JP2022189264A - Getting-out path generation device and automatic getting-out system - Google Patents

Abstract

To provide a getting-out path generation device which generates and selects an optimum getting-out path.SOLUTION: A getting-out path generation device comprises: an own vehicle position specification part 101 which specifies a position of an own vehicle 1; a getting-out state setting part 104 which sets a target getting-out state when getting the own vehicle 1 out from a parking position to a travel path space 5; a peripheral map generation part 102 which generates a peripheral map; a travel-inhibited region specification part 103 which specifies a travel-inhibited region 12; a getting-out path generation part 105 which generates a first getting-out path to a target getting-out state by turning back using a first space 7a formed of the travel path space 5 and a portion on the travel path space 5 side in the parking space 6 and a second getting-out path to the target getting-out state by turning back using a second space 7b formed of the travel path space 5 and the parking space 6; and a getting-out path evaluation selection part 106 which selects the getting-out path with the smaller evaluation value by evaluating the first and second getting-out paths with an evaluation function.SELECTED DRAWING: Figure 1

Description

TECHNICAL FIELD The present application relates to a delivery route generation device and an automatic delivery system.

In the conventional exit route generation device, for example, when exiting from a parking space, in order to generate in advance a travel route for the self-vehicle to automatically exit from the parking space, it is necessary to generate a travel route from the time of entering, that is, from the start of entering to the end of entering. The trajectory traveled by the vehicle during the period is stored as the travel trajectory, and the stored travel trajectory is applied to the travel route for leaving the vehicle (Patent Document 1).

JP-A-2007-62625

In the conventional exit route generation device, the trajectory of the own vehicle when entering the garage is stored as the travel trajectory, and when leaving the garage, the stored travel trajectory is reversed. If the surrounding environment changes with the passage of time after parking, there is a possibility that the vehicle will not be able to exit the garage due to the presence of obstacles on the travel path.

The present application discloses a technique for solving the above-described problems, and provides an exit route that generates and selects an efficient exit route even when the surrounding environment changes after the vehicle enters a parking space. It is an object of the present invention to provide a generating device, and furthermore, to provide an automatic shipping system capable of automatically driving and shipping along a generated and selected shipping route.

The exit route generation device disclosed in the present application is
an own vehicle position identifying unit that identifies the position of the own vehicle;
a delivery state setting unit that sets a target delivery state when the vehicle is to be delivered from the parking position in the parking space to the travel path;
a surrounding map generation unit that generates a surrounding map from the parking position to the target exit state;
a no-travel area identification unit that identifies a no-travel area where the vehicle is prohibited from traveling based on the surrounding map generated by the surrounding map generation unit;
a first exit route leading to the target exit state by turning back using a first space composed of the travel path space connected to the parking space and a portion of the parking space on the travel path space side; an exit route generation unit that generates a second exit route leading to the target exit state by turning back using the second space composed of the traveling path space and the parking space;
a shipping route evaluation and selection unit that evaluates the first shipping route and the second shipping route using an evaluation function and selects the shipping route with a smaller evaluation value;
Prepare.

The automatic warehousing system disclosed in the present application is
the above-described delivery route generation device;
an automatic driving control unit that automatically leaves the vehicle to the target delivery state along the selected delivery route;
Prepare.

According to the exit route generation device and automatic parking system disclosed in the present application, an exit route generation device is obtained that generates and selects an efficient exit route even if the surrounding environment changes after the vehicle enters the parking space. Furthermore, it is possible to automatically leave the car along the generated and selected leaving route.

1 is a schematic block diagram of an exit route generation device according to Embodiment 1; FIG. 2 is a functional block diagram of the leaving route generation device according to Embodiment 1; FIG. 1 is a schematic hardware configuration diagram of an exit route generation device according to Embodiment 1; FIG. 4 is a schematic hardware configuration diagram of another example of the leaving route generation device according to Embodiment 1. FIG. 4 is a flow chart diagram showing the operation of the leaving route generation device according to Embodiment 1. FIG. It is a figure which shows each parameter in evaluating a 1st delivery route and a 2nd delivery route. It is a figure which shows typically the result of having evaluated the 1st delivery route and the 2nd delivery route with an evaluation function. FIG. 2 is a schematic diagram showing an application example of the leaving route generating device according to Embodiment 1; FIG. 2 is a schematic diagram showing an application example of the leaving route generating device according to Embodiment 1; FIG. 2 is a schematic diagram showing an application example of the leaving route generating device according to Embodiment 1; FIG. 2 is a schematic diagram showing an application example of the leaving route generating device according to Embodiment 1; FIG. 2 is a schematic diagram showing an application example of the leaving route generating device according to Embodiment 1; FIG. 2 is a schematic diagram showing an application example of the leaving route generating device according to Embodiment 1; FIG. 2 is a schematic diagram showing an application example of the leaving route generating device according to Embodiment 1; FIG. 2 is a schematic diagram showing an application example of the leaving route generating device according to Embodiment 1; FIG. 10 is a schematic diagram showing an example of application of the leaving route generating device according to Embodiment 2; FIG. 10 is a diagram showing the relationship between the width of the vehicle and the width of the roadway in the exit route generation device according to the second embodiment; FIG. 11 is a schematic diagram showing an example of application of the leaving route generating device according to Embodiment 3; FIG. 12 is a schematic diagram showing an example of application of the leaving route generating device according to Embodiment 4; FIG. 12 is a schematic diagram showing an example of application of the leaving route generating device according to Embodiment 4;

Embodiment 1.
FIG. 1 shows a schematic block diagram of the delivery route generation device 100 and the automatic delivery system 200 according to Embodiment 1. As shown in FIG. The leaving route generation device 100 and the automatic leaving system 200 are mounted on the vehicle.

The exit route generation device 100 includes an own vehicle position identification unit 101, a surrounding map generation unit 102, a no-travel area identification unit 103, an exit state setting unit 104, an exit route generation unit 105, and an exit route evaluation selection unit 106. .

The automatic leaving system 200 includes the leaving route generation device 100 described above, a leaving route display unit 122 , an automatic operation control unit 121 , a sensor information acquisition unit 151 , an image acquisition unit 152 and an operation input unit 153 .

<Delivery route generation device 100>
The own vehicle position specifying unit 101 specifies the position and orientation of the own vehicle 1 . Also, the parking position P of the vehicle 1 in the parking space and the direction of the vehicle 1 at the parking position P are specified. Furthermore, in order to confirm that the own vehicle 1 exits the parking space 6 and that the own vehicle 1 is in the desired exit state, that is, the target exit state Q, or to confirm that the own vehicle 1 is in the moving state Q. and orientation. In short, when the exit route generation device 100 is in operation, the own vehicle position specifying unit 101 always keeps outputting the position and orientation of the own vehicle 1 . The position of the own vehicle 1 can be identified by processing information obtained from a sensor information acquisition unit 151 or an image acquisition unit 152, which will be described later. It should be noted that the position of the own vehicle 1 may be specified using a signal of a positioning satellite system such as a GPS (Global Positioning System) signal.

The surrounding map generation unit 102 is created using information obtained from the sensor information acquisition unit 151 or the image acquisition unit 152 from the own vehicle 1, map data obtained through the Internet, and the like. Map data stored in a server outside the vehicle may be used as the map data, but map data previously stored in a storage device within the vehicle 1 may also be used. It is possible to use not only the information from the parking position P of the own vehicle 1 but also the information about the surroundings of the parking space 6 obtained while the vehicle is traveling to park in creating the map of the surroundings. .

