 has travel routes corresponding to the route patterns PT1 to PT10. Generated in combination. And about driving | running route RT1, the area (henceforth a "section") is set for every driving | running route corresponding to route pattern PT1-PT10 (refer FIG. 2).

  When autonomously traveling the travel route RT1 on the vehicle 1, the traveling control device 100 identifies one section on which the vehicle 1 should travel and controls the traveling state of the vehicle 1 so as to travel within the identified section. . As a result, even when the sections are close to each other on the travel route RT1 or when the sections cross each other, the vehicle 1 can continue to travel in the specified section. It can be run.

  In addition, when the vehicle 1 is traveling autonomously on the travel routes RT1 to RT3, the vehicle 1 moves from the travel routes RT1 to RT3 due to various factors such as road conditions, the number of passengers and loads of the vehicle 1, and the like. Since it may come off, control for returning the vehicle 1 to the travel routes RT1 to RT3 is required. For example, it is conceivable to perform control so that the vehicle 1 is returned to a point where the distance from the vehicle 1 is the closest among the entire travel routes RT1 to RT3.

  Here, with reference to FIGS. 25A and 25B, when the vehicle 1 deviates from the travel route, the vehicle 1 is returned to the point where the distance from the vehicle 1 is closest in the entire travel route. The problem of control will be described. FIG. 25A is an explanatory diagram for explaining an example of control when the travel route turns back near the vehicle 1. FIG. 25A shows a state where the travel route is turned back at point P4.

As shown in FIG. 25 (a), when the travel route turns back near the vehicle 1, if the vehicle 1 deviates from the travel route, there are a plurality of points (for example, the closest distance from the vehicle 1 on the travel route (for example, , Point Q _a , point Q _b, etc.) may be found, and the vehicle 1 may jump over the route that the vehicle 1 should pass and return to the travel route. As a result, even if the vehicle 1 can return to the travel route, it is difficult to direct the traveling direction of the vehicle 1 in the correct direction, and it is difficult for the vehicle 1 to autonomously travel on the travel route.

  FIG. 25 (b) is an explanatory diagram for explaining an example of control in the case where travel routes intersect near the vehicle 1. FIG. 25B shows a state in which the travel route is turned back at points P1 'and P2'.

As shown in FIG. 25 (b), when the traveling route intersects near the vehicle 1, there are many points that are closest to the vehicle 1 on the traveling route (for example, the point Q _c and the point Q _d). , Point Q _e , point Q _f, etc.). Therefore, if the vehicle 1 deviates from the travel route in the vicinity of the intersection of the travel routes, the vehicle 1 may jump over the route that the vehicle 1 should pass and return to the travel route, as in the case of FIG. This increases the possibility that it is difficult for the vehicle to autonomously travel on the travel route. On the other hand, there is a high possibility that the vehicle 1 will return to the travel route that has already passed, and as a result, the vehicle 1 repeatedly travels on the same route and cannot proceed to reach the destination.

  Therefore, in the travel control device 100 of the present embodiment, when the vehicle 1 is traveling in the section, the traveling direction of the vehicle 1 is controlled so that the vehicle 1 returns to the section when the vehicle 1 moves off the section. ing. Therefore, even when the sections are close to each other on the travel route RT1 or when the sections cross each other, the vehicle 1 can continue to travel in the specified section. Therefore, since the vehicle 1 can continue to travel in the section where the vehicle 1 is currently traveling without starting to travel in another section, the vehicle 1 can be autonomously traveled without any problem.

  Here, the description returns to FIG. Further, when the vehicle 1 is traveling autonomously on the travel route RT1, the travel control device 100, when arriving at a switching point (route point P4 in the example shown in FIG. 2) that switches between forward and reverse of the vehicle 1, 1 is stopped for a predetermined time (hereinafter referred to as “cushion time”), and then the vehicle 1 is driven. Accordingly, when the vehicle 1 that has been moved forward is moved backward or when the vehicle 1 that has been moved backward is moved forward, the front-rear G applied to the passenger of the vehicle 1 including the driver can be relaxed.

  In the present embodiment, when the vehicle 1 is parked at the target parking position, the left and right rear wheels 2RL, 2RR are on the axles on the x axis, the front and rear axes on the vehicle 1 are on the y axis, and the x axis and y Using the coordinate system with the intersection of the axes as the origin O, the position of the vehicle 1 and the positions of the travel routes RT1 to RT3 are calculated.

  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.

  As shown in FIG. 1, the vehicle 1 includes a body frame BF, a plurality of (four wheels in this embodiment) wheels 2FL, 2FR, 2RL, 2RR supported by the body frame BF, and the plurality of wheels 2FL˜ A wheel drive device 3 for rotationally driving a part of 2RR (in this embodiment, left and right front wheels 2FL, 2FR), a suspension device 4 for suspending each wheel 2 on a vehicle body frame BF, and a plurality of wheels 2 Are mainly provided with a steering device 6 and a steering drive device 5 for steering a part (in this embodiment, left and right front wheels 2FL, 2FR).

  Next, the detailed configuration of each part will be described. The vehicle body frame BF forms a skeleton of the vehicle 1, supports the suspension device 4, and supports the wheels 2 via the suspension device 4. The suspension device 4 is a device that functions as a so-called suspension, and is provided on each wheel 2 independently as shown in FIG.

  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 wheel 2 to which the sensor 23 is attached and outputs the detection result to the CPU 91. Each time the wheel 2 rotates by a predetermined angle, a rotation detection signal is output. This is output to the CPU 91. Since the length of the outer periphery of the wheel 2 and the rotation angle at which the rotation detection signal is output are determined in advance, the travel distance that the vehicle 1 travels after the rotation detection signal is output until the next rotation detection signal is output. Is also predetermined. 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. Since the departure point is set with reference to the origin O, the CPU 91 can calculate the current position of the vehicle 1 with reference to the origin O based on the movement distance from the departure point.

  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. The difference in rotation between the left and right front wheels 2FL and 2FR is absorbed by the differential gear.

  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. In the steering device 6, the steering gear 63 is configured by a rack and pinion mechanism including 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, whereby the tie rods 64 connected to both ends of the rack move, and the wheel 2 is steered via the knuckle arm 65. The

  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).

  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 2 are steered in the same manner as when the steering wheel 13 is operated by the driver.

  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 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. 8) is executed. As a result, the vehicle 1 is autonomously traveled from the current position to the parking position targeted by the driver, and the vehicle 1 is stopped at the parking position.

  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 degree of reflection.

  More specifically, each of the distance sensors 24a to 24c radiates a laser beam radially every 0.5 degrees in the circumferential direction within a range of about 270 degrees, and is located on a radially extending straight line. And the entire scanning within the range of about 270 degrees is completed in about 100 ms. Therefore, by this scanning, points indicating the contour of the object are measured piecewise, and each distance is output to the CPU 91.

  The first distance sensor 24a is attached to the right front end of the vehicle 1 and scans a range from the front surface of the vehicle 1 to the right side surface in the outward direction to detect the distance to the object. Similarly, the second distance sensor 24b is attached to the left end of the front surface of the vehicle 1, scans the range from the front surface of the vehicle 1 to the left side surface outward, and the third distance sensor 24c It is attached, and the rear surface of the vehicle 1 is scanned outward to detect the distance to the object. In the present embodiment, the three distance sensors 24a to 24c can detect the distance to each object existing in an area of at least 60 m around the vehicle 1.

  Since the front surface of the vehicle 1 is scanned twice by the first distance sensor 24a and the second distance sensor 24b, an obstacle existing in front of the vehicle 1 can be detected with higher accuracy. That is, when there is only one distance sensor that scans the front surface of the vehicle 1, if there is an obstacle in front of the vehicle 1, the laser light emitted from the distance sensor is reflected by the obstacle in front. The laser beam does not reach the back side of the obstacle, and it is unclear whether the region where the laser beam cannot reach can travel.

  However, by scanning the front surface of the vehicle 1 from different angles with the two distance sensors, even if the laser light of one distance sensor does not reach the back side of the obstacle ahead, the laser of the other distance sensor Light may arrive. Therefore, since the obstacle existing in front of the vehicle 1 can be detected with higher accuracy, the region in which the vehicle 1 can be determined to be able to travel can be increased.

  Scanning around the vehicle 1 by the distance sensors 24a, 24b, and 24c is repeated at regular intervals (for example, 100 ms), and the scanning results measured by the distance sensors 24a to 24c each time the scanning ends. Are output to the CPU 91 individually. The CPU 91 combines the scanning results output from the processing sensors 24a to 24c into one to generate a scanning result for the entire periphery of the vehicle 1, and the scanning result is stored in the vehicle surrounding information memory 93a (see FIG. 6) in the RAM 93. ).

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

  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 routes RT1 to RT3 that can be reached from the current position to the target position by the travel control device 100. Is generated (see FIG. 2). The entire travel routes RT1 to RT3 are composed of three parts: a pattern travel part RT1, a reverse turning part RT2, and a final reverse part 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 that should 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 93c (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.

  Note that the travel control point Q is not generated on the route point P0 (departure position of the vehicle 1), and the travel control point Q is generated from a position approaching the target parking position by 0.05 m from the route point P0. A travel control point Q is always generated on each route point P except for the route point P0. Further, vehicle setting information for setting the vehicle state of the vehicle 1 is generated for each traveling control point Q, and the vehicle setting information for each traveling control point Q is stored in a traveling control point memory 93d (see FIG. 6) described later. Is stored respectively.

  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 targeted 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.

  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. The details of the other route 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 92b (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.

  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.

  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. This ID number is used by the CPU 91 to identify which section of the travel control point Q is the travel control point Q.

  As described above, for the travel route (pattern travel unit) RT1, sections are set by dividing the travel route for each route point P. For example, as shown in FIG. A section from immediately after P0 (not including the route point P0) to the route point P1 is defined as the first section. A section from the point immediately after the route point P1 (not including the route point P1) to the route point P2 is set as the second section. Similarly, the section from immediately after the route point P2 to the route point P3 is the third section, the interval from immediately after the route point P3 to the route point P4 is the fourth section, and the interval from immediately after the route point P4 to the route point P5. Is set as the sixth section, and the section immediately after the path point P5 to the path point P6 is set as the sixth section.

  Further, in the travel route RT1, the travel distance between adjacent route points P is all 2 m, so the travel distances in each section are all the same. Therefore, for the travel route RT1, when the travel control point Q is virtually generated at an interval of 0.05 m in order from immediately after the route point P0, the travel control point Q is a route point every time the ID number is a multiple of 40. Overlapping P Specifically, the traveling control point Q with ID number = 40 overlaps with the route point P1, and the traveling control point with ID number = 80 overlaps with the route point P2.

  Therefore, a traveling control point Q with ID numbers 1 to 40 is virtually generated in the first section, and a traveling control point Q with ID numbers 41 to 80 is virtually generated in the second section. Is generated. Similarly, a traveling control point Q having ID numbers 81 to 120 in the third section and ID numbers 121 to 160 in the fourth section is virtually generated. The same applies to the fifth section and the sixth section. Therefore, in the travel route RT1, the CPU 91 can identify which section the travel control point Q is based on the ID number of the travel control point Q.

  As described above, the travel route (reverse turning portion) RT2 is determined such that the vehicle 1 makes a reverse turn with the same steering angle δ, and the travel route (final reverse portion) RT3 is determined by the vehicle 1 A travel route is determined so as to go straight backward. That is, the travel routes RT2 and RT3 are routes that do not approach or intersect each other, and the vehicle 1 always moves backward, so that the travel routes RT2 and RT3 can be regarded as one section substantially.

  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 92b (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 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. The change amount 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 orientation 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, the pattern running part RT1 can be generated.

  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 there is a reverse turning portion RT2 following the temporary traveling route RT1 and a final reverse portion RT3 following the reverse turning portion RT2. . This determination condition is referred to as a parking condition in the present embodiment.

  In addition, when the parking possible condition is satisfied here, the temporary traveling route RT1 is set as the pattern traveling unit RT1, and based on the established parking enabled condition, the reverse turning unit RT2 and the final reverse unit RT3 are determined, and the traveling 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, parking conditions will be described with reference to FIGS. 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, each time a temporary travel route RT1 is generated, it is determined whether or not a parking condition is satisfied at a route point P corresponding to the end of the temporary travel route RT1 (see FIG. 9). If the parking available condition is not satisfied, another temporary travel route RT1 is generated.

  This parking condition is composed of two conditions. The first condition is that the vehicle 1 is turned backward by the same turning radius R from the route point P corresponding to the terminal end of the temporary travel route RT1, and continues. This is a condition that it is possible to stop the vehicle 1 at the target parking position by moving the vehicle 1 backward and straight.

  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, Every time RT1 is generated, it is determined whether or not a parking condition is satisfied. However, since the parking condition is not satisfied in any case, the temporary travel route RT1 is next extended so that the travel route is extended in 10 directions from the end of each of the 10 travel routes RT1 generated earlier. Is generated. Then, it is determined whether each parking condition is satisfied.

  Thereafter, similarly, the generation of another travel route and the determination of the establishment of the parking condition are repeated, and finally, in the example of FIG. 5A, travel routes to route points P0 to P6 are generated. In the route point P6, two parking conditions are satisfied.

