JP2020090250A - On-vehicle device, positioning control method for vehicle, computer program and on-vehicle system - Google Patents

Abstract

To provide an on-vehicle device capable of positioning a vehicle at a target position with high precision.SOLUTION: The present invention relates to an on-vehicle device 400 which includes a plurality of photosensors 211 arranged in a width direction of a vehicle 3 so as to detect a guide line 5 drawn on a path extending to a goal position, and also comprises: an acquisition unit which acquires detection results for the guide line from the plurality of sensor sets 210 arranged in a vehicle length direction of the vehicle, respectively; a calculation unit which calculates, based upon the detection results of the respective sensor sets, a vehicle body angle of the vehicle to the guide line, and a deviation quantity in the width direction of the vehicle for the guide line; and an output unit which outputs, based upon the vehicle body angle and the deviation quantity, a control command for positioning the vehicle on the guide line.SELECTED DRAWING: Figure 1

Description

The present invention relates to an in-vehicle device, a vehicle alignment control method, a computer program, and an in-vehicle system.

Patent Document 1 proposes a parking assistance system that recognizes the periphery of a vehicle using an image sensor, a radar sensor, a sonar sensor, and the like, and aligns the vehicle with a parking target position based on the recognition result.

JP, 2016-7961, A

However, the parking assistance system disclosed in Patent Document 1 has a problem that it becomes difficult to perform accurate positioning when an error occurs in the recognition result of the periphery of the vehicle.

In view of such circumstances, an object of the present invention is to enable highly accurate positioning of a vehicle with respect to a target position.

An in-vehicle device according to an aspect of the present invention includes a plurality of photosensors arranged in a vehicle width direction of a vehicle to detect a guide line installed on a route toward a target position, and the vehicle length direction of the vehicle. From each of a plurality of arranged sensor sets, an acquisition unit that acquires a detection result of the guide line, based on the detection result of each sensor set, the vehicle body angle of the vehicle with respect to the guide line, and the guide line A calculation unit that calculates a shift amount of the vehicle in the vehicle width direction, and an output unit that outputs a control command for aligning the vehicle on the guide line based on the vehicle body angle and the shift amount; It is an in-vehicle device equipped with.

A vehicle alignment control method according to an aspect of the present invention includes a plurality of photosensors arranged in a vehicle width direction of a vehicle to detect a guide line installed on a route toward a target position, and the vehicle From each of the plurality of sensor sets arranged in the vehicle length direction, an acquisition step of acquiring a detection result of the guide line, based on the detection result of each sensor set, the vehicle body angle of the vehicle with respect to the guide line, And a calculation step of calculating a shift amount of the vehicle in the vehicle width direction with respect to the guide line, and outputting a control command for aligning the vehicle on the guide line based on the vehicle body angle and the shift amount. And a vehicle position alignment control method including an output step.

A computer program according to an aspect of the present invention includes a computer including a plurality of photosensors arranged in a vehicle width direction of a vehicle to detect a guide line installed on a route toward a target position, and From each of a plurality of sensor sets arranged in the vehicle length direction, an acquisition unit that acquires a detection result of the guide line, based on the detection result of each sensor set, the vehicle body angle of the vehicle with respect to the guide line, and A calculation unit that calculates a shift amount of the vehicle in the vehicle width direction with respect to the guide line, and an output that outputs a control command for aligning the vehicle on the guide line based on the vehicle body angle and the shift amount. It is a computer program for functioning as a unit.

An in-vehicle system according to an aspect of the present invention includes a plurality of photosensors arranged in a vehicle width direction of a vehicle to detect a guide line installed on a route toward a target position, and the vehicle length direction of the vehicle. A plurality of sensor sets, each of the plurality of sensor sets, an acquisition unit for acquiring the detection result of the guide line, based on the detection result of each sensor set, of the vehicle for the guide line A calculation unit that calculates a vehicle body angle and a displacement amount of the vehicle in the vehicle width direction with respect to the guide line, and a control command for aligning the vehicle on the guide line based on the vehicle body angle and the displacement amount. Is an in-vehicle system including:

According to the present invention, the vehicle can be aligned with the target position with high accuracy.

It is a schematic diagram which shows an example of a structure of the automatic parking system which concerns on this embodiment. It is a block diagram showing an example of composition of an in-vehicle system concerning this embodiment. It is a block diagram which shows the structure of the automatic driving vehicle-mounted apparatus which concerns on this embodiment. It is a functional block diagram of an automatic driving vehicle-mounted device. It is explanatory drawing which shows an example of the calculation method of a vehicle body angle and a shift amount. It is explanatory drawing in case an output part outputs the control command for moving a vehicle forward and backward with respect to a vehicle control apparatus. It is a flowchart which shows an example of the process which an automatic driving vehicle-mounted apparatus performs. It is a flowchart which shows an example of the process which an automatic driving vehicle-mounted apparatus performs.

