JP2012056523A - Traveling control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a traveling control device that can generate a more suitable traveling route, when creating a traveling route which makes the vehicle traveling from a reference position to a target position.SOLUTION: The traveling control device generates a temporary traveling route by combining route patterns, and when starting generation of the temporary traveling route, sets up priorities to ten route patterns based on three conditions of the present vehicle position of the vehicle, the position decided by a target parking area, and a vehicle azimuth of the vehicle or based on the present steering angle of the vehicle. Then, from the pattern of high priority in order, first by one route pattern, the temporary traveling route is generated. Since the priorities are for creating a suitable travel route to three conditions when creating the travel route, and suitable temporary traveling route can be generated to three conditions, when creating temporary traveling route. Thereby more suitable traveling routes can be generated.

Description

  The present invention relates to a travel control device, and more particularly to a travel control device that can generate a more suitable travel route when generating a travel route that causes a vehicle to travel from a reference position to a target position.

  Conventionally, when the driver travels the host vehicle to the target position, a travel route that allows the host vehicle to travel from the current vehicle position to the target position is generated, and the driver does not need to perform a steering operation. A travel control device that controls the travel of the host vehicle so that the host vehicle travels along a travel route is known. For example, in the travel control device described in Patent Document 1 below, when the driver instructs generation of a travel route, generation of a travel route that allows the host vehicle to travel from the current vehicle position to the target position by reversing is generated. Tried.

JP 2008-284969 (paragraph 0062, etc.)

  However, in the travel control device described in Patent Document 1, while the generation of the travel route is repeatedly attempted, the travel route that can be generated first by chance is selected as the travel route of the host vehicle. Therefore, even if a travel route is generated, there is a possibility that a travel route contrary to the passenger's intention is generated.

  The present invention has been made to solve the above-described problems, and provides a travel control device capable of generating a more suitable travel route when generating a travel route for causing the vehicle to travel from a reference position to a target position. The purpose is to do.

Means for Solving the Problems and Effects of the Invention

  According to the travel control apparatus of the first aspect, the travel route pattern is sequentially selected from the travel route patterns by the selection means. When selection of the travel route pattern is started by the selection means, the situation when the vehicle moves from the reference position to the target position is judged by the situation judgment means, and the situation judged by the situation judgment means in a predetermined case Based on the above, the selection order of the travel route pattern in the selection means is set by the first setting means. When it is assumed that the temporary route from the reference position is generated by the temporary route generation unit in the order in which the travel route patterns selected by the selection unit are selected, and the vehicle is driven on the temporary route. Is determined by the determination means. When the determination means determines that the arrival is impossible for the temporary route generated by the temporary route generation means, the selection control means sets the end of the temporary route that cannot be reached as a new reference position in the selection means, and the travel route pattern The selection is controlled so as to start. On the other hand, if the determination means determines that the vehicle can arrive, a series of temporary routes from the first reference position to the reachable temporary route is used to drive the vehicle from the first reference position to the target position. A route is generated by the travel route generation means. Therefore, when the travel route pattern is selected by the selection device after the setting by the first setting device, the travel route pattern is selected from the travel route patterns in the order according to the situation determined by the situation determination device. Since the temporary route can be selected by the temporary control generation unit, the temporary route can be generated in order from the temporary route more suitable for the situation determined by the situation determination unit. Here, when it is determined that the temporary route can be reached by the determination means, a series of temporary routes from the first reference position to the reachable temporary route is used to travel, so a travel route is generated. In this case, the possibility that a more appropriate temporary route is used can be increased. Therefore, there is an effect that a more suitable travel route can be generated.

  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, in the selection means, the selection of the travel route pattern is started when the temporary route generation means starts generating the temporary route from the first reference position and when it is controlled by the selection control means. Then, at least when the generation of the temporary route from the first reference position is started by the temporary route generation unit, the selection order of the travel route pattern in the selection unit based on the situation determined by the situation determination unit is the first setting Set by means. Therefore, at least the temporary route at the first reference position can be generated in the order appropriate to the situation determined by the situation determination means, so when generating a travel route, a more appropriate temporary route is used as the temporary route at the first reference position. The possibility of being used can be increased. The travel route is generated by using a series of temporary routes from the first reference position to the reachable temporary route, and is thus greatly affected by the temporary route generated at the first reference position. Accordingly, by increasing the possibility that a more appropriate temporary route is used as the temporary route at least at the first reference position, it is possible to increase the possibility that a more appropriate temporary route is used for the subsequent temporary route. Therefore, when a travel route is generated, it is possible to increase the possibility that a temporary route more suitable for the situation of the situation determination means is used as a series of temporary routes from the first reference position to the reachable temporary route. Therefore, there is an effect that a more suitable travel route can be generated.

  According to the travel control device of the third aspect, in addition to the effect produced by the travel control device according to the second aspect, the following effect is exhibited. That is, only when the temporary route generation means starts generating the temporary route from the first reference position, the selection order of the travel route pattern in the selection means based on the situation judged by the situation judgment means is the first setting means. Is set by The selection control means controls to start the selection of the travel route pattern for the temporary route determined to be unreachable by the determination means. Therefore, as the number of temporary routes that cannot be reached increases, the travel route pattern increases. The number of times the selection order is set increases, and the control burden also increases. Therefore, by setting the travel route pattern selection order only when the generation of the temporary route from the first reference position is started, the number of times of setting can be suppressed, and the control burden can be suppressed. In addition, since the possibility that a more appropriate temporary route is used as the temporary route at the first reference position can be increased, the possibility that a more appropriate temporary route is used for the subsequent temporary route can also be increased. Accordingly, when a travel route is generated while suppressing the control burden, a temporary route more suitable for the situation of the situation determination means is used as a series of temporary routes from the initial reference position to the reachable temporary route. The possibility that the route is used can be increased. Therefore, there is an effect that a more suitable travel route can be generated while suppressing the control burden.

  According to the travel control device of the fourth aspect, in addition to the effect exhibited by the travel control device according to the third aspect, the following effect is exhibited. That is, the travel route pattern indicates a route that the vehicle should travel and a steering angle or a steering wheel angle when the vehicle travels along the route. Then, when selection of the travel route pattern is started by the control of the selection control means, it is specified by the specifying means which travel route pattern the temporary route to be controlled is generated based on, When the control by the selection control means is performed, the difference in the steering angle with respect to the steering angle indicated by the travel route pattern specified by the specifying means in the travel route pattern, or the travel route pattern specified by the specifying means The order in which the travel route patterns are arranged in ascending order of the difference in the handle angle with respect to the indicated handle angle is set by the second setting means as the selection order of the travel route patterns. Therefore, when the travel route pattern is selected by the selection device after the setting by the second setting device, the travel route pattern can be preferentially selected from the ones having a small amount of change in the steering angle of the vehicle. Therefore, when a new temporary route is generated from the end of the temporary route controlled by the selection control means, it can be preferentially generated from a temporary route with a small amount of change in the steering angle of the vehicle. In this case, a temporary route with a small amount of change in the steering angle of the vehicle can be preferentially used. On the other hand, when the generation of the temporary route from the first reference position is started, the temporary route at the first reference position can be generated in the order appropriate to the situation determined by the situation determination means, so the travel route is generated. In this case, a more appropriate temporary route can be used as the temporary route at the first reference position. Thus, when a travel route is generated, a temporary route that is more suitable for the temporary route from the first reference position can be used, and the temporary route that follows the temporary route from the first reference position can be used. As for the route, a temporary route with a small amount of change in the steering angle of the vehicle can be preferentially used. Therefore, since it is possible to preferentially generate a travel route that allows the vehicle to travel smoothly according to the situation determined by the situation determination means, there is an effect that a more preferable travel route can be preferentially generated.

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 situation determination table, (b) is a schematic diagram which shows an example of the content of a situation determination table, (c) is a situation determination table of (b). It is a schematic diagram for demonstrating the content. (A) is a schematic diagram which shows an example of the content of the situation determination table, (b) is a schematic diagram for demonstrating the content of the situation determination table shown to (a). It is a schematic diagram which shows an example of a route pattern priority order table. It is a schematic diagram which shows an example of the content of the traveling control point memory. It is a schematic diagram which shows an example of the content of the determined permutation memory. It is a flowchart which shows the automatic parking process of a traveling control apparatus. It is a flowchart which shows the point path | route 1st production | generation process of a traveling control apparatus. It is a schematic diagram for demonstrating an example in the case of setting a priority to ten route patterns based on the current steering angle of the vehicle. It is a flowchart which shows the point path | route 2nd 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.

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

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

  Although details will be described later, according to the travel control device 100, when a travel route is generated, a travel route with a short distance, a travel route likely to be assumed by the passenger, or when the vehicle 1 starts traveling. A travel route that can travel smoothly and a travel route that allows the vehicle 1 to travel smoothly can be preferentially generated.

  In the present embodiment, when the vehicle 1 is parked at the target parking position, the left and right rear wheels 2RL, 2RR are set to the x axis, the front and rear axes of the vehicle 1 are set to the y axis, and the x axis The position of the vehicle 1 and the position of the travel route are calculated using a coordinate system with the intersection point of the y-axis and the origin O.

  Therefore, in the following description, this coordinate system is used to indicate each position such as the vehicle 1 and the travel route. 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). Note that the angle of the steering wheel 13 may be output to the CPU 91 in addition to the steering angle δ.

  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. 12) is executed. As a result, the vehicle 1 is autonomously traveled from the current vehicle position to the parking position set 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.

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

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

  In this embodiment, when the automatic parking switch 25 is pressed by the driver and the target parking position is set by the driver, the travel control device 100 allows the travel control device 100 to reach the target position from the current vehicle position. ~ RT3 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 93b (see FIG. 6) described later. Although details will be described later, for example, in the case of the travel route RT1, the points at intervals of 2 m among the points constituting the travel route RT1 are set as the route points P.

  In the present embodiment, when the entire travel routes RT1 to RT3 are generated, the travel control point Q, which is a point for controlling the vehicle state of the vehicle 1 when the travel control device 100 makes the vehicle 1 autonomously travel next. Is virtually generated at intervals of 0.05 m on the travel routes RT1 to RT3. That is, in this embodiment, the traveling state of the vehicle 1 is controlled every 0.05 m.

  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 93c described later (see FIG. 6). 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 set by the driver.

  Here, with reference to FIG. 2, the travel routes RT1 to RT3 generated by the travel control device 100 and the travel control points Q generated for the travel routes RT1 to RT3 will be described. FIG. 2 is a schematic diagram for explaining an example of the entire travel routes RT1 to RT3, a route point P indicating the travel routes RT1 to RT3, and a travel control point Q generated for the travel routes RT1 to RT3. FIG.

  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 a parking position set 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 92a (see FIG. 6) described later. In the example shown in FIG. 2, the travel route from the route point P0 to the route point P6 is the pattern travel unit RT1.

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

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

  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.