  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 parking condition is that the vehicle 1 is turned backward from the route point P by the same turning radius R, and then the vehicle 1 is moved backward and straight, so that the vehicle 1 is brought to the target parking position. It is a condition that it is possible to stop the vehicle.

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 the change amount between the vehicle orientation θ _{v at the} route point P _v0 and the vehicle orientation θ _p at the route point P _vn is Δθ, the change amount Δθ is
Δθ = tan ⁻¹ ((y _v0 −y _vn ) / (x _v0 −x _vn ))
Can be calculated. Therefore, if the distance parallel to the x axis from the path point P _v0 to the path point P _vn is P _x and the distance parallel to the y axis from the path point P _v0 to the path point P _vn is P _y ,
P _x = | ((x _v0 −x _vn ) ² + (y _v0 −y _vn ) ² ) ^1/2 · cos (Δθ + π / 2−θ _p ) |
P _y = | ((x _v0 −x _vn ) ² + (y _v0 −y _vn ) ² ) ^1/2 · sin (Δθ + 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, the turning radius Rp of the vehicle 1 can be calculated by the following equation.

_Rp = _Px / (1-cos ([theta] _Vp ))
Note that when the turning radius _Rp is equal to or larger than the minimum turning radius of the vehicle 1, the first parking condition described above is satisfied. That is, this equation is the first parking 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 equation is the second parking condition.

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

Note that the path point P corresponding to the connection position of the backward revolving part RT2 and the final retreating part RT3 is (x _v0 −P _x , y _v0 −P _ry ), so two paths indicating the reverse revolving part 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 .

  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 and other input / output devices 99 are connected.

  The CPU 91 is an arithmetic unit 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. 8, which will be described later, the point route generation process shown in the flowchart of FIG. 9, the pattern travel part control point generation process shown in the flowchart of FIG. 10, and the reverse turning part control point shown in the flowchart of FIG. Generation process, final retreat part control point generation process shown in the flowchart of FIG. 14, route travel process shown in the flowchart of FIG. 18, in-section travel process shown in the flowchart of FIG. 19, cushion time setting process shown in the flowchart of FIG. Each program for executing the out-of-section traveling process shown in the flowchart of FIG. 22 is stored in the flash memory 92.

  The flash memory 92 includes an obstacle determination area memory 92a, a route pattern memory 92b, a speed cushion time map memory 92c, and a steering cushion time map memory 92d. The obstacle determination area memory 92a identifies an area (hereinafter referred to as “obstacle determination area E”) (see FIG. 16B) for monitoring the presence or absence of an obstacle when the vehicle 1 is traveling autonomously. This is a memory in which various constants are stored.

  The obstacle determination area E is configured by a rectangular area surrounding the entire vehicle 1, the distance in the front-rear direction of the vehicle 1 is set to “L + ΔL1 + ΔL2”, and the distance in the side surface direction of the vehicle 1 is set to “W + ΔW”. Is set. Note that ΔL1> ΔL2 is set.

  In the obstacle determination area E, the shape set for the vehicle 1 varies depending on whether the vehicle 1 is moving forward or backward. More specifically, in the obstacle determination area E, when the vehicle 1 is moving forward, the distance in the front direction of the vehicle 1 from the front surface of the vehicle 1 is set to “ΔL1”, and the vehicle from the rear surface of the vehicle 1 is The backward distance of 1 is set to “ΔL2”. On the other hand, when the vehicle 1 is moving backward, the distance in the forward direction of the vehicle 1 from the front surface of the vehicle 1 is set to “ΔL2”, and the distance in the backward direction of the vehicle 1 from the rear surface of the vehicle 1 is set to “ΔL1”. Is set. That is, the obstacle determination area E is set to be long in the traveling direction of the vehicle 1.

  Further, the obstacle determination area E is an area that is longer by a distance “ΔW / 2” from the left side surface and the right side surface of the vehicle 1 in the left side direction and the right side direction of the vehicle 1. This is a margin provided to allow the vehicle 1 to autonomously travel safely without contacting the obstacle. The obstacle determination area memory 92a stores a distance “L + ΔL1 + ΔL2” in the traveling direction of the vehicle 1 in the obstacle determination area E and a distance “W + ΔW” in the side direction of the vehicle 1 in the obstacle determination area E.

  The route pattern memory 92b is a memory that stores the above-described ten types of route patterns PT1 to PT10. The speed cushion time map memory 92c and the steering cushion time map memory 93d are memories that store maps that the CPU 91 refers to when setting the cushion time. The speed cushion time map memory 92c stores a speed cushion time map, and the steering cushion time map memory 92d stores a steering cushion time map.

  When the vehicle 1 travels autonomously, the vehicle 1 travels without depending on the driver's intention, and therefore, there is a case where the turnover is suddenly performed without any prior notice to passengers including the driver. Specifically, the vehicle 1 moving forward suddenly moves backward, or the vehicle 1 moving backward moves forward suddenly. Then, since the front and rear G, which are difficult to predict, are added to the passenger of the vehicle 1, the passenger of the vehicle 1 may be uncomfortable.

  Therefore, in the present embodiment, when the vehicle 1 arrives at a switching point where the vehicle 1 is switched between forward and backward, a cushion time is set for relaxing the longitudinal G applied to the passenger of the vehicle 1. When the cushion time is set, the vehicle 1 is stopped for a predetermined time, so that the front and rear G applied to the passenger of the vehicle 1 can be relaxed. Therefore, the discomfort given to the passenger of the vehicle 1 can be reduced.

  Further, since the forward and backward movements of the vehicle 1 are switched at the switching point, there is a high possibility that the traveling direction of the vehicle 1 is greatly changed, and accordingly, the steering drive device 5 may rotate the steering shaft 61 many times. Becomes higher. In order to rotate the steering shaft 61 many times, it is only necessary to rotate the steering shaft 61 quickly in a short period of time, but with this, the steering 13 also rotates quickly, which may surprise the passengers including the driver. , May give a sense of fear.

  Therefore, in this embodiment, the cushion time is set so that the steering of the vehicle 1 can be completed by gently rotating the steering 13 while the vehicle 1 arrives at the turning point. As a result, it is possible to suppress surprise of the occupant of the vehicle 1 and to give a sense of fear because the steering wheel 13 rotates rapidly, and therefore, discomfort given to the occupant of the vehicle 1 can be further reduced.

  Although details will be described later, the cushion time is set based on the speed cushion time VCT and the steering cushion time SCT. The speed cushion time VCT is a stop period for relaxing the front and rear G applied to the passenger of the vehicle 1 by switching between forward and backward movement of the vehicle 1, and the steering cushion time SCT makes the steering 13 gently at the turning point. It is a stop period for rotating the vehicle 1 and completing the steering of the vehicle 1.

  The CPU 91 acquires the speed cushion time VCT based on the speed cushion time map, and acquires the steering cushion time SCT based on the steering cushion time map. Then, the acquired speed cushion time VCT and the steering cushion time SCT are compared, and the longer one is set as the cushion time (S160 to S162 in FIG. 21).

  Here, the speed cushion time map and the steering cushion time map will be described with reference to FIGS. 7 (a) and 7 (b). FIG. 7A is a schematic diagram illustrating an example of a speed cushion time map, and FIG. 7B is a schematic diagram illustrating an example of a steering cushion time map. First, the speed cushion time map will be described.

  As shown in FIG. 7A, the speed cushion time map is a map showing the relationship between the vehicle speed V of the vehicle 1 and the speed cushion time VCT, the horizontal axis shows the vehicle speed V, and the vertical axis shows The speed cushion time VCT is shown. When the vehicle 1 arrives at the turning point, the CPU 91 acquires a speed cushion time corresponding to a prescribed speed (for example, 1 km / h) of the vehicle 1 from the speed cushion time map.

  Although the details will be described later, the travel control device 100 is configured such that when the vehicle 1 arrives at the turning point or arrives at the final destination while the vehicle 1 is traveling autonomously, Although the vehicle speed V is decreased, otherwise, the traveling state of the vehicle 1 is controlled so that the vehicle speed V becomes a specified speed (for example, 1 km / h) (see S134 in FIG. 19 and S173 in FIG. 22). .

  As shown in FIG. 7A, the speed cushion time map is set so that the speed cushion time VCT increases in proportion to the vehicle speed V increasing. This is because as the vehicle speed V increases, the longitudinal G applied to the passenger of the vehicle 1 increases when the vehicle 1 is stopped. Accordingly, as the front and rear G size applied to the passenger of the vehicle 1 increases, a longer speed cushion time can be acquired. Therefore, even when the front and rear G applied to the passenger is large, the front and rear G are sufficiently increased. Can be lowered.

  Next, the steering cushion time map will be described. As shown in FIG. 7B, the steering cushion time is a map showing the relationship between the amount of change in the steering angle δ of the vehicle 1 at the turning point and the steering cushion time SCT, and the horizontal axis is the steering of the vehicle 1. The change amount of the angle δ is shown, and the vertical axis shows the steering cushion time SCT. When the vehicle 1 arrives at the turning point, the CPU 91 acquires the vehicle setting information of the traveling control point Q corresponding to the turning point. Then, the amount of change in the steering angle δ of the vehicle 1 is calculated based on the current steering angle δ of the vehicle 1 and the steering angle δ of the vehicle 1 to be set at the turning point. Then, the steering cushion time SCT corresponding to the calculated change amount of the steering angle δ is acquired from the steering cushion time map.

  As shown in FIG. 7B, the steering cushion time map is set so that the steering cushion time SCT increases in proportion to the amount of change in the steering angle δ of the vehicle 1 increasing. This is because the greater the amount of change in the steering angle δ of the vehicle 1, the more the steering shaft 61 must be rotated, and a longer time is required to rotate the steering shaft 61 gently. . As a result, even if the amount of change in the steering angle δ of the vehicle 1 becomes large at the turning point, the steering of the vehicle 1 can be completed by gently rotating the steering 13, so Can be surprised and give fear. Therefore, the discomfort given to the passenger of the vehicle 1 can be further reduced.

  As described above, when the vehicle 1 arrives at the turning point, the CPU 91 acquires the speed cushion time VCT based on the speed cushion time map, and acquires the steering cushion time SCT based on the steering cushion time map. To do. Then, the acquired speed cushion time VCT and the steering cushion time SCT are compared, and the longer one is set as the cushion time. Therefore, while the cushion time is set and the vehicle 1 is stopped at the turning point, the front and rear G applied to the occupant can be reduced, and the steering 13 is gently rotated to steer the vehicle 1. Can be completed.

  Further, since the steering of the vehicle 1 can be completed by rotating the steering 13 while the vehicle 1 is stopped at the turning point, the steering of the vehicle 1 is performed by rotating the steering while the vehicle 1 is traveling. The traveling direction of the vehicle 1 can be set with higher accuracy than the case. Therefore, when the last travel control point Q of the travel route RT1 is a turning point as in the travel routes RT1 to RT3 (see FIG. 2) of the present embodiment, the travel on the travel route RT2 can be started accurately. There is a high possibility that the vehicle 1 can travel on the travel routes RT2 and RT3 with high accuracy. Therefore, the possibility that the vehicle 1 can be stopped at the final destination with high accuracy can be increased.

  Further, when the steering of the vehicle 1 is performed by rotating the steering wheel while the vehicle 1 is traveling, a lateral G is applied to the occupant. However, while the vehicle 1 is stopped at the turning point, the steering 13 Since the steering of the vehicle 1 can be completed by rotating the vehicle, it is possible to suppress the lateral G from being applied to the passenger. Therefore, the discomfort given to the passenger of the vehicle 1 can be further reduced.

  Returning to the description of FIG. 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 includes a vehicle surrounding information memory 93a, a point route pattern memory 93b, a point route memory 93c, a travel control point memory 93d, a maximum index number memory 93e, a maximum section number memory 93f, and a traveling section number memory. 93g, a cushion time flag memory 93h, and a time reduction flag memory 93i are provided.

  The vehicle surrounding information memory 93a is a memory in which position information of obstacles existing around the vehicle 1 is stored. In the present embodiment, the scan results output from the first to third distance sensors 24 a to 24 c are combined into one scan result by the CPU 91, and the scan results for the entire periphery of the vehicle 1 are created. And the scanning result of the perimeter of the vehicle 1 is memorize | stored in the vehicle surrounding information memory 93a. In addition, the scanning result memorize | stored in the vehicle surrounding information memory 93a is updated whenever the scanning by each distance sensor 24a-24c is complete | finished (for example, 100 ms).

  The scanning result stored in the vehicle surrounding information memory 93a indicates that the obstacle monitoring area E set for the vehicle 1 while the traveling control device 100 autonomously travels the vehicle 1 from the current position to the target parking position. In order to confirm that there are no obstacles, the CPU 91 refers to every 50 ms (see S117 in FIG. 18).

  The point route pattern memory 93b is a memory in which combinations of route pattern numbers “PT1 to PT10” indicating the pattern traveling unit RT1 are stored. The point route pattern memory 93b is cleared by the CPU 91 when an automatic parking process (see FIG. 8) described later is executed. When the entire travel routes RT1 to RT3 from the current position to the target parking position are generated by the CPU 91, a combination of route pattern numbers “PT1 to PT10” indicating the pattern travel unit RT1 is stored.