[Description of Embodiments of the Present Invention]
First, the contents of the embodiments of the present invention will be listed and described.
(1) An in-vehicle device according to an embodiment of the present invention includes a plurality of photosensors arranged in a vehicle width direction of a vehicle to detect a guide line installed on a route toward a target position, and From each of a plurality of sensor sets arranged in the vehicle length direction, an acquisition unit that acquires a detection result of the guide line, based on the detection result of each sensor set, the vehicle body angle of the vehicle with respect to the guide line, and A calculation unit that calculates a shift amount of the vehicle in the vehicle width direction with respect to the guide line, and an output that outputs a control command for aligning the vehicle on the guide line based on the vehicle body angle and the shift amount. And an in-vehicle device.

According to the on-vehicle device, the detection result of the guide line to the target position is acquired from the plurality of photosensors arranged in the vehicle width direction of each of the plurality of sensor sets arranged in the vehicle length direction. It is possible to calculate the vehicle body angle and the deviation amount in the vehicle width direction with respect to the guide line. Then, the control command for aligning the vehicle on the guide line is output based on the calculated vehicle body angle and displacement amount, so that the vehicle can be aligned with the target position with high accuracy.

(2) It is preferable that the plurality of photosensors included in the sensor set are densely arranged closer to the center line of the vehicle in the vehicle width direction.
In this case, for example, when aligning the reference point on the center line of the vehicle with the guide line, the closer the reference point is to the guide line, the more the vehicle body angle and the vehicle body angle based on the detection result of the photosensors densely arranged. The displacement amount can be calculated with high accuracy. As a result, the vehicle can be aligned with the target position with higher accuracy.

(3) When the output unit cannot align the vehicle on the guide line and guide the vehicle to the target position, the output unit temporarily moves the vehicle in a direction away from the target position and then moves to the target position. It is preferable to output a control command to move in the approaching direction.
In this case, if the vehicle cannot be guided to the target position, the vehicle is temporarily moved in the direction away from the target position and then moved in the direction toward the target position, so that the vehicle is aligned on the guide line in the meantime. can do. As a result, the vehicle can be surely aligned with the target position.

(4) The photosensor is capable of detecting a first stop line that is installed in the vicinity of the target position on the path so as to extend in a direction intersecting with the guide line, and the acquisition unit may detect the first stop line from each of the sensor sets. When the photo sensor detects the first stop line from the detection result of the first stop line, the output unit obtains the detection result of the first stop line, and the output unit stops the vehicle. Is preferably output.
In this case, the in-vehicle device can reliably stop the vehicle near the target position based on the detection result of the first stop line by the photo sensor.

(5) The photo sensor is capable of detecting a second stop line extending in a direction intersecting the guide line at a position distant from the target position on the path, and the acquisition unit is configured to detect the second stop line. The detection result of the second stop line is acquired from the sensor set, and the output unit stops the vehicle when the photosensor detects the second stop line from the detection result of the second stop line. It is preferable to output the stop command of.
In this case, the in-vehicle device can reliably stop the vehicle moving in the direction away from the target position based on the detection result of the second stop line by the photo sensor.

(6) A vehicle alignment control method according to an embodiment of the present invention is a vehicle alignment control method executed by the above-described vehicle-mounted device. Therefore, the vehicle alignment control method of the present embodiment has the same operational effects as the above-described on-vehicle device.

(7) A computer program according to an embodiment of the present invention is a computer program for causing a computer to function as the above-described vehicle-mounted device. Therefore, the computer program of the present embodiment has the same effects as the on-vehicle device described above.

(8) An in-vehicle system according to an embodiment of the present invention includes a plurality of photosensors arranged in the vehicle width direction of a vehicle to detect a guide line installed on a route toward a target position, and A plurality of sensor sets arranged in the vehicle length direction, from each of the plurality of sensor sets, an acquisition unit that acquires a detection result of the guide line, and based on the detection result of each sensor set, for the guide line A calculation unit that calculates a vehicle body angle of the vehicle and a displacement amount of the vehicle in the vehicle width direction with respect to the guide line, and aligns the vehicle on the guide line based on the vehicle body angle and the displacement amount. And an output unit that outputs the control command of 1.
According to the vehicle-mounted system, the same operational effects as those of the vehicle-mounted device described above are obtained.

[Details of the embodiment of the present invention]
Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. Note that at least a part of the embodiments described below may be arbitrarily combined.

<Structure of automatic parking system>
FIG. 1 is a schematic diagram showing an example of the configuration of the automatic parking system according to the present embodiment. The automatic parking system 1 shown in FIG. 1 is a system for automatically parking a vehicle capable of wireless power supply in a parking space in which a wireless power supply device is installed. In FIG. 1, the parking space S is a rectangular area partitioned by a white line H for parking one vehicle 3. In FIG. 1, the longitudinal direction of the parking space S along the traveling direction of the vehicle 3 is the Y direction, and the width direction orthogonal to the longitudinal direction is the X direction.