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

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

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

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

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

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

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

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

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

Next, the route point _{P B (x B, y B} ) corresponding to the destination when moving the vehicle 1 from the path points _{P i} in accordance with the route pattern PT7 and, heading theta _B at the path point _{P B} A method for calculating the value will be described. 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, when the generation of the pattern travel unit RT1 is attempted, the route patterns PT1 to PT10 are combined to generate a temporary travel route RT1. Then, it is next determined whether or not there is a reverse turning portion RT2 following the temporary travel route RT1 and a final reverse turning 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, with reference to FIG. 5 (a), (b), the flow until the whole driving | running route RT1-RT3 is produced | generated and parking possible conditions are demonstrated. FIG. 5A is a schematic diagram for explaining an example of a route point P on the travel routes RT1 to RT3, and FIG. 5B is a schematic diagram for explaining parking conditions. In FIG. 5A, the travel route to the route points P0 to P6 corresponds to the pattern travel portion RT1, the travel route to the route points P6 to P7 corresponds to the reverse turning portion RT2, and the route points P7 to P8. The travel route up to corresponds to the final reverse portion RT3.

  In the present embodiment, when the generation of the entire travel route RT1 to RT3 is attempted, the generation of the travel route RT1 is first attempted. For example, as shown in FIG. 5A, at the route point P0 that is the departure point of the vehicle 1, ten temporary travel routes RT1 indicated by dotted lines and solid lines are generated one by one in order.

  More specifically, before the generation of the provisional travel route RT1 is started, first, three of the current vehicle position P0 of the vehicle 1, the target parking position P8, and the vehicle orientation θ of the vehicle 1 are set. Priorities are set for the ten route patterns PT1 to PT10 based on the conditions or the current steering angle δ of the vehicle 1. Although details of the priority will be described later, this priority is determined based on the short-distance travel route RT1, the travel route RT1 likely to be assumed by the passenger, and the vehicle 1 when the travel route RT1 is generated. Is for preferentially generating a travel route RT1 that can travel smoothly at the start of travel.

  The route patterns PT1 to PT10 are selected one by one in descending order of priority, and each time one of the route patterns PT1 to PT10 is selected, the route pattern corresponding to the one route pattern PT1 to PT10 is selected. Thus, a temporary travel route RT1 starting from the route point P0 is generated.

  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.

  Therefore, at the route point P0, the ten temporary travel routes RT1 indicated by the dotted line and the solid line are generated one by one in order of the route patterns PT1 to PT10 having the highest priority, and each travel route RT1 is generated. Each time, it is determined whether the parking condition is satisfied at the route point P1 which is the terminal.

  Here, if it is determined that the parking condition is satisfied, the temporary travel route RT1 is set as the travel route RT1 of the vehicle 1, and the entire travel routes RT1 to RT3 are generated, where the temporary travel route RT1. The generation of ends. On the other hand, when all the route patterns PT1 to PT10 are selected and the parking condition is not satisfied in any of the generated temporary travel routes RT1, the number of route patterns PT1 to PT10 to be combined is increased by one, Temporary travel routes RT1 obtained by combining two route patterns PT1 to PT10 are generated one by one.

  Specifically, for each of the ten travel routes RT1 generated earlier, ten temporary travel routes RT1 are sequentially generated one by one so as to extend the travel route from the terminal in ten directions. However, in this embodiment, every time the number of combined route patterns PT1 to PT10 is increased by one, priority is set to 10 route patterns PT1 to PT10. Then, when the temporary travel route RT1 is generated, the ten temporary travel routes RT1 are arranged in one order so that the travel routes are extended in ten directions in the order of the route patterns PT1 to PT10 having the highest priority. It produces | generates in order one by one and it is determined whether each parking possible condition is satisfied.

  When the number of combined route patterns PT1 to PT10 is increased by one, the priority order is set based on the types of route patterns PT1 to PT10 arranged immediately before the route patterns PT1 to PT10 to be increased this time. This priority order is for preferentially generating the travel route RT1 in which the change in the steering angle δ of the vehicle 1 is small when the travel route RT1 is generated.

  And even if all the temporary travel routes RT1 are generated, if the parking available condition is not satisfied, the combined travel routes RT1 are generated by further combining three route patterns PT1 to PT10. The temporary travel route RT1 is repeatedly generated while the number of patterns PT1 to PT10 is increased by one. The generation of the provisional travel route RT1 is repeated until the parking condition is satisfied or the number of route patterns PT1 to PT10 to be combined reaches a predetermined number.

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

  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.

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

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

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

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

_Rp = _Px / (1-cos ([theta] _Vp ))
In the case where the turning radius R _p is equal to or greater than the minimum turning radius of the vehicle 1, the first condition of the available parking conditions described above are satisfied. That is, this expression is the first condition in the parking available condition.

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

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

Note that the 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 device that controls each unit connected by the bus line 94, and the flash memory 92 is a non-rewritable nonvolatile memory for storing a control program executed by the CPU 91, fixed value data, and the like. . In addition, the automatic parking process shown in the flowchart of FIG. 12, which will be described later, the point route first generation process shown in the flowchart of FIG. 13, the point route second generation process shown in the flowchart of FIG. 15, and the pattern traveling unit control shown in the flowchart of FIG. The flash memory 92 stores each program for executing the point generation process, the backward turning part control point generation process shown in the flowchart of FIG. 18, and the final backward part control point generation process shown in the flowchart of FIG. 20.

  The flash memory 92 is provided with a path pattern memory 92a, a situation determination table memory 92b, and a path pattern priority table memory 92c. The path pattern memory 92a stores data indicating the shape, characteristics, and the like of each of the ten types of path patterns PT1 to PT10 described above. For example, the length of the travel route, the turning radius R of the vehicle 1 when traveling on the travel route, whether the vehicle 1 is moved forward or backward, whether the vehicle 1 is moved straight or turned, etc. Data is stored for each of the ten types of route patterns PT1 to PT10.

  The situation determination table memory 92b is a memory in which the situation determination table is stored. The situation determination table is a table for setting priorities to the ten route patterns PT1 to PT10 before the generation of the provisional travel route RT1 is started. The situation determination table is referred to by the CPU 91 before the travel control device 100 starts generating the temporary travel route RT1.

Here, the situation determination table will be described with reference to FIGS. The current vehicle position of the vehicle 1 is (x _v , y _v ), and among the target parking positions, the minimum value on the x axis is x ₁ , the maximum value on the x axis is x ₂ , and on the y axis The minimum value of y is y ₁ and the maximum value on the y-axis is y ₂ (see FIG. 7C).

  FIG. 7A is a schematic diagram illustrating an example of the situation determination table, FIG. 7B is a schematic diagram illustrating an example of the contents of the situation determination table, and FIG. It is a schematic diagram for demonstrating the content of the situation determination table shown to b). 8A is a schematic diagram showing an example of the contents of the situation determination table, and FIG. 8B is a schematic diagram for explaining the contents of the situation determination table shown in FIG. is there.

As shown in FIG. 7A, in the situation determination table, the vehicle position (x _v , y _v ) of the vehicle ₁ , x ₁ , x ₂ , y ₁ , y ₂ determined by the target parking position, depending on the three conditions of the first vehicle direction theta _v, 10 priority route pattern PT1~PT10 of is set.

For example, the vehicle 1 exists in the upper left area with respect to the target parking position, that is, satisfies the conditions of “(x _v ≦ x ₁ ) and (y _v ≧ y ₁ )” and the vehicle direction θ _As priorities when _v satisfies the condition “0 ≦ θ _v <45”, the priorities shown in FIG. 7B are set.

  Specifically, among the ten route patterns PT1 to PT10, the route pattern PT7 is set to the first priority, and the route pattern PT3 is set to the second priority. Similarly, the route pattern PT1 is set at the third priority, the route pattern PT4 is set at the fourth priority, and so on.

This priority order is for preferentially generating the travel routes RT1 to RT3 having a short distance and the travel routes RT1 to RT3 that are likely to be assumed by the passenger when the entire travel routes RT1 to RT3 are generated. It is. When the vehicle 1 exists in the upper left area with respect to the target parking position and the vehicle orientation θ _v satisfies the condition “0 ≦ θ _v <45”, as shown in FIG. In addition, the priority order is set so that the possibility that the parking condition is satisfied is high.

For this condition, better to the vehicle 1 is the front left turn, than allowed to proceed vehicle 1 in the other direction, together with the backing pivot relative parking position to the target is easy to perform, heading theta _v Gayori 90 Since it approaches, the possibility that the parking condition will be satisfied increases. In addition, it is more likely that the travel routes RT1 to RT3 are shortened because the vehicle 1 moves straight ahead or turns right forward because it approaches the target parking position than when the vehicle 1 moves backward in the other direction. Further, the route for turning the vehicle 1 to the left front is a route that is likely to be assumed by the passenger.

Further, for example, the vehicle 1 exists in the upper left area with respect to the target parking position, that is, the vehicle satisfies the conditions of “(x _v ≦ x ₁ ) and (y _v ≧ y ₁ )” and the vehicle As the priority when the azimuth θ _v satisfies the condition “90 ≦ θ _v <135”, the priority shown in FIG. 8A is set.

  Specifically, among the ten route patterns PT1 to PT10, the route pattern PT4 is set to the first priority, and the route pattern PT1 is set to the second priority. Similarly, the route pattern PT3 is set at the third priority, the route pattern PT7 is set at the fourth priority, and so on.

This priority order is also for preferentially generating the travel routes RT1 to RT3 having a short distance and the travel routes RT1 to RT3 that are likely to be assumed by the passenger when the travel routes RT1 to RT3 are generated. is there. As shown in FIG. 8B, the vehicle 1 can be parked even when the vehicle 1 exists in the upper left area with respect to the target parking position and the vehicle orientation θv is “90 ≦ θ _v <135”. The priority order is set so that the possibility that the condition is satisfied is high.

In the case of this condition, turning the vehicle 1 gently forward (that is, twice the minimum turning radius) to the target parking position is more effective than moving the vehicle 1 in the other direction. together with the backing pivot is easy to perform, because the closer to the vehicle direction theta _v Gayori 90 degrees, winning probability of the available parking conditions is high. Further, when the vehicle 1 goes straight ahead, turns left ahead, or turns right at a forward angle (ie, with a minimum turning radius), the vehicle 1 is set to the target parking position rather than retreating the vehicle 1 in the other direction. On the other hand, since the vehicle 1 can be moved to a position where the backward turning is easy to perform, the turning-back can be suppressed, and the travel routes RT1 to RT3 can be prevented from becoming long. Further, the route in which the vehicle 1 is gently turned forward (that is, twice the minimum turning radius) is a route that is likely to be assumed by the passenger.

The example of the two priorities set in the situation determination table has been described with reference to FIGS. 7 and 8, but the vehicle position (x _v , y _v ) of the vehicle 1 is also used in other cases. And the priority order of the ten route patterns PT1 to PT10 in advance according to the three conditions x ₁ , x ₂ , y ₁ , y ₂ determined by the target parking position and the vehicle orientation θ _v of the vehicle 1. Is set. The description of other priorities is omitted because it is the same description.

  Returning to the description of FIG. The route pattern priority table memory 92c is a memory in which a route pattern priority table is stored. The situation determination table described above is a table for setting priorities to the ten route patterns PT1 to PT10 before the generation of the provisional travel route RT1 is started, but the route pattern priority table is a provisional table. This is a table for setting priorities to the ten route patterns PT1 to PT10 during the generation of the travel route RT1.