  The combination of the route pattern numbers “PT1 to PT10” stored in the point route pattern memory 93b obtains the state of whether the vehicle 1 is moving forward or backward at each route point P on the traveling routes RT1 to RT3. Or when acquiring the state of presence / absence of switching (see S59 in FIG. 10, S80 in FIG. 12, and S99 in FIG. 14). 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 93c 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, in the pattern travel unit RT1 among the travel routes RT1 to RT3, the start point and the end point of the travel route corresponding to the 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 path point information is stored in the point path memory 93c (see S43 in FIG. 9). The route point information of each route point P stored in the point route memory 93c is referred to in order to generate the travel control point Q.

  The travel control point memory 93d 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 a point for controlling the traveling state of the vehicle 1 such as the traveling direction when the traveling control device 100 causes the vehicle 1 to autonomously travel along the traveling routes RT1 to RT3. .

  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. 8). 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 93d.

  Here, an example of the contents of the travel control point memory 93d will be described with reference to FIG. FIG. 7C is a schematic diagram showing an example of the contents of the travel control point memory 93d. As shown in FIG. 7C, the travel control point memory 93d stores a table indicating the vehicle setting information of 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 of the vehicle 1 at the traveling control point Q, the steering angle δ of the vehicle 1 at the traveling control point Q, and the traveling control. The traveling direction flag at the point Q and the switching 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.

For example, when any of the ID numbers 1 to 40 is associated with the vehicle setting information, it means that the vehicle setting information is the vehicle setting information in the first section, and the ID numbers 121 to 160 are When any one is associated, it means that the vehicle setting information is the vehicle setting information in the fourth section. Note that the maximum ID number in the table is stored in the maximum index number memory 93e described later as the maximum index number ID _max .

  Since the vehicle position, the vehicle orientation, 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”.

  CPU91 specifies the section which vehicle 1 should run for every predetermined interval (for example, 50ms), when vehicle 1 is carrying out autonomous driving in pattern running part RT1 among driving courses RT1-RT3, and the specification Among the travel control points Q in the section, the travel control point Q closest to the current position of the vehicle 1 is specified. Then, the vehicle setting information corresponding to the identified travel control point Q is acquired from the travel control point memory 93d, the travel state of the vehicle 1 is set based on the vehicle setting information, and the vehicle 1 travels autonomously.

  On the other hand, when the vehicle 1 is traveling autonomously in the reverse turning portion RT2 or the final reverse portion RT3, the CPU 91 controls the travel control points of the reverse turning portion RT2 and the final reverse portion RT3 at predetermined intervals (for example, 50 ms). Among Q, one traveling control point Q closest to the current position of the vehicle 1 is specified. Then, the vehicle setting information corresponding to the identified travel control point Q is acquired from the travel control point memory 93d, the travel state of the vehicle 1 is set based on the vehicle setting information, and the vehicle 1 travels autonomously.

Returning to the description of FIG. The maximum index number memory 93e is a memory in which a maximum index number ID _max indicating the maximum value of the ID number set for each traveling control point Q is stored. When the automatic parking process (see FIG. 8) is executed, the maximum index number ID _max is initialized to 1 in the pattern traveling unit control point generation process (see FIG. 10). Then, the pattern travel part control point generation process (see FIG. 10), the reverse turning part control point generation process (see FIG. 12), and the final reverse part control point generation process (see FIG. 14) are executed to obtain the final destination. Every time the traveling control point Q is generated, 1 is added until the traveling control point Q that overlaps with is generated. Finally, the ID number of the traveling control point Q that overlaps the final destination is set.

When the vehicle 91 is traveling autonomously in the backward turning portion RT2 or the final backward portion RT3, the CPU 91 specifies the traveling control point Q closest to the current position of the vehicle 1, and the ID number of the traveling control point Q is specified. Is the maximum index number ID _max . When the ID number is the maximum index number ID _max , it means that the vehicle 1 will soon arrive at the final destination, and therefore preparations for stopping the vehicle 1 such as reducing the vehicle speed V are started (see FIG. 22 S176).

The maximum section number memory 93f is a memory in which the maximum section number SC _max indicating the maximum value of the section set for the pattern traveling unit RT1 is stored. As described above, of the travel routes RT1 to RT3, for the pattern travel portion RT1, a section is set for each travel route corresponding to the route patterns PT1 to PT10 (see FIG. 2). The maximum number of sections SC _max is set to the total number of route patterns PT1 to PT10 combined to generate the pattern traveling unit RT1 when the pattern traveling unit RT1 is generated (see S44 in FIG. 9). ).

CPU91 makes vehicle 1 autonomously run a 1st section first, when making vehicle 1 make pattern running part RT1 autonomously run. Thereafter, the vehicle 1 is autonomously driven in section units up to the section having the value indicated by the maximum section number SC _max , such as the second section, the third section _,. In this way, by causing the vehicle 1 to travel in section units, even if the section in which the vehicle 1 is currently traveling and another section are approaching or crossing each other, the vehicle 1 can move the other section. Without starting to travel, the vehicle 1 can continue to travel in the currently traveling section.

  The traveling section number memory 93g is a memory in which a traveling section number SC indicating a currently traveling section number is stored. The CPU 91 identifies the section to be traveled by referring to the traveling section number SC. The traveling section number SC is initialized to 1 when the vehicle 1 starts autonomous traveling (see S112 in FIG. 18), and every time the vehicle 1 reaches the last traveling control point Q in the currently traveling section. Is incremented by 1 (see S125 of FIG. 18).

Therefore, when the vehicle 1 finishes traveling through all sections (that is, the pattern traveling unit RT1), the traveling section number SC exceeds the above-described maximum section number _SCmax . If the traveling section number SC is equal to or less than the maximum section number SC _max , the CPU 91 executes an intra-section traveling process (see FIG. 19) for causing the vehicle 1 to travel the traveling route RT1 in units of sections. However, if the maximum number of sections SC _max is exceeded, the off-section travel processing (see FIG. 22) for causing the vehicle 1 to travel on the travel routes RT2, RT3 is executed.

  The cushion time flag memory 93h is a memory in which a cushion time flag is stored. The cushion time flag is ON if the travel control point Q is the turning point when the travel control point Q closest to the current position of the vehicle 1 is specified while the vehicle 1 is traveling in the pattern travel unit RT1. Is a flag set to

  When this cushion time flag is set to ON, it means that the vehicle 1 will soon arrive at the turning point, and therefore the travel control device 100 reduces the vehicle speed of the vehicle 1 (see S140 in FIG. 19). Further, the cushion time flag is set to OFF when the cushion time set at the turning point has elapsed after the vehicle 1 is stopped at the turning point.

  The time reduction flag memory 93i is a memory in which a time reduction flag is stored. The time reduction flag is a flag that is set to ON when the traveling state of the vehicle 1 is switched from backward to forward at a switching point where the forward and backward of the vehicle 1 are switched. When the above-described cushion time flag is set to ON, it is determined whether or not the vehicle 1 is switched from backward to forward at a turning point where the vehicle 1 is stopped according to the setting (see S141 in FIG. 19). When the traveling state of the vehicle 1 is switched from backward to forward at the turning point, the time reduction flag is set to on.

  Although details will be described later, when the time reduction flag is set to ON, the speed cushion time VCT is shortened when the speed cushion time VCT is acquired at the switching point (see S154 in FIG. 21). When the speed cushion time VCT is shortened, the time shortening flag is set to OFF (see S155 in FIG. 21).

  When the vehicle 1 that has moved forward moves backward, it is difficult for the passenger to visually recognize the traveling direction of the vehicle 1. However, when the vehicle 1 that has moved backward moves forward, the occupant can visually recognize the traveling direction of the vehicle 1, so that the occupant can predict the course of the vehicle 1 and can be prepared. Therefore, when the vehicle 1 that has moved backward moves forward, discomfort given to the passenger can be suppressed even if the speed cushion time VCT is short at the turning point.

  Further, when the vehicle 1 that has moved backward moves forward, the front and rear G are generated so that the body of the occupant is directed toward the rear of the vehicle 1, and thus the occupant's body is supported by the seat. Therefore, since the front and rear G applied to the passenger are relieved by the seat, even if the speed cushion time VCT is short at the turning point, discomfort given to the passenger can be suppressed.

  Next, an 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. 8 to 22 and schematic diagrams. FIG. 8 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 targeted 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 93b in the RAM 93 is cleared (S1). Next, a driver's target parking position is acquired as the final destination, and when the vehicle 1 is parked at the final destination, the left and right rear wheels 2RL, 2RR are set on the axles of the x-axis. The front-rear axis is the y-axis, and the intersection of the x-axis and the y-axis is determined as the origin O (S2). For example, a surrounding image of the vehicle 1 is displayed on a touch panel (not shown) provided in the vehicle 1 to notify the driver to input the parking position. When the display screen is touched by the driver, the 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. 9, the point path | route production | generation process performed by CPU91 of the traveling control apparatus 100 mounted in the vehicle 1 is demonstrated. FIG. 9 is a flowchart showing a point route generation process executed by the traveling control device 100. The point route generation process is a process for generating the entire travel routes RT1 to RT3 from the departure point to the final destination.

  In the point route 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). One permutation is acquired from the overlapping permutations composed of a number of path pattern numbers that allow (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, a travel route RT1 corresponding to the overlapping permutation acquired in the process of S32 is generated, and the arrival point is acquired (S33). As described above, in the present embodiment, when generating a travel route, a route point P indicating the travel route 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 travel route RT1 (S34).

  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 S34 whether parking conditions are satisfied at the departure point. If a = 1 is initially set, the travel route RT1 is always generated, and if the parking condition is satisfied at the departure point, the useless travel route RT1 is generated. Therefore, by initially setting a = 0, generation of a useless travel route RT1 can be suppressed, and processing costs can be suppressed.

  If the determination in S34 is negative (S34: No), it is determined whether all overlapping permutations composed of a route pattern numbers have been acquired (S35). If the determination in S35 is negative (S35: No), the process returns to S32. If the determination in S35 is affirmative (S35: Yes), it is determined whether the value of the variable a is less than the value of the variable m (S36). If the determination in S36 is affirmative (S36: Yes), 1 is added to the variable a (S37), and the process returns to S32.

  If the determination in S36 is negative (S36: No), all the duplicate permutations defined in advance have been acquired, but since the travel routes RT1 to RT3 have not been found, the point route memory 93c in the RAM 93 is cleared. (S38), the point route generation process is terminated, and the process returns to the automatic parking process (see FIG. 8).

  On the other hand, if the determination in S34 is affirmative (S34: Yes), the overlapping permutation of the path pattern numbers acquired in the process of S32 is stored in the point path pattern memory 93b of the RAM 93 (S39), and the process of S33 is performed. The generated travel route (route point P) is set as a pattern travel unit RT1 (S40).

Next, as described with reference to FIG. 5B, the route point P of the backward revolving part RT2 is determined (S41), and the route point P of the final backward part RT3 is determined (S42). Then, the route point information (vehicle position and vehicle orientation) of each route point P corresponding to the series of travel routes RT1 to RT3 is stored in the point route memory 93c (S43). Then, the value of variable a is the total number of the route pattern PT1~PT10 in combination to produce a pattern running section RT1, as the maximum section number _{SC max,} stores the maximum number of sections the memory 93f (S44). And this point course generation processing is ended, and it returns to automatic parking processing (refer to Drawing 8).

  Here, the description returns to 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). If the determination in S5 is negative (S5: No), since the travel route to the final destination is not found, the driver is informed that there is no travel route to the final destination (S12). The automatic parking process is terminated.

On the other hand, if the determination in S5 is affirmative (S5: Yes), 1 is stored in the maximum index number memory 93e of the RAM 93, and the maximum index number ID _max is initially set (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 maximum section number SC _max stored in the maximum section number memory 93f is greater than 0 (S7). If the determination of S7 is affirmative (S7: Yes), the pattern A traveling unit control point generation process is executed (S8) to generate a traveling control point Q for the pattern traveling unit RT1. 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 the travel route RT1 in which the vehicle 1 cannot reach the target parking position is generated, the process of 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 can travel on RT3, the vehicle position may actually deviate from the travel routes RT1 to RT3 due to various disturbances such as the road surface condition, the number of passengers and the load of the vehicle 1, and the like.

  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. 10 to 15, 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. 10 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. In the pattern travel unit RT1, since the travel distance CL between the adjacent route points P is all 2 m, 41 travel control points Q are always required between the adjacent route points P. In the point generation process, the other 40 traveling control points Q are generated without generating the traveling control points overlapping the route point P closer to the departure point.

  More specifically, of the 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 final destination 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 40th traveling control point Q is made to overlap with the 2nd path | route point P. FIG.

  In the pattern traveling unit control point generation process, first, the variable j is set to 0, the variable n is set to 40, and the variables j and n are initially set (S51). Next, 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 (S52). 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 obtained from the point route memory 93c of the RAM 93 (S53), and similarly, the vehicle position which is the route point information of the second route point P. The vehicle direction is acquired from the point route memory 93c (S54).