The automatic parking system 1 according to the present embodiment automatically parks a vehicle 3 having a power source such as an engine car and an electric car in a parking space S. The "engine vehicle" refers to a vehicle that is propelled by the power of the engine. The “electric vehicle” refers to a vehicle propelled by the power of a motor, and includes an EV (Electric Vehicle), a PHV (Plug-in Hybrid Vehicle), and an HV (Hybrid Vehicle). In the following, the vehicle 3 is an electric vehicle.

The automatic parking system 1 according to the present embodiment moves the vehicle 3 backward and parks it in the parking space S. Note that this configuration is an example, and the vehicle 3 may be moved forward and parked.

A power supply coil 4 for supplying power to the vehicle 3 parked in the parking space S is installed on the road surface of the parking space S. The power feeding coil 4 is capable of wirelessly feeding power to a power receiving coil that is arranged oppositely by electromagnetic induction, and is provided on the center line C1 in the width direction of the parking space S.

In order to guide the vehicle 3 to the target position of the parking space S, a guide line 5 is installed on the parking space S on the route toward the target position and on the road surface in front of the parking space S. The guide line 5 is, for example, painted on a road surface in a color having a reflectance different from that of the road surface, and extends on the center line C1 along the Y direction with the feeding coil 4 interposed therebetween.

Stop lines 6A and 6B used to stop the traveling of the vehicle 3 are installed at both ends of the guide line 5 in the Y direction. Each of the stop lines 6A and 6B is, for example, painted on the road surface in a color different in reflectance from both the road surface and the guide line 5, and extends in the X direction intersecting with the guide line 5.

The rear stop line (first stop line) 6B is a line used for moving the vehicle 3 backward and stopping it at the target position in the parking space S. The front stop line (second stop line) 6A stops the forward movement of the vehicle 3 when the vehicle 3 is once moved forward when the vehicle 3 cannot be moved backward and stopped at the target position of the parking space S. Is a line used for.

The power feeding coil 4 is connected to the inverter 7. The inverter 7 supplies an alternating current to the power feeding coil 4. The power feeding coil 4 performs wireless power feeding with the alternating current supplied from the inverter 7.

The vehicle 3 includes a power receiving coil 10 for receiving power from the power feeding coil 4. The power receiving coil 10 is mounted on the lower surface of the vehicle 3 because it needs to face the power feeding coil 4 installed on the road surface to receive power. The power receiving coil 10 is mounted on the center line C2 of the vehicle 3 in the vehicle width direction. When the vehicle 3 is parked in the parking space S and the power receiving coil 10 is arranged to face the power feeding coil 4, the power feeding coil 4 wirelessly feeds power to the power receiving coil 10 by the alternating current supplied from the inverter 7.

The vehicle 3 includes an automatic driving vehicle-mounted device (vehicle-mounted device) 400 and a sensor set 210. The sensor sets 210 are mounted on the lower surface of the vehicle 3 on the front side and the rear side in the vehicle length direction, respectively. Hereinafter, the front sensor set 210 will be referred to as a front sensor set 210A, and the rear sensor set 210 will be referred to as a rear sensor set 210B. Further, when the common items of the front sensor set 210A and the rear sensor 210B are described, they are collectively referred to as the sensor set 210. Note that three or more sensor sets 210 may be mounted on the lower surface of the vehicle 3 in the vehicle length direction.

Each sensor set 210 has a plurality of photosensors 211 that detect the guide line 5 and the stop lines 6A and 6B. The plurality of photosensors 211 included in each sensor set 210 are arranged side by side in the vehicle width direction of the vehicle 3, and are densely arranged closer to the center line C2 of the vehicle 3. That is, the arrangement interval of the photosensors 211 near the center line C2 of the vehicle 3 is shorter than the arrangement interval of the photosensors 211 on both sides of the vehicle 3 in the vehicle width direction.

Each photosensor 211 is, for example, a reflective photosensor and has a light emitting unit and a light receiving unit (not shown). The light emitting unit emits light such as an LED (light emitting diode) toward the road surface. The emitted light is reflected by the road surface, the guide line 5 and the stop lines 6A and 6B, and the reflected light is received by the light receiving section. By measuring the reflectance of the reflected light, each photosensor 211 can detect the road surface, the guide line 5 and the stop lines 6A and 6B having different reflectances, separately.

The front sensor set 210A and the rear sensor set 210B are respectively connected to the automatic driving vehicle-mounted device 400, and the detection signals of the photosensors 211 of the front sensor set 210A and the rear sensor set 210B are detected by the guide line 5 and the stop lines 6A, 6B. Is output to the automatic driving vehicle-mounted device 400.

<Configuration of in-vehicle system>
FIG. 2 is a block diagram showing an example of the configuration of the vehicle-mounted system according to this embodiment. The in-vehicle system 100 is mounted on the vehicle 3.