Of the information obtained from the sensor information acquisition unit 151 or the image acquisition unit 152, the travel-restricted area specifying unit 103 determines that the travel-restricted area 12, in which the vehicle 1 cannot travel, is specified when there is an obstacle in particular. do. In addition, even if there are no obstacles spatially, when the own vehicle enters, it is recognized as the travel prohibited area 12 even if the traveling direction of the vehicle is opposite to the traveling direction determined by traffic regulations or the like. The travel-prohibited area 12 is determined in consideration of the size of the own vehicle 1, the minimum turning radius, and the positional relationship of obstacles such as parked vehicles other than the own vehicle 1, and the like.

The exit state setting unit 104 sets a target position to be reached after exiting from the parking position P of the vehicle 1 in the parking space 6 to the side of the travel path space 5, that is, the target exit state Q. do. The target delivery state Q is a common end point in a first delivery route and a second delivery route, which will be described later. The target exit state Q can be input by the occupant through an operation input unit 153, which will be described later. However, the target delivery state Q may be automatically set in the delivery route generation device 100 .

The target exit state basically means the target exit position, but in addition to the target exit position, the target state may be, for example, the direction (attitude angle) of the own vehicle 1 that is the target, the vehicle speed (basic 0 km/h) and the state of the own vehicle 1 such as the tire angle are collectively referred to as the target leaving state.

The exit route generation unit 105 exits from the parking position P of the vehicle 1 in the parking space 6 while avoiding the prohibited travel area 12 set by the prohibited travel area identification unit 103 to achieve the target exit state Q. When it is determined that a turn-back is necessary when the vehicle 1 leaves the parking position P, the vehicle 1 makes a turn-back after leaving the parking position P, and the route leading to the target leaving state Q is set as the first leaving route. A route to reach the target delivery state Q after the vehicle is moved to the side at P is generated as a second delivery route. The above-described delivery route is one aspect of the delivery route generated by the delivery route generation device 100, and various delivery routes are possible as described later. The generation of the delivery route will be described later.

The shipping route evaluation and selection unit 106 evaluates the first shipping route and the second shipping route generated by the shipping route generation unit 105 using an evaluation function, and selects the route with the smaller evaluation value as the shipping route. The evaluation function will be described later.

<Automatic delivery system 200>
The leaving route display unit 122 displays the leaving route selected by the leaving route evaluation selecting unit 106 overlaid on the surrounding map of the own vehicle 1 created by the surrounding map generating unit 102 . The parking position P of the own vehicle 1 in the parking space 6 and the target exit state Q set by the exit state setting unit 104 are also displayed on the surrounding map of the own vehicle 1 .

The automatic driving control unit 121 controls the own vehicle 1 to automatically run along the leaving route selected by the leaving route evaluation selecting unit 106 . The automatic driving control unit 121 determines, for example, a target speed, a target steering angle, an operation command for a direction indicator, etc., and applies each determined command value to a power control device, a brake control device, an automatic steering control device, and a light control device. etc. (both not shown).

The sensor information acquisition unit 151 acquires information about the surroundings of the vehicle 1 using various sensors mounted on the vehicle 1 . For example, a laser radar for detecting obstacles, an ultrasonic sensor, a millimeter-wave radar, a vehicle speed sensor for measuring the vehicle speed when the host vehicle 1 is moving forward and backward, a steering angle sensor for measuring the steering angle of the steering wheel, and the direction of the vehicle body. A gyro sensor or the like for measurement can be used. Signals from various sensors are output to the leaving route generation device 100 .

The image acquisition unit 152 acquires an image of the surroundings of the vehicle 1 captured by an imaging device such as a camera or a CCD (Charge-Coupled Device) image sensor. By analyzing the acquired image and detecting obstacles on which the own vehicle 1 is traveling, information necessary for identifying the travel-restricted area 12 by the travel-restricted area identification unit 103 is provided.

The operation input unit 153 receives an operation signal from an input device (not shown) by an occupant or a user outside the vehicle, and outputs the operation signal to the leaving route generation device 100 . For example, when the passenger sets the target delivery state Q, the target delivery state Q is input via the operation input unit 153 , and the input target delivery state Q is output to the delivery route generation device 100 .

<Functions of each unit of delivery route generation device 100>
A typical example of the function of each part of the leaving route generation device 100 will be described below, but the function of each part of the leaving route generation device 100 is not limited to only one example.
FIG. 2 is a functional block diagram of the leaving route generation device 100 according to the first embodiment. Information around the vehicle 1 acquired by the sensor information acquisition unit 151 or the image acquisition unit 152 is output to the surrounding map generation unit 102 and the vehicle position identification unit 101 of the garage exit route generation device 100 .

On the other hand, through the operation input unit 153, information necessary for setting the target delivery state Q is input by the passenger, and the input target delivery state Q is output to the delivery state setting unit 104 of the delivery route generation device 100. be. Even if the occupant does not specify the target exit state Q in the operation input unit 153, for example, the exit route can be generated only by setting the direction (orientation angle) of the own vehicle 1 at the time of completion of exit. .

Surrounding map generation unit 102 generates a surrounding map of own vehicle 1 based on the information input from sensor information acquisition unit 151 and image acquisition unit 152, and also by using map data obtained through the Internet, etc. Output to the prohibited area identification unit 103 .

The travel-restricted area identification unit 103 identifies the travel-restricted area 12 on the input surrounding map and outputs it to the leaving route generation unit 105 . Information on the travel-prohibited area 12 is used when generating an exit route.

The delivery route generation unit 105 obtains information such as the target delivery state Q, which is the end point of the delivery route, from the delivery state setting unit 104 . Note that the target shipping state Q may be set independently by the shipping state setting unit 104 instead of the target shipping state Q provided from the outside of the shipping route generation device 100 and output to the shipping route generation unit 105 .

Based on the above input information, the shipping route generating unit 105 generates a first shipping route in the first shipping route generating unit 105a, and a second shipping route in the second shipping route generating unit 105b. . Information on the generated first and second delivery routes is output to the delivery route evaluation and selection unit 106 .

As a premise for generating the exit route, it is determined whether or not it is necessary to turn back when exiting from the parking position P of the own vehicle 1 in the parking space 6 and avoiding the travel prohibition area 12 while reaching the target exit state Q. Then, when a turnaround is required, the first delivery route and the second delivery route are generated. This is because, if the vehicle 1 can exit from the parking position P to the target exit state Q without ever switching back, there is no need to consider the first exit route and the second exit route. However, as will be described later, depending on the circumstances, there may be an aspect of the delivery route that never turns back.

The delivery route evaluation and selection unit 106 evaluates the input first delivery route and second delivery route using an evaluation function. The evaluation function will be described later. The delivery route with the smaller evaluation value is selected from the first delivery route and the second delivery route, and output to the automatic operation control unit 121 outside the delivery route generation device 100 .
The above is the description of the function of each part of the leaving route generation device 100 .

Each function of the leaving route generation device 100 is realized by a processing circuit provided in the leaving route generation device 100 . Specifically, as shown in FIG. 3, the exit route generation device 100 includes an arithmetic processing unit 90 such as a CPU (Central Processing Unit), a storage device 91, and an input/output unit for inputting/outputting external signals to the arithmetic processing unit 90. A device 92 and the like are provided.