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 (S55). . In the process of S55, the steering angle δ, the turning center K, and the turning radius R are calculated based on the overlapping permutations of the route pattern numbers stored in the point route pattern memory 93b. 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. When 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 wheelbase 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 direction when the vehicle 1 moves from the first route point P to the second route point P is calculated (S56). An expression for calculating the vehicle direction change amount Δθ will be described later.

  Then, the variable i is set to 1 and the variable i is initialized (S57). 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 (S58). 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. 11, the position of the traveling control point Q generated for the pattern traveling unit RT1 and the vehicle direction thereof will be described. FIG. 11 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. 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 S56 in FIG. 10, the change amount Δθ of the vehicle direction is calculated by 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 formula described with reference to FIG. 11 above, between the route points P of the pattern travel unit RT1, the positions of the 40 travel control points Q and the vehicle orientation θ _i of the vehicle 1 at those positions Therefore, it is possible to generate all the travel control points Q corresponding to the pattern travel unit RT1.

  In the present embodiment, even if the route point P is generated roughly at intervals of 2 m and the travel route RT1 is generated based on the combination of the route patterns PT1 to PT10, thereafter, between the route points P of the travel route RT1, 0 is generated. Travel control points Q can be generated virtually at intervals of .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 traveling control apparatus 100, the traveling routes RT1 to RT3 of the vehicle from the initial position to the target 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 (S59). In the process of S59, the steering angle δ is acquired for the steering angle δ that is the same 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 93b. 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 93b. 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 process of S59 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 93d of the RAM 93 (S60).

As described above, the maximum index number ID _max is initially set to 1 by the process of S6 in FIG. 8, and thereafter, the travel control point Q is generated until the travel control point Q overlapping the final destination is generated. 1 is added each time. 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 It is possible to associate consecutive ID numbers in order from 1.

  In S59, if a value indicating forward is acquired as the traveling direction, the traveling direction flag is set to “1” and a value indicating backward is acquired as the traveling direction in S60. 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 S59, the return flag is set to “0” and the value indicating the return is indicated as the presence / absence of the return in the process of S60. If so, the return flag is set to “1”.

  Further, in the process of S60, when the vehicle setting information of the traveling control point Q is stored in the traveling control point memory 93d, 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. 7C).

When the processing of S60 is completed, then, by adding 1 to the current maximum index number _{ID max,} and it updates the maximum index number _{ID max,} stores the value to the maximum index number memory 93e (S61).

  Next, it is determined whether the value of the variable i is less than the value of the variable n (S62). If the determination in S62 is affirmative (S62: Yes), 1 is added to the variable i (S63). ), The process returns to S58. Then, 40 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 of S62 is negative (S62: No), since 40 travel control points Q are set between the first route point P and the second route point P, the pattern travel unit RT1 It is determined whether all travel control points Q have been generated (S64).

  If the determination in S64 is negative (S64: No), 1 is added to the variable j (S65), the process returns to S52, and 40 driving control points Q between the next route points P are also returned. Is generated. If the determination in S64 is affirmative (S64: Yes), the pattern traveling unit control point generation process (S8) is terminated, and the process returns to the automatic parking process (see FIG. 8).

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 93d when the process of S60 is performed, then the process of S61 is performed and the maximum The index number ID _max is updated. And the determination of S62 is denied and it branches to S62: No, Furthermore, the determination of S64 is denied and it branches to S64: 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, with reference to FIG. 12, the reverse turning part control point generation process (S9) will be described. FIG. 12 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 unit control point generation process, as in the pattern traveling unit control point generation process (see FIG. 10), the route point P closer to the departure point is selected as the first route point among the two adjacent route points. When the route point P closer to the final destination is the second route point P, the travel control point Q is not generated on the first route point P, and only 0.05 m from the first route point P. A first traveling control point Q is generated at a position approaching the second 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 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 point P closer to the final destination is set as the second route point P. A route point P is set (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 93c 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 93c (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 direction change amount 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. 13, the position of the traveling control point Q generated for the reverse turning portion RT2 and the vehicle direction thereof will be described. FIG. 13 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 with the y-axis, so that 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 S41 in FIG. 9). 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 S77 in FIG. 12, the vehicle direction change amount Δθ 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. If 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. 12, 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. 13 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.

  Here, the description returns to 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 route 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 93d 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. 8, and thereafter, the travel control point Q is generated until the travel control point Q overlapping the final destination is generated. 1 is added each time. Further, in the determination of S7 in FIG. 8, if the determination in S7 is affirmative, it is after the above-described pattern traveling unit control point generation process (see FIG. 10) is executed. Therefore, when the process of S80 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 S61 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 in S7 is negative in the process of S7 in FIG. 8, the above-described pattern traveling unit control point generation process (see FIG. 10) 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 93d, 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,} and it updates the maximum index number _{ID max,} stores the value to the maximum index number memory 93e (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 travel control point Q in the reverse turning section RT2 is stored in the travel control point memory 93d when the process of S81 is performed, then the process of S82 is performed and the maximum 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. 14, the final retreat part control point generation process (S10) will be described. FIG. 14 is a flowchart showing the final reverse portion control point generation process 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 well, as in the pattern traveling part control point generation process (see FIG. 10), the route point P closer to the departure point is selected as the first route point from the two adjacent route points. When the route point P closer to the final destination is the second route point P, the travel control point Q is not generated on the first route point P, and only 0.05 m from the first route point P. A first traveling control point Q is generated at a position approaching the second 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.

  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. 12 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. 12 mentioned above.

  Each process of S101 and S102 in the final retreat part control point generation process is the same as each process of S83 and S84 in the retreat turning part control point generation process of FIG. 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 front-rear axis of the vehicle 1 overlapping the y-axis, so 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. 8, and thereafter, the travel control point Q is generated until the travel control point Q overlapping the final destination is generated. 1 is added whenever it is done. Since the process of S100 is executed first after the process of S61 of FIG. 10 and the process of S82 of FIG. 12, 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 93d, 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,} and updates the maximum index number _{ID max,} it stores the value to the maximum index number memory 93e (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 93d, 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. 15, the position of the traveling control point Q generated for the final reverse portion RT3 and the vehicle direction thereof will be described. FIG. 15 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, 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 on the side 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 closer to the final destination. _Is shown 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 that 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 S43 in FIG. 9). 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. If the total number n does not become an integer, the decimal point is rounded up to an integer. In the process of S96 of 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 = 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 expression 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 that position between the path 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.

  Here, the description returns to FIG. After the processing of S7 to S10 is executed and the travel control points Q for the travel routes RT1 to RT3 are generated, it is next possible that the driver can park the vehicle 1 at the target parking position. 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 traveling and park the vehicle 1 at the parking position (S13: start), route traveling processing is executed (S14).

  Although details will be described later, when the route travel process (S14) is executed, the vehicle 1 is autonomously traveled along the travel routes RT1 to RT3. Here, with reference to FIG. 16 and FIG. 17, the outline of the autonomous running of the vehicle 1 is demonstrated. FIG. 16A is a schematic diagram for explaining an example of an obstacle determination area E set for the vehicle 1 when the vehicle 1 autonomously travels. FIG. 4 is a schematic diagram illustrating an example of a shape and a shape of an obstacle determination area E. FIG.

  In the present embodiment, while the vehicle 1 is traveling autonomously, whether there is an obstacle in the obstacle determination area E set for the vehicle 1 is monitored at predetermined intervals (for example, 50 ms). If an obstacle is found in the obstacle determination area E, the autonomous running is stopped, and if no obstacle is found, the autonomous running is continued.

  For example, when the vehicle 1 travels autonomously, an obstacle determination area E is set so as to surround the vehicle 1 as shown in FIG. Since this obstacle determination area E is an area set for the vehicle 1, the position of the obstacle determination area E moves as the vehicle 1 moves. In addition, as described above, the obstacle determination area E includes a distance extending forward from the front of the vehicle 1 and a distance extending rearward from the rear of the vehicle 1 depending on whether the vehicle 1 moves forward or backward. Are set differently.

  Specifically, while the vehicle 1 is moving forward, as shown in FIG. 16 (b), the obstacle determination area E has a distance extending in the forward direction of the vehicle 1 that is long as ΔL 1, and the backward direction of the vehicle 1. The distance that spreads out becomes as short as ΔL2. On the other hand, while the vehicle 1 is moving backward, the distance extending in the backward direction of the vehicle 1 becomes long as ΔL1, and the distance extending in the forward direction of the vehicle 1 becomes short as ΔL2. Thus, in this embodiment, since the obstacle determination area | region E is comprised so that the length of the advancing direction of the vehicle 1 may become large, the front of the advancing direction of the vehicle 1 can be monitored accurately. .

  When the vehicle 1 is traveling autonomously on the travel routes RT1 to RT3 and the obstacle enters the obstacle determination area E set in the vehicle 1, the travel control device 100 causes the vehicle 1 to travel autonomously. On the other hand, if there is no obstacle in the obstacle determination area E, the vehicle 1 is made to autonomously travel along the travel routes RT1 to RT3, and the vehicle 1 is made to travel to the final destination.

Moreover, as above-mentioned, in this embodiment, about pattern driving | running | working part RT1 among driving | running routes RT1-RT3, a section is set for every driving | running route corresponding to route pattern PT1-PT10 (FIG. 6 (a)). reference). When the traveling control device 100 causes the vehicle 1 to autonomously travel the pattern traveling unit RT1, the traveling control device 100 first causes the vehicle 1 to autonomously travel the first section, and then the second section, the third section,. The vehicle 1 is allowed to travel autonomously in section units up to the numerical value section indicated by the maximum section number SC _{max in} the section number memory 93f.

  In addition, although sections are not set for the travel routes RT2 and RT3, the travel routes RT2 and RT3 are routes that do not approach or intersect with each other, and are therefore regarded as a single section. Can do. Therefore, the traveling control apparatus 100 also causes the vehicle 1 to autonomously travel substantially in section units even when the vehicle 1 autonomously travels the backward turning portion RT2 and the final backward portion RT3.

  In this way, by causing the vehicle 1 to travel in section units, even if the section in which the vehicle 1 is currently traveling and another section are approaching or crossing each other, the vehicle 1 can move the other section. Since the vehicle does not start to travel, the vehicle 1 can continue to travel in the currently traveling section. Therefore, the vehicle can travel autonomously along the travel route set in a complicated manner without any problem.

  In addition, when the vehicle 1 is traveling autonomously on the travel route RT1, when the vehicle 1 arrives at a turning point (route point P4 in the example shown in FIG. 16A) where the forward and backward movement of the vehicle 1 is switched, the travel control device 100 sets a cushion time, stops the vehicle 1 according to the cushion time, and then restarts the traveling of the vehicle 1. Note that the reverse turning portion RT2 and the final reverse portion RT3 do not have a turning point because the vehicle always travels autonomously by retreating. That is, the turning point is set only in the pattern traveling unit RT1.

  Here, with reference to FIG. 17, the cushion time set at the turning point will be described. FIG. 17A is an enlarged view around the turning point in the pattern traveling unit RT1, and FIG. 17B is a schematic diagram for explaining an example of the cushion time set at the turning point.

  In the example shown in FIG. 17A, the last travel control point Q in the fourth section is set as the turning point (ID number = 160). Further, the pattern traveling portion RT1 is configured so that the vehicle 1 moves forward in the fourth section and the vehicle 1 moves backward in the fifth section.

  As described above, in the present embodiment, when the vehicle 1 is autonomously traveling in the pattern traveling unit RT1, the traveling control device 100 selects a section to be traveled by the vehicle 1 at predetermined intervals (for example, 50 ms). In addition, the travel control point Q closest to the current position of the vehicle 1 is identified from the travel control points Q in the identified section. As described above, the traveling section number memory 93g stores the traveling section number SC indicating the currently traveling section number, and the traveling control device 100 refers to the traveling section number SC. In this way, the section to be run is specified.

  In the case where the vehicle 1 is autonomously traveling in the reverse turning portion RT2 or the final reverse portion RT3, the traveling control device 100 performs the reverse turning portion RT2 and the final reverse portion at every predetermined interval (for example, 50 ms). Among the travel control points Q of RT3, one travel control point Q that is closest to the current position of the vehicle 1 is specified.

  Then, the vehicle setting information corresponding to the identified travel control point Q is acquired from the travel control point memory 93d, the travel state of the vehicle 1 is set based on the vehicle setting information, and the vehicle 1 travels autonomously.

  When the vehicle 1 travels in the fourth section, first, the travel control point Q with ID number = 121 is specified. Thereafter, when traveling along the fourth section, the ID number of the traveling control point Q specified by the traveling control device 100 increases by one. Then, when the vehicle 1 exceeds the traveling control point Q (ID number = 159) located immediately before the turning point (ID number = 160) and further approaches the turning point, the traveling control device 100 determines that the vehicle 1 The travel control point Q (ID number = 160) that overlaps with the turning point is specified as the travel control point Q closest to the position.

  Although details will be described later (see FIG. 19), the traveling control device 100 determines whether or not the identified traveling control point Q is a turning point as follows. That is, when the travel control device 100 identifies one travel control point Q closest to the current position of the vehicle 1 among the travel control points Q in the currently traveling section, the travel control point Q It is determined whether it is the last traveling control point Q in the traveling section.