The in-vehicle system 100 includes, for example, a camera 200, a sensor set 210, a vehicle control device 301, a motor 302, a battery 303, an inverter 304, a steering control device 305, a steering angle sensor 306, a motor 307, and The braking device 308, the display device 309, the relay device 310, the vehicle exterior communication device 311, the power feeding control device 312, the AC/DC converter 313, the power receiving coil 10, and the automatic driving vehicle-mounted device 400 are provided.

The camera 200 is attached to the rear side of the vehicle 3 and can image the rear of the vehicle 3. The camera 200 is connected to the automatic driving vehicle-mounted apparatus 400 and can transmit an image to the automatic vehicle driving apparatus 400. The camera 200 is used when moving the vehicle 3 backward to the guide line 5.

The motor 302 is connected to the axle and generates driving torque for the electric vehicle. An inverter 304 is connected to the motor 302 and the battery 303. The inverter 304 receives power from the battery 303 and rotationally drives the motor 302. In addition, the regenerated electric power from the motor 302 during braking is recovered by the battery 303 through the inverter 304.

The steering control device 305 is connected to the steering angle sensor 306 and the motor 307. The steering control device 305 receives the detected value of the steering angle from the steering angle sensor 306 and controls a motor 307 that drives a power steering device (not shown). By controlling the motor 307, the steering control device 305 can change the steering angle of the steered wheels, that is, the tire angle in order to change the traveling direction of the vehicle 3. The braking device 308 can drive a braking mechanism provided on an axle (not shown) of the vehicle 3 to generate a braking force on the traveling vehicle 3.

The vehicle control device 301 receives a command value from the automatic driving vehicle-mounted device 400, controls the motor 302 according to the target tire angle and the target vehicle speed, gives a control instruction to the steering control device 305 to drive the vehicle 3, or When braking is required, the braking device 308 is controlled to generate a braking force on the vehicle 3. Specifically, when a command value of the target tire angle is given from the automatic driving vehicle-mounted device 400, the vehicle control device 301 gives a control instruction to the steering control device 305 in accordance with this command value, and the steering control device 305 controls. The motor 307 is controlled based on the instruction and the detection value of the steering angle sensor 306 to set the tire angle of the vehicle 3 to the target tire angle. Further, when a command value for the target travel distance is given from the automatic driving vehicle-mounted device 400, the vehicle control device 301 controls the motor 302 and the braking device 308 according to the command value to travel the vehicle 3 for the target travel distance. Let When the command value of the target position is given from the automatic driving vehicle-mounted device 400, the vehicle control device 301 determines whether or not the vehicle 3 has reached the target position.

The display device 309 displays character information, an image, or the like according to display instructions from the vehicle control device 301, the automatic driving vehicle-mounted device 400, and other devices.

The power feeding control device 312 is connected to the AC/DC converter 313, and the AC/DC converter 313 is connected to the power receiving coil 10. The power feeding control device 312 controls the AC/DC converter 313. When the power receiving coil 10 faces the power feeding coil 4, the power receiving coil 10 receives wireless power feeding from the power feeding coil 4 and outputs an alternating current to the AC/DC converter 313. The AC/DC converter 313 converts the alternating current given from the power receiving coil 10 into a direct current under the control of the power feeding control device 312, and outputs the direct current to a battery (not shown) mounted on the vehicle.

The vehicle control device 301, the inverter 304, the steering control device 305, the braking device 308, and the display device 309 are connected to a bus 350 such as a CAN bus, and a relay device 310 is connected to the bus 350. Further, the automatic driving vehicle-mounted device 400 and the power feeding control device 312 are connected to a bus 351 such as a CAN bus, and the relay device 310 is connected to the bus 351.

The relay device 310 relays communication between the vehicle-mounted devices via the vehicle-mounted network including the buses 350 and 351. That is, each of the vehicle control device 301, the inverter 304, the steering control device 305, the braking device 308, the display device 309, the automatic driving vehicle-mounted device 400, and the power feeding control device 312 can communicate with each other via the relay device 310. .. The relay device 310 is connected to the vehicle exterior communication device 311 via a communication line 352.

The vehicle exterior communication device 311 can perform wireless communication. The external communication device 311 wirelessly communicates with a device outside the vehicle, such as a roadside device, a terminal, a base station, a server, or the like.

<Configuration of in-vehicle device for autonomous driving>
As shown in FIG. 2, the automatic driving vehicle-mounted apparatus 400 is connected to the camera 200 and the sensor set 210. The automatic driving vehicle-mounted device 400 receives the detection data obtained by the camera 200. The automatic driving vehicle-mounted device 400 is connected to the vehicle control device 301. The automatic driving vehicle-mounted device 400 outputs commands such as a travel command, a stop command, and a steering angle command to the vehicle control device 301. The travel command may include, for example, information on the target vehicle speed. The stop command may include, for example, information on the target braking force.