演算処理装置９０として、ＡＳＩＣ（Ａｐｐｌｉｃａｔｉｏｎ Ｓｐｅｃｉｆｉｃ Ｉｎｔｅｇｒａｔｅｄ Ｃｉｒｃｕｉｔ）、ＩＣ（Ｉｎｔｅｇｒａｔｅｄ Ｃｉｒｃｕｉｔ）、ＤＳＰ（Ｄｉｇｉｔａｌ Ｓｉｇｎａｌ Ｐｒｏｃｅｓｓｏｒ）、ＦＰＧＡ（Ｆｉｅｌｄ Ｐｒｏｇｒａｍｍａｂｌｅ Ｇａｔｅ Ａｒｒａｙ）、ＧＰＵ（Ｇｒａｐｈｉｃｓ Ｐｒｏｃｅｓｓｉｎｇ Ｕｎｉｔ）、ＡＩ（Ａｒｔｉｆｉｃｉａｌ Ｉｎｔｅｌｌｉｇｅｎｃｅ）チップ、各種logic circuits, various signal processing circuits, and the like. Further, as the arithmetic processing unit 90, a plurality of units of the same type or different types may be provided, and each process may be shared and executed. As the storage device 91, various storage devices such as RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EEPROM (Electrically Erasable Programmable Read Only Memory), hard disk, and DVD device are used.

The input/output device 92 includes a communication device, an A/D converter, an input/output port, a drive circuit, etc. (all not shown). The input/output device 92 is connected to the sensor information acquisition unit 151, the image acquisition unit 152, the operation input unit 153, the exit route display unit 122, the automatic operation control unit 121, and the like, and exchanges electrical signals with them.

Each function such as each functional unit provided in the leaving route generation device 100 is executed by the arithmetic processing unit 90 executing software (program) stored in the storage device 91, and executing the storage device 91 and the input/output device 92 and the like. It is realized by cooperating with other hardware of the route generation device 100 . Various data such as the exit route and map data used by each functional unit are stored in a storage device 91 such as a ROM as a part of software (program).

Alternatively, as a processing circuit, the outbound route generation device 100 includes dedicated hardware 93 such as a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC, as shown in FIG. An FPGA, GPU, AI chip, or a circuit combining these may be provided.

<Operation of the leaving route generation device 100>
A typical example of the operation of the leaving route generation device 100 will be described below, but the operation of the leaving route generation device 100 is not limited to only one example.
The operation of the leaving route generation device 100 will be described based on the flowchart of FIG.
First, in step ST101, the parking position P of the own vehicle 1 in the parking space 6 is specified. At step ST102, a surrounding map of the parking position P of the vehicle 1 in the parking space 6 is generated. In step ST103, a travel-prohibited area 12 in which travel of the vehicle 1 is prohibited is specified based on the generated surrounding map.

In step ST104, a target exit state for exiting from the parking position P of the own vehicle 1 to the runway space 5 is set. The setting may be input by the occupant via the operation input unit 153, or may be automatically set in the leaving route generation device 100. FIG.

In step ST105, it is determined whether or not the vehicle 1 needs to turn back when the vehicle 1 exits from the parking position P while avoiding the travel prohibited area 12 and reaches the target exit state. When it is determined in step ST105 that a turnaround is necessary, in step ST106, after leaving the parking position P of the own vehicle 1, the first exit route to reach the target exit state is selected. and a second exit route to reach the target exit state by exiting after the vehicle is moved to the side at the parking position P. On the other hand, if it is determined in step ST105 that a turnaround is not necessary, the operation of the leaving route generation device 100 is terminated.

In step ST107, the first delivery route and the second delivery route are each evaluated by an evaluation function, and the one with the smaller evaluation value is selected as the delivery route.
The above is the main operation of the leaving route generation device 100 .

<Operation of the Automatic Delivery System 200>
The operation of the automatic warehousing system 200 will be described below.
The automatic operation control unit 121 receives an output signal related to the leaving route selected by the leaving route evaluation selecting unit 106 of the leaving route generation device 100 .

The automatic operation control unit 121 controls the own vehicle 1 to automatically travel along the selected leaving route until the target leaving state Q is reached. The automatic driving control unit 121 determines a target speed, a target steering angle, a direction indicator operation command, etc., which are necessary for controlling automatic driving of the own vehicle 1, and transmits each determined command value to the power control device, the brake It is communicated to drive controls such as controllers, automatic steering controls, and light controls (none of which are shown).
The above is the main operation of the automatic warehousing system 200 .

<Evaluation function>
The evaluation function will be described below.
As described above, the evaluation function is used by the exit route evaluation selection unit 106 to evaluate the first exit route and the second exit route. The evaluation function is represented by a function J(L, N) as an example. Here, L is the running distance and N is the number of times of turning. An example of J(L, N) is the following formula (1).

式（１）中、Ｌ_Ａは規格化走行距離係数、Ｎ_Ａは規格化切り返し回数係数、ｗ_Ｌは走行距離Ｌの重みづけ係数、ｗ_Ｎは切り返し回数Ｎの重みづけ係数をそれぞれ表す。

In the formula (1), L _A represents the normalized travel distance coefficient, NA represents the normalized number of turn _- over times coefficient, wL represents the weighting factor of the running distance _L , and _wN represents the weighting factor of the number of times of turn-over N.

The normalized travel distance coefficient L _A is a coefficient for standardizing the travel distance L, and for example, the average travel distance L up to the target delivery state Q may be used. Also, the normalized number of times of turning back _NA is a coefficient for normalizing the number of times of turning back N, and for example, the average number of times of turning back N up to the target delivery state Q may be used.

The weighting factor w _L of the travel distance L weights the normalized travel distance (L/L _A ), and the weighting factor w _N of the number of times of turning back N is the normalized number of times of turning back (N/N _A ) are weighted. In the evaluation function J (L, N), for example, when priority is given to the traveling distance L being shorter than the number of times of turning N, the weighting factor w _L of the traveling distance L is changed to the weighting factor w _N of the number of times of turning N On the other hand, it should be relatively large.

Application of the evaluation function J(L, N) to the first and second delivery routes will be described below.
FIG. 6 shows parameters for evaluating the first delivery route and the second delivery route. The steering amount SA and the required time T are also shown.

Let L ₁ be the traveling distance from the parking position P of the vehicle 1 to the target exit state Q on the first exit route, N ₁ be the number of turns, SA ₁ be the steering amount, and T ₁ be the required time. Also, let L ₂ be the travel distance from the parking position P of the vehicle 1 to the target exit state Q on the second exit route, N ₂ be the number of turns, SA ₂ be the steering amount, and T ₂ be the required time.

Assuming that the evaluation value of the first delivery route is J ₁ and the evaluation value of the second delivery route is J ₂ , J ₁ is expressed by the following formula (2) and J ₂ is expressed by the following formula (3). be.

The evaluation value J1 of the _first delivery route and the evaluation value J2 of the second delivery route are calculated from equations ( ₂ ) and ( ₃ ), and the evaluation values J1 and J2 _are compared. For example, when the evaluation value J2 is smaller _than the evaluation value J1, that is, when the following inequality ( ₄ ) holds, the exit route evaluation selection unit 106 selects the second exit route as the exit route for the own vehicle 1. to select.

This is because it is more efficient from a comprehensive point of view to select a leaving route with a small evaluation value of the evaluation function and have the vehicle 1 leave from the parking position P to the target leaving state Q.