  Then, if the identified travel control point Q is the last travel control point Q in the currently traveling section, the travel control apparatus 100 determines the vehicle setting information of the identified travel control point Q and the next section. The vehicle setting information of the first traveling control point Q is acquired, the traveling direction flags of the two vehicle setting information are compared, and if the states are different, the identified traveling control point Q is Judge that there is.

  When the traveling control device 100 specifies the turning point, as shown in FIG. 17 (b), the cushion time flag is set to ON, and the vehicle speed V is gradually decreased to stop the vehicle 1 at the turning point. . Then, when the vehicle 1 arrives at the turning point (ID number = 160), the vehicle 1 is stopped and the cushion time is set.

  Specifically, when the vehicle 1 arrives at the turning point, the traveling control device 100 displays the speed cushion time VCT corresponding to the specified speed (for example, 1 km / h) of the vehicle 1 with the speed cushion time map ( (See FIG. 7A). Further, when the vehicle 1 arrives at the turning point, the traveling control device 100 acquires the vehicle setting information of the traveling control point Q corresponding to the turning point, and at the current steering angle δ of the vehicle 1 and the turning point. Based on the steering angle δ of the vehicle 1 to be set, the amount of change in the steering angle δ of the vehicle 1 is calculated. Then, the steering cushion time SCT corresponding to the calculated change amount of the steering angle δ is acquired from the steering cushion time map.

  As described above, the speed cushion time VCT is a stop period for relaxing the longitudinal G applied to the occupant of the vehicle 1 by switching between forward and backward movement of the vehicle 1, and the steering cushion time SCT is steered at the turning point. This is a stop period for slowly rotating the vehicle 13 and completing the steering of the vehicle 1. When the travel control device 100 acquires the speed cushion time VCT and the steering cushion time SCT, the travel control device 100 compares them and sets the longer one as the cushion time.

  When the cushion time is set, the vehicle 1 is stopped at the turning point until the cushion time elapses. Therefore, since the front and rear G applied to the passenger can be reduced while the vehicle 1 is stopped at the turning point, the discomfort given to the passenger of the vehicle 1 can be reduced. Further, since the steering of the vehicle 1 can be completed by gently rotating the steering wheel 13 at the turning point, it is possible to suppress surprise of the passenger of the vehicle 1 or giving a sense of fear because the steering wheel 13 rotates quickly. Therefore, the discomfort given to the passenger of the vehicle 1 can be further reduced. Further, since the steering wheel 13 is operated by the driver, there is a possibility that the driver's hand or the like may come into contact with the steering wheel 13 during autonomous traveling. Is safer than if it rotates faster.

  Further, since the steering of the vehicle 1 can be completed by rotating the steering 13 while the vehicle 1 is stopped at the turning point, the steering of the vehicle 1 is performed by rotating the steering while the vehicle 1 is traveling. The traveling direction of the vehicle 1 can be set with higher accuracy than the case.

  When the cushion time has elapsed at the turning point, the traveling control device 100 increases the vehicle speed V of the vehicle 1 and causes the vehicle 1 to start traveling in the fifth section. That is, the travel control device 100 identifies the section to be traveled by the vehicle 1 as the fifth section, and the travel control point Q (ID number) closest to the current position of the vehicle 1 among the travel control points Q in the fifth section. = 161) is specified. Then, the vehicle setting information corresponding to the identified travel control point Q is acquired from the travel control point memory 93d, the travel state of the vehicle 1 is set based on the vehicle setting information, and the vehicle 1 travels autonomously.

  Here, the route travel processing (S14) will be described with reference to FIGS. FIG. 18 is a flowchart showing route travel processing executed by the travel control device 100. The route traveling process is a process for causing the vehicle 1 to autonomously travel along the traveling paths RT1 to RT3, and is a process for setting the traveling direction of the vehicle 1 based on the current position of the vehicle 1.

  In the route travel process (S14), first, the cushion time flag stored in the cushion time flag memory 93h is set to OFF, and a stop preparation flag (not shown) is set to OFF (S111). Note that the stop preparation flag is a flag that is set to ON when the CPU 91 specifies a travel control point Q corresponding to the final destination in a non-section travel process (see FIG. 22) described later. When the stop preparation flag is on, it means that the vehicle 1 will soon arrive at the final destination, and therefore, stop preparation such as reducing the vehicle speed V of the vehicle 1 is started (see S176 in FIG. 22).

Next, 1 is set to the traveling section number SC stored in the traveling section number memory 93g to initialize the traveling section number SC (S112), and the maximum section number SC _max is obtained from the maximum section number memory 93f. Obtain (S113).

  Then, the vehicle setting information of the first (ID number = 1) traveling control point Q in the traveling routes RT1 to RT3 is acquired (S114), and the vehicle is set according to the state of the traveling direction flag of the vehicle setting information. The traveling state 1 is set to forward or backward (S115). In the process of S115, the traveling state of the vehicle 1 is set so that the vehicle 1 moves forward if the traveling direction flag is “1”, and the vehicle 1 moves backward if the traveling direction flag is “−1”. The traveling state of the vehicle 1 is set to

  Next, the vehicle speed V is increased so that the vehicle speed V of the vehicle 1 becomes a specified speed (for example, 1 km / h) (S116), and within the obstacle determination area E set for the vehicle 1 Whether there is an obstacle is determined (S117). If the determination in S117 is affirmative (S117: Yes), there is a possibility of collision with an obstacle, so the vehicle 1 is stopped (S120), the route traveling process is terminated, and the automatic parking process (see FIG. 8). Return to).

  On the other hand, if the determination in S117 is negative (S117: No), the current vehicle position of the vehicle 1 (hereinafter referred to as “the current position of the vehicle 1”) is calculated (S118). In the present embodiment, when the autonomous traveling of the vehicle 1 is started, the rotation detection signals of the two wheel rotation sensors 23 are individually counted, and the traveling distance from the departure point is calculated based on the average value. . Further, the vehicle orientation of the vehicle 1 output from the gyro sensor device 22 is acquired, and the traveling direction of the vehicle 1 is calculated. 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. Since the departure point is set with reference to the origin O, when the movement distance from the departure point is obtained, the current position of the vehicle 1 with respect to the origin O can be calculated.

  Next, it is determined whether the vehicle 1 has arrived at the final destination based on the vehicle position calculated in the process of S118 (S119). Specifically, if the distance between the current position of the vehicle 1 calculated in the process of S118 and the final destination (origin O) is within a predetermined distance (for example, 0.1 m), the vehicle 1 is determined to be the final destination. It is determined that it has arrived.

Note that the maximum index number ID _max stored in the maximum index number memory 93e indicates the ID number of the travel control point Q that overlaps the final destination, so vehicle setting information associated with the maximum index number ID _max is The vehicle position of the final destination may be acquired from the travel control point memory 93d.

  If the determination in S119 is affirmative (S119: Yes), the vehicle 1 is stopped (S120), the route traveling process is terminated, and the process returns to the automatic parking process (see FIG. 8). Note that the vehicle 1 cannot be stopped at the final destination due to various factors such as the road surface condition, the number of passengers and the load of the vehicle 1, and the vehicle 1 may stop after passing through the final destination. possible. In such a case, the vehicle 1 is traveled so that the vehicle 1 returns to the final destination, and the vehicle position of the vehicle 1 is corrected.

  Even when the vehicle arrives at the final destination and can stop, the vehicle orientation of the vehicle 1 may be misaligned. In such a case, the vehicle 1 is traveled so that the vehicle orientation of the vehicle 1 at the final destination is, for example, ± 5 degrees or less, and the vehicle orientation of the vehicle 1 is corrected. When the vehicle position and the vehicle orientation of the vehicle 1 at the final destination are appropriate values, the route traveling process is terminated and the process returns to the automatic parking process (see FIG. 8).

On the other hand, if the judgment of S119 is negative (S119: No), while driving section number SC indicating a section number currently traveling, it determines whether it is less than the maximum number of sections _{SC max} (S121).

If the traveling section number SC is equal to or less than the maximum section number SC _max , it means that the vehicle 1 is traveling in the pattern traveling portion RT1, and the traveling section number SC exceeds the maximum section number SC _max . If so, it means that the vehicle 1 is traveling in the reverse turning portion RT2 or the final reverse portion RT3.

  If the determination in S121 is negative (S121: No), since the vehicle 1 is traveling in the reverse turning portion RT2 or the final reverse portion RT3, an out-of-section traveling process described later is executed (S128), and the process in S124. Migrate to

  On the other hand, if the determination in S121 is affirmative (S121: Yes), it is determined whether the vehicle 1 has arrived at the last travel control point Q in the currently traveling section (S122). As described above, in this embodiment, the travel distance of each section is all set to 2 m, and 40 travel control points Q are set in each section. Therefore, the last travel control point Q in the section is set. The ID number is always a multiple of 40. Therefore, the last traveling control point Q of the currently traveling section can be specified by multiplying the traveling section number SC indicating the currently traveling section number by 40.

  For example, when the traveling section number SC is 1, the traveling control point Q with ID number = 40 is the last traveling control point Q in the currently traveling section, and when the traveling section number SC is 4, the ID number = 160 travel control point Q is the last travel control point Q in the currently traveling section.

  In the process of S122, the distance between the current position of the vehicle 1 calculated in the process of S118 and the last travel control point Q in the currently traveling section is within a predetermined distance (for example, 0.01 m). For example, it is determined that the vehicle 1 has arrived at the last traveling control point Q in the currently traveling section.

  If the determination in S122 is negative (S122: No), since the vehicle 1 is continuously driven in the currently running section, the in-section running process is executed (S123), and the process proceeds to S124.

  Here, the intra-section travel process (S123) will be described with reference to FIG. FIG. 19 is a flowchart showing the intra-section travel process executed by the travel control device 100.

  The intra-section travel process is a process for causing the vehicle 1 to travel the pattern travel unit RT1, and identifies the travel control point Q closest to the current position of the vehicle 1 among the travel control points Q in the currently traveling section. Then, based on the vehicle setting information of the identified travel control point Q, the steering angle of the vehicle 1 is corrected. When the travel control point Q closest to the current position of the vehicle 1 is specified and the travel control point Q is a turning point, the cushion time flag is turned on to set the cushion time at the turning point. Set.

  In the in-section travel processing, first, the travel closest to the current position of the vehicle 1 among the travel control points Q in the currently traveling section indicated by the traveling section number SC stored in the traveling section number memory 93g. One control point Q is specified (S131), and it is determined whether the travel control point Q is the last travel control point Q in the currently traveling section (S132).

  Thus, in the present embodiment, one of the travel control points Q closest to the current position of the vehicle 1 is not specified among all the travel control points Q set for the travel routes RT1 to RT3. Among the traveling control points Q in the currently traveling section, one traveling control point Q closest to the current position of the vehicle 1 is specified. Therefore, since the quantity of the traveling control points Q to be referred to can be reduced, the control burden for specifying the traveling control points Q can be reduced. Therefore, since it is possible to suppress the control load from increasing and the control of the traveling state of the vehicle 1 from being delayed, the vehicle 1 can appropriately travel autonomously.

  If the determination in S132 is negative (S132: No), vehicle setting information corresponding to the travel control point Q specified in the process of S131 is acquired from the travel control point memory 93d (S133), and the process of S134 is performed. Migrate to

  On the other hand, if the determination in S132 is affirmative (S132: Yes), 2 corresponding to the travel control point Q specified in the process of S131 and the first travel control point Q of the section in which the vehicle 1 travels next. Two pieces of vehicle setting information are acquired from the traveling control point memory 93d (S135). The ID number of the first travel control point Q of the section in which the vehicle 1 travels next is a number obtained by adding 1 to the ID number set at the travel control point Q specified in the process of S131.

  Next, the traveling direction flags of the two vehicle setting information acquired by the process of S135 are compared (S136), and the forward and backward switching of the vehicle 1 occurs at the last traveling control point Q of the currently traveling section. It is determined whether or not to perform (S137). That is, it is determined whether or not the last travel control point Q of the currently traveling section is a turning point.

  In the process of S137, if the two traveling direction flags are different from each other as a result of comparing the traveling direction flags of the two vehicle setting information in the process of S136, it is determined that the forward / reverse switching of the vehicle 1 occurs. In addition, with reference to the turnover flag of the vehicle setting information corresponding to the travel control point Q identified in the process of S131, if the value is “1”, it is determined that the forward / reverse switching of the vehicle 1 occurs. Also good.

  If the determination in S137 is negative (S137: No), the vehicle 1 will soon arrive at the last traveling control point Q of the currently traveling section, but the traveling control point Q is not a turning point. In some cases, it is sufficient to run 1 without stopping. In this case, the process proceeds to S134. In the process of S134, the traveling state of the vehicle 1 is controlled so that the vehicle speed V of the vehicle 1 becomes a specified speed (for example, 1 km / h) (S134), and the process proceeds to S144.

  On the other hand, if the determination in S137 is affirmative (S137: Yes), the vehicle 1 will soon arrive at the last travel control point Q of the currently traveling section, and the travel control point Q will be a turning point. It is. In this case, it is determined whether the cushion time flag is set to ON (S138).