FIG. 3 is a block diagram showing a configuration of the automatic driving vehicle-mounted device 400 according to the present embodiment. The automatic driving vehicle-mounted apparatus 400 includes a CPU 401, a memory 402, and a communication interface 405. The memory 402 includes a non-volatile memory such as a RAM and a flash memory, and stores a parking control program 403 which is a computer program and data used for executing the parking control program 403. The self-driving vehicle-mounted device 400 is configured to include a computer, and each function of the self-driving vehicle-mounted device 400 is exhibited by the CPU 401 executing a parking control program 403 which is a computer program stored in a storage device of the computer. To be done. The parking control program 403 can be stored in a recording medium such as a CD-ROM. The CPU 401 executes the parking control program 403 and performs control processing as described later.

The communication interface 405 is connected to the bus 351 and can communicate with each device included in the in-vehicle system 100. For example, the communication interface 405 can transmit commands such as a travel command and a stop command to the vehicle control device 301. The communication interface 405 also receives the detection result of the guide line 5 and the detection results of the stop lines 6A and 6B from each sensor set 210.

FIG. 4 is a functional block diagram of the automatic driving vehicle-mounted apparatus 400. The automatic driving vehicle-mounted apparatus 400 functions as the acquisition unit 410, the calculation unit 420, and the output unit 430 when the CPU 401 executes the parking control program 403.

The acquisition unit 410 acquires each detection result of the guide line 5 and the stop lines 6A and 6B from each of the front sensor set 210A and the rear sensor 210B. When acquiring the detection result of the guide line 5, the acquisition unit 410 passes the detection result to the calculation unit 420. Further, when acquiring the detection results of the stop lines 6A and 6B, the acquisition unit 410 passes the detection results to the output unit 430. The acquisition unit 410 is realized by the communication interface 405 in FIG.

The calculation unit 420 calculates the vehicle body angle θ of the vehicle 3 with respect to the guide line 5 and the deviation amount L of the vehicle 3 with respect to the guide line 5 in the vehicle width direction based on the detection result of the guide line 5. Here, the “vehicle body angle” means the angle formed by the center line C2 of the power receiving coil 10 in the vehicle width direction and the guide line 5 (see FIG. 5). The “deviation amount” in the vehicle width direction means the deviation amount in the vehicle width direction between the center point P1 of the power receiving coil 10 and the guide line 5 (see FIG. 5 ).

FIG. 5 is an explanatory diagram showing an example of a method of calculating the vehicle body angle θ and the deviation amount L. In the example of FIG. 5, the photosensor 211A indicated by cross-hatching in the front sensor set 210A and the photosensor 211B indicated by cross-hatching in the rear sensor set 210B are detecting the guide line 5.

In FIG. 5, the calculation unit 420 has the following (A) to (D) as known values.
(A) Distance a in the vehicle length direction between the front sensor set 210A and the rear sensor set 210B
(B) Distance b in the vehicle width direction between the photo sensor 211A and the photo sensor 211B
(C) Distance c in the vehicle length direction between the photosensor 211A and the center point P1 of the power receiving coil 10
(D) Distance d in the vehicle width direction between the photo sensor 211A and the center line C2

The calculation unit 420 calculates a vehicle width direction distance e obtained by subtracting the displacement amount L from the distance d based on the detection results of the photosensors 211A and 211B using the known distances a to c below (1). Can be calculated by
e=bc/a (1)
Therefore, the calculation unit 420 can calculate the deviation amount L of the vehicle 3 with respect to the guide line 5 in the vehicle width direction by the following equation (2) using the known distances a to d.
L=d-(bc/a) (2)

The angle formed by the guide line 5 and the virtual straight line C3 that is parallel to the center line C2 and passes through the photosensor 211A is the same as the vehicle body angle θ of the vehicle 3 with respect to the guide line 5. Therefore, the calculation unit 420 can calculate the vehicle body angle θ by the following equation (3) using the known distances a and b, for example.
θ=arctan (b/a) (3)

In FIG. 4, the calculation unit 420 transfers the vehicle body angle θ and the deviation amount L calculated as described above to the output unit 430. The output unit 430 outputs a control command for aligning the center point P1 of the power receiving coil 10 of the vehicle 3 on the guide line 5 based on the vehicle body angle θ and the deviation amount L. Specifically, the output unit 430 outputs a control command including each command value of the target position, the target tire angle, and the target travel distance to the vehicle control device 301 based on the vehicle body angle θ and the deviation amount L. ..

When the output unit 430 obtains the detection result of the photo sensor 211 of the front sensor set 210A detecting the front stop line 6A from the acquisition unit 410, the output unit 430 issues a stop command for stopping the forward movement of the vehicle 3 to the vehicle control device 301. Output to. Further, when the output unit 430 obtains the detection result of the photo sensor 211 of the rear sensor set 210B detecting the rear stop line 6B from the acquisition unit 410, the output unit 430 outputs a stop command for stopping the reverse movement of the vehicle 3 to the vehicle. Output to the control device 301.