Note that the evaluation function is not limited to formula (1). For example, the following formula (5) may be applied as the evaluation function J(L, N).

In equation (5), they are (L/L _A ) to the nth power and (N/N _A ) to the nth power, respectively. By increasing n, the evaluation value is greatly affected by changes in the traveling distance L or the number of turns N, so that a significant difference is created between the evaluation values of the first and second delivery routes. easier.

FIG. 7 schematically shows the results of evaluating the first delivery route and the second delivery route using the evaluation function. In FIG. 7, the vertical axis represents the evaluation value, and the horizontal axis represents the number N of times of turning. Note that the evaluation function J(L, N) is set to n=2 using equation (5).

As can be seen from FIG. 7, the evaluation value J2 of the _second delivery route is smaller than the evaluation value J1 of the _first delivery route. That is, the relationship of inequality (4) holds. Therefore, the leaving route evaluation selecting unit 106 selects the second leaving route as the leaving route for the own vehicle 1 .

Although the evaluation function has been described above, the first and second delivery routes may be evaluated simply based on the travel distance L or the number of times N of turns may be used as the evaluation function. In this case, since the evaluation function is simplified, there is an effect that the configuration of the leaving route generation device 100 can be simplified.

On the other hand, it is possible to further improve the accuracy of the evaluation function by adding the steering amount SA and required time T shown in FIG.

In addition, optimization of the evaluation function using any combination such as any one or two or more of the four parameters of the above-mentioned travel distance L, number of times of turning N, steering amount SA, and required time T You can try to

The evaluation function is not limited to the above formulas (1) and (5). For example, an evaluation function J using the amount of movement between turns and the amount of steering SA may be used, as in the following equation (6).

式（６）において、ｓ_ｉ、ρ_ｉ、ｗ_ｓ、ｗ_ρ、Ｎは、以下のとおりである。
ｓ_ｉ ： ｉ－１回目の切返しからｉ回目の切返しまでの移動距離
ρ_ｉ ： ｉ－１回目の切返しからｉ回目の切返しまでの曲率（操舵量）
ｗ_ｓ ： 移動距離ｓｉの重みづけ係数
ｗ_ρ ： 曲率（操舵量）ρ_ｉの重みづけ係数
Ｎ ： 切り返し回数

In Equation (6), s _i , ρ _i , w _s , w _ρ , and N are as follows.
s _i : Moving distance from i-1st turn to i-th turn ρ _i : Curvature (steering amount) from i-1st turn to i-th turn
w _s : Weighting factor for moving distance si w _ρ : Weighting factor for curvature (steering amount) ρ _i N : Number of turns

<First application example of delivery route generation device 100>
Application examples of the delivery route generation device 100 will be described below, but application examples of the delivery route generation device 100 are not limited to the following first to fourth application examples.
A first application example of the leaving route generation device 100 will be described with reference to FIGS. 8 and 9. FIG.
FIG. 8(a) shows the route for the own vehicle 1 to enter from the travel road space 5 to the parking space 6, and FIG. 2 is a diagram showing a state in which the vehicle 1 is prevented from leaving the parking lot. A black dot on the own vehicle 1 is a mark indicating the position of the own vehicle 1 . P near the black circle represents the parking position P of the own vehicle 1 in the parking space 6 . To avoid complication in the schematic diagrams of FIG. 9 and subsequent drawings, the travel path space 5 and the parking space 6 are not shown in some cases, but they are assumed to be in the same positions as in FIG.

FIG. 8( a ) shows a route for the own vehicle 1 to enter from the travel path space 5 to the parking space 6 . 8A also shows a non-road area 11 such as a building along the travel path space 5. FIG. When the own vehicle 1 enters the parking space, there is no obstacle such as another vehicle 2 in the travel path space 5.例文帳に追加

However, when the own vehicle 1 leaves the parking space 6, as shown in FIG. Even if the vehicle 1 tries to leave the garage on the same route as when it entered the garage, the other vehicle 2 becomes an obstacle and leaving the garage is impossible. In FIG. 8B, there is shown an exit route space that can be used as an exit route when the own vehicle 1 exits the garage, that is, the first space 7a and the own vehicle 1 are prohibited from traveling due to an obstacle such as another vehicle 2. 4, the travel prohibited areas 12 are shown.

The exit route generation device 100 mounted on the own vehicle 1 generates the first exit route and the second exit route under the above conditions. That is, after the vehicle 1 enters the parking space 5, the vehicle 1 exits from the parking position P in the parking space 6 to the target exit state Q due to a change in the surrounding environment such as another vehicle 2 parking in the travel path space 5. In this case, when it is determined that a turnaround is necessary, the delivery route generation unit 105 of the delivery route generation device 100 generates the first delivery route and the second delivery route. It should be noted that Q in the vicinity of the black circle represents the target exit state Q of the own vehicle 1 in the travel path space 5 .

9A shows the first shipping route generated by the shipping route generation unit 105 of the shipping route generation device 100, and FIG. 9B shows the second shipping route generated by the shipping route generation unit 105. Indicates the delivery route. A white circle on the own vehicle 1 indicates the position of the own vehicle 1 when the own vehicle 1 makes a turn on the route, that is, the own vehicle position. Note that the white circle on the vehicle 1 may indicate a transitional position of the vehicle 1 on the route.

In the first exit route shown in FIG. 9( a ), the own vehicle 1 parked at the parking position P of the parking space 6 has a travel-prohibited area 12 formed ex post by the other vehicle 2 parked after entering the parking space. This is a route that moves to the target leaving state Q while repeatedly turning back at the own vehicle position represented by the white circle so as not to enter the area.

In the case of the first exit route, the own vehicle 1 does not move in the width direction within the parking space 6 . Therefore, the exit route space in FIG. 9(a), that is, the first space 7a, is the region in front of the front wheels of the own vehicle 1 and the entire traveling road space 5 combined. It should be noted that when the vehicle 1 repeats the turn based on the first exit route, there is a possibility that the vehicle 1 will move further back than the area ahead of the front wheels in the parking position P, so the first space 7a is used during such backing. A portion of the parking space 6 is also included.

In the first exit route shown in FIG. 9(a), the own vehicle 1 first travels forward and then turns right. However, even if the steering wheel is turned to the right at the maximum steering angle, the vehicle enters the forward travel prohibition area 12. Therefore, when the vehicle approaches the travel prohibition area 12 by a preset distance, the vehicle temporarily stops and retreats backward. , that is, cut back. The distance in which the own vehicle 1 can be reversed is up to a point where the rear of the own vehicle 1 does not enter the rear side travel prohibition area 12 formed by the other vehicles 2 parked on both sides of the parking space 6 .

When the rear of the own vehicle 1 approaches the travel prohibition area 12 by a preset distance, the vehicle stops and moves forward again. After that, the vehicle finally reaches the target unloading state Q by repeating forward and backward movement and repeatedly turning back. That is, in the first exit route, the first space 7a made up of the travel path space 5 connected to the parking space 6 and a portion of the parking space 6 on the travel path space 5 side is used to turn back to achieve the target exit state. Reach Q.

In the first leaving route shown in FIG. 9(a), a total of seven turnovers are performed. The distance from the parking position P of the host vehicle ₁ to the first turning point is set as d11, the distance from the first turning point to the second turning point is set as _d12 , and the distances to each subsequent turning point. is similarly set, the traveling distance L1 on the _first leaving route is expressed by the following equation (7). In addition, the distance between each position is calculated by a well-known method.

