JP2022142221A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device that when controlling an unmanned vehicle, can avoid a vehicle from contacting an obstacle, even if a target stop position is a narrow area.SOLUTION: The vehicle control device, when determining that an own vehicle 100 is an unmanned vehicle, creates a stop route in which errors in detection of an obstacle (per unit time) by a sensor are smaller when determining that a stoppable area is a narrow area than when not determining that the stoppable area is the narrow area. When executing unmanned stopping support, the vehicle control device creates a stop route in which errors in detection of the obstacle per unit time by the sensor are smaller, when a target stop position is a narrow area, so as to improve accuracy in recognition of an obstacle by the sensor to improve safety.SELECTED DRAWING: Figure 9

Description

The present invention relates to a vehicle control device that assists driving operation of a vehicle.

As an example of such a vehicle control device, there is a technology described in Patent Document 1. In the vehicle control device described in Patent Document 1, the boarding state of the occupant is determined, and when an unmanned state in which no occupant is on board is detected, it is compared with the manned state in which the occupant is on board, and a target stop is performed. Shorten the separation distance from obstacles near the position. Note that the unmanned state here includes not only the crew (driver) who operates the driving controls (steering wheel, accelerator, brake, etc.), but also the crew (non-driver) who does not operate the driving controls. It means that there is no one in the vehicle. On the other hand, the manned state is a state in which one or more passengers, including the driver and non-drivers, are on board the vehicle.

JP 2019-156217 A

However, when the vehicle is stopped in a narrow area, the distance between the vehicle and the obstacles around the vehicle becomes short under unmanned vehicle control with no occupants on board. If the distance information between the obstacle and the own vehicle is shorter than the actual distance, there is a problem that the possibility of contacting the obstacle increases.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and provides a vehicle control device capable of avoiding contact with an obstacle even when a target stop position is in a narrow area when controlling an unmanned vehicle. intended to provide

In order to achieve the above object, the present invention is configured as follows. That is, a stopable area recognition unit for recognizing a stoppable area where the own vehicle can stop, and a stop route generation unit for generating a stop route for stopping the own vehicle in the stoppable area. When it is determined that the occupant of the own vehicle is unoccupied, the route generation unit determines that the stopable area is a narrow area compared to the case where the stopable area is not determined to be a narrow area. It is characterized by generating a stopping route that reduces an obstacle detection error of a sensor that acquires external world information around the vehicle.

According to the present invention, when the target stop position is within a narrow area, a stop path with a small curvature is generated. Therefore, the amount of change in the yaw angle of the own vehicle can be reduced. Sensors such as cameras and sonars that detect obstacles around the vehicle cannot recognize obstacles per unit time as the amount of change in the yaw angle of the vehicle increases. can be made smaller, the obstacle recognition accuracy per unit time of the sensor can be increased, and the possibility of coming into contact with the obstacle can be reduced.

In other words, when controlling an unmanned vehicle (unmanned stop support), if the target stop position is in a narrow area, a stopping path that reduces the obstacle detection error per unit time of the sensor By pulling the , it is possible to improve the obstacle recognition accuracy of the sensor and avoid contact with the obstacle.

Problems, configurations, and effects other than those described above will be clarified by the following description of the embodiments.

1 is an example of a schematic configuration diagram of a vehicle equipped with an embodiment of a vehicle control device to which the present invention is applied; FIG. 1 is an example of a functional block diagram of an embodiment of a vehicle control device to which the present invention is applied; FIG. An example of a flowchart for controlling an unmanned vehicle. An example of a flowchart of stop route calculation processing. An example of a target stop route when the steering angular velocity or steering angular acceleration assumed by the stop route calculator is limited. An example of the amount of change in the steering angle over time. An example of the amount of change in vehicle speed over time. An example of a final target backward route when the predetermined length of the straight route is changed. An example of a target stopping route when manned and a target stopping route when unmanned.

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described with reference to the drawings. In addition, in all drawings for describing the embodiments, portions having the same functions are denoted by the same reference numerals, and repeated description thereof may be omitted.

FIG. 1 schematically shows a vehicle equipped with an embodiment of a vehicle control system according to the invention. A driving assistance ECU (Electronic Control Unit) 11 as a vehicle control device according to the present invention is mounted on a vehicle (self-vehicle) 100 and assists the driving operation of the vehicle 100 (especially stop assistance in this example).