  This route pattern priority order table is referred to by the CPU 91 every time the number of combined route patterns PT1 to PT10 increases by one when the travel control device 100 generates a combination of route patterns PT1 to PT10.

  Here, the route pattern priority table will be described with reference to FIG. FIG. 9 is a schematic diagram showing an example of the contents of the route pattern priority table. In the route pattern priority order table, the priority order of the 10 route patterns PT1 to PT10 is set for each type of the route patterns PT1 to PT10 arranged most recently. Note that the most recently arranged route patterns PT1 to PT10 are route patterns PT1 to PT10 arranged immediately before the route patterns PT1 to PT10 to be increased this time in the combination of the route patterns PT1 to PT10.

  These priorities are used to preferentially combine the route patterns PT1 to PT10 having a small change in the steering angle δ of the vehicle 1 with respect to the route patterns PT1 to PT10 that are arranged most recently when the travel route RT1 is generated. This is for preferentially generating a travel route RT1 on which the vehicle 1 can travel smoothly. Possibility of generating travel routes RT1 to RT3 in which the vehicle 1 can travel smoothly by preferentially combining the route patterns PT1 to PT10 having a small change in the steering angle δ of the vehicle 1 to generate the temporary travel route RT1. Can be increased.

  For example, when the type of the most recently arranged route patterns PT1 to PT10 is the route pattern PT1, the priority order is the route pattern among the ten route patterns PT1 to PT10 as shown in the first row of the table shown in FIG. PT1 is set to the first priority, and the route pattern PT2 is set to the second priority. Similarly, the route pattern PT3 is set at the third priority, the route pattern PT4 is set at the fourth priority, and so on.

  As described above (see FIG. 3), the route pattern PT1 is a travel route for causing the vehicle 1 to travel straight ahead. Therefore, as a travel route in which the change in the steering angle δ of the vehicle 1 is the smallest with respect to the route pattern PT1. The route pattern PT1 that causes the vehicle 1 to go straight forward and the route pattern PT2 that makes the vehicle 1 go straight backward correspond to this. In the present embodiment, when there are a plurality of route patterns PT1 to PT10 in which the change in the steering angle δ of the vehicle 1 is small, the priority order is set so as to give priority to the route patterns PT1 to PT10 that cause the vehicle 1 to travel forward. Yes.

  Therefore, here, the route pattern PT1 is set as priority 1, and the route pattern PT2 is set as priority 2. When there are a plurality of route patterns PT1 to PT10 in which the change in the steering angle δ of the vehicle 1 is small, which route pattern PT1 to PT10 is prioritized regardless of whether the vehicle 1 travels forward or reverses. This can be determined arbitrarily.

  Except for the route patterns PT1 and PT2, as a travel route in which the change in the steering angle δ of the vehicle 1 is small with respect to the route pattern PT1, a route pattern PT3 that turns the vehicle 1 forward left at twice the minimum turning radius and , Route pattern PT4 for turning the vehicle 1 forward right at a minimum turning radius, route pattern PT5 for turning the vehicle 1 backward at a turn of twice the minimum turning radius, and a route pattern PT5 for turning the vehicle 1 at twice the minimum turning radius. There are four route patterns PT6 for reverse turning left.

  Among the four route patterns PT3 to PT6, there are two route patterns PT3 and 4 that cause the vehicle 1 to travel forward. In the present embodiment, the vehicle 1 travels forward or backward in this manner. When there are a plurality of route patterns PT1 to PT10, the priority order is set so as to give priority to the one turning left. Therefore, here, the route pattern PT3 is the third priority, the route pattern PT4 is the fourth priority, the route pattern PT5 is the fifth priority, and the route pattern PT6 is the sixth priority. Thereafter, similarly, priorities are set for the remaining route patterns PT7 to PT10.

  When there are a plurality of route patterns PT1 to PT10 for driving the vehicle 1 forward or backward, which route pattern PT1 to PT10 is given priority regardless of whether the vehicle 1 is turned left or right. This can be determined arbitrarily.

  Further, for example, when the type of the most recently arranged route patterns PT1 to PT10 is the route pattern PT3, the priority order is 10 out of 10 route patterns PT1 to PT10 as shown in the third row of the table shown in FIG. The route pattern PT3 is set to the first priority, and the route pattern PT5 is set to the second priority. Similarly, the route pattern PT7 is set at the third priority, the route pattern PT9 is set at the fourth priority, and so on. It should be noted that the description in the case where the types of the route patterns PT1 to PT10 arranged in the most recent manner are other types will be omitted because it is the same description.

  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 is provided with a point route pattern memory 93a, a point route memory 93b, a travel control point memory 93c, and a determined permutation memory 93d.

  The point route pattern memory 93a is a memory in which a combination of route pattern numbers “PT1 to PT10” indicating the pattern travel unit RT1 (hereinafter referred to as a permutation of route pattern numbers “PT1 to PT10”) is stored. The point route pattern memory 93a is cleared by the CPU 91 when an automatic parking process (see FIG. 12) described later is executed. When the entire travel routes RT1 to RT3 from the current vehicle position to the target parking position are generated by the CPU 91, a permutation of route pattern numbers “PT1 to PT10” indicating the pattern travel unit RT1 is stored. .

  The permutation of the route pattern numbers “PT1 to PT10” stored in the point route pattern memory 93a acquires the state of whether the vehicle 1 is moving forward or backward at each route point P on the travel routes RT1 to RT3. Or when acquiring the state of presence / absence of switching (see S89 in FIG. 16, S110 in FIG. 18, and S129 in FIG. 20). It is also referred to when calculating the position of the route point P in the pattern travel unit RT1 (see FIG. 4).

  The point route memory 93b is a memory in which route point information of each route point P indicating the travel routes RT1 to RT3 is stored. As described above, the route point information is configured by the vehicle position of the vehicle 1 at the route point P and the vehicle orientation θ of the vehicle 1 at the route point P. Further, as described above, 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. P route point information is stored in the point route memory 93b (see S50 in FIG. 13 and FIG. 78 in FIG. 15). The route point information of each route point P stored in the point route memory 93b is referred to in order to generate the travel control point Q.

  The travel control point memory 93c is a memory in which vehicle setting information of each travel control point Q, which is a point generated for the travel routes RT1 to RT3, is stored. As described above, the traveling control point Q is 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 points Q are virtually generated on the travel routes RT1 to RT3 at intervals of 0.05 m from the current vehicle position to the target parking position. A travel control point Q is generated (see S11, S12, and S13 in FIG. 12). A travel control point Q is always generated on each route point P excluding the route point P0 (starting position of the vehicle 1). For each traveling control point Q, vehicle setting information is generated, an ID number for identifying the traveling control point Q is set, and the generated vehicle setting information of the traveling control point Q is set. The traveling control point Q is associated with the ID number of the traveling control point Q and stored in the traveling control point memory 93c.

  Here, an example of the content of the traveling control point memory 93c will be described with reference to FIG. FIG. 10 is a schematic diagram showing an example of the contents of the travel control point memory 93c. As shown in FIG. 10, the travel control point memory 93c 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. The maximum ID number in the table is stored in a predetermined area of the RAM 93 as the maximum index number ID _max .

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

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

  Returning to the description of FIG. The determined permutation memory 93d is a memory for storing a permutation of route pattern numbers “PT1 to PT10” created to generate the provisional travel route RT1. Each time the permutation of the route pattern numbers “PT1 to PT10” is generated, the generated permutation is stored in the determined determination memory 93d in the generation order.

  Although details will be described later, in the present embodiment, when the provisional travel route RT1 is generated, first, the route patterns PT1 to PT10 are specified one by one in descending order of priority, and the specified one route is specified. A permutation composed of the pattern numbers “PT1 to PT10” of the patterns PT1 to PT10 (even one is regarded as a permutation) is generated in order, and a temporary travel route RT1 corresponding to the permutation is generated in order.

  Then, each time the temporary travel route RT1 is generated, it is determined whether the parking condition is satisfied (see S34 in FIG. 9), and in any of the generated temporary travel routes RT1, the parking condition is satisfied. If not, next, a permutation of the route pattern numbers “PT1 to PT10” composed of two route pattern numbers “PT1 to PT10” is generated in order, and a temporary travel route RT1 corresponding to the permutation is generated. Generated in order.

  Thereafter, similarly, every time the temporary travel route RT1 is generated, it is determined whether or not the parking possible condition is satisfied (see S34 in FIG. 9). In all the generated temporary travel routes RT1, the parking possible condition is determined. Is not established, the route pattern numbers “PT1 to PT10” to be combined are generated in such a manner that permutations of the route pattern numbers “PT1 to PT10” including the three route pattern numbers “PT1 to PT10” are sequentially generated. ", The temporary travel route RT1 is generated in order.

  The determined permutation memory 93d is referred to by the CPU 91 to generate a permutation composed of two or more path pattern numbers “PT1 to PT10”. As will be described in detail later, when the CPU 91 generates a permutation including n path pattern numbers “PT1 to PT10”, the CPU 91 extracts (n−1) path pattern numbers “PT1 to PT1” from the determined permutation memory 93d. The permutations composed of “PT10” are specified one by one in the stored order.

  Each time a permutation is specified, ten route pattern numbers “PT1 to PT10” are individually added to the specified permutation to generate ten new permutations. In this embodiment, even when 10 route pattern numbers “PT1 to PT10” are individually added, the route patterns PT1 to PT10 are specified one by one in descending order of priority, and the specified one The pattern numbers “PT1 to PT10” of the route patterns PT1 to PT10 are added in order. The determined permutation memory 93d is cleared by the CPU 91 when an automatic parking process (see FIG. 12) described later is executed.

  Next, the automatic parking process executed by the CPU 91 of the travel control device 100 mounted on the vehicle 1 will be described with reference to the flowcharts of FIGS. 12 to 21 and schematic diagrams. FIG. 12 is a flowchart showing an automatic parking process executed by the travel control device 100. In the automatic parking process, the vehicle 1 is autonomously driven from the current position to the parking position set by the driver, and the vehicle 1 is stopped at the parking position, and the automatic parking switch 25 is pressed by the driver. To be executed.

  In the automatic parking process, first, the point route pattern memory 93a and the determined permutation memory 93d in the RAM 93 are cleared (S1). Next, the parking position set by the driver is acquired as the final destination, and when the vehicle 1 is parked at the final destination, the axles of the left and right rear wheels 2RL, 2RR are set as the x-axis, and the vehicle 1 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, a point route first generation process is executed (S4) with the current point of the vehicle 1 as the departure point (S3). Here, with reference to FIG. 13, the point path | route 1st production | generation process performed by CPU91 of the traveling control apparatus 100 mounted in the vehicle 1 is demonstrated. FIG. 13 is a flowchart showing the point route first generation process executed by the traveling control apparatus 100.

  The point route first generation process is a process for specifying ten route patterns PT1 to PT10 one by one in order and generating a temporary travel route RT1 using only the one specified route pattern PT1 to PT10. is there. Further, when the parking condition is satisfied at the end of the generated temporary travel route RT1, the entire travel routes RT1 to RT3 from the departure point to the departure final destination are generated.