したがって、第１の出庫経路の評価関数による評価値Ｊ_１は、下記の式（８）で表される。

Therefore, the evaluation value J1 by the evaluation function of the _first delivery route is represented by the following formula (8).

In the second exit route shown in FIG. 9(b), the own vehicle 1 parked at the parking position P of the parking space 6 has a travel-prohibited area 12 formed ex post by the other vehicle 2 parked after entering the parking space. It is the same as the first delivery route in that it is a route that moves to the target delivery state Q while turning at the position represented by the white circle so as not to enter the area, but in the case of the second delivery route: , is different from the first exit route in that the own vehicle 1 is once moved sideways in the parking space 6 before exiting.

Therefore, the exit route space in FIG. 9(b), that is, the second space 7b, is an area including the parking space 6 for the own vehicle 1 and the travel route space 5 as a whole. Note that the position of the vehicle after the vehicle 1 has moved sideways in the parking space 6 is indicated by a hatched circle and denoted by R.

The widthwise distance _dw in the parking space 6 of the own vehicle 1 is a distance preset with respect to the adjacent travel prohibited areas 12 in the widthwise direction.

Also, the direction in which the own vehicle 1 is moved toward the parking position P of the own vehicle 1 is from the parking position P of the own vehicle 1 in the parking space 6 to the target exit state Q on the right side of the travel path space 5. The vehicle is shifted to the left and moved to the own vehicle position R after the shift. On the other hand, when moving from the parking position P of the own vehicle 1 to the target exit state Q on the left side of the travel path space 5, the vehicle 1 is shifted to the right from the parking position P in the parking space 6, and after the to the own vehicle position R.

That is, when the second exit route goes from the parking position P of the own vehicle 1 to the target exit state Q on one side of the travel path space 5, the second exit route is from the parking position P of the own vehicle 1 to the other side of the parking space 6. This is the route for exiting the vehicle from the vehicle position R that has been moved to the side. That is, in the second leaving route, the second space 7b consisting of the traveling path space 5 and the parking space 6 is used to turn back and reach the target leaving state Q. FIG. This is because it is possible to increase the amount of steering by moving the vehicle to the side opposite to the exit direction.

In the second delivery route shown in FIG. 9(b), a total of three turnovers are performed including the turnover for width adjustment. The distance from the parking position P of the own vehicle 1 to the first turnaround position is d ₂₁ , and the distance from the first turnaround position to the second turnaround position, that is, the own vehicle position R after widthwise adjustment is d ₂₂ . By setting each of them and setting the distances to subsequent turning points in the same way, the traveling distance L2 on the _second leaving route is expressed by the following equation (9). In addition, the distance between each position is calculated by a well-known method.

したがって、第２の出庫経路の評価関数による評価値Ｊ_２は、下記の式（１０）で表される。

Therefore, the evaluation value J2 by the evaluation function of the _second delivery route is represented by the following formula (10).

The evaluation value J1 of the _first delivery route is compared with the evaluation value J2 of the _second delivery route, and the delivery route with the smaller evaluation value is selected.
The above is an application example of the leaving route generation device 100 based on FIGS. 9(a) and 9(b).

In the first delivery route and the second delivery route schematically shown in FIGS. 9A and 9B, respectively, the number of times N of turnovers is 7 in the first delivery route, whereas the second delivery route is 7 times. On the leaving route, the number of times N of turning back is only three, and as the number of times of turning back N decreases, the traveling distance L tends to decrease, so the second leaving route is more likely to be selected.

The leaving route selected in FIGS. 9A and 9B is output from the leaving route generating device 100 and displayed by the leaving route display unit 122 so that the passenger can see it. Further, the automatic driving control unit 121 controls to automatically drive the own vehicle 1 from the parking position P to the target parking exit state Q along the entered parking exit route.

<Second Application Example of Departure Route Generation Device 100>
A second application example of the leaving route generation device 100 will be described with reference to FIGS. 10 and 11. FIG. FIG. 10(a) shows a path for the vehicle 1 to enter the parking space 5 from the travel path space 5 to the parking space 6 in parallel, and FIG. FIG. 3 is a diagram showing a state in which another vehicle 2 is parked and hinders the exit of the own vehicle 1;

FIG. 10( a ) shows a path for the vehicle 1 to enter the parking space so as to parallel park from the travel path space 5 to the parking space 6 . When the own vehicle 1 enters the parking space, there is no obstacle such as another vehicle 2 in the travel path space 5.例文帳に追加

However, when the own vehicle 1 leaves the parking space 6, as shown in FIG. Then, even if the self-vehicle 1 attempts to leave the parking lot along the same route as when it entered the parking space, the other vehicle 2 becomes an obstacle and the exit is impossible.

11A shows the first shipping route generated by the shipping route generation unit 105 of the shipping route generation device 100, and FIG. 11B shows the second shipping route generated by the shipping route generation unit 105. Indicates the delivery route.

In the first exit route shown in FIG. 11( a ), the own vehicle 1 parked in parallel at the parking position P of the parking space 6 has a travel-prohibited area 12 formed ex post by the other vehicle 2 parked after entering the parking space. This is a route that moves to the target delivery state Q while repeatedly turning back so as not to enter the area where the vehicle has entered the area.

In the case of the first exit route, the own vehicle 1 does not move in the longitudinal direction of the vehicle body within the parking space 6 . Therefore, the exit route space in FIG. 11(a), that is, the first space 7a, is an area obtained by combining approximately half the area of the vehicle body on the travel path space 5 side of the host vehicle 1 and the entire travel path space 5. . That is, in the first exit route, the first space 7a made up of the travel path space 5 connected to the parking space 6 and a portion of the parking space 6 on the travel path space 5 side is used to turn back to achieve the target exit state. Reach Q. It should be noted that when the own vehicle 1 repeats turning back based on the first exit route, it may enter the parking space 6 further than the area of about half of the vehicle body at the parking position P, so the first space 7a is used. also includes the portion of the parking space 6 utilized during such reversing.

The second exit route shown in FIG. 11(b) is different from the first exit route in that the own vehicle 1 moves its body toward the rear side once in the parking space 6 before exiting. Therefore, the exit route space in FIG. 11(b), that is, the second space 7b, is an area including the parking space 6 for the own vehicle 1 and the travel route space 5 as a whole. That is, in the second leaving route, the second space 7b consisting of the traveling path space 5 and the parking space 6 is used to turn back and reach the target leaving state Q. FIG.

Evaluation of the first delivery route and the second delivery route by the evaluation function and selection of the delivery route based on the evaluation result are the same as those in the first application example, and are therefore omitted.

11(a) and 11(b) schematically show the first and second delivery routes. In the first delivery route, the number of times of turnover N is 4, whereas in the second delivery route, the number of times N is 4. On the leaving route, the number of times of turning back N is only two, and as the number of times of turning back N decreases, the traveling distance L tends to decrease, so the second leaving route is more likely to be selected.

<Third Application Example of Departure Route Generation Device 100>
A third application example of the leaving route generation device 100 will be described with reference to FIGS. 12 and 13. FIG. FIG. 12(a) shows a path for parking the own vehicle 1 from the travel path space 5 to the parking space 6, and FIG. FIG. 2 is a diagram showing a state in which a vehicle 2 is parked and the vehicle 1 is prevented from leaving the parking lot. In addition, since the parking prohibition area 20 exists on the left side of the vehicle 1 parked in the parking space 6 , it is impossible to turn back to the left side of the parking space 6 . The no-parking area 20 is also part of the no-running area 12 .