The vehicle 100 of the illustrated embodiment includes a front camera 2F mounted on the front of the vehicle, a right camera 2R mounted on the right of the vehicle, a rear camera 2B mounted on the rear of the vehicle, and a left camera mounted on the left of the vehicle. 2L, a sonar 3, an electric power steering device 6 having a steering angle sensor 5 that detects the amount of operation (steering angle) of the steering wheel 4, a right front wheel speed sensor 8FR that detects the wheel speed of the right front wheel 7FR, and a right rear wheel 7RR. Right rear wheel speed sensor 8RR for detecting wheel speed, left rear wheel speed sensor 8RL for detecting wheel speed of left rear wheel 7RL, left front wheel speed sensor 8FL for detecting wheel speed of left front wheel 7FL, in-vehicle display device 9, weight It is composed of a sensor 10, a driving support ECU 11, a vehicle control ECU 12, and the like.

The front camera 2F, the right camera 2R, the rear camera 2B, and the left camera 2L are equipped with lenses and imaging elements, and are appropriately arranged so that the surrounding environment of the vehicle 100 can be imaged. Images captured by the respective cameras 2F, 2R, 2B, and 2L are transmitted to the driving support ECU 11 and image processing is performed. Hereinafter, it will be referred to as camera 2 unless otherwise specified. The camera 2 may be a monocular camera or a stereo camera.

A plurality of sonars 3 are installed at the front, rear, and side portions of the vehicle 100, and each sonar 3 transmits ultrasonic waves and receives reflected waves of the ultrasonic waves reflected from surrounding obstacles. , the distance to obstacles around the vehicle 100 is measured, and the measurement result is transmitted to the driving support ECU 11 . The driving support ECU 11 stores obstacle information around the own vehicle 100 which is the measurement result transmitted from each sonar 3 .

The camera 2 and sonar 3 constitute an external world information acquisition sensor (hereinafter simply referred to as a sensor) for acquiring external world information around the vehicle 100 . It should be noted that external information around the vehicle 100 may be acquired using sensing means other than the camera 2 and the sonar 3 .

A right front wheel 7FR, a right rear wheel 7RR, a left rear wheel 7RL, and a left front wheel 7FL are arranged on the front, rear, right, and left sides of the vehicle body of the host vehicle 100. A sensor 8FR, a right rear wheel speed sensor 8RR, a left rear wheel speed sensor 8RL, and a left front wheel speed sensor 8FL are provided. Each wheel speed sensor 8FR, 8RR, 8RL, and 8FL detects each wheel speed and transmits each wheel speed to the driving support ECU 11 . The driving support ECU 11 calculates the speed of the own vehicle 100 based on the information on each wheel speed. Hereinafter, the right front wheel 7FR, the right rear wheel 7RR, the left rear wheel 7RL, and the left front wheel 7FL will be referred to as the wheels 7 unless otherwise distinguished, and the right front wheel speed sensor 8FR, the right rear wheel speed sensor 8RR, the left rear wheel speed sensor 8RL, The left front wheel speed sensor 8FL is sometimes called a wheel speed sensor 8. FIG.

The electric power steering device 6 changes the direction of the wheels 7 according to the operation amount (steering angle) of the steering wheel 4 provided in the driver's compartment of the vehicle 100 .

The electric power steering device 6 includes, for example, a steering angle sensor 5 that detects the steering angle of the steering wheel 4, a motor (not shown) that assists the steering torque that turns the direction of each wheel 7, and an electric power that controls the steering torque. A steering ECU (not shown) is provided, and steering torque is controlled so as to assist the operation of the steering wheel 4 by the driver to change the direction of the wheels 7 . A steering angle detected by the steering angle sensor 5 of the electric power steering device 6 is transmitted to the driving support ECU 11 . The driving support ECU 11 calculates the traveling direction of the own vehicle 100 based on the steering angle information.

The in-vehicle display device 9 is provided in the driver's cabin of the vehicle 100 and provides various information to the driver. Information provided to the driver includes, for example, an image captured by the camera 2 and processed by the driving support ECU 11 .

The in-vehicle display device 9 may be configured as, for example, a touch panel in which a display and an input device are integrated, may be a part of a car navigation system, or may be configured as a head-up display.