  In the point route first generation process, 0 is set to the variable a, and the variable a is initially set (S31). The variable a is set to the total number of route patterns PT1 to PT10 constituting the pattern traveling unit RT1. Then, it is determined whether or not parking conditions are satisfied at the departure point (S32). If the determination in S32 is affirmative (S32: Yes), the process proceeds to S48. On the other hand, when the determination in S32 is negative (S32: No), 1 is set to the variable a (S33).

Next, the current vehicle position (x _v , y _v ) of the vehicle 1, the current vehicle direction θ _v, and the positions x ₁ , x ₂ , y ₁ , y ₂ determined by the final destination are used as determination parameters. Obtained (S34), and the obtained judgment parameter is compared with the situation judgment table stored in the situation judgment table memory 92b (S35).

Then, as a result of the comparison in the process of S35, it is determined whether there is a priority setting corresponding to the determination parameter in the situation determination table (S36). Specifically, in the situation determination table, squares that satisfy the three conditions of the vehicle position (x _v , y _v ) of the vehicle 1, the target parking position, and the vehicle orientation θ _v of the vehicle 1 are satisfied. Then, it is determined whether or not the priority order of the ten route patterns PT1 to PT10 is set for the square.

  If the determination in S36 is affirmative (S36: Yes), information corresponding to the determination parameter is acquired from the situation determination table (S37), and ten route patterns PT1 to PT10 are acquired based on the acquired information. The priority is set to (S38), and the process proceeds to S42.

For example, when the conditions “(x _v ≦ x ₁ ) and (y _v ≧ y ₁ )” are satisfied and the vehicle direction θ _v satisfies the condition “0 ≦ θ _v <45”, the situation The priority order information shown in FIG. 7B is acquired from the determination table (see FIG. 7A), and the priority order is set for each of the ten route patterns PT1 to PT10.

On the other hand, when the determination of S36 is negative (S36: No), that is, when there are no cells that satisfy the three conditions, or cells that satisfy the three conditions can be specified, there is no priority setting. case, to get the current steering angle [delta] _v of the vehicle 1 (S39). Here, the current steering angle δ _v of the vehicle 1 is the steering angle δ of the vehicle 1 at the departure point.

Then, the vehicle 1 obtained in the process of S39 steering angle and [delta] _v, the difference Δα1~Δα10 between the steering angle α1~α10 of the vehicle 1 that is set in the route pattern PT1～PT10, each route pattern PT1～PT10 (S40) and priorities are set to the ten route patterns PT1 to PT10 so that the calculated differences Δα1 to Δα10 are prioritized (S41).

  Here, with reference to FIG. 14, the steering angles α1 to α10 of the vehicle 1 set in each of the ten route patterns PT1 to PT10 and the setting method of the priority order of the route patterns PT1 to PT10 will be described.

Figure 14 is based on the current steering angle [delta] _v of the vehicle 1 is a schematic diagram for explaining an example for setting a priority to each route pattern PT1~PT10 10. First, the steering angles α1 to α10 set for the ten route patterns PT1 to PT10 will be described.

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

  For example, as shown in FIG. 14, in the route pattern PT1, α1 is set as a steering angle for moving the vehicle 1 straight forward, and in the route pattern PT2, the steering angle for moving the vehicle 1 backward straight is set. α2 is set.

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

Next, a method for setting the priority order of the route patterns PT1 to PT10 will be described. To set the priority to the route pattern PT1~PT10, first, the current steering angle [delta] _v of the vehicle 1, a difference Δα1~Δα10 between the steering angle α1~α10 set in the route pattern PT1~PT10 Calculate for each of the path patterns PT1 to PT10.

Specifically, first, it calculates the current steering angle [delta] _v of the vehicle 1, a difference Δα1 between the steering angle α1 which is set in the route pattern PT1. Subsequently, calculated current and steering angle [delta] _v of the vehicle 1, a difference Δα2 between the steering angle α2 that is set in the route pattern PT2, hereinafter Similarly, steering set in another path pattern PT3~PT10 Differences Δα3 to Δα10 are also calculated for the angles α3 to α10.

Then, the calculated differences Δα1 to Δα10 are arranged in ascending order of absolute values. In the case where the difference Δα1~Δα10 the absolute value is equal there are a plurality, the current steering angle [delta] _v and the code of the vehicle 1 is arranged things identical to previously. Next, the ten route patterns PT1 to PT10 are arranged in the same order as the differences Δα1 to Δα10 arranged in ascending order of absolute values. For example, when the absolute value of Δα1 is the smallest, the route pattern PT1 is the head, and when the absolute value of Δα5 is the second smallest, the route pattern PT5 is arranged second.

Thus, the ten route patterns PT1 to PT10 can be arranged in ascending order of change in the steering angle δ with respect to the current steering angle δ _v of the vehicle 1. In the present embodiment, among the route patterns PT1 to PT10 arranged in ascending order of the change amount of the steering angle δ, the pattern arranged at the top is set as the first priority, the pattern arranged second is set as the second priority, and so on. The priority order is lowered one by one, and the priority order from the first place to the 10th place is set to ten route patterns PT1 to PT10.

Although details will be described later, after the priority order is set here, when the processing of S42 to S46 is repeatedly executed, the change amount of the steering angle δ from the current steering angle δ _v of the vehicle 1 in ascending order. The path patterns PT1 to PT10 are specified one by one. Then, each time the route patterns PT1 to PT10 are specified, a temporary travel route RT1 is generated with the one route pattern PT1 to PT10. Therefore, the current steering angle δ _v of the vehicle 1 can be preferentially generated from the temporary travel route RT1 in which the change amount of the steering angle δ _v is small. Therefore, since the travel route RT1 that allows the vehicle 1 to travel smoothly at the start of travel can be preferentially generated, more preferable travel routes RT1 to RT3 can be preferentially generated instead of the random travel routes RT1 to RT3.

  Here, the description returns to FIG. If the priority order is set for the ten route patterns PT1 to PT10 by the process of S38 or S41, then one of the ten route patterns PT1 to PT10 is specified in descending order of priority. The route pattern numbers “PT1 to PT10” of the identified route patterns PT1 to PT10 are acquired (S42).

  Then, the acquired route pattern number is added to the determined permutation memory 93d as one permutation constituted by the route pattern numbers (S43), and then the temporary travel route RT1 corresponding to the acquired route pattern number. And the arrival point is acquired (S44). As described above, in the present embodiment, when the temporary travel route RT1 is generated, the position of the route point P, which is a point of 2 m intervals among the points constituting the temporary travel route RT1, is temporary. It is generated as data indicating the travel route RT1.

  Next, it is determined whether the parking condition is satisfied at the route point P indicating the arrival point (S45). If the determination at S45 is negative (S45: No), the route patterns PT1 to PT10 are prioritized. After setting the rank, it is determined whether all 10 route pattern numbers “PT1 to PT10” have been acquired (S46). If the determination in S46 is negative (S46: No), the process returns to S42.

  For example, in the process of S37, the priority order information shown in FIG. 7B is acquired from the situation determination table (see FIG. 7A), and in the process of S38, ten route patterns PT1 to PT10 are obtained. Assume that the priority is set for each. In this case, when the process of S42 is executed, the route pattern PT7 having the first priority is identified, and the route pattern number “PT7” is acquired.

  Thereafter, the route pattern number “PT7” is stored as a permutation at the head of the determined permutation memory 93d by the process of S43, and then the temporary travel route RT1 corresponding to the route pattern number “PT7” is processed by S44. Is generated, and the arrival point of the provisional travel route RT1 is acquired.

  Then, it is determined by the process of S45 whether or not the parking condition is satisfied at the arrival point. If the parking condition is not satisfied, the route pattern number “PT1 to PT10” of 10 is determined by the process of S46. It is determined whether or not all are acquired. Here, since only the route pattern number “PT7” has been acquired yet, the processing returns to S42 and the processing of S42 to S46 is repeated.

  Here, when the process of S42 is executed again, this time, the route pattern PT3 having the second highest priority is specified, and the route pattern number “PT3” is acquired. In step S43, the route pattern number “PT3” is added to the determined permutation memory 93d as a permutation. That is, the determined permutation memory 93d stores permutations of “PT7” and “PT3” in order from the top (see FIG. 11).

  Next, a temporary travel route RT1 corresponding to the route pattern number “PT3” is generated by the process of S44, and the arrival point of the temporary travel route RT1 is acquired. Then, it is determined by the process of S45 whether or not the parking condition is satisfied at the arrival point. If the parking condition is not satisfied, the route pattern number “PT1 to PT10” of 10 is determined by the process of S46. It is determined whether or not all are acquired. Here, since there is a route pattern number that has not yet been acquired, the processing returns to S42, and the processing of S42 to S46 is repeated.

  When the processes of S42 to S46 are repeated, finally, “PT7”, “PT3”, “PT1”,... From the top in the same order as the priority shown in FIG. A permutation of “PT6” and “PT10” is stored (see FIG. 11), and a temporary travel route RT1 corresponding to the route pattern number is generated in the order of these route pattern numbers.

  As described above, the priority shown in FIG. 7 is that the travel routes RT1 to RT3 having a short distance and the travel routes RT1 to RT3 that are likely to be assumed by the passenger are generated when the entire travel routes RT1 to RT3 are generated. This is for preferential generation. Accordingly, when the temporary travel route RT1 is generated with one route pattern PT1 to PT10 by repeating the processing of S42 to S46, the temporary travel route RT1 or the passenger who is likely to shorten the distance is used. It is possible to preferentially generate a provisional travel route RT1 that is highly likely to be assumed. Therefore, more preferable travel routes RT1 to RT3 can be preferentially generated instead of the random travel routes RT1 to RT3.

  If the determination in S46 is affirmative (S46: Yes), the ten route patterns PT1 to PT10 are specified one by one in order, and only one specified route pattern PT1 to PT10 is provisionally traveled. This is a case where the route RT1 is generated, but the parking condition is not satisfied in any temporary travel route RT1. In this case, the point route first generation process is terminated, and the process returns to the automatic parking process (see FIG. 12).

  If the determination in S45 is affirmative (S45: Yes), the route pattern numbers “PT1 to PT10” acquired in the processing of S42 are stored in the point route pattern memory 93a as one permutation constituted by the route pattern numbers. Store (S47). In the present embodiment, when it is determined in the process of S45 that the parking condition is satisfied, the temporary traveling route RT1 in which the parking condition is satisfied is determined as the pattern traveling unit RT1.

  Next, as described with reference to FIG. 5B, the path point P of the backward revolving part RT2 is determined (S48), and the path point P of the final backward part RT3 is determined (S49). Then, the route point information (vehicle position and vehicle direction) of each route point P corresponding to the series of travel routes RT1 to RT3 is stored in the point route memory 93b (S50), and this point route generation process is terminated. Return to the parking process (see FIG. 12).

The path first generation processing points shown in Figure 13 above, the situation determination table, or based on the current steering angle [delta] _v of the vehicle 1, can set priorities on the route pattern PT1~PT10 10. When priority is set for the ten route patterns PT1 to PT10 by the situation determination table, the provisional travel route RT1 that is likely to shorten the distance or the provisional travel that is likely to be assumed by the passenger. The route RT1 can be generated with priority. Further, based on the current steering angle [delta] _v of the vehicle 1, if the priority path pattern PT1~PT10 of 10 is set, priority to provisional travel route RT1 that the vehicle 1 can travel smoothly at the start of travel Can be generated automatically. Therefore, more preferable travel routes RT1 to RT3 can be preferentially generated instead of the random travel routes RT1 to RT3.