  Here, the case where the cushion time flag is on means that the in-section travel processing has already been executed, and after the cushion time flag is set to on by the processing of S139 described later, the vehicle 1 arrives at the turning point. This may be the case when the intra-section travel process is executed again before starting.

  If the determination in S138 is negative (S138: No), in order to set the cushion time at the turning point, the cushion time flag is set to ON (S139), and the vehicle speed V of the vehicle 1 is further decreased. (S140). In the present embodiment, when the vehicle 1 arrives at the turning point, the vehicle 1 is such that the vehicle speed V of the vehicle 1 approaches 0 km / h as the distance between the current position of the vehicle 1 and the turning point becomes closer. The vehicle speed V is controlled.

  Next, when the vehicle 1 arrives at the turning point, it is determined whether the running state of the vehicle 1 changes from backward to forward (S141). If the determination in S141 is affirmative (S141: Yes), the turning is performed. After acquiring the speed cushion time VCT at the point, in order to shorten the speed cushion time VCT, the time reduction flag is set to ON (S142), and the process proceeds to S144. On the other hand, if the determination in S141 is negative (S141: No), the process of S142 is skipped and the process proceeds to S144.

  If the determination in S138 is affirmative (S138: Yes), since the vehicle 1 will soon arrive at the turning point, the vehicle speed V of the vehicle 1 is further reduced (S143). More specifically, the vehicle speed V of the vehicle 1 is set so that the vehicle speed V of the vehicle 1 approaches 0 km / h as the distance between the current position of the vehicle 1 and the turning point becomes closer. Then, the process proceeds to S144.

  In the process of S144, based on the current position of the vehicle 1 and the vehicle setting information of the travel control point Q specified in the process of S131, the vehicle position deviation ε based on the travel control point Q specified in the process of S131. And, the deviation α of the vehicle direction is calculated (S144). Then, the steering angle of the vehicle 1 is corrected based on the deviation ε of the vehicle position and the deviation α of the vehicle direction calculated in the process of S144 (S145), the intra-section travel process is terminated, and the route travel process ( Returning to FIG.

  Here, with reference to FIGS. 20A and 20B, a method of calculating the deviation ε of the vehicle position of the vehicle 1 and the deviation α of the vehicle direction of the vehicle 1 on the basis of one traveling control point Q. Will be described. FIG. 20A is an explanatory diagram for explaining a method of calculating the deviation ε of the vehicle position of the vehicle 1 on the basis of one traveling control point Q, and FIG. 20B is one traveling control. FIG. 6 is an explanatory diagram for explaining a method of calculating a vehicle orientation deviation α of the vehicle 1 with respect to a point Q.

20A and 20B, the travel control point Q _t is specified as the travel control point Q closest to the current position of the vehicle 1 among the travel control points Q in the currently traveling section. In addition to the state, the vehicle 1 is shifted to the right with respect to the currently traveling section. The y ′ axis indicates a tangent to the travel control point Q _t on the travel route, and the x ′ axis indicates a straight line that intersects the y ′ axis at the travel control point Q _t perpendicularly.

As described above, when the vehicle 1 is traveling autonomously, the vehicle position of the traveling vehicle 1 is a section in which the vehicle 1 is currently traveling due to various factors such as road conditions, the number of passengers and loads of the vehicle 1, and the like. May be misaligned. Therefore, in the present embodiment, deviation of the vehicle position of the vehicle 1 to travel control points Q _t relative epsilon, and calculates the deviation α of the vehicle heading angle of the vehicle 1, the vehicle 1 on the basis of the two deviations epsilon, the α The steering angle is corrected so that the vehicle 1 travels on the section.

Here, the deviation ε of the current position of the vehicle 1 is a linear distance from the traveling control point Q _t to the current position of the vehicle 1, and the deviation α of the vehicle direction of the vehicle 1 is the traveling control point Q _t. To the current position of the vehicle 1 and the angle formed by the x-axis.

First, the vehicle position deviation ε of the vehicle 1 will be described. As shown in FIG. 20A, when the current position of the vehicle 1 is (x _v , y _v ) and the vehicle position corresponding to the travel control point Q _t is (x _t , y _t ), the travel control point Q The deviation ε of the current position of the vehicle 1 with reference to _t is
ε = ((x _t −x _v ) ² + (y _t −x _v ) ² ) ^1/2
Is calculated by As shown in FIG. 20A, the y ′ axis and the longitudinal axis of the vehicle 1 are straight lines parallel to each other. Therefore, the distance between the y ′ axis and the longitudinal axis of the vehicle 1 may be set as the deviation ε ′ of the current position of the vehicle 1.

Next, the deviation α of the vehicle orientation of the vehicle 1 will be described. As shown in FIG. 20B, when the current position of the vehicle 1 is (x _v , y _v ) and the vehicle position corresponding to the travel control point Q _t is (x _t , y _t ), the vehicle of the vehicle 1 Azimuth deviation α is
α = tan ⁻¹ ((y _v −y _t ) / (x _v −x _t ))
Is calculated by

Next, a method of correcting the steering angle of the vehicle 1 using the above-described deviation ε of the vehicle position of the vehicle 1 and the deviation α of the vehicle direction of the vehicle 1 will be described. The vehicle orientation of the vehicle 1 at the current position (x _v , y _v ) of the vehicle 1 is θv, the steering angle of the vehicle setting information corresponding to the travel control point Q _t is δ, and the vehicle of the vehicle setting information corresponding to the travel control point Q _t If the azimuth and theta _t, this case, the steering angle ST to be set with respect to the vehicle 1,
ST = δ + K1 · ε · D1−K2 · (θ _t −θ _v ) · D2
Is calculated by

  Here, the variable K1 and the variable K2 are gains for setting whether to change the steering angle ST largely or smallly, and are values set as appropriate. The variable D1 is set to a value indicating whether the vehicle 1 is located on the right side or the left side with respect to the y ′ axis, and the vehicle 1 is located on the right side with respect to the y ′ axis. Is set to “−1” in the variable D1, and “1” is set in the variable D1 when the vehicle 1 is positioned on the left side with respect to the y ′ axis.

In the case of “θ _t −π ≧ 0”, if “θ _t −π ≦ α ≦ θ _t ” is satisfied, the vehicle 1 is positioned on the right side with respect to the y ′ axis. , The vehicle 1 is located on the left side with respect to the y ′ axis. In the case of “θ _t −π <0”, if “0 ≦ α ≦ θ _t ” or “θ _t + π ≦ α ≦ 2π” is satisfied, the vehicle 1 is positioned on the right side with respect to the y ′ axis. If not satisfied, the vehicle 1 is positioned on the left side with respect to the y ′ axis.

Further, the variable D2 is for the value of the traveling direction flag of the vehicle setting information corresponding to the travel control points Q _t is set, when the vehicle 1 is in cruise control point Q _t advances, the traveling direction flag "1 Therefore, “1” is set in the variable D2. When the vehicle 1 moves backward at the travel control point _Qt , since the traveling direction flag is “−1”, the variable D2 is set to “−1”.

  When the traveling control device 100 calculates the steering angle ST by the above-described equation, the traveling control device 100 corrects the steering angle of the vehicle 1 so that the steering angle δ of the vehicle 1 becomes the steering angle ST, and the vehicle 1 travels on the section. Control.

  Here, the description returns to FIG. When the intra-section travel process (S123) is completed, it is next determined whether or not 50 ms or more has elapsed since the current position of the vehicle 1 was calculated by the process of S118 (S124), and the determination of S124 is affirmed (S124: Yes), the process returns to S117. On the other hand, when the determination in S124 is negative (S124: No), the process waits until the elapsed time after calculating the current position of the vehicle 1 by the process of S118 becomes 50 ms or more, and returns to the process of S117. .

  Thereafter, the processes of S117 to S119 and S121 to S124 are repeatedly executed, and the traveling state of the vehicle 1 is controlled such that the vehicle 1 arrives at the last traveling control point Q in the currently traveling section.

  If the determination in S122 is affirmative (S122: Yes), 1 is added to the traveling section number SC in order to cause the vehicle 1 to travel in the next section (S125). Next, it is determined whether the cushion time flag stored in the cushion time flag memory 93h is on (S126). If the determination in S126 is negative (S126: No), the vehicle 1 is not stopped. Since it is a case of making it drive | work as it is, it transfers to the process of S123. As a result, the processes of S117 to S119 and S121 to S124 are repeatedly executed, and the traveling state of the vehicle 1 is controlled so that the vehicle 1 arrives at the last traveling control point in the new section.

  If the determination in S126 is affirmative (S126: Yes), since the vehicle 1 is stopped and the cushion time is set, the cushion time setting process is executed (S127). Then, when the process of S127 is completed, the process proceeds to S124.

  Here, the cushion time setting process (S127) will be described with reference to FIG. FIG. 21 is a flowchart showing a cushion time setting process executed by the traveling control device 100. The cushion time setting process is a process for setting a cushion time at a turning point where the vehicle 1 is switched forward and backward and stopping the vehicle 1 until the cushion time elapses.

  In the cushion time setting process, first, the vehicle 1 is stopped (S151), and the speed cushion time VCT is acquired (S152). In the process of S152, a speed cushion time VCT corresponding to a specified speed (for example, 1 km / s) of the vehicle 1 is acquired from the above-described speed cushion time map (see FIG. 7A).

  Next, it is determined whether or not the time reduction flag stored in the time reduction flag memory 93i is set to ON (S153). If the determination in S153 is affirmative (S153: Yes), the process of S152 is performed. The acquired speed cushion time VCT is shortened by 10 to 20% (S154). Note that the shortening period may be set as appropriate.

  The time reduction flag is a flag that is set to ON when the traveling state of the vehicle 1 is switched from reverse to forward at the turning point. When the vehicle 1 that has moved forward moves backward, it is difficult for the passenger to visually recognize the traveling direction of the vehicle 1. However, when the vehicle 1 that has moved backward moves forward, the occupant can visually recognize the traveling direction of the vehicle 1, so that the occupant can predict the course of the vehicle 1 and can be prepared. Therefore, when the vehicle 1 that has moved backward moves forward, discomfort given to the passenger can be suppressed even if the speed cushion time VCT is short at the turning point.

  Further, when the vehicle 1 that has moved forward moves backward, the front and rear G are generated so that the body of the occupant is directed toward the rear of the vehicle 1, and thus the occupant's body is supported by the seat. Therefore, since the front and rear G applied to the occupant are alleviated by the seat, even if the speed cushion time VCT is shortened at the turning point, discomfort given to the occupant can be suppressed.

  When the process of S154 is completed, the time reduction flag is set to OFF (S155), and the process proceeds to S156. If the determination in S153 is negative (S153), the process of S154 and S155 is skipped and the process proceeds to S156. In the process of S156, one of the travel control points Q closest to the current position of the vehicle 1 is identified from the travel control points Q in the section to be traveled next (S156), and the corresponding travel control point Q is identified. Vehicle setting information to be acquired is acquired from the travel control point memory 93d (S157).

  Thus, in the present embodiment, one of the travel control points Q closest to the current position of the vehicle 1 is not specified among all the travel control points Q set for the travel routes RT1 to RT3. Among the travel control points Q in the section to be traveled next, one travel control point Q closest to the current position of the vehicle 1 is specified. Therefore, since the quantity of the traveling control points Q to be referred to can be reduced, the control burden for specifying the traveling control points Q can be reduced. Therefore, since it is possible to suppress the control load from increasing and the control of the traveling state of the vehicle 1 from being delayed, the vehicle 1 can appropriately travel autonomously.

  Then, based on the current steering angle δ of the vehicle 1 and the steering angle δ of the vehicle setting information acquired in the process of S157, the amount of change in the steering angle δ at the turning point is calculated (S158). Next, a steering cushion time SCT corresponding to the calculated change amount of the steering angle δ is acquired from the steering cushion time map (see FIG. 7B) (S159).

  Next, it is determined whether the speed cushion time VCT obtained as a result of executing the processing of S152 to S154 is equal to or greater than the steering cushion time SCT obtained in the processing of S159 (S160). If the determination in S160 is affirmative (S160: Yes), the speed cushion time VCT obtained as a result of executing the processing in S152 to S154 is set as the cushion time (S161). On the other hand, if the determination in S160 is negative (S160: No), the steering cushion time SCT obtained in the process of S159 is set as the cushion time (S162).

  Next, the deviation ε of the vehicle position of the vehicle 1 and the deviation α of the vehicle orientation of the vehicle 1 are calculated using the traveling control point Q specified in the process of S156 as a reference (S163). Based on the two deviations ε and α, a steering angle ST to be set for the vehicle 1 is calculated, and the steering angle of the vehicle 1 is corrected so that the steering angle δ of the vehicle 1 becomes the steering angle ST. (S164).

  Note that a method of calculating the deviation ε of the vehicle position of the vehicle 1 and the deviation α of the vehicle direction of the vehicle 1 with reference to one traveling control point Q will be described with reference to FIGS. Therefore, the description thereof is omitted. Since the method for calculating the steering angle ST to be set for the vehicle 1 based on the two deviations ε and α is also described above, the description thereof is omitted.