The in-vehicle display device 9 may include, for example, information input devices such as a keyboard, voice instruction device, and switch. A pressure-sensitive or electrostatic touch panel is mounted on the screen of the in-vehicle display device 9 to enable various input operations. can be sent to

The weight sensor 10 is provided in the driver's cab of the vehicle 100 and detects a change in the weight of the occupant to detect boarding of the occupant. The detected information (that is, information as to whether the vehicle is in an unmanned state with no occupant on board or in a manned state with a occupant on board) is transmitted to the driving support ECU 11 . Note that the boarding/alighting information of the occupant of the own vehicle 100 may be acquired using sensing means other than the weight sensor 10 .

The driving support ECU 11 calculates a place (position or area) around the vehicle 100 where the vehicle 100 can stop based on environmental information (external world information) data received from the camera 2 and the sonar 3 (sensor). , the obstacle information around the own vehicle 100 is calculated. The locations where the vehicle can be stopped are transmitted to the in-vehicle display device 9, and the driver selects/determines a stop position from the locations displayed on the in-vehicle display device 9, and the host vehicle 100 is stopped.

Next, the weight sensor 10 confirms whether the driver gets on or off the vehicle, and determines whether to perform unmanned driving assistance or manned stopping assistance. The driving support ECU 11 calculates a stop route from the own vehicle position (the stop position of the own vehicle 100) to the selected location based on the driver's boarding/alighting information and the obstacle information, and calculates the stop route. is transmitted to the vehicle control ECU 12 .

The vehicle control ECU 12 controls the driver's steering wheel operation, accelerator operation, and brake operation in order to assist in guiding the vehicle 100 to a (selected) stopable place based on the stop route transmitted from the driving support ECU 11. Support any or all of operations, etc.

FIG. 2 shows the internal functional block configuration of the driving assistance ECU 11 shown in FIG. Such functional blocks are implemented in hardware, software, or a combination thereof. The driving support ECU 11 is configured as a computer including a processor such as a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), a HDD (Hard Disk Drive) and other memories. Each function of the driving assistance ECU 11 is implemented by a processor executing a program stored in the ROM. The RAM stores data including intermediate data for calculations by programs executed by the processor.

As shown in FIG. 2 , the driving support ECU 11 basically includes an own vehicle position estimator 201 , a possible stop position calculator 202 , an obstacle information analyzer 203 , and a stop route calculator 204 .

The own vehicle position estimation unit 201 calculates the speed of the own vehicle 100 from the wheel speed of each wheel 7 received from each wheel speed sensor 8, and calculates the steering wheel 4 steering angle received from the steering angle sensor 5 of the electric power steering device 6. The traveling direction of the own vehicle 100 is calculated from the angle, and the coordinate position of the own vehicle 100 is calculated from the vehicle speed and the traveling direction of the own vehicle 100 . Note that the method of detecting the coordinate position of the own vehicle 100 is not limited to this. The calculated result is sent to the possible stop position calculation unit 202 and the obstacle information analysis unit 203 .

The possible stop position calculation unit 202 analyzes environmental information (external information) around the vehicle 100 acquired by the camera 2 or the sonar 3 (sensor), and calculates the surrounding coordinates of the vehicle 100 acquired from the vehicle position estimation unit 201. , it is calculated whether or not there is a position where the vehicle 100 can stop. There are cases where no stopable position is found, only one position is found, and there are cases where a plurality of positions are found.

As an example of analysis contents, if there is a space in the vicinity of the vehicle 100 in which the vehicle 100 can be stopped, the possible stop position calculation unit 202 designates the space as a stop position candidate, and determines the stop position candidate. The coordinate position of the stop position candidate and the analysis result of the surrounding environment of the stop position candidate are transmitted to the in-vehicle display device 9 and the vehicle control ECU 12, and the coordinate position of the stop position candidate, the analysis result of the stop position candidate surrounding environment, and the frontage length of the stop position candidate is transmitted to the stop route calculation unit 204 . In this embodiment, environmental information around the coordinate position of the vehicle 100 acquired by the camera 2 or sonar 3 is used as an example of input, but information from a sensor using light may be used for analysis. In the above-described embodiment, when there is a space in which the vehicle 100 can be stopped, the space is used as a stop position candidate. position where the vehicle 100 can stop) may be detected.

That is, the stoppable position calculation unit 202 recognizes a stoppable region (stop position candidate) around the host vehicle 100 from the external world information acquired by the camera 2 or the sonar 3 (sensor). It has a function as an area recognition part.