  The point route first generation process described above generates only one section from the departure point in the temporary travel route RT1. Since this temporary travel route RT1 is gradually extended by a point route second generation process described later, the final shape of the travel route RT1 is one section from the departure point in the temporary travel route RT1. Or, it is generally determined by the route patterns PT1 to PT10 used for generating a section near the departure point. That is, the final shape of the travel route RT1 is greatly influenced by the route patterns PT1 to PT10 used for generating one section from the departure point and a section near the departure point.

In the present embodiment, and situations determination table, using the current steering angle [delta] _v of the vehicle 1, and prioritize the route pattern PT1~PT10 to be used in generating a section from the start point. Therefore, by appropriately setting the priority order, when the provisional travel route RT1 is extended, the possibility that it can be suitably extended can be increased, and the provisional travel route RT1 having a suitable shape is given priority. Can be generated. Accordingly, it is possible to preferentially generate travel routes RT1 to RT3 having a more preferable shape.

  Here, the description returns to FIG. When the point route first 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 affirmative (S5: Yes), the process proceeds to S9. When the determination in S5 is negative (S5: No), the travel route RT1 cannot be generated with only one route pattern PT1 to PT10. In this case, the point path second generation process is executed (S6).

  Here, with reference to FIG. 15, the point route second generation process executed by the CPU 91 of the travel control device 100 mounted on the vehicle 1 will be described. FIG. 15 is a flowchart illustrating the point route second generation process executed by the traveling control device 100.

  The point route second generation process generates a permutation of the route pattern numbers “PT1 to PT10” by combining a plurality of route pattern numbers “PT1 to PT10”, and generates a temporary travel route RT1 corresponding to the permutation. It is processing. Further, when the parking condition is satisfied at the end of the generated temporary travel route RT1, the entire travel routes RT1 to RT3 from the departure point to the departure final destination are generated.

  At the start of the second point path generation process, “PT7”, “PT3”, “PT1”,... From the top in the same order as the priority shown in FIG. The description will be made assuming that permutations (path pattern numbers) of “PT6” and “PT10” are stored (see FIG. 11).

  In the point path second generation process, first, 2 is set to the variable a, 6 is set to the variable m, and the variables a and m are initially set (S61). The variable m sets the maximum value of the number of route patterns PT1 to PT10 constituting the pattern traveling unit RT1.

  Next, one permutation composed of (a-1) path pattern numbers “PT1 to PT10” is identified from the permutations stored in the determined permutation memory 93d in the order of addition (S62). ). Then, the last route pattern number in the identified permutation is acquired (S63), and the priority order information corresponding to the route pattern number acquired in the process of S63 is acquired from the route pattern priority order table (S64). Based on the obtained priority order information, priority order is set for the ten route patterns PT1 to PT10 (S65).

  For example, when the execution of the second point path generation process is started, first, the variable a = 2 is set. Therefore, in the process of S62, one permutation stored in the determined permutation memory 93d is selected. One permutation composed of route pattern numbers “PT1 to PT10” is specified in the order of addition. Therefore, the route pattern number “PT7” (considered as a permutation of route pattern numbers) is specified at the first time.

  Since the identified permutation is composed of only the route pattern number “PT7”, the route pattern number “PT7” is identified in the process of S63. Next, when the process of S64 is executed, priority level information corresponding to the path pattern number “PT7” is acquired from the path pattern priority level table (see FIG. 9).

  Specifically, from the seventh level of the route pattern priority table (see FIG. 9), as priority information, the first priority is the route pattern PT7, the second highest is the route pattern PT9, and the third highest is the priority. Route pattern PT3,..., Information that 9th priority is route pattern PT8 and 10th priority is route pattern PT10 is acquired.

  Then, by the process of S65, the priority order of each of the ten route patterns PT1 to PT10 is such that the priority order of the ten route patterns PT1 to PT10 is the same as the priority order information acquired in the process of S64. Is set.

  When the priority is set by the process of S65, next, one of the ten route patterns PT1 to PT10 is specified in descending order of priority, and the route pattern numbers “PT1 to PT10” of the specified route patterns PT1 to PT10 are specified. Is acquired (S66). Then, the route pattern number obtained in S66 is combined with the tail of the permutation identified in S62 to create a new permutation of route pattern numbers (S67), and the created permutation is determined. Is added to the completed permutation memory 93d (S68).

  Next, a temporary travel route RT1 corresponding to the permutation created in the process of S67 is generated, the arrival point is acquired (S69), and the parking condition is satisfied at the route point P indicating the arrival point. (S70). If the determination in S70 is negative (S70: No), after setting the priority order to the route patterns PT1 to PT10, it is determined whether all the ten route pattern numbers “PT1 to PT10” have been acquired (S71). ). If the determination in S71 is negative (S71: No), the process returns to S66.

  As described above, in the process of S65, the priority order is set for each of the ten route patterns PT1 to PT10 as in the seventh step of the route pattern priority order table (see FIG. 9). Therefore, when the processing of S66 is executed, first, the route pattern PT7 having the first priority is specified, and the route pattern number “PT7” is acquired.

  Thereafter, the path pattern number “PT7” acquired in S66 is combined with the tail of the permutation “PT7” specified in S62 by the process in S67, and a new permutation “PT7-PT7” is created. Is done.

  Then, the created permutation is added to the determined permutation memory 93d by the process of S68, and then a temporary travel route RT1 corresponding to the created permutation “PT7-PT7” is generated by the process of S69. The arrival point of the temporary travel route RT1 is acquired.

  Then, it is determined by the process of S70 whether or not the parking condition is satisfied at the arrival point. If the parking condition is not satisfied, the route pattern number “PT1 to PT10” of 10 is determined by the process of S70. It is determined whether or not all are acquired. Here, since only the route pattern number “PT7” has been acquired yet, the processing returns to S66 and the processing of S66 to S71 is repeated.

  Here, when the process of S66 is executed again, the route pattern PT9 having the second highest priority is identified this time, and the route pattern number “PT9” is acquired. In step S67, the path pattern number “PT9” acquired in step S66 is combined with the tail of the permutation “PT7” specified in step S62, and a new permutation “PT7-PT9” is created. Is done.

  Then, the created permutation “PT7-PT9” is added to the determined permutation memory 93d. That is, when the point path second generation process is executed, the permutation “PT7-PT7” is added first to the determined permutation memory 93d, and the permutation “PT7-PT9” is added second (FIG. 7). 11).

  Next, a temporary travel route RT1 corresponding to the created permutation “PT7-PT9” is generated by the process of S69, and the arrival point of the temporary travel route RT1 is acquired. Then, it is determined by the process of S70 whether or not the parking condition is satisfied at the arrival point. If the parking condition is not satisfied, the route pattern number “PT1 to PT10” of 10 is determined by the process of S71. It is determined whether or not all are acquired. Here, since there is a route pattern number that has not yet been acquired, the process returns to S66, and the processes of S66 to S71 are repeated.

  When the processes of S66 to S71 are repeated, finally, “PT7-PT7”, “PT7-PT3”, “PT7-PT3”,..., “PT7-PT8” are stored in the determined permutation memory 93d. , “PT7-PT10” is added (see FIG. 11).

  The priority set in the process of S65 is for preferentially generating a travel route RT1 that allows the vehicle 1 to travel smoothly when generating the travel route RT1. Therefore, when the temporary travel route RT1 is generated by repeating the processing of S66 to S71, the temporary travel route RT1 with a small amount of change in the steering angle δ of the vehicle 1 can be preferentially generated, so that the vehicle 1 is smooth. It is possible to preferentially generate a travel route RT1 that can travel to the vehicle. Therefore, more preferable travel routes RT1 to RT3 can be preferentially generated instead of the random travel routes RT1 to RT3.

  If the determination in S71 is affirmative (S71: Yes), it is determined whether all the permutations configured with (a-1) route pattern numbers have been acquired from the determined permutation memory 93d (S72). ). If the determination in S72 is negative (S72: No), the process returns to S62, and the processes in S62 to S72 are repeated.

  Here, when the process of S62 is executed again, this time, among the permutations constituted by one path pattern number “PT1 to PT10” from the permutations stored in the determined permutation memory 93d, The one with the next added order is identified. That is, the path pattern number “PT3” (considered as a permutation of path pattern numbers) is specified for the second time.

  Since the identified permutation is composed of only the route pattern number “PT3”, the route pattern number “PT3” is identified in the process of S63. Next, when the process of S64 is executed, priority level information corresponding to the path pattern number “PT3” is acquired from the path pattern priority level table (see FIG. 9).

  Specifically, from the third level of the route pattern priority table (see FIG. 9), as priority information, the first priority is the route pattern PT3, the second priority is the route pattern PT5,... Information that the rank 10 is the route pattern PT10 is acquired.

  Then, by the process of S65, the priority order of each of the ten route patterns PT1 to PT10 is such that the priority order of the ten route patterns PT1 to PT10 is the same as the priority order information acquired in the process of S64. Is set. Then, as described above, the processes of S66 to S71 are repeated.

  Here, when the processes of S66 to S71 are repeated, permutations “PT3-PT3”, “PT3-PT5”,..., “PT3-PT10” are added to the determined permutation memory 93d (FIG. 11). reference). Thereafter, similarly, while the determination of S72 is negative, the processing of S62 to S72 is repeated.

  When the determination in S72 is affirmative (S72: Yes), all permutations composed of a route pattern numbers are created and all the temporary travel routes RT1 corresponding to each permutation are generated. This is a case where the parking condition is not satisfied in the travel route RT1.

  In this case, it is determined whether the value of the variable a is less than the value of the variable m (S73). If the determination in S73 is affirmative (S73: Yes), 1 is added to the variable a ( S74), the process returns to S62. That is, the number of route pattern numbers to be combined is increased by 1 to generate a permutation, and a temporary travel route RT1 is generated. For example, when the variable a is 2, the variable a = 3 is set, and the process returns to S62. As a result, next, a permutation composed of three route pattern numbers is generated in order, and a temporary travel route RT1 corresponding to each permutation is generated.

  On the other hand, if the determination in S73 is negative (S73: No), all permutations composed of 1 to m route pattern numbers are created, and all temporary travel routes RT1 corresponding to each permutation are generated. However, this is a case where the travel routes RT1 to RT3 are not found. In this case, the point route second generation process is terminated, and the process returns to the automatic parking process (see FIG. 12).

  If the determination in S70 is affirmative (S70: Yes), the permutation created in S67 is stored in the point path pattern memory 93a (S75). In the present embodiment, if it is determined in the process of S70 that the parking condition is satisfied, the temporary traveling route RT1 in which the parking condition is satisfied is determined as the pattern traveling unit RT1.

  Next, as described with reference to FIG. 5B, the route point P of the backward turning portion RT2 is determined (S76), and the route point P of the final backward portion RT3 is determined (S77). Then, the route point information (vehicle position and vehicle direction) of each route point P corresponding to the series of travel routes RT1 to RT3 is stored in the point route memory 93b (S78), and this point route generation process is terminated. Return to the parking process (see FIG. 12).