FIG. 12( a ) shows a route for parking the own vehicle 1 from the travel path space 5 to the parking space 6 . When the own vehicle 1 enters the parking space, there is no obstacle such as another vehicle 2 in the travel path space 5.例文帳に追加

However, when the own vehicle 1 leaves the parking space 6, as shown in FIG. Even if it tries to leave the garage on the same route as , the other vehicle 2 becomes an obstacle and leaving the garage is impossible.

13A shows the first shipping route generated by the shipping route generation unit 105 of the shipping route generation device 100, and FIG. 13B shows the second shipping route generated by the shipping route generation unit 105. Indicates the delivery route.

In the first exit route shown in FIG. 13( a ), the own vehicle 1 parked at the parking position P of the parking space 6 , and after entering the parking space, the other vehicle 2 on the right side of the vehicle 2 forms a travel-prohibited area 12 ex post facto. This is a route that moves to the target delivery state Q while repeatedly turning back so as not to enter the marked area.

In the case of the first exit route, the own vehicle 1 does not move in the width direction within the parking space 6 . Therefore, the exit route space in FIG. 13( a ), ie, the first space 7 a , is a region obtained by combining the region behind the rear wheels of the host vehicle 1 and the entire travel road space 5 . That is, in the first exit route, the first space 7a made up of the travel path space 5 connected to the parking space 6 and a part of the parking space 6 on the travel path space 5 side is used to switch back to achieve the target exit state. Reach Q. When the own vehicle 1 repeats the turning back based on the first exit route, it may move further forward than the area behind the rear wheels in the parking position P, so the first space 7a is used during such backward movement. It also includes the portion of the parking space 6 that does.

The second exit route shown in FIG. 13(b) is different from the first exit route in that the own vehicle 1 moves the vehicle body to the right once in the parking space 6 before exiting. Therefore, the exit route space in FIG. 13(b), that is, the second space 7b, is an area including the parking space 6 for the own vehicle 1 and the travel route space 5 as a whole. That is, in the second leaving route, the second space 7b consisting of the traveling path space 5 and the parking space 6 is used to turn back and reach the target leaving state Q. FIG.

In the third application example, unlike the first application example, the reason why the own vehicle 1 is moved to the right side in the parking space 6 on the second exit route before exiting the parking space is that in the third application example, This is because there is a no-parking area 20 on the left side of the vehicle 1 parked in the parking space 6, so that the left side of the parking space 6 cannot be turned back sufficiently.

Evaluation of the first delivery route and the second delivery route by the evaluation function and selection of the delivery route based on the evaluation result are the same as those in the first application example, and are therefore omitted.

In the first delivery route and the second delivery route schematically shown in FIGS. 13(a) and 13(b) , the number of times N of turnovers is 7 in the first delivery route, whereas the second delivery route is 7 times. On the leaving route, the number of times N of turning back is only five, and as the number of times N of turning back decreases, the traveling distance L tends to decrease, so the second leaving route is more likely to be selected.

<Fourth Application Example of Delivery Route Generation Device 100>
A fourth application example of the leaving route generation device 100 will be described with reference to FIGS. 14 and 15. FIG. FIG. 14(a) shows a path for entering the parking space 6 between two other vehicles 2 parked in the rear from the travel space 5 by the own vehicle 1, and FIG. 14(b). After the vehicle 1 is parked, two other vehicles 2 are parked in the travel path space 5, and the vehicle bodies of the two other vehicles 2 parked in the rear direction change obliquely with respect to the travel path space 5. 4 is a diagram showing a state in which the vehicle 1 is hindered from leaving the garage; FIG.

FIG. 14( a ) shows a route for parking the own vehicle 1 from the travel path space 5 to the parking space 6 . When the own vehicle 1 is parked, the parking space 6 between the two other vehicles 2 parked in the rear is sufficiently wide, and there are no obstacles on the route.

However, when the own vehicle 1 leaves the parking space 6, the surrounding environment becomes as shown in FIG. It is in a state where it is impossible to leave the warehouse.

15A shows the first shipping route generated by the shipping route generation unit 105 of the shipping route generation device 100, and FIG. 15B shows the second shipping route generated by the shipping route generation unit 105. Indicates the delivery route.

In the first exit route shown in FIG. 15( a ), the own vehicle 1 parked at the parking position P of the parking space 6 has a travel-prohibited area 12 formed ex post by the other vehicle 2 parked after entering the parking space. It is a route that moves to the target delivery state Q while repeatedly turning back so as not to enter the area.

In the case of the first exit route, the own vehicle 1 does not move in the width direction within the parking space 6 . Therefore, the exit route space in FIG. 15( a ), that is, the first space 7 a , is a region obtained by combining the region behind the rear wheels of the vehicle 1 and the entire traveling road space 5 . That is, in the first exit route, the first space 7a made up of the travel path space 5 connected to the parking space 6 and a part of the parking space 6 on the travel path space 5 side is used to switch back to achieve the target exit state. Reach Q. When the own vehicle 1 repeats the turning back based on the first exit route, it may move further forward than the area behind the rear wheels in the parking position P, so the first space 7a is used during such backward movement. It also includes the portion of the parking space 6 that does.

In the second exit route, as shown in FIG. 15(b), when the parking space 6 is inclined with respect to the travel path space 5 in a plan view, the vehicle 1 is oriented along the inclination direction. align to Therefore, the exit route space in FIG. 15(b), that is, the second space 7b, is an area including the parking space 6 for the own vehicle 1 and the travel route space 5 as a whole. That is, in the second leaving route, the second space 7b consisting of the traveling path space 5 and the parking space 6 is used to turn back and reach the target leaving state Q. FIG.

Evaluation of the first delivery route and the second delivery route by the evaluation function and selection of the delivery route based on the evaluation result are the same as those in the first application example, and are therefore omitted.

In the first delivery route and the second delivery route schematically shown in FIGS. 15(a) and 15(b) , the number of times N of turnovers is 4 in the first delivery route, whereas the second delivery route is 4 times. On the leaving route, the number of times N of turning back is only three, and as the number of times of turning back N decreases, the traveling distance L tends to decrease, so the second leaving route is more likely to be selected.

As described above, in the leaving route generation device and the automatic leaving system according to Embodiment 1, it is possible to generate and select an efficient leaving route even when the surrounding environment changes after entering the warehouse. It is possible to leave the garage by automatic driving along the leaving route.

Embodiment 2.
In the leaving route generation device according to Embodiment 1, the widthwise distance _dw of the second leaving route was a preset distance, but in the leaving route generation device according to Embodiment 2, the parking position of the own vehicle 1 The shift distance _dw from P is changed in stages with respect to the distance from the travel prohibited area 12, and each is evaluated by an evaluation function, and the exit route with the smallest evaluation value is selected as the second exit route. Characteristic.

FIG. 16 is a schematic diagram showing an application example of the leaving route generation device according to the second embodiment.
Between the distance between the own vehicle 1 and the travel prohibition area 12 in the parking space 6, the widthwise shift distance _dw is changed step by step, and the optimum second exit route is found by evaluating each by the evaluation function. can be done.