  Next, the traveling state of the vehicle 1 is set to forward or backward according to the state of the traveling direction flag of the vehicle setting information acquired in the process of S157 (S165). In the process of S165, the traveling state of the vehicle 1 is set so that the vehicle 1 moves forward if the traveling direction flag is “1”, and the vehicle 1 moves backward if the traveling direction flag is “−1”. The traveling state of the vehicle 1 is set to

  Next, it is determined whether the cushion time set in the process of S161 or the process of S162 has elapsed (S166). If the determination of S166 is affirmative (S166: Yes), the process proceeds to S167. . On the other hand, if the determination in S166 is negative (S166: No), the process waits until the set cushion time elapses, and the process proceeds to S167.

  In the process of S167, the cushion time flag stored in the cushion time flag memory 93h is set to OFF (S167), so that the vehicle speed V of the vehicle 1 becomes a specified speed (for example, 1 km / h). The speed V is increased (S168). Then, the cushion time setting process ends, and the process returns to the route travel process (see FIG. 18).

  21. When the vehicle 1 arrives at the turning point by the cushion time setting process shown in FIG. 21, the speed cushion time VCT corresponding to the specified speed (for example, 1 km / h) of the vehicle 1 can be acquired, and at the turning point. A steering cushion time SCT corresponding to the amount of change in the steering angle δ of the vehicle 1 can be acquired. As described above, the speed cushion time VCT is a stop period for relaxing the front-rear G applied to the passenger of the vehicle 1 by switching between forward and backward movement of the vehicle 1, and the steering cushion time SCT is a turning point. Is a stop period for slowly rotating the steering wheel 13 and completing the steering of the vehicle 1.

  Then, by comparing the acquired speed cushion time VCT and the steering cushion time SCT, the longer one can be set as the cushion time. As a result, the vehicle 1 can be stopped at the turning point until the set cushion time has elapsed.

  Therefore, since the front and rear G applied to the passenger can be reduced while the vehicle 1 is stopped at the turning point, the discomfort given to the passenger of the vehicle 1 can be reduced. Further, since the steering of the vehicle 1 can be completed by gently rotating the steering wheel 13 at the turning point, it is possible to suppress surprise of the passenger of the vehicle 1 or giving a sense of fear because the steering wheel 13 rotates quickly. Therefore, the discomfort given to the passenger of the vehicle 1 can be further reduced.

  Further, since the steering of the vehicle 1 can be completed by rotating the steering 13 while the vehicle 1 is stopped at the turning point, the steering of the vehicle 1 is performed by rotating the steering while the vehicle 1 is traveling. The traveling direction of the vehicle 1 can be set with higher accuracy than the case.

  Here, the description returns to FIG. When the cushion time setting process (S127) is completed, the process of S124 is then executed, and the process returns to S117. As described above, before the cushion time setting process (S127) is executed, the process of S125 is executed and 1 is added to the traveling section number SC. As a result, when returning to the process of S117, the processes of S117 to S119 and S121 to S124 are repeatedly executed thereafter, so that the vehicle 1 arrives at the last travel control point Q in the new section. The running state is controlled.

For example, if the vehicle 1 has traveled in the first section so far, then the vehicle 1 starts traveling in the second section. When the vehicle 1 reaches the last travel control point Q of the second section, 1 is again added to the traveling section number SC, and as a result, the vehicle 1 then starts traveling in the third section. Thereafter, similarly, the vehicle 1 travels in section units up to the section of the numerical value indicated by the maximum section number SC _max , such as the third section and the fourth section.

  In this way, by causing the vehicle 1 to travel in section units, even if the section in which the vehicle 1 is currently traveling and another section are approaching or crossing each other, the vehicle 1 can move the other section. Since the vehicle does not start to travel, the vehicle 1 can continue to travel in the currently traveling section. Therefore, even if the pattern travel unit RT1 is a complicated travel route, the vehicle 1 can autonomously travel along the travel route without any problem.

When the vehicle 1 reaches the traveling control point Q in the numerical value section indicated by the maximum section number SC _max (that is, the last section), that is, after traveling the pattern traveling portion RT1, the traveling section number SC is set. 1 is added, and the traveling section number SC exceeds the maximum section number SC _max . Then, after returning to the process of S117, the determination of S121 is denied. If the determination in S121 is negative (S121: No), the out-of-section travel process is executed (S128), and the process proceeds to S124.

  Here, the out-of-section travel process (S128) will be described with reference to FIG. FIG. 22 is a flowchart illustrating the out-of-section traveling process executed by the traveling control apparatus 100. The out-of-section traveling process is a process for causing the vehicle 1 to travel the backward turning portion RT2 and the final backward portion RT3, and the current position of the vehicle 1 among the traveling control points Q in the backward turning portion RT2 and the final backward portion RT3. The closest traveling control point Q is identified, and the steering angle of the vehicle 1 is corrected based on the vehicle setting information of the identified traveling control point Q.

  Note that, as described above, the travel routes RT2 and RT3 are routes that do not approach each other or do not cross each other, and thus can be regarded as one section substantially. Therefore, in the present embodiment, the vehicle 1 is autonomously traveling by regarding the reverse turning portion RT2 and the final reverse portion RT3 as one section without being divided.

  In the out-of-section travel processing, first, one travel control point Q closest to the current position of the vehicle 1 is identified from the travel control points Q in the reverse turning portion RT2 and the final reverse portion RT3 (S171). It is determined whether the traveling control point Q is the traveling control point Q of the final destination (S172).

  Thus, in the present embodiment, one of the travel control points Q closest to the current position of the vehicle 1 is not specified among all the travel control points Q set for the travel routes RT1 to RT3. Among the travel control points Q of the reverse turning portion RT2 and the final reverse portion RT3, one travel control point Q closest to the current position of the vehicle 1 is specified. Therefore, since the quantity of the traveling control points Q to be referred to can be reduced, the control burden for specifying the traveling control points Q can be reduced. Therefore, since it is possible to suppress the control load from increasing and the control of the traveling state of the vehicle 1 from being delayed, the vehicle 1 can appropriately travel autonomously.

  In the determination of S172, if the vehicle position of the vehicle setting information corresponding to the specified travel control point Q indicates the origin O, it is determined that the specified travel control point Q is the travel control point Q of the final destination. .

  If the determination in S172 is affirmative (S172: Yes), it is determined whether the stop preparation flag is on (S174). As described above, the stop preparation flag is a flag that is set to ON when the CPU 91 specifies the travel control point Q corresponding to the final destination.

  Here, the case where the stop preparation flag is turned on means that the out-of-section travel processing has already been executed, and after the stop preparation flag is set to ON by the processing of S175 described later, the vehicle 1 becomes the final destination. This is a case where the out-of-section traveling process is executed again before arrival.

  When the determination in S174 is negative (S174: No), the stop preparation flag is set to ON (S175), the vehicle speed V of the vehicle 1 is decreased (S176), and the process proceeds to S178. In the present embodiment, when the vehicle 1 arrives at the final destination, the vehicle speed V of the vehicle 1 approaches 0 km / h as the distance between the current position of the vehicle 1 and the final destination decreases. The vehicle speed V of the vehicle 1 is controlled.

  On the other hand, if the determination in S174 is affirmative (S174: Yes), it means that the vehicle 1 will soon arrive at the final destination, and therefore the vehicle speed V of the vehicle 1 is further reduced (S177). More specifically, the vehicle speed V of the vehicle 1 is set so that the vehicle speed V of the vehicle 1 approaches 0 km / h as the distance between the current position of the vehicle 1 and the final destination decreases. Then, the process proceeds to S178.

  If the determination in S172 is negative (S172: No), the traveling state of the vehicle 1 is controlled so that the vehicle speed V of the vehicle 1 becomes a specified speed (for example, 1 km / h) (S173), The process proceeds to S178. In the process of S178, vehicle setting information corresponding to the travel control point Q specified in the process of S171 is acquired from the travel control point memory 93d (S178), and the travel control point Q specified in the process of S171 is used as a reference. The deviation ε of the vehicle position of the vehicle 1 and the deviation α of the vehicle direction of the vehicle 1 are calculated (S179). Based on the two deviations ε and α, a steering angle ST to be set for the vehicle 1 is calculated, and the steering angle of the vehicle 1 is corrected so that the steering angle δ of the vehicle 1 becomes the steering angle ST. (S180).

  Note that a method of calculating the deviation ε of the vehicle position of the vehicle 1 and the deviation α of the vehicle direction of the vehicle 1 with reference to one traveling control point Q will be described with reference to FIGS. Therefore, the description thereof is omitted. Since the method for calculating the steering angle ST to be set for the vehicle 1 based on the two deviations ε and α is also described above, the description thereof is omitted. When the process of S180 is completed, the out-of-section travel process is terminated, and the process returns to the route travel process (see FIG. 18).

Here, the description returns to FIG. When the out-of-section traveling process (S128) is completed, the process of S124 is executed next, and the process returns to S117. However, while driving section number SC, since it exceeds the maximum number of sections _{SC max,} the determination of S121 is always negative. As a result, the processes of S117 to S119, S121, S128, and S124 are repeatedly executed, and the vehicle 1 travels so that the vehicle 1 travels through the backward turning portion RT2 and the final backward portion RT3 and arrives at the final destination. The state is controlled.

  The “automatic parking process executed by the CPU 91 (see FIG. 8)” described in the above embodiment corresponds to the “travel control method” 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, the section is set by dividing the pattern travel unit RT1 for each travel route corresponding to the route patterns PT1 to PT10. However, the entire travel route RT1 to RT3 or a part thereof is divided for each turning point. You may set sections. As in the above-described embodiment, the last travel control point Q in the section is set to be a turning point. In this case, for example, a table indicating the ID number range of each section is provided in the RAM 93 so that the traveling control point Q corresponding to each section can be identified. If comprised in this way, since the last travel control point Q in a section can be specified and it can be determined whether the last travel control point Q is a turning point, the above-mentioned route travel processing (refer to Drawing 18) can be performed. . Since the sections can be set by dividing the travel routes RT1 to RT3 for each turn-back point, it is possible to prevent the travel routes in the same section from approaching or crossing each other near the turn-back point. Therefore, when the vehicle 1 travels in section units, it is possible to prevent the vehicle from jumping over the travel route on the way to the turning point and starting to travel on the traveling route beyond the turning point. Therefore, the vehicle 1 can be autonomously driven without any problem even near the turning point.

  In the above embodiment, the section 1 is set by dividing the pattern travel portion RT1 for each travel route corresponding to the route patterns PT1 to PT10. However, the vehicle 1 moves forward on the entire travel route RT1 to RT3 or a part thereof. Sections may be set by dividing into sections and sections where the vehicle 1 moves backward. In this case, the last travel control point Q in the section of each section is the turning point. In the case of such a configuration, for example, a table indicating the range of ID numbers of each section is provided in the RAM 93 so that the traveling control point Q corresponding to each section can be identified. As a result, the last travel control point Q in the section can be specified, and if it is the last travel control point Q, it can be determined that it is a turning point, so the above-described route travel processing (see FIG. 18) can be executed. And by setting the section by dividing the travel routes RT1 to RT3 into sections where the vehicle 1 moves forward and sections where the vehicle 1 moves backward, the travel routes within the same section approach each other near the turning point. And can prevent crossing. Therefore, when the vehicle 1 is driven in section units, it should advance (or retreat) to the turning point, jump over the driving route on the way, and move backward (or move forward) from the turning point. ) It can be prevented that the vehicle starts to travel along the travel route. Therefore, the vehicle 1 can be autonomously driven without any problem even near the turning point.

  In the above embodiment, the speed cushion time VCT corresponding to the specified speed (for example, 1 km / h) of the vehicle 1 is acquired from the above-described speed cushion time map (see FIG. 7A). When the time flag is set to ON, the vehicle speed V of the vehicle 1 may be acquired, and the speed cushion time VCT corresponding to the vehicle speed V may be acquired from the speed cushion time map.

  Moreover, in the said embodiment, although pattern travel part RT1 is divided | segmented for every driving route corresponding to route pattern PT1-PT10, and the section is set, the driving route RT1-RT3 whole or a part thereof is set to the route point P. Sections may be set separately for each.

  Moreover, in the said embodiment, although the pattern driving | running | working part RT1 is divided | segmented for every driving route corresponding to route pattern PT1-PT10, the section is set, (Condition 1) For every driving route corresponding to route pattern PT1-PT10 (Condition 2) For each turning point, (Condition 3) For each section in which the vehicle 1 moves forward, and (Condition 4) for each section in which the vehicle 1 moves backward, by combining a plurality of conditions, the entire travel routes RT1 to RT3 Alternatively, a section may be set by separating a part thereof.

  Moreover, in the said embodiment, although the vehicle setting information of all the traveling control points Q produced | generated with respect to traveling route RT1-RT3 is memorize | stored in the traveling control point memory 93d, the traveling control point memory 93d is stored for every section. It is also possible to store the vehicle setting information of the traveling control point Q in units of sections. Further, a travel control point memory 93d may be provided for each of the travel routes RT1, RT2, RT3, and the vehicle setting information of the travel control point Q may be stored for each travel route RT1, RT2, RT3.