The obstacle information analysis unit 203 analyzes the environment information (external world information) around the vehicle 100 acquired by the camera 2 or the sonar 3 (sensor), and calculates the coordinates around the vehicle 100 acquired from the vehicle position estimation unit 201. Then, it calculates whether or not there is an obstacle. The obstacle coordinate information calculated by the obstacle information analysis unit 203 is transmitted to the stop route calculation unit 204 and the vehicle control ECU 12 .

That is, the obstacle information analysis unit 203 has a function as an obstacle detection unit that detects obstacles around the vehicle 100 from the external world information acquired by the camera 2 or the sonar 3 (sensor).

The driver of the own vehicle 100 can stop the own vehicle 100 and stop the own vehicle 100 based on the screen display of the in-vehicle display device 9 (hereinafter sometimes referred to as the target stop position). By making a selection from the space (stop position candidates) and inputting the start of stop support with a button, voice, or the like, the information is transmitted to the stop route calculation unit 204 . Further, when the driver selects a place (target stop position) to stop the own vehicle 100, the in-vehicle display device 9 transmits a request to stop the own vehicle 100 to the vehicle control ECU 12, and the vehicle control ECU 12 starts the stop support. The stop of the own vehicle 100 is maintained until.

For example, the stop route calculation unit 204 receives a signal indicating that a stop support start button has been pressed from the in-vehicle display device 9, and after the host vehicle 100 has stopped, calculates the presence or absence of a driver (getting in and out of the vehicle) acquired from the weight sensor 10. information), the coordinate position of the vehicle 100 obtained from the vehicle position estimation unit 201 and the coordinate position of the (selected) stop position candidate obtained from the possible stop position calculation unit 202. Based on the analysis result of the stop position candidate surrounding environment and the obstacle information acquired from the obstacle information analysis unit 203, the stop route from the stop position of the own vehicle 100 to the selected target stop position is calculated. Here, the stop route calculation unit 204 calculates a stop route such that the own vehicle 100 does not come into contact with obstacles around the own vehicle 100 . The calculated stop route information is transmitted to the vehicle control ECU 12 .

That is, the stop route calculation unit 204 takes into consideration the obstacle detection information acquired from the obstacle information analysis unit 203 (so that the vehicle 100 does not come into contact with the obstacle), It has a function as a stop route generator that generates a stop route for stopping in a possible area).

The vehicle control ECU 12 controls the own vehicle 100 so that the own vehicle 100 travels along the stop route calculated by the stop route calculation unit 204, thereby stopping the own vehicle 100 to the target stop position. Appropriate stopping assistance can be received during vehicle operation.

FIG. 3 is a flowchart of unattended stop support processing according to the embodiment of the present invention. The processing shown in FIG. 3 is processing mainly executed by the stop route calculation unit 204 of the driving assistance ECU 11 .

In FIG. 3, in step S301, after the driver stops the vehicle 100, as an example, when the target stop position (target stop position) is determined from the stop position candidates displayed on the in-vehicle display device 9, the process of step S302 is performed. proceed to Note that the method for determining the target stop position (target stop position) is not limited to this.

In step S302, when the target stop position is determined in step S301, an instruction is given to keep the host vehicle 100 stopped until the stop support is started.

In step S303, based on the driver's boarding/alighting information detected by the weight sensor 10, the process proceeds to step S304 by confirming whether the passenger has exited the vehicle (unmanned state where no passenger is on board).

In step S304, the driver of the own vehicle 100 is manually driving the own vehicle 100, and the speed of the own vehicle 100 is calculated from the wheel speed of each wheel 7 received from each wheel speed sensor 8 at that time. The traveling direction of the own vehicle 100 is calculated from the steering angle of the steering wheel 4 received from the steering angle sensor 5 of the steering device 6, and the coordinate position of the own vehicle 100 (estimated own vehicle stop position) is calculated from the vehicle speed and the traveling direction of the own vehicle 100. to calculate

In step S305, environmental information (external world information) around the own vehicle 100 acquired by the camera 2 or sonar 3 (sensor) is analyzed, and whether or not an obstacle exists is calculated. , its coordinate information and the degree of certainty of its obstacle (obstacle information) are calculated.

In step S306, a stop route from the stop position of the own vehicle 100 (estimated own vehicle stop position) to the target stop position selected in step S301 is calculated. The stop route calculation processing here will be described later in detail.