FIG. 17 is a diagram showing the relationship between the width adjustment distance and the width of the roadway. Here, the road width refers to the width of the road on which the vehicle 1 travels as the exit route, and is a general term for the width of the parking space 6 and the width of the road space 5 . As the width of the road increases, the distance that can be narrowed increases. As can be seen from FIG. 17, the width _dw can be changed stepwise within a range larger than the vehicle width of the own vehicle 1 when leaving the garage and smaller than the distance to the travel prohibited area 12 .

In addition to optimizing the second delivery route when the width _dw is changed in stages as described above, parameters may be set as follows. In the second exit route, at least one of the travel distance L on the exit route of the own vehicle 1, the number of turns N, the steering amount SA, the required time T, the distance from the travel prohibited area 12, and the width of the travel road space (roadway) Using these parameters as parameters, the distance _dw from the parking position P of the own vehicle 1 may be changed step by step, evaluated by an evaluation function, and the exit route with the smallest evaluation value may be selected.

When the first delivery route is not selected in the delivery route evaluation and selection unit 106 of the delivery route generation device 100, the automatic operation control unit 121 selects the optimal second delivery route selected by the method described above. Receive the output signal.

The automatic operation control unit 121 controls the own vehicle 1 to automatically travel along the second optimal leaving route until the target leaving state Q is reached. The automatic driving control unit 121 determines a target speed, a target steering angle, a direction indicator operation command, etc., which are necessary for controlling automatic driving of the own vehicle 1, and transmits each determined command value to the power control device, the brake It is communicated to drive controls such as controllers, automatic steering controls, and light controls (none of which are shown).

As described above, in the delivery route generation device and the automatic delivery system according to Embodiment 2, in generating the second delivery route, the width adjustment distance is changed step by step, and the evaluation function is used to evaluate each, thereby obtaining the optimum second delivery route. There is an effect that the route can be found, and furthermore, there is an effect that it becomes possible to leave the garage by automatic operation along the second optimal leaving route.

Embodiment 3.
A delivery route generation device and an automatic delivery system according to Embodiment 3 will be described with reference to FIG. FIG. 18(a) is a diagram showing a first exit route when the own vehicle 1 exits from the parking space 6 to the runway space 5. FIG. After the own vehicle 1 enters the parking space 6, the other vehicle 2 is parked in the travel path space 5, which hinders the leaving of the own vehicle 1.例文帳に追加

In the case of the first exit route, the own vehicle 1 does not move in the width direction in the parking space 6 such as to move sideways once. Therefore, the exit route space in FIG. 18( a ), that is, the first space 7 a , is an area obtained by combining the area in front of the front wheels of the vehicle 1 and the entire travel path space 5 . That is, in the first exit route, the first space 7a made up of the travel path space 5 connected to the parking space 6 and a part of the parking space 6 on the travel path space 5 side is used to turn back to achieve the target exit state. Reach Q. When the own vehicle 1 repeats turning on the first exit route, the vehicle 1 may move further back than the area ahead of the front wheels in the parking position P, so the first space 7a is used for such backing. A portion of the parking space 6 is also included.

On the other hand, in the second leaving route in the leaving route generating device 100 and the automatic leaving system 200 according to the third embodiment shown in FIG. It becomes an area including the entirety of the parking space 6 and the traveling road space 5. - 特許庁That is, in the second exit route, the target exit state Q is reached by using the second space 7b consisting of the travel path space 5 and the parking space 6. FIG.

In the second garage exit route generated by the garage exit route generation device 100 according to Embodiment 3, the own vehicle 1 moves from the parking space 6 to the travel path space 5 side. Then, the vehicle once returns to the original parking position P in the parking space 6 from the running path space 5 side. At this time, the direction of the vehicle body of the own vehicle 1 is directed to the side of the running path space 5 where the target exit state Q is located, as shown by the own vehicle 1a in FIG. 18(b). That is, when the own vehicle 1 once returns to the original parking position P, the vehicle body of the own vehicle 1 inclines to the side of the target leaving state Q in plan view, and is in the state of the own vehicle 1a. It should be noted that the initial parking position P and the parking position P when the vehicle returns once do not need to be exactly the same.

As described above, by changing the direction of the vehicle body of the vehicle 1 in the parking space 6 so that it is oriented like the vehicle 1a, it is possible to exit the parking space to the target exit state Q with fewer turns. becomes. It should be noted that changing the direction of the vehicle body of the vehicle 1 is an example, and the vehicle 1 may be changed from the state of the vehicle 1 at the initial parking position P to another state.

As described above, in the parking exit route generation device and the automatic parking exit system according to Embodiment 3, when the second parking exit route is generated, the direction of the vehicle body of the own vehicle is changed within the parking space. There is an effect that the route can be found, and furthermore, there is an effect that it becomes possible to leave the garage by automatic operation along the second optimal leaving route.

Embodiment 4.
A delivery route generation device and an automatic delivery system according to Embodiment 4 will be described with reference to FIGS. 19 and 20. FIG. FIG. 19(a) is a diagram showing a first exit route when the own vehicle 1 exits from the parking space 6 to the driveway space 5, that is, a general exit route. Since it is the same as the case shown in FIG. 18(a) of Embodiment 3, the explanation is omitted.

In the parking exit route generation device 100 and the automatic parking exit system 200 according to Embodiment 4, as shown in FIG. go straight to the side. Depending on the direction of the vehicle body within the parking position P of the own vehicle 1, the vehicle moves forward or backward. At this time, various sensors attached to the own vehicle 1 acquire information about the travel prohibited area 12 around the own vehicle 1 from the parking position P of the own vehicle 1 to the stop position after going straight. In other words, by making the own vehicle 1 reciprocate from the parking position P in the parking space 6 to the traveling road space 5, the information necessary for creating the surrounding map is acquired.

Information obtained from various sensors is acquired by the sensor information acquisition unit 151 of the automatic parking exit system 200 , and the travel-restricted area identification unit 103 generates the travel-restricted area 12 . When the exit route generation device 100 performs the above-described operation, the amount of information regarding the exit route is larger than that obtained only from the parking position P of the own vehicle 1, so the travel-prohibited area 12 can be specified more accurately. becomes possible.

The operation of the leaving route generation device 100 and the automatic leaving system 200 according to the fourth embodiment will be described in more detail with reference to FIG. As shown in FIG. 20( a ), at the parking position P of the own vehicle 1 , a sensor detection travel prohibited area 27 existing around the own vehicle 1 is detected by a sensor detection area 25 by various sensors attached to the own vehicle 1 . Perceived. By identifying the sensor-detected travel-prohibited area 27, the sensor-detected travelable area 29 of the own vehicle 1 is identified.

As shown in FIG. 20(b), from the parking position P of the own vehicle 1 to the stop position after going straight ahead, detection by various sensors further expands the sensor-detected travelable area 29 of the own vehicle 1. Accurate identification is possible. That is, it is possible to accurately grasp the surrounding environment such as the width of the travel space 5 and the corners of the other vehicles 2, so that a safer and more efficient exit route can be generated.

As described above, in the exit route generation device and automatic exit system according to Embodiment 4, first, the vehicle is driven straight from the parking space 6 in the second space 7b to the travel path space 5, and the surrounding environment is accurately detected by various sensors. Since it is grasped, there is an effect that a safer and more efficient delivery route can be generated.