  With the second point route generation process shown in FIG. 15, the priority order can be set for the ten route patterns PT1 to PT10 based on the route pattern priority order table. When priority is set for the ten route patterns PT1 to PT10 according to the route pattern priority order table, the provisional travel route RT1 with a small amount of change in the steering angle δ of the vehicle 1 can be preferentially generated. It is possible to preferentially generate a provisional travel route RT1 in which 1 can travel smoothly. Therefore, more preferable travel routes RT1 to RT3 can be preferentially generated instead of the random travel routes RT1 to RT3.

  Further, in the point route second generation process, one permutation composed of (a-1) route pattern numbers “PT1 to PT10” is identified from the determined permutation memory 93d in the order of addition, A path pattern number “PT1 to PT10” is added to the end of the permutation to generate a new permutation.

  As described above, the permutations of the path pattern numbers “PT1 to PT10” are added to the determined permutation memory 93d in the order in which they are generated. In the present embodiment, the earlier the generated order is, the higher the permutation, the higher the priority. Therefore, when acquiring the permutation from the determined permutation memory 93d, the permutation can be acquired in the descending order of priority. Therefore, when the temporary travel route RT1 is repeatedly generated, a new permutation can be created in descending order of priority, and the temporary travel route RT1 can be generated in descending order of priority.

Also, as described above, at point path first generation processing (see FIG. 13), and situations determination table, using the current steering angle [delta] _v of the vehicle 1, of the provisional travel route RT1, from the starting point Only one section is generated. On the other hand, the subsequent section is generated by using the route pattern priority table by the point route second generation process described above.

  Therefore, when the temporary travel route RT1 is generated, if the situation determination table and the route pattern priority table are used, the temporary travel route RT1 or the passenger who is likely to shorten the distance is assumed. The provisional travel route RT1 with high possibility is generated with priority. In addition, a provisional travel route RT1 that allows the vehicle 1 to travel smoothly is generated with priority. Therefore, it is possible to preferentially generate a travel route RT1 having a short distance or a travel route RT1 that is likely to be assumed by the passenger and that allows the vehicle 1 to travel smoothly. Therefore, more suitable travel routes RT1 to RT3 can be preferentially generated.

  On the other hand, when the temporary travel route RT1 is generated, if the current steering angle δ of the vehicle 1 and the route pattern priority table are used, the temporary travel route RT1 that allows the vehicle 1 to travel smoothly at the start of travel is used. Can be generated preferentially. In addition, it is possible to preferentially generate a provisional travel route RT1 that allows the vehicle 1 to travel smoothly. Therefore, it is possible to preferentially generate a travel route RT1 that allows the vehicle 1 to travel smoothly at the start of travel and that allows the vehicle 1 to travel smoothly thereafter. Therefore, more suitable travel routes RT1 to RT3 can be preferentially generated.

In the present embodiment, the situation determination table and the current steering angle δ _v of the vehicle 1 are determined only in the point route first generation process (see FIG. 13), that is, only when a section from the departure point is generated. Used. This is because the situation determination table is configured more complicatedly than the route pattern priority order table, and the route is determined by referring to the situation determination table rather than setting the priority order for the ten route patterns PT1 to PT10. This is because it is easier to set the priority by referring to the pattern priority table. Similarly, the calculation is performed using the current steering angle δ _v of the vehicle 1, and priority is given with reference to the route pattern priority table rather than setting priorities to the ten route patterns PT1 to PT10 based on the result. This is because it is easier to set the order.

In the present embodiment, when the provisional travel route RT1 is extended, it is extended in up to 10 directions, so that the number of times the provisional travel route RT1 is extended increases, the number of branch points increases. The route is extended in various directions. As a result, the number of times priority is set for the ten route patterns PT1 to PT10 also increases. Therefore, to extend the provisional travel route RT1, each time, and situations determination table, using the current steering angle [delta] _v of the vehicle 1, by setting the priority to the route pattern PT1~PT10 10, burden on CPU91 May be applied.

  However, by using only the first time, the control burden on the CPU 91 can be suppressed. Further, as described above, when the situation determination table is used, the provisional travel route RT1 that is likely to have a short distance or the provisional travel route RT1 that is likely to be assumed by the passenger is preferential. Can be generated. Therefore, by using the situation determination table only for the first time, it is possible to preferentially generate more suitable travel routes RT1 to RT3 while suppressing the control burden.

  Further, as described above, when the provisional travel route RT1 is generated and the parking condition is not satisfied for the generated provisional travel route RT1, the provisional travel route RT1 that does not satisfy the parking condition is determined. Thereafter, instead of not handling it, a new temporary travel route RT1 is generated using the temporary travel route RT1 for which the parking condition is not satisfied. Specifically, ten new temporary travel routes RT1 are generated one by one so as to extend the travel route in ten directions from the end of the temporary travel route RT1.

  As a result, even if there are not many types of route patterns PT1 to PT10, it is possible to generate a wide variety of temporary travel routes RT1 and to increase the number of temporary travel routes RT1 to be generated. When it produces | generates, possibility that a parking possible condition will be materialized can be raised. Therefore, it is possible to improve the possibility that the travel routes RT1 to RT3 are generated while suppressing the number of route patterns PT1 to PT10 prepared in advance.

  On the other hand, if a variety of provisional travel routes RT1 are generated and the number of provisional travel routes RT1 is increased, a provisional travel route RT1 contrary to the intention of the passenger of the vehicle 1 may be generated. Get higher. For example, there is a high possibility that a temporary travel route RT1 with many turns, a temporary travel route RT1 with a large change in the steering angle δ of the vehicle 1, a temporary travel route RT1 with a long travel distance, and the like are generated.

However, in the present embodiment, as described above, and situations determination table, the current and the steering angle [delta] _v of the vehicle 1, with reference to the route pattern priority table, configured to generate a provisional travel route RT1 Yes. Therefore, the possibility that the temporary travel route RT1 that is contrary to the intention of the passenger of the vehicle 1 is generated can be suppressed.

  That is, when the temporary travel route RT1 is generated, if the situation determination table and the route pattern priority table are used, the travel route RT1 having a short distance from the various temporary travel routes RT1, It is possible to preferentially generate a travel route RT1 that is likely to be assumed by the passenger and that allows the vehicle 1 to travel smoothly. Therefore, it is possible to improve the possibility that the travel routes RT1 to RT3 are generated while suppressing the number of route patterns PT1 to PT10 prepared in advance, and to give priority to the more preferable travel routes RT1 to RT3. Can be generated.

  On the other hand, when the temporary travel route RT1 is generated, if the current steering angle δ of the vehicle 1 and the route pattern priority table are used, the vehicle 1 travels from a variety of temporary travel routes RT1. It is possible to preferentially generate a travel route RT1 that can be smoothly traveled at the start, and thereafter the vehicle 1 can travel smoothly. Therefore, while suppressing the number of route patterns PT1 to PT10 prepared in advance, the possibility that the travel routes RT1 to RT3 are generated can be improved, and more preferable travel routes RT1 to RT3 are given priority. Can be generated.

  Here, the description returns to FIG. When the point route second generation process (S6) ends, it is next determined whether or not the travel routes RT1 to RT3 have been generated by the process of S6 (S7). If the determination in S7 is negative (S7: No), since the travel route to the final destination has not been found, the driver is informed that there are no travel routes RT1 to RT3 to the final destination ( S8), the automatic parking process is terminated.

On the other hand, when the determination in S7 is affirmative (S7: Yes), initial setting of the maximum index number ID _max that is a variable is performed (S9). And the process of S11-S13 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 or S6 is produced | generated.

  Specifically, first, it is determined whether or not the value of the variable a is greater than 0 (S10). If the determination in S10 is affirmative (S10: Yes), because the pattern traveling unit RT1 is generated, The pattern traveling unit control point generation process is executed (S11), and a traveling control point Q for the pattern traveling unit RT1 is generated. And it transfers to S12 process.

  On the other hand, when the determination in S10 is negative (S10: No), the parking condition is satisfied at the departure point. In this case, since there is no pattern traveling part RT1, the process of S11 is skipped and the process proceeds to S12. In the process of S12, a reverse turning part control point generation process is executed (S12), 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 (S13), and a travel control point Q for the final reverse portion RT3 is generated.

  As described above with reference to FIG. 2, in the present embodiment, not only the position corresponding to each route point P on the travel routes RT <b> 1 to RT <b> 3, but also the travel control points between the route points P virtually. 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 FIG. 16 to FIG. 21, the pattern travel part control point generation process (S11), the reverse turning part control point generation process (S12), and the final reverse part control point generation process (S13) will be described. First, the pattern traveling unit control point generation process (S11) will be described with reference to FIG. FIG. 16 is a flowchart showing a pattern traveling unit control point generation process executed by the traveling control device 100.

  The pattern travel unit control point generation process is a process for generating a travel control point Q for the pattern travel unit RT1 among the travel routes RT1 to RT3 generated in the process of S4 or S6. Every time, the traveling 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 (S81). 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 (S82). For example, in the travel route RT1 shown in FIG. 2, seven route points P from P0 to P6 are provided. Here, when the variable j is 0, the route point P0 is the first route point P, and the route point P1 is the second route point P.

  Next, the vehicle position and vehicle direction, which are the route point information of the first route point P, are acquired from the point route memory 93b of the RAM 93 (S83), 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 93b (S84).

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 (S85). . In the process of S85, the steering angle δ, the turning center K, and the turning radius R are calculated based on the permutations of the route pattern numbers stored in the point route pattern memory 93a. Since the pattern travel portion RT1 is obtained by connecting travel routes corresponding to the route patterns PT1 to PT10, the travel distance CL and the turning radius R are originally determined. As a result, the steering angle δ and the turning center K The turning radius R is uniquely determined. 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 (S86). 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 (S87). 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 (S88). 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. 17, the position of the traveling control point Q generated for the pattern traveling unit RT1 and the vehicle direction thereof will be described. FIG. 17 is a schematic diagram for explaining an example of the traveling control point Q generated for the pattern traveling unit RT1 among the traveling 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 S86 in FIG. 16, 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. 17 above, the position of the 40 travel control points Q and the vehicle orientation θ _i of the vehicle 1 at each position between the route points P of the pattern travel unit RT1 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.

  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 (S89). In the process of S89, the steering angle δ is the same as the first route point P regardless of the travel control point Q. Regardless of the traveling control point Q, the value indicating the same direction (forward or backward) is acquired as the traveling direction.

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

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

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

When the process of S89 is completed, the current maximum index number ID _max is associated with the vehicle setting information (vehicle position, vehicle orientation θ, steering angle δ, travel direction flag, turn-back flag) corresponding to the i-th travel control point Q. And stored in the travel control point memory 93c of the RAM 93 (S90).

As described above, the maximum index number ID _max is initially set to 1 by the process of S9 in FIG. 12, and thereafter, the travel control point Q is generated until the travel control point Q that overlaps 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 S89, 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 S90. The traveling direction flag is set to “−1”. If a value indicating no return is acquired as the presence / absence of return in S89, the return flag is set to “0” and the value indicating return is indicated as the presence / absence of return in S90. If so, the return flag is set to “1”.