In step S307, when the driver presses the stop support start button and the host vehicle 100 is kept stopped (see step S302), the weight sensor 10 detects the driver getting off (see step S303), When it is confirmed by the camera 2 or the sonar 3 (sensor) that the driver is not in the vicinity of the vehicle 100 (see steps S304 and S305), stop support is started.

In the present embodiment, the boarding determination of the occupant by the weight sensor 10 is taken as an example. A method of notifying the driving support ECU 11 of getting off the vehicle may be used.

FIG. 4 is a flow chart of the stop route calculation processing (step S306 in FIG. 3) in an unmanned state according to the embodiment of the present invention. The processing shown in FIG. 4 is processing mainly executed by the stop route calculation unit 204 of the driving support ECU 11 .

In step S401, the frontage length of the target stop position (target stop position) calculated by the possible stop position calculator 202 is compared with a reference value. , the process proceeds to step S402. The reference value here is, for example, the total width of the vehicle 100 plus a margin (hereinafter referred to as a margin). The distance to secure a drop-off space is not included.

In step S402, each parameter assumed when calculating the stopping route is changed. The parameters to be changed are any and/or all of the vehicle speed, acceleration, steering angular velocity, and steering angular acceleration of the own vehicle 100, and in step S402, the upper limit of each parameter is set lower than when not changed. (Restrict.

FIG. 5 shows the target stop route when the parameter is not changed (No in step S401) and the target stop route when the parameter is changed in step S402. The target stop position 500 is the target stop position determined by the driver in step S301, and the stop start position 501 is the final target reverse route (hereinafter referred to as the final route) when the host vehicle 100 stops at the target stop position 500. This indicates the center position of the rear wheel axle at the position (sometimes referred to as the final turning position) at which the target reverse path is started. A target stop path 502 is the final target reverse path when each parameter is not changed in step S402, and a target stop path 503 is the final target reverse path when the upper limit of the steering angular velocity is limited in step S402. A target stop path 504 indicates the final target reverse path when the upper limit of the steering angular acceleration is limited in step S402. An obstacle 505 indicates an obstacle around the vehicle 100 . As shown in the figure, compared to the target stop route 502, the target stop route 503 has a smaller curvature and a smaller amount of change in the yaw angle of the vehicle 100. Object detection errors are reduced, the accuracy of sensor recognition of obstacles is improved, and safety is improved. In addition, the target stop route 504 has a smaller curvature than the target stop route 502, and is a stop route with a smaller amount of change in yaw angle when steering of the vehicle 100 is started. The recognition accuracy of obstacles is improved, and safety is improved.

FIG. 6 shows the amount of change in the steering angle over time when the host vehicle 100 starts steering. A dotted line 601 indicates the amount of change in the steering angle on the stopping route when the steering angular velocity and the steering angular acceleration are not restricted, and a solid line 602 indicates the steering angle on the stopping path when the upper limits of the steering angular velocity and the steering angular acceleration are restricted. shows the amount of change in Compared to the dotted line 601, the solid line 602 reduces the amount of change in the steering angle (=steering angular acceleration) per unit time. The sensor's obstacle recognition accuracy is improved, and safety can be improved.

FIG. 7 shows the amount of change in vehicle speed over time from the stop start position 501 to the stop completion position 701 on the final target reverse route. A dotted line 702 indicates the amount of change in vehicle speed on the stopping route when the vehicle speed and acceleration of the vehicle 100 are not limited, and a solid line 703 indicates the stopping route when the upper limits of the vehicle speed and acceleration of the vehicle 100 are limited in step S402. shows the amount of change in vehicle speed at In the solid line 703, compared to the dotted line 702, the vehicle speed of the host vehicle 100 changes more slowly (the amount of change in the vehicle speed (=acceleration) per unit time is smaller). Obstacle detection error per unit time is reduced, the accuracy of obstacle recognition by the sensor is improved, and safety can be improved.

5 and 7 show the final target reverse route as an example, the vehicle control system of the present embodiment is not limited to the final target reverse route. A stop path is generated by lowering the upper limit of any one and/or all of the steering angular velocity, steering angular acceleration, vehicle speed, and acceleration in all the target stop paths up to the point of time.