The stop lines 6A and 6B consider the response delay time from when the output unit 430 outputs the stop command to the vehicle control device 301 to when the braking device 308 starts braking under the control of the vehicle control device 301. It is desirable to install it in the specified position.

FIG. 6 is an explanatory diagram when the output unit 430 outputs a control command for moving the vehicle 3 forward and backward to the vehicle control device 301. The arrow indicated by the broken line in FIG. 6 indicates the traveling locus of the vehicle 3. Even if the center point P1 of the power receiving coil 10 is aligned with the induction line 5 by the reverse movement of the vehicle 3 as in the vehicle 3 shown by the solid line in FIG. 6, the center point P1 is the center of the power feeding coil 4 which is the target position. It may not be possible to guide to the point P2. In this case, the output unit 430 outputs, to the vehicle control device 301, a first control command that causes the vehicle 3 to move forward once as indicated by the one-dot chain line and then move backward as indicated by the two-dot chain line. Then, the output unit 430 issues a second control command for aligning the center point P1 of the power receiving coil 10 with the guide line 5 while the vehicle 3 is once moving forward and while it is moving backward. , To the vehicle control device 301.

The first control command includes a first stop command for stopping the reverse movement of the vehicle 3, a first traveling command for moving the vehicle 3 forward, a second stop command for stopping the forward movement of the vehicle 3, and the vehicle 3. A second traveling command for moving the vehicle in reverse is included, and each command is output in this order. The second stop command is output when the photosensor 211 of the front sensor set 210A detects the detection result of the front stop line 6A from the acquisition unit 410.

The second control command is a control command for aligning the center point P1 of the power receiving coil 10 with the guide line 5 based on the vehicle body angle θ and the deviation amount L, similarly to the control command described above. The output unit 430 may output the second control command during at least one of the forward movement of the vehicle 3 and the subsequent reverse movement thereof.

<Processing of in-vehicle driving device>
7 and 8 are flowcharts showing an example of the process executed by the automatic driving vehicle-mounted apparatus 400. The letter A surrounded by a circle in FIG. 7 is connected to the letter A in FIG. Further, the letters B and C surrounded by circles in FIG. 8 are connected to the letters B and C in FIG. 7, respectively.

In FIG. 7, the CPU 401 executes parking preparation processing (step S101). In the parking preparation process, the CPU 401 recognizes the relative positional relationship between the vehicle 3 and the guide line 5 from the image captured by the camera 200, and the traveling speed, the tire angle, and the braking amount for moving the vehicle 3 to the guide line 5 backward. And the like, and outputs the calculated traveling speed, tire angle, braking amount, etc. to the vehicle control device 301.

The CPU 401 determines whether the photosensor 211 of each sensor set 210 has detected the guide line 5 based on the detection result obtained from each sensor set 210 (step S102). When the guide line 5 is not detected, the CPU 401 ends the process. In this case, after the vehicle 3 is moved, the CPU 401 executes the processing from step S101 again.

When the guide line 5 is detected, the CPU 401 calculates the vehicle body angle θ of the vehicle 3 with respect to the guide line 5 and the deviation amount L in the vehicle width direction of the vehicle 3 with respect to the guide line 5 (step S103). The specific calculation method of the vehicle body angle θ and the deviation amount L is as described above.

Based on the calculated vehicle body angle θ and displacement amount L, the CPU 401 controls the guide line 5 to align the center point P1 of the power receiving coil 10 of the vehicle 3 (target position, target tire angle, and target travel). Each command value of the distance) is output to the vehicle control device 301 (step S104).

At that time, when the center point P1 of the power receiving coil 10 is located away from the guide line 5, the command value of the target tire angle is set to a large value, and the center point P1 of the power receiving coil 10 is located near the guide line 5. In some cases, the target tire angle command value is set small. Therefore, in the latter case, it is desirable that the command value of the target tire angle be set with the highest possible accuracy. In the present embodiment, the plurality of photosensors 211 included in each sensor set 210 are arranged closer to each other closer to the centerline C2 of the vehicle 3 (center point P1 of the power receiving coil 10) (see FIG. 1 ). Therefore, the CPU 401 can calculate the vehicle body angle θ and the deviation amount L with high accuracy based on the detection result of the photosensors 211 arranged densely as the center point P1 approaches the guide line 5. As a result, the CPU 401 can set the target tire angle command value with high accuracy.

After outputting the control command, the CPU 401 determines whether or not the photosensor 211 of the rear sensor set 210B has detected the rear stop line 6B, based on the detection result obtained from each sensor set 210 (step). S105). When the stop line 6B is detected, the CPU 401 outputs a stop command for stopping the reverse movement of the vehicle 3 to the vehicle control device 301 (step S106).

When the stop line 6B is not detected, the CPU 401 determines whether the center point P1 of the power receiving coil 10 can be guided to the target position (center point P2 of the power feeding coil 4) (step S107). This determination is based on, for example, the relative positional relationship between the vehicle 3 and the power feeding coil 4 recognized from the image captured by the camera 200 in the parking preparation process of step S101, the control command of the vehicle 3 of step S104, and the like. , Can be determined by estimating the current position of the vehicle 3.