  In the process of S90, when the vehicle setting information of the traveling control point Q is stored in the traveling control point memory 93c, each traveling control point Q is not overwritten so that the vehicle setting information of other traveling control points Q is overwritten. Vehicle setting information is individually stored (see FIG. 10).

When the processing of S90 is completed, then, by adding 1 to the current maximum index number _{ID max,} to update the maximum index number _{ID max} (S91).

  Next, it is determined whether the value of the variable i is less than the value of the variable n (S92). If the determination in S92 is affirmative (S92: Yes), 1 is added to the variable i (S93). ), The process returns to S88. 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 S92 is negative (S92: No), since 40 travel control points Q are set between the first route point P and the second route point P, the pattern travel portion RT1 It is determined whether all the travel control points Q have been generated (S94).

  If the determination in S94 is negative (S94: No), 1 is added to the variable j (S95), the process returns to S82, and 40 driving control points Q between the next route points P are also returned. Is generated. If the determination in S94 is affirmative (S94: Yes), the pattern traveling unit control point generation process is terminated and the process returns to the automatic parking process (see FIG. 12).

If the vehicle setting information of the last travel control point Q in the pattern travel unit RT1 is stored in the travel control point memory 93c when the process of S90 is performed, then the process of S91 is performed, and the maximum The index number ID _max is updated. And determination of S92 is denied and it branches to S92: No, Furthermore, determination of S94 is denied and it branches to S94: 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. 18, the reverse turning part control point generation process (S12) will be described. FIG. 18 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 or S6, and shows the reverse turning part RT2. A travel control point Q is generated between the two route points P at intervals of 0.05 m. Note that the traveling distance CL of the reverse turning portion RT2 is not constant like the pattern traveling portion RT1, and therefore, the number of traveling control points Q corresponding to the traveling distance CL is generated between the two route points P.

  In the reverse turning part control point generation process, as in the pattern traveling part control point generation process (see FIG. 16), 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 (S101). 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 (S102). Then, the vehicle position and the vehicle direction that are the route point information of the first route point P are acquired from the point route memory 93b of the RAM 93 (S103), and similarly, the vehicle position and the vehicle point information that is the route point information of the second route point P and The vehicle direction is acquired from the point route memory 93b (S104).

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 (S105). ). 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 orientation when the vehicle 1 moves from the first route point P to the second route point P is calculated (S106). 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 (S107). 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 (S108). 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 (S109). 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. 19, the position of the traveling control point Q generated for the reverse turning portion RT2 and the vehicle direction thereof will be described. FIG. 19 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 S48 in FIG. 13 and S76 in FIG. 15). 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 S107 in FIG. 18, the change amount Δθ of the vehicle direction is calculated by this equation. The travel distance CL from the first route point P _v0 to the second route point P _vn is
CL = R · Δθ
Is calculated by

Therefore, when the traveling control points Q are generated at intervals of 0.05 m between the first path point P _v0 and the second path point P _vn , the total number n is
n = R · Δθ / 0.05
It becomes. If the total number n does not become an integer, the decimal point is rounded up to an integer. In the process of S107 in FIG. 18, 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. 19 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 (S110). Note that, in the processing of S110, the steering angle δ is acquired as the same steering angle δ as the first route point P regardless of the number of the traveling 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 S110 is completed, the current maximum index number ID _max is associated with the vehicle setting information (vehicle position, vehicle direction, steering angle δ, traveling direction flag, turn-off flag) corresponding to the i-th travel control point Q. And stored in the travel control point memory 93c of the RAM 93 (S111).

As described above, the maximum index number ID _max is initially set to 1 by the process of S9 in FIG. 12, and thereafter, the travel control point Q is generated until the travel control point Q that overlaps the final destination is generated. 1 is added each time. In addition, in the determination in S10 of FIG. 12, if the determination in S10 is affirmative, it is after the above-described pattern traveling unit control point generation process (see FIG. 16) is executed. Therefore, when the process of S111 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 S91 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 S10 is negative in the process of S10 in FIG. 12, the above-described pattern traveling unit control point generation process (see FIG. 16) is skipped, so the maximum index number ID _max is initially set to 1. It is the state that was done. Therefore, by generating the travel control point Q and repeating the process of associating the current maximum index number ID _max with the vehicle setting information corresponding to the travel control point Q, the vehicle setting information for each travel control point Q is Sequential ID numbers can be associated in order from 1.

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

When the processing of S111 is completed, then, by adding 1 to the current maximum index number _{ID max,} to update the maximum index number _{ID max} (S112). Next, it is determined whether the value of the variable i is less than the value of the variable n (S113). If the determination in S113 is affirmative (S113: Yes), 1 is added to the variable i (S114). ), The process returns to S109. 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 S113 is negative (S113: No), since all the n traveling control points Q have been generated, the reverse turning portion control point generation processing is terminated, and automatic parking processing (see FIG. 12). Return to).

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 93c when the process of S111 is performed, then the process of S112 is performed and the maximum The index number ID _max is updated. And determination of S113 is denied and it branches to S113: 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. 20, the final retreat part control point generation process (S13) will be described. FIG. 20 is a flowchart showing the final reverse portion control point generation processing executed by the traveling control device 100.

  The final reverse part control point generation process is a process for generating a travel control point Q for the final reverse part RT3 among the travel routes RT1 to RT3 generated in the process of S4 or S6, and shows the final reverse part RT3. A traveling control point Q is generated between the two route points P at intervals of 0.05 m. Note that the travel distance CL is not constant in the final reverse portion RT3 as in the reverse turning portion RT2, and therefore, the number of travel control points Q corresponding to the travel distance CL is generated between the two route points P.

  In the final retreat part control point generation process, as in the pattern travel part control point generation process (see FIG. 16), 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 S122 to S125 in the final retreat part control point generation process is the same process as each process of S102 to S105 in the retreat turning part control point generation process of FIG. 18 described above, and in the final retreat part control point generation process. Each process of S127-S130 is the same process as each process of S108-S111 in the backward turning part control point generation process of FIG. 18 mentioned above.

  Each process of S131 and S132 in the final retreat part control point generation process is the same as each process of S113 and S114 in the retreat turning part control point generation process of FIG. Therefore, detailed description of similar processing is omitted, and only different portions (S121, S126, S133) are described in detail.

  In the final reverse portion control point generation process, first, two route points P indicating the final reverse portion RT3 are specified among the route points P indicating the travel routes RT1 to RT3 (S121). 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 S122-S125 is performed, and the number of the driving | running | working control points Q produced | generated between the 1st route point P from the 2nd route point P is calculated next, and it substitutes for the variable n (S126). A formula for calculating the number of travel control points Q will be described later.

  And each process of S127-S130 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 S129, 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 S130, 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 S9 in FIG. 12, 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 S130 is executed first after the process of S91 of FIG. 16 and the process of S112 of FIG. 18 are executed, the maximum index number ID _max is set to the first ID number of the final backward portion RT3. Has been updated.

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

  In the process of S130, all the traveling direction flags are set to “−1”, and all the return flags are set to off. Further, when the vehicle setting information of the traveling control point Q is stored in the traveling control point memory 93c, the vehicle setting information of each traveling control point Q is not overwritten so that the vehicle setting information of other traveling control points Q is overwritten. Remember each separately.

When the process of S130 is completed, the process of S131 is executed next. If the determination in S131 is affirmative (S131: Yes), the process of S132 is executed. Then, by adding 1 to the current maximum index number _{ID max,} to update the maximum index number _{ID max} (S133). Thereafter, the process returns to S128. 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 S131 is negative (S131: No), since all the n traveling control points Q have been generated, the final reverse portion control point generation process (S13) is terminated, and the automatic parking process ( Return to FIG.

In the final retreat control point generation process, only when the determination of S131 is affirmed after the process of S130 is executed and the vehicle setting information of the travel control point Q is stored in the travel control point memory 93c. The process of S133 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. 20, the position of the traveling control point Q generated for the final reverse portion RT3 and the vehicle direction thereof will be described. FIG. 20 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 S49 in FIG. 13 and S77 in FIG. 15). 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 S126 of FIG. 20, the total number n calculated by this equation is substituted into the variable n.

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

By using the mathematical formula described with reference to FIG. 20 above, the position of each of the n travel control points Q and the vehicle orientation θ _i of the vehicle 1 at that position between the route points P of the final retreat part RT3 Therefore, it is possible to generate all the travel control points Q corresponding to the final reverse portion RT3.

  Here, the description returns to FIG. When the processing of S11 to S13 is executed and the travel control points Q for the travel routes RT1 to RT3 are generated, it is possible to park the vehicle 1 at the parking position set by the driver. The driver is notified (S14).

  Then, it is determined whether the driver has instructed to start autonomous traveling and park the vehicle 1 at the parking position, or whether the driver has instructed to stop parking by autonomous traveling (S15). When the driver gives an instruction to stop parking due to traveling (S15: stop), the automatic parking process is terminated.

  On the other hand, when the driver instructs to start autonomous driving and park the vehicle 1 at the parking position (S15: start), the traveling control point Q corresponding to the departure point is set as the current point (S16), The vehicle setting information of the current location is acquired from the travel control point memory 93c (S17). Then, the travel control point Q that the vehicle 1 is scheduled to pass next is set as the target point (S18), and the vehicle setting information of the target point is acquired from the travel control point memory 93c (S19).

  Next, it is determined whether there is an obstacle in the obstacle determination area E set for the vehicle 1 (S20). For example, the obstacle determination area E is a rectangular area and is set to surround the vehicle body 1. If the determination in S20 is affirmative (S20: Yes), there is a possibility of collision with an obstacle. Therefore, the vehicle 1 is stopped (S21), and the driver is informed that autonomous driving has been stopped because an obstacle has been found. (S22) and the automatic parking process is terminated.

  If the determination in S20 is negative (S20: No), the vehicle 1 is caused to travel based on the vehicle setting information at the current location, and the vehicle 1 is moved to the target location (S23). For example, in the process of S23, the steering drive device 5 is controlled and the steering shaft 61 is rotated so that the steering angle δ of the vehicle 1 detected by the steering sensor device 21 matches the steering angle δ of the vehicle setting information. . If the traveling direction flag is “1”, the wheel driving device 3 is controlled so that the vehicle 1 moves forward. If the traveling direction flag is “−1”, the wheel driving device is moved so that the vehicle 1 moves backward. 3 is controlled.

  When the processing of S23 is completed, it is next determined whether or not the final destination has been reached (S24). If the determination of S24 is negative (S24: No), the vehicle setting information of the target location is currently obtained. As the vehicle setting information of the point (S25), the process returns to S18. Then, the vehicle 1 travels to the next target point. If the determination in S24 is affirmative (S24: Yes), the vehicle 1 is stopped, the driver is notified that the vehicle has arrived at the final destination (S26), and the automatic parking process is terminated.