Returning to FIG. 4, in step S403, the final target reverse route for stopping the host vehicle 100 at the target stop position 500 is changed. Specifically, a straight-ahead route of a predetermined length or more is provided in the final target reverse route. In other words, (part of or all of) the travel route from the final turning point (stop start position 501) to the stop completion position 701 with respect to the target stop position 500 is provided with a straight route of a predetermined length or longer. The predetermined length here may be set variably according to the length of the frontage of the target stop position (target stop position) calculated by the possible stop position calculation unit 202, for example. The predetermined length may be set to be longer as the is shorter.

FIG. 8 shows, as an example, a stop route (final target reverse route) when the predetermined length of the straight route is changed as the length of the frontage becomes shorter in step S403. The predetermined length at this time is calculated, for example, by multiplying the difference between the reference value and the length of the frontage by a predetermined value. The reference value here is, for example, the total width of the own vehicle 100 plus a margin, and the margin is the minimum length considering only the recognition error of the sensor (see also the description of step S401 in FIG. 4). ), and length 806 is shown in FIG. The length of the frontage is the length of the frontage of the target stop position (target stop position) calculated by the possible stop position calculation unit 202, and is frontage lengths 804 and 805 in FIG. The predetermined value is a predetermined value for maintaining stopping accuracy, and may be variable according to the stopping situation. Straight paths 800 and 801 show straight path portions in the case where a straight path leading to the target stop position 500 (stop completion position 701) is provided in the final target reverse path. It indicates the length to the start position of the straight path within the target reverse path. As shown in the figure, since the frontage length 805 is shorter than the frontage length 804, the predetermined length 803 is longer than the predetermined length 802, and the straight path 801 is longer than the straight path 800. become a route. For this reason, the straight path 801 has a smaller curvature than the straight path 800, and is a stop path with a smaller amount of change in the yaw angle of the vehicle 100, so that the obstacle detection error per unit time of the sensor becomes smaller. , the obstacle recognition accuracy of the sensor is improved, and the safety is improved.

FIG. 8 shows, as an example, a stop route in the case where the final target reverse route is provided with a straight route. Even when the travel route to the target stop position is forward, a straight route may be provided according to the length of the frontage. That is, the vehicle control device of the present embodiment can also be applied to stop support when the travel route from the final turning position to the target stop position is forward.

FIG. 9 shows, as an example, a target stop route from when the stop support is started in step S307 until the host vehicle 100 completes the stop at the target stop position 500. FIG. The target stop route 901 is set by lowering the upper limit of any and/or all of the vehicle speed, acceleration, steering angular velocity, and steering angular acceleration premised in the stop route calculation in step S402, and proceeding straight to the final target reverse route in step S403. The target stop route 902 is the target stop route when a route is provided (when the target stop position is determined to be a narrow area when unmanned). This is the target stop route when the target stop position is not determined to be a narrow area at times, or when normal or manned. The target stop route 901 draws a stop route with a smaller curvature than the target stop route 902, and the amount of change in the yaw angle of the vehicle 100 is small. becomes smaller, the sensor's accuracy in recognizing obstacles improves, and safety improves.

As described above, the stop route calculation unit (stop route generation unit) 204 of the driving support ECU 11 of the present embodiment determines that the stop possible region is a narrow region when it is determined that the occupant of the own vehicle 100 is unoccupied. When it is determined that the stop possible area is not a narrow area, a stop route is generated such that the obstacle detection error (per unit time) of the sensor is smaller than when it is not determined. In other words, when the stop route calculation unit (stop route generation unit) 204 of the driving support ECU 11 of the present embodiment determines that the occupant of the own vehicle 100 is unoccupied, and determines that the stop possible region is a narrow region, is generated such that the obstacle detection error (per unit time) of the sensor is smaller than the stop route when the stop possible area is not determined to be a narrow area.

In addition, the stop route calculation unit (stop route generation unit) 204 generates a stop route having a small curvature in order to generate a stop route that reduces the obstacle detection error of the sensor.

In addition, the stop route calculation unit (stop route generation unit) 204 generates a stop route having a small curvature. or all). Further, the stop route calculation unit (stop route generation unit) 204 variably sets the length of the straight route according to the length of the frontage of the stop possible area. In order to generate a stop path with a small curvature, the stop path calculation unit (stop path generation unit) 204 sets the upper limit of the steering angular velocity and/or the steering angular acceleration, which are prerequisites for generating the stop path. Restrict.