When the central point P1 of the power receiving coil 10 can be guided to the target position, the CPU 401 returns the process to step S102. As a result, the processes of steps S102 to S104 are repeatedly executed until the stop line 6B is detected. Therefore, while aligning the center point P1 of the power receiving coil 10 with the guide line 5, the center point P1 is targeted. It can be guided to a position and aligned.

If the center point P1 of the power receiving coil 10 cannot be guided to the target position, the process proceeds to FIG. 8 and the CPU 401 outputs a stop command for stopping the reverse movement of the vehicle 3 to the vehicle control device 301 (step S108). Then, the CPU 401 outputs a travel command for moving the vehicle 3 forward to the vehicle control device 301 (step S109).

The CPU 401 determines whether or not the photosensor 211 of each sensor set 210 has detected the guide line 5 based on the detection result obtained from each sensor set 210 while the vehicle 3 is moving forward (step S110). When the guide line 5 is not detected, the CPU 401 ends the process. In this case, after the vehicle 3 is moved, the CPU 401 executes the processing from step S101 again.

When the guide line 5 is detected, the CPU 401 calculates the vehicle body angle θ of the vehicle 3 with respect to the guide line 5 and the deviation amount L of the vehicle 3 with respect to the guide line 5 in the vehicle width direction (step S111). The specific calculation method of the vehicle body angle θ and the deviation amount L is as described above. The CPU 401 outputs a control command for aligning the center point P1 of the power receiving coil 10 of the vehicle 3 to the vehicle control device 301 on the guide line 5 based on the calculated vehicle body angle θ and the deviation amount L (step). S112).

The CPU 401 determines whether or not the photosensor 211 of the front sensor set 210A has detected the front stop line 6A based on the detection result obtained from each sensor set 210 (step S113). When the stop line 6A is detected, the CPU 401 outputs a stop command for stopping the forward movement of the vehicle 3 to the vehicle control device 301 (step S114). Then, CPU 401 outputs a travel command for moving vehicle 3 backward (step S115), and returns the process to step S102 in FIG.

According to the automatic driving vehicle-mounted device 400 of the present embodiment, the plurality of sensor sets 210 arranged in the vehicle length direction of the vehicle 3 are guided to the target position from the plurality of photosensors 211 arranged in the vehicle width direction. By acquiring the detection result of the line 5, the vehicle body angle θ of the vehicle 3 with respect to the guide line 5 and the deviation amount L in the vehicle width direction can be calculated. Then, since the control command for aligning the vehicle 3 on the guide line 5 is output based on the calculated vehicle body angle θ and the deviation amount L, the vehicle 3 can be accurately aligned with respect to the target position. It will be possible.

Further, the plurality of photosensors 211 included in the sensor set 210 are arranged closer to each other as they are closer to the center line C2 of the vehicle 3 in the vehicle width direction. Accordingly, when the reference point on the center line C2 of the vehicle 3 (the center point P1 of the power receiving coil 10) is aligned with the guide line 5, the reference points are arranged closer to each other as the guide line 5 is closer. The vehicle body angle θ and the deviation amount L can be calculated with high accuracy based on the detection result of the photo sensor 211. As a result, the vehicle 3 can be aligned with the target position with higher accuracy.

Further, when the vehicle 3 cannot be moved backward and guided to the target position, the vehicle 3 is moved forward once and then moved backward, so that the vehicle 3 can be positioned on the guide line 5 in the meantime. This ensures that the vehicle 3 is aligned with the target position.

Further, when the photo sensor 211 detects the rear stop line 6B, a stop command for stopping the vehicle 3 is output, so that the vehicle 3 moving backward can be surely stopped near the target position.

Further, when the photo sensor 211 detects the stop line 6A on the front side, the stop command for stopping the vehicle 3 is output, so that the vehicle 3 that has been moved forward once can be surely stopped.

<Other>
In the present embodiment, the automatic driving vehicle-mounted device 400 is applied to the case where the vehicle 3 capable of wireless power feeding is automatically parked in the parking space S in which the wireless power feeding device is installed, but is not limited to this. For example, it may be applied to a case where a vehicle is automatically parked in a normal parking space where a wireless power supply device is not installed.

The embodiments disclosed this time are to be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above meaning but by the scope of the claims, and is intended to include the meaning equivalent to the scope of the claims and all modifications within the scope.

However, in addition to the inventions described in the claims, the embodiments of the present invention include, for example, the following supplementary inventions.
<Appendix 1>
From each of a plurality of photosensors arranged in the vehicle width direction of the vehicle to detect the guide line installed on the route toward the target position, an acquisition unit that acquires the detection result of the guide line,
Based on the detection result of each of the photosensors, a calculating unit that calculates a deviation amount of the vehicle in the vehicle width direction with respect to the guide line,
An output unit that outputs a control command for aligning the vehicle on the guide line based on the deviation amount,
The in-vehicle device, in which the plurality of photosensors are arranged closer to each other closer to the center line of the vehicle in the vehicle width direction.