It should be noted that “three vehicle positions (x _v , y _v ) of vehicle 1, x 1, x 2, y 1, y 2 determined by the target parking position, and vehicle orientation θ _{v of} vehicle 1, described in the above embodiment, are described. The “condition” and “the current steering angle δ of the vehicle 1” correspond to “the situation when the vehicle moves from the reference position to the target position” 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 point route first generation process (see FIG. 13) of the above embodiment, the current steering angle δ _v of the vehicle 1 is acquired, and the acquired steering angle δ _v and the route patterns PT1 to PT10 are set. The differences Δα1 to Δα10 with respect to the steering angles α1 to α10 of the existing vehicle 1 are calculated for each of the route patterns PT1 to PT10, the calculated differences Δα1 to Δα10 are arranged in ascending order, and 10 routes are arranged so as to correspond to the arrangement order. Priorities are set for the patterns PT1 to PT10. Alternatively, the present steering angle [delta] _v of the vehicle 1, prepared in advance advance, obtain the current steering angle [delta] _v of the vehicle 1 a table for determining the 10 priority route pattern PT1~PT10 of In this case, the priority order may be set for the ten route patterns PT1 to PT10 based on the table. In the present embodiment, since the steering angle δ of the vehicle 1 changes within a predetermined range (for example, about −π / 6 to about π / 6), for example, the range is divided into a plurality of sections, and each of the divided parts is divided. A table in which the priorities of the ten route patterns PT1 to PT10 are associated with each other is created. With this configuration, when the current steering angle δ _v of the vehicle 1 is acquired, the priority order information corresponding to the acquired steering angle δ _v is acquired by referring to a table created in advance. The priority order can be set for the ten route patterns PT1 to PT10 according to the information. Therefore, the priority order can be set more easily than when the differences Δα1 to Δα10 are calculated and the priority order is set.

In the above embodiment, the steering angles α1 to α10 are set for the ten route patterns PT1 to PT10. However, the angles β1 to β10 of the steering wheel 13 may be set instead of the steering angles α1 to α10. good. The “angles β1 to β10 of the steering wheel 13” corresponds to the “handle angle” recited in the claims. Since the angles β1 to β10 of the steering 13 are determined relative to the steering angles α1 to α10, the angles β1 to β10 of the steering 13 for driving the vehicle 1 are uniquely determined for each of the route patterns PT1 to PT10. For example, the case of such a configuration, at point path first generation processing (see FIG. 13), in place of the current steering angle [delta] _v of the vehicle 1, configured to acquire the angle of the current steering 13 of the vehicle 1 To do. And the difference (DELTA) (beta) 1- (DELTA) (beta) 10 of the angle of the acquired steering 13 and steering angle (beta) 1- (beta) 10 of the vehicle 1 set to route pattern PT1-PT10 is calculated for every route pattern PT1-PT10, and the calculation was carried out. The differences Δβ1 to Δβ10 are arranged in ascending order, and priority is set to the ten route patterns PT1 to PT10 so as to correspond to the arrangement order. Thereby, when the temporary travel route RT1 is generated, it can be preferentially generated from the temporary travel route RT1 whose amount of change in the angle is small with respect to the current steering angle of the vehicle 1. Therefore, since the travel route RT1 that allows the vehicle 1 to travel smoothly at the start of travel can be preferentially generated, more preferable travel routes RT1 to RT3 can be preferentially generated instead of the random travel routes RT1 to RT3.

  Further, in the route pattern priority table of the above-described embodiment, the route patterns PT1 to PT10 having a small change in the steering angle δ of the vehicle 1 can be preferentially combined with the route patterns PT1 to PT10 arranged in the most recent order. The priority order is set to the ten route patterns PT1 to PT10. However, the route patterns PT1 to PT10 having a small change in the angle of the steering 13 of the vehicle 1 are given priority over the most recent route patterns PT1 to PT10. Priorities may be set so that they can be combined. With this configuration, the temporary travel route RT1 can be generated by preferentially combining the route patterns PT1 to PT10 in which the change in the angle of the steering 13 of the vehicle 1 is small. Thereby, when the temporary travel route RT1 is generated, the temporary travel route RT1 with a small amount of change in the angle of the steering 13 of the vehicle 1 can be preferentially generated. Therefore, since the travel route RT1 that allows the vehicle 1 to travel smoothly can be preferentially generated, more preferable travel routes RT1 to RT3 can be preferentially generated instead of the random travel routes RT1 to RT3.

  In the second point route generation process (see FIG. 15) of the above embodiment, the route pattern priority order table is referred to, and priority order information corresponding to the route pattern number acquired in the process of S63 is obtained from the table. The priority order is set for the ten route patterns PT1 to PT10. Instead of this, the route pattern priority order table may not be used, and the priority order may be set for 10 route patterns PT1 to PT10. For example, the steering angles α1 to α10 set in the route patterns PT1 to PT10 corresponding to the number are obtained from the route pattern number obtained in the process of S63. Then, the difference between the acquired steering angles α1 to α10 and the steering angles α1 to α10 set in the route patterns PT1 to PT10 is calculated for each of the route patterns PT1 to PT10, and the calculated differences Δα1 to Δα10 are calculated. May be arranged in ascending order and the priority order may be set to the ten route patterns PT1 to PT10 so as to correspond to the arrangement order. With this configuration, the route pattern priority table does not have to be stored in the flash memory 92, so that the flash memory 92 having a smaller storage capacity can be used and the cost can be suppressed. As described above, the angles β1 to β10 of the steering wheel 13 are set in the ten route patterns PT1 to PT10, and the route patterns PT1 to PT1 corresponding to the numbers are obtained from the pattern numbers acquired in the process of S63. The angles β1 to β10 of the steering wheel 13 set to PT10 are acquired, and the acquired angles β1 to β10 of the steering wheel 13 and the angles β1 to β10 of the steering wheel 13 of the vehicle 1 set to the route patterns PT1 to PT10 are obtained. Are calculated for each of the route patterns PT1 to PT10, the calculated differences Δβ1 to Δβ10 are arranged in ascending order, and the priority order is set to the ten route patterns PT1 to PT10 so as to correspond to the arrangement order. May be.

  In the above embodiment, the priority order is repeatedly set for the ten route patterns PT1 to PT10. However, the situation determination table is referred to only when the first priority order is set. As a result of the reference, if there is information corresponding to the determination parameter in the situation determination table, the priority order is set for the ten route patterns PT1 to PT10 based on the information. However, the situation determination table may be referred to not only at the first time but also at other times (every time or a predetermined time). As a result of the reference, if there is information corresponding to the determination parameter in the situation determination table, the priority order may be set for the ten route patterns PT1 to PT10 based on the information. In other times, if there is no information corresponding to the determination parameter in the situation determination table, the route pattern priority order table is referred to, and the route pattern number acquired in the process of S63 is determined from that table. The priority order information may be acquired and the priority order may be set for the ten route patterns PT1 to PT10.

  In the situation determination table of the above embodiment, information for setting the priority order for the ten route patterns PT1 to PT10 is stored, but the information for setting the priority order is set for the first time. Only what is done is stored. On the other hand, information for setting priorities may be stored a plurality of times so that each setting from the first time to a predetermined time can be performed. Since the temporary travel route RT1 is extended from the starting point as the starting point, the final travel route RT1 is determined based on the route patterns PT1 to PT10 used at the start of generation of the temporary travel route RT1 and at the beginning of generation. The general shape is determined. That is, it is greatly influenced by the route patterns PT1 to PT10 used for generating one section from the departure point and a section near the departure point. Therefore, by appropriately setting the priority order to be performed at the initial stage such as the first time or the second time, when the temporary travel route RT1 is extended, the possibility that it can be suitably extended can be increased. The possibility of generating a travel route RT1 having a simple shape can be increased.

In the first point path generation process (see FIG. 13) of the above embodiment, first, the situation determination table is referred to, and if there is no information corresponding to the determination parameter in the situation determination table as a result of the reference, , based on the current steering angle [delta] _v of the vehicle 1, although prioritize the route pattern PT1~PT10 10, whether to refer to the situation determination table may be determined arbitrarily.

In the situation determination table of the above embodiment, the vehicle position (x _v , y _v ) of the vehicle ₁ , x ₁ , x ₂ , y ₁ , y ₂ determined by the target parking position, and the vehicle orientation of the vehicle 1 depending on the three conditions and theta _v, but 10 priority route pattern PT1~PT10 is set, the condition is not limited to three, 1 luster, it may be any number such as four. Further, the condition is not limited to the vehicle position, the parking position, and the vehicle direction, but may be a condition such as a steering wheel angle, a road surface condition, and an obstacle position. Each of these conditions, or a plurality of combinations of these conditions, corresponds to the “situation when the vehicle moves from the reference position to the target position” recited in the claims.

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

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

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

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

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

  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.

DESCRIPTION OF SYMBOLS 1 Vehicle 100 Traveling control apparatus S34-S36, S39 Status judgment means S37, S38, S40, S41 1st setting means S42, S46, S66, S71 Selection means S44, S67, S69 Temporary route generation means S45, S70 Determination means S46: Yes, S72: No selection control means S47 to S50, S11 to S13 travel route generation means S62, S63 identification means S64, S65 second setting means S75 to S78, S11 to S13 travel route generation means PT1 to PT10 route pattern (travel route) pattern)

Claims (4)

A selection means for sequentially selecting a travel route pattern from the travel route patterns;
Temporary route generation means for generating a temporary route from the reference position using the travel route pattern selected by the selection means in the selected order;
When it is assumed that the vehicle has traveled the temporary route generated by the temporary route generation unit, the determination unit determines whether the vehicle can reach the target position;
When the determination means determines that the arrival is impossible for the temporary route generated by the temporary route generation means, the selection means sets the end of the temporary route that cannot be reached as a new reference position in the travel route pattern. Selection control means for controlling the selection to start;
To drive the vehicle from the initial reference position to the target position using a series of temporary routes from the initial reference position to the reachable temporary route when the determination means determines that the vehicle can arrive A travel route generating means for generating a travel route of
Situation selection means for determining a situation when the vehicle moves from a reference position to a target position when selection of a travel route pattern is started in the selection means;
A travel control apparatus comprising: a first setting unit that sets a selection order of travel route patterns in the selection unit based on a situation determined by the situation determination unit in a predetermined case. The selection means includes
When the generation of the temporary route from the first reference position is started by the temporary route generation unit and when the generation is controlled by the selection control unit, the selection of the travel route pattern is started.
The first setting means includes
When the generation of the temporary route from the first reference position is started by at least the temporary route generation unit, the selection order of the travel route pattern in the selection unit is set based on the situation determined by the situation determination unit The travel control device according to claim 1, wherein the travel control device is a device. The first setting means includes
Only when the generation of the temporary route from the first reference position is started by the temporary route generation means, the selection order of the travel route pattern in the selection means is set based on the situation determined by the situation determination means. The travel control device according to claim 2, wherein the travel control device is a device. The travel route pattern indicates a route that the vehicle should travel and a steering angle or a steering wheel angle when the vehicle travels along the route.
When the selection of the travel route pattern is started by the control of the selection control means, the specifying means for specifying which travel route pattern the temporary route to be controlled is generated based on,
When the control by the selection control means is performed, the difference in the steering angle with respect to the steering angle indicated by the travel route pattern specified by the specifying means in the travel route pattern, or the travel specified by the specifying means 4. The apparatus according to claim 3, further comprising: a second setting unit that sets, as the selection order of the travel route patterns, an order in which the travel route patterns are arranged in ascending order of the difference between the handle angles indicated by the route patterns. Travel control device.

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