  In the above embodiment, the vehicle setting information of each travel control point Q includes the vehicle position of the vehicle 1 at the travel control point Q, the vehicle orientation of the vehicle 1 at the travel control point Q, and the vehicle 1 at the travel control point Q. It is composed of a steering angle δ, a traveling direction flag at the travel control point Q, and a switchback determination flag at the travel control point Q, but even if section information indicating which section is the vehicle setting information is added. good.

  Moreover, in the said embodiment, although the one traveling control point Q nearest from the current position of the vehicle 1 is specified among the traveling control points Q in the currently traveling section, it is closest to the current position of the vehicle 1. The traveling control point Q and at least n traveling control points Q may be specified. Further, it may be configured to specify the n traveling control points Q including the traveling control point Q closest to the current position of the vehicle 1. In addition, what is necessary is just to set n suitably. By configuring in this way, it is possible to always refer to the n-th traveling control point Q, so that the turning point and the final destination can be found earlier. Therefore, the vehicle speed V of the vehicle 1 can be gradually decreased by starting to decrease the vehicle speed V of the vehicle 1 at the stage where the turning point or the final destination is found. Therefore, since the front-rear G applied to the occupant can be reduced by stopping the vehicle 1 at the turning point or the final destination, the discomfort given to the occupant of the vehicle 1 can be further reduced. Moreover, since the vehicle speed V of the vehicle 1 can be lowered so that the vehicle 1 does not pass through the turning point or the final destination, the vehicle 1 is appropriately stopped at the turning point or the final destination. be able to.

  Moreover, in the said embodiment, when the traveling control apparatus 100 pinpoints a turning point, you may comprise so that a passenger may be notified that it will arrive at a turning point. For example, it may be displayed on a monitor in the vehicle 1 or may be guided by voice. Thereby, since a passenger | crew can anticipate that front and rear G will add, a passenger | crew can prepare a posture. Therefore, the discomfort given to the passenger can be suppressed.

  Moreover, in the said embodiment, although the vehicle speed V of the vehicle 1 in autonomous driving | running | working is controlled so that it may become a regulation speed (for example, 1 km / h), so that a driver | operator can set a regulation speed arbitrarily. It may be configured.

  In the above embodiment, the speed cushion time map is configured such that the speed cushion time VCT increases in proportion to the increase in the vehicle speed V of the vehicle 1 as shown in FIG. Instead, a speed cushion time map (see FIGS. 23A and 23B) configured as follows may be used. The speed cushion time map shown in FIG. 23A is configured such that if the vehicle speed V of the vehicle 1 is smaller than the threshold value, the speed cushion time VCT is 0, and the vehicle speed V of the vehicle 1 exceeds the threshold value. Thus, the speed cushion time VCT is configured to increase in proportion to the increase in the vehicle speed V of the vehicle 1. If this speed cushion time map is used, the speed cushion time VCT can be reduced to 0 and the stopping time can be shortened when the longitudinal G applied to the passenger is weak at the turning point. Therefore, when the discomfort given to the passenger is weak, the vehicle 1 can arrive at the destination earlier. The speed cushion time map shown in FIG. 24B is configured such that the speed cushion time VCT increases in proportion to the square of the vehicle speed V of the vehicle 1. The kinetic energy acting on the passenger increases in proportion to the square of the vehicle speed V. By using the speed cushion time map configured in this way, the speed cushion time VCT can be increased as the kinetic energy applied to the passenger at the turning point increases. Therefore, the vehicle 1 can be stopped until the kinetic energy applied to the passenger becomes weak. Therefore, discomfort given to the passenger can be suppressed.

  Further, in the above embodiment, the steering cushion time map is configured such that the steering cushion time SCT increases in proportion to the change amount of the steering angle δ of the vehicle 1 as shown in FIG. 7B. However, instead, a steering cushion time map (see FIG. 23C) configured as follows may be used. The steering cushion time map shown in FIG. 23 (c) is configured such that the steering cushion time SCT becomes 0 when the amount of change in the steering angle δ of the vehicle 1 is smaller than the threshold value, and the change in the steering angle δ of the vehicle 1 occurs. If the amount exceeds the threshold value, the steering cushion time SCT is configured to increase in proportion to the amount of change in the steering angle δ of the vehicle 1. If this steering cushion time map is used, the steering cushion time SCT can be made zero when the amount of change in the steering angle δ of the vehicle 1 is small at the turning point, that is, when the amount of rotation of the steering shaft 61 is small. Therefore, when it is not necessary to rotate the steering wheel 13 quickly at the turning point, the stop time can be shortened. Therefore, when the steering wheel 13 rotates rapidly, the vehicle 1 can arrive at the destination earlier when the passenger of the vehicle 1 is surprised or the possibility of giving a fear is low.

  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.

  Moreover, in the said embodiment, although the three distance sensors 24a-24c are attached to the vehicle 1, you may make the number of sensors attached to two. By reducing the number of sensors, component costs can be suppressed. When the number of sensors is two, for example, the first distance sensor 24a is attached to the front right of the vehicle 1 and the second distance sensor 24b is attached to the left rear of the vehicle 1. If attached in this way, the entire periphery of the vehicle 1 can be scanned by the two distance sensors.

  Moreover, in the said embodiment, although the three distance sensors 24a-24c are attached to the vehicle 1, you may each attach to four places etc. of four corners of the vehicle 1. In other words, the number and location of the distance sensors may be any number and location. In particular, since the obstacles can be measured from various angles by installing the distance sensors in a distributed manner, the obstacles can be measured with higher accuracy.

  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 targeted 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 targeted by the driver and park the vehicle 1 at the parking position. 1 may be configured so that the driver is notified of the travel route from the current position to the parking position targeted by the driver, without performing the autonomous traveling. 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.

  Further, in the above embodiment, when the vehicle 1 is parked at the target parking position, the left and right rear wheels 2RL, 2RR have the x-axis on the front and rear axes of the vehicle 1 as the y-axis, and the x-axis. The position of the vehicle 1 and the positions of the travel routes RT1 to RT3 are calculated using a coordinate system with the origin of the intersection of the y-axis and the origin O, but the left and right rear wheels 2FL and 2FR at the current position of the vehicle 1 are calculated. A coordinate system in which the x axis is the x axis, the y axis is the front and rear axis of the vehicle 1, and the intersection point of the x axis and the y axis may be 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 You may comprise so that the driving | running | working control point Q may be produced | generated by the 0.05m space | interval between the last (point closest to the final destination) route point P among two or more route points.

  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.

  In the above embodiment, the vehicle 1 is switched between forward and backward after the vehicle 1 stops at the turning point. However, the vehicle 1 may be switched between forward and backward before the vehicle 1 stops. Specifically, before the vehicle 1 stops, the rotation direction of the rotation shaft of the motor 3a is reversed. In addition, since the vehicle speed of the vehicle 1 will fall if the rotation direction of the rotating shaft of the motor 3a is reversed, the front-back G is added with respect to the passenger of the vehicle 1. FIG. However, since the front and rear G applied to the occupant can be reduced by stopping the vehicle 1 at the turning point, the discomfort given to the occupant of the vehicle 1 can be further reduced.

  In the above embodiment, the speed cushion time VCT and the steering cushion time SCT are obtained at the turning point and then compared, and the longer one is set as the cushion time. A time obtained by adding the VCT and the acquired steering cushion time SCT (hereinafter referred to as “composite cushion time TCT”) may be set as the cushion time.

  Hereinafter, the synthetic cushion time TCT will be described in detail with reference to FIG. FIG. 24 is a schematic diagram for explaining an example of the synthetic cushion time TCT. It is assumed that the vehicle 1 is traveling toward the turning point (ID number = 160) in the fourth section shown in FIG. In addition, it is assumed that the vehicle 1 moves forward in the fourth section and the vehicle 1 moves backward in the fifth section.

  When the vehicle 1 travels in the fourth section, the travel control device 100 first identifies the travel control point Q with ID number = 121. Thereafter, when the vehicle travels along the fourth section, the ID number of the travel control point Q specified by the travel control device 100 is incremented by 1, and finally the travel control point Q (ID number overlapping with the switching point). = 160) is specified.

  When the traveling control device 100 specifies the turning point, as shown in FIG. 24, the travel time control apparatus 100 sets the cushion time flag to ON and gradually decreases the vehicle speed V in order to stop the vehicle 1 at the turning point. Then, when the vehicle 1 arrives at the turning point (ID number = 160), the traveling control device 100 stops the vehicle 1 and sets the speed cushion time VCT corresponding to the specified speed (for example, 1 km / h) of the vehicle 1. , Obtained from the speed cushion time map described above (see FIG. 7A).

  Further, when the vehicle 1 arrives at the turning point, the traveling control device 100 acquires the vehicle setting information of the traveling control point Q corresponding to the turning point, and at the current steering angle δ of the vehicle 1 and the turning point. Based on the steering angle δ of the vehicle 1 to be set, the amount of change in the steering angle δ of the vehicle 1 is calculated. Then, the steering cushion time SCT corresponding to the calculated change amount of the steering angle δ is acquired from the steering cushion time map. When the speed control time VCT and the steering cushion time SCT are acquired, the traveling control device 100 adds them to calculate a combined cushion time TCT, and sets the combined cushion time TCT as a cushion time.

  If comprised in this way, since the time of cushion time becomes longer, the vehicle 1 can be stopped for a longer time in a turning-back point. Therefore, since the front and rear G applied to the passenger can be further reduced while the vehicle 1 is stopped at the turning point, the discomfort given to the passenger of the vehicle 1 can be further reduced.

  Further, the steering of the vehicle 1 can be completed by rotating the steering wheel 13 more gently at the turning point. That is, when the composite cushion time TCT is set, the inclination indicating the change amount of the rotation angle of the steering wheel 13 becomes gentler than the change amount inclination A when the steering cushion time SCT is simply set. Therefore, it is possible to further suppress the surprise of the occupant of the vehicle 1 and to give a sense of fear because the steering wheel 13 rotates quickly, so that the discomfort given to the occupant of the vehicle 1 can be further reduced.

  Further, since the steering of the vehicle 1 can be completed by rotating the steering 13 while the vehicle 1 is stopped at the turning point, the steering of the vehicle 1 is performed by rotating the steering while the vehicle 1 is traveling. The traveling direction of the vehicle 1 can be set with higher accuracy than the case. Then, when the cushion time has elapsed at the turning point, the travel control device 100 increases the vehicle speed V of the vehicle 1 and causes the vehicle 1 to travel the fifth section.

1 Vehicle 93g Section number memory during travel (travel section specifying means, travel section specifying process)
100 Travel control devices PT1 to PT10 Route pattern (travel route pattern)
Q Travel control point (travel point)
S4 route setting means, route setting step S14 control means, control steps S44, S121, S125 section dividing means, section dividing process S118 travel position obtaining means S131 travel point specifying means

Claims (6)

Route setting means for setting a travel route for autonomously traveling the vehicle;
Section dividing means for dividing the travel route set by the route setting means into a plurality of sections;
Traveling section identifying means for identifying a section in which the vehicle should travel among a plurality of sections divided by the section dividing means;
A travel control apparatus comprising: control means for controlling autonomous travel of the vehicle so that the vehicle travels along a travel route of a section specified by the travel section specifying means. The travel route is configured by travel points that are points where the vehicle should travel,
Travel position acquisition means for acquiring the travel position of the vehicle when the vehicle is autonomously driven based on the travel route set by the route setting means;
A travel point specifying means for specifying the travel point close to the travel position of the vehicle acquired by the travel position acquisition means from the travel points in the section specified by the travel section specifying means;
The control means includes
The traveling direction of the vehicle is controlled based on the position of the traveling point specified by the traveling point specifying means and the traveling position of the vehicle acquired by the traveling position acquisition means, and the vehicle is moved along the traveling route. The travel control apparatus according to claim 1, wherein the travel control apparatus controls the vehicle so as to autonomously travel. The travel route is configured by combining predetermined travel route patterns prepared in advance,
The section dividing means is
The travel control device according to claim 1, wherein the travel route is divided into a plurality of sections at least by dividing the travel route for each route corresponding to the travel route pattern. A switching point specifying means for specifying a switching point where forward and reverse switching of the vehicle occurs in the travel route;
The section dividing means is
The travel control device according to any one of claims 1 to 3, wherein the travel route is divided into a plurality of sections at least divided for each switching point specified by the switching point specifying means. A front and rear section specifying means for specifying a forward section in which the vehicle moves forward in the travel route and a reverse section in which the vehicle moves backward;
The section dividing means is
The travel according to any one of claims 1 to 3, wherein the travel route is divided into a plurality of sections at least divided into the forward section and the reverse section specified by the front and rear section specifying means. Control device. A route setting step for setting a travel route for autonomously traveling the vehicle;
A section dividing step for dividing the travel route set by the route setting means into a plurality of sections;
A traveling section identifying step for identifying a section in which the vehicle should travel among a plurality of sections divided by the section dividing means;
And a control step of controlling autonomous traveling of the vehicle so that the vehicle travels along a travel route of a section specified by the travel section specifying means.

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