In addition, the stop route calculation unit (stop route generation unit) 204 generates a stop route that reduces the obstacle detection error of the sensor. , to limit the upper limit of acceleration.

According to the present embodiment, when the target stop position is within a narrow area, a stop route with a small curvature is generated. Therefore, the amount of change in the yaw angle of the own vehicle 100 can be reduced. Sensors such as the camera 2 and the sonar 3 that detect obstacles around the vehicle 100 become less accurate in recognizing obstacles per unit time as the amount of change in the yaw angle of the vehicle increases. By reducing the amount of change in the angle, the obstacle recognition accuracy per unit time of the sensor can be increased, and the possibility of coming into contact with the obstacle can be reduced.

In other words, when controlling an unmanned vehicle (unmanned stop support), if the target stop position is in a narrow area, a stopping path that reduces the obstacle detection error per unit time of the sensor By pulling the , it is possible to improve the obstacle recognition accuracy of the sensor and avoid contact with the obstacle.

In addition, the present invention is not limited to the above-described embodiments, and includes various modifications. For example, the above-described embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the configurations described.

In addition, each configuration, function, processing unit, processing means, etc. described above may be realized by hardware, for example, by designing a part or all of them with an integrated circuit, and the processor realizes each function. It may be realized by software by interpreting and executing a program to execute.

Information such as programs, tables, and files that implement each function can be stored in storage devices such as memories, hard disks, and solid state drives (SSDs), or recording media such as IC cards, SD cards, and DVDs.

In addition, the control lines and information lines indicate those considered necessary for explanation, and do not necessarily indicate all the control lines and information lines necessary for mounting. In practice, it can be considered that almost all configurations are interconnected.

2 camera 3 sonar 4 steering wheel 5 steering angle sensor 6 electric power steering device 7 wheel 8 wheel speed sensor 9 in-vehicle display device 10 weight sensor 11 driving support ECU (vehicle control device)
12 vehicle control ECU
100 Vehicle 201 Self-vehicle position estimation unit 202 Stoppable position calculation unit (stoppable area recognition unit)
203 Obstacle information analysis unit (obstacle detection unit)
204 stop route calculator (stop route generator)
500 Target stop position 505 Obstacle

Claims (7)

a stoppable area recognition unit that recognizes a stoppable area in which the vehicle can be stopped;
a stop route generation unit that generates a stop route for the host vehicle to stop in the stoppable area;
When it is determined that the vehicle has no occupants, the stop route generation unit determines that the stoppable area is a narrow area compared to a case where the stoppable area is not determined to be a narrow area. A vehicle control device that generates a stop route that reduces an obstacle detection error of a sensor that acquires external world information around the own vehicle. In the vehicle control device according to claim 1,
The vehicle control device, wherein the stop path generator generates a stop path having a small curvature in order to generate a stop path that reduces a detection error of the obstacle of the sensor. In the vehicle control device according to claim 2,
The vehicle control device, wherein the stop route generation unit provides a straight route on a travel route from a final turnback position in the stop possible area to a stop completion position in order to generate the stop route with a small curvature. . In the vehicle control device according to claim 3,
The vehicle control device, wherein the stop route generator variably sets the length of the straight route according to the length of the frontage of the stoppable area. In the vehicle control device according to claim 2,
The vehicle control is characterized in that the stop path generation unit limits an upper limit of a steering angular velocity and/or a steering angular acceleration, which are prerequisites for generating the stop path, in order to generate a stop path having a small curvature. Device. In the vehicle control device according to claim 1,
The stop route generation unit limits an upper limit of vehicle speed and/or acceleration, which are prerequisites for stop route generation, in order to generate a stop route that reduces an error in detecting the obstacle by the sensor. A vehicle control device characterized by: an obstacle detection unit that detects obstacles around the vehicle from the external information acquired by the sensor;
a stoppable area recognition unit that recognizes a stoppable area in the vicinity of the own vehicle in which the own vehicle can be stopped from the external world information acquired by the sensor;
a stop route generation unit that generates a stop route for the host vehicle to stop in the stoppable area, taking into account the obstacle detection information;
When it is determined that the vehicle has no occupants, the stop route generation unit determines that the stoppable area is a narrow area compared to a case where the stoppable area is not determined to be a narrow area. A vehicle control device that generates a stop route that reduces a detection error of the obstacle per unit time of the sensor.

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