Embodiment 5.
In the parking exit route generation device 100 and the automatic parking exit system 200 according to the fifth embodiment, the surroundings map generating unit 102 generates information about the surroundings of the parking space 6 obtained while driving for parking and In addition to the information from the parking position P, the information obtained from the sensor information acquisition unit 151 or the image acquisition unit 152 from the own vehicle 1 at each position when moving from the parking space 6 to leave the parking space is used to obtain the surrounding map. is created. Therefore, as the vehicle 1 moves, the surrounding map also changes.

When the surrounding map changes as the host vehicle 1 moves, the travel-prohibited area 12 also changes. In the exit route generation device 100 and the automatic exit system 200 according to Embodiment 5, the exit route generation unit 105 and the own vehicle 1 are set by the travel prohibited area specifying unit 103 in accordance with the change in the information of the prohibited area 12. A first leaving route and a second leaving route are generated while avoiding the travel-prohibited area 12 . Then, the exit route evaluation and selection unit 106 evaluates the first exit route and the second exit route generated by the exit route generation unit 105 using an evaluation function, and selects the route with the smaller evaluation value as the exit route.

Therefore, while the own vehicle 1 is moving to leave the garage, the leaving route generator 105 continues to output the first leaving route and the second leaving route according to changes in the surrounding conditions, so that a more optimal leaving route can be selected. It has the effect of

As described above, with respect to the leaving route generation devices according to Embodiments 1 to 5, cases where the own vehicle is automatically driven have been described. However, the exit route generating devices according to Embodiments 1 to 5 can be applied not only to automatic operation but also to semi-automatic operation or manual operation for assisting exit.

While this disclosure describes various exemplary embodiments and examples, various features, aspects, and functions described in one or more of the embodiments may vary from particular embodiment to embodiment. The embodiments are applicable singly or in various combinations without being limited to the application.

Accordingly, numerous variations not illustrated are envisioned within the scope of the technology disclosed herein. For example, modification, addition or omission of at least one component, extraction of at least one component, and combination with components of other embodiments shall be included.

1, 1a own vehicle, 2 other vehicle, 5 traveling path space, 6 parking space, 7a first space, 7b second space, 11 non-road area, 12 no-travel area, 20 no-parking area, 25 sensor detection area , 27 sensor-detected travel-prohibited area, 29 sensor-detected travel-allowed area, 100 exit route generation device, 101 host vehicle position identification unit, 102 surrounding map generation unit, 103 travel-prohibited area identification unit, 104 exit state setting unit, 105 exit route Generation unit 106 Delivery route evaluation selection unit 122 Delivery route display unit 121 Automatic operation control unit 151 Sensor information acquisition unit 152 Image acquisition unit 153 Operation input unit 200 Automatic delivery system

The exit route generation device disclosed in the present application is
an own vehicle position identifying unit that identifies the position of the own vehicle;
a delivery state setting unit that sets a target delivery state when the vehicle is to be delivered from the parking position in the parking space to the travel path;
a surrounding map generation unit that generates a surrounding map from the parking position to the target exit state;
a no-travel area identification unit that identifies a no-travel area where the vehicle is prohibited from traveling based on the surrounding map generated by the surrounding map generation unit;
When it is determined that a turnaround is necessary when the host vehicle exits from the parking position while avoiding the travel-prohibited area and reaches the target exit state, the travel path space connected to the parking space and the parking space. A first exit route to reach the target exit state by turning back using a first space consisting of a part of the space on the side of the travel path, and a second exit route consisting of the travel path space and the parking space. A delivery route generation unit that generates a second delivery route leading to the target delivery state by switching back using the space of
The first leaving route and the second leaving route are each evaluated by an evaluation function including at least one of a travel distance, a number of times of turning, a steering amount, and a required time until the own vehicle reaches the target leaving state as a parameter . a delivery route evaluation and selection unit that evaluates and selects a delivery route with a smaller evaluation value;
Prepare.

Claims (13)

an own vehicle position identifying unit that identifies the position of the own vehicle;
a delivery state setting unit that sets a target delivery state when the vehicle is to be delivered from the parking position in the parking space to the travel path;
a surrounding map generation unit that generates a surrounding map from the parking position to the target exit state;
a no-travel area identification unit that identifies a no-travel area where the vehicle is prohibited from traveling based on the surrounding map generated by the surrounding map generation unit;
a first exit route leading to the target exit state by turning back using a first space composed of the travel path space connected to the parking space and a portion of the parking space on the travel path space side; an exit route generation unit that generates a second exit route leading to the target exit state by turning back using the second space composed of the traveling path space and the parking space;
a shipping route evaluation and selection unit that evaluates the first shipping route and the second shipping route using an evaluation function and selects the shipping route with a smaller evaluation value;
An exit route generation device comprising: After moving from the parking position, the exit route generation unit performs a turnaround in the first space to reach the target exit state, using the first exit route and the second space. 2. The exit route generation device according to claim 1, wherein the vehicle exits from the parking position, turns back, returns to the parking space, and then generates the second exit route leading to the target exit state. . The exit route generation unit generates the first exit route when it is determined that a turnaround is necessary when the vehicle exits from the parking position while avoiding the travel-prohibited area and reaches the target exit state. and the second delivery route. The exit route generation unit provides a first exit route to reach the target exit state by turning back after exiting from the parking position, and a first exit route to reach the target exit state after exiting from the parking position. 4. The shipping route generating device according to claim 3, wherein the second shipping route leading to and the second shipping route are generated respectively. The exit route generation unit provides a first exit route to reach the target exit state by turning back after exiting from the parking position, and a first exit route to reach the target exit state after exiting from the parking position. 4. The delivery route generating device according to any one of claims 1 to 3, which generates a second delivery route leading to . In the case where the second exit route leads from the parking position to the target exit state on one side of the travel path space, the vehicle exits from the position of the vehicle that is shifted from the parking position to the other side of the parking space. 5. The leaving route generating device according to claim 4, wherein the route is a route that When the travel-prohibited area exists on one side of the parking space and the travel path space in the width direction of the host vehicle, the second exit route is shifted from the parking position to the other side of the parking space. 5. The exit route generation device according to claim 4, wherein the exit route is a route from the position of the own vehicle to the other side. 8. Any one of claims 4, 6 and 7, characterized in that, when the parking space is inclined in a plan view with respect to the travel path space, the direction of the own vehicle is moved along the direction of the inclination. 1. The leaving route generating device according to 1. 9. The evaluation function according to any one of claims 1 to 8, wherein the evaluation function includes, as parameters, at least one of a travel distance, a number of times of turning, a steering amount, and a required time until the subject vehicle reaches the target leaving state. Item 1. The exit route generation device according to the above item. In the second exit route, at least one of a travel distance, a number of turns, a steering amount, a required time, a distance from the travel-prohibited area, and a width of the travel path space on the exit route of the own vehicle is used as a parameter. 8. The method according to any one of claims 4, 6, and 7, wherein the distance from the parking position is changed in stages and evaluated by an evaluation function, and the exit route with the smallest evaluation value is selected. outbound route generator. 11. The surrounding map generation unit generates the surrounding map by causing the own vehicle to reciprocate from a parking position in the parking space to the travel path space. 3. The leaving route generation device described in . The leaving route generation device according to any one of claims 1 to 11;
an automatic driving control unit that automatically leaves the vehicle to the target delivery state along the selected delivery route;
automatic delivery system. 13. The automatic parking leaving system according to claim 12, further comprising a parking leaving route display unit that displays the selected parking leaving route overlaid on the surrounding map.

Images