1 Automatic parking system 3 Vehicle 4 Power supply coil 5 Induction line 6A Stop line (2nd stop line)
6B Stop line (first stop line)
7 Inverter 10 Power receiving coil 100 In-vehicle system 200 Camera 210 Sensor set 210A Front sensor set 210B Rear sensor set 211 Photo sensor 211A Photo sensor 211B Photo sensor 301 Vehicle control device 302 Motor 303 Battery 300 Inverter 305 Steering control device 306 Steering angle sensor 307 Motor 308 Braking device 309 Display device 310 Relay device 311 Exterior communication device 312 Power feeding control device 313 AC/DC converter 350 Bus 351 Bus 352 Communication line 400 Autonomous driving vehicle-mounted device (vehicle-mounted device)
401 CPU
402 Memory 403 Parking control program 405 Communication interface 410 Acquisition unit 420 Calculation unit 430 Output unit C1 Center line in width direction of parking space C2 Center line in vehicle width direction of vehicle C3 Virtual straight line H White line L Deviation amount P1 Center point of power receiving coil P2 Center point of feeding coil S Parking space θ Body angle

Claims (8)

From each of a plurality of sensor sets arranged in the vehicle length direction of the vehicle, including a plurality of photosensors arranged in the vehicle width direction of the vehicle for detecting the guide line installed on the route toward the target position, An acquisition unit for acquiring the detection result of the guide line,
A calculation unit that calculates a vehicle body angle of the vehicle with respect to the guide line, and a shift amount in the vehicle width direction of the vehicle with respect to the guide line, based on the detection result of each sensor set;
An in-vehicle device, comprising: an output unit that outputs a control command for aligning the vehicle on the guide line based on the vehicle body angle and the deviation amount. The in-vehicle device according to claim 1, wherein the plurality of photosensors included in the sensor set are arranged closer to each other as they are closer to a center line in the vehicle width direction of the vehicle. When the output unit cannot align the vehicle on the guide line and guide the vehicle to the target position, the output unit temporarily moves the vehicle in a direction away from the target position and then in a direction to approach the target position. The vehicle-mounted device according to claim 1 or 2, which outputs a control command to move. The photo sensor is capable of detecting a first stop line that is installed in the vicinity of the target position on the path so as to extend in a direction intersecting with the guide line,
The acquisition unit acquires the detection result of the first stop line from each of the sensor sets,
The output unit outputs a stop command for stopping the vehicle when the photo sensor detects the first stop line from the detection result of the first stop line. The in-vehicle device according to any one of claims. The photo sensor is capable of detecting a second stop line installed extending in a direction intersecting the guide line at a position apart from the target position on the path,
The acquisition unit acquires the detection result of the second stop line from each of the sensor sets,
The in-vehicle device according to claim 3, wherein the output unit outputs a stop command for stopping the vehicle when the photo sensor detects the second stop line from the detection result of the second stop line. .. From each of a plurality of sensor sets arranged in the vehicle length direction of the vehicle, including a plurality of photosensors arranged in the vehicle width direction of the vehicle for detecting the guide line installed on the route toward the target position, An acquisition step of acquiring the detection result of the guide line,
A calculation step of calculating a vehicle body angle of the vehicle with respect to the guide line, and a deviation amount in the vehicle width direction of the vehicle with respect to the guide line, based on the detection result of each sensor set;
An output step of outputting a control command for aligning the vehicle on the guide line based on the vehicle body angle and the deviation amount, and a vehicle alignment control method. Computer,
From each of a plurality of sensor sets arranged in the vehicle length direction of the vehicle, including a plurality of photosensors arranged in the vehicle width direction of the vehicle for detecting the guide line installed on the route toward the target position, An acquisition unit for acquiring the detection result of the guide line,
A calculation unit that calculates a vehicle body angle of the vehicle with respect to the guide line, and a shift amount in the vehicle width direction of the vehicle with respect to the guide line, based on the detection result of each sensor set;
A computer program that functions as an output unit that outputs a control command for aligning the vehicle on the guide line based on the vehicle body angle and the deviation amount. A sensor set including a plurality of photosensors arranged in the vehicle width direction of the vehicle for detecting a guide line installed on the route toward the target position, and a plurality of sensor sets arranged in the vehicle length direction of the vehicle,
From each of the plurality of sensor sets, an acquisition unit that acquires the detection result of the guide line,
A calculation unit that calculates a vehicle body angle of the vehicle with respect to the guide line, and a shift amount in the vehicle width direction of the vehicle with respect to the guide line, based on the detection result of each sensor set;
An in-vehicle system including: an output unit that outputs a control command for aligning the vehicle on the guide line based on the vehicle body angle and the deviation amount.

Images