JP5278343B2 - Travel control device and travel control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a travel control device and a travel control method, which are capable of assuring the safety of a vehicle while making the vehicle advance further on a travel route. <P>SOLUTION: The travel control device 100 sets sections by dividing the travel route RT1 for each travel route corresponding to route patterns PT1 to PT10. When the vehicle 1 autonomously travels on the travel route RT1, the travel control device sets an area where the vehicle 1 travels from a current position to an end of the section out of the sections where the vehicle 1 travels at present as an area KF where the vehicle 1 is expected to pass through (an area to be passed through), and makes the vehicle 1 advance within the sections while no obstacles exist within the area KF to be passed through. Therefore, making the vehicle 1 advance as far as the section where an obstacle exists, the travel control device can make the vehicle 1 advance further on the travel routes RT1 to RT3 while assuring the safety of the vehicle 1. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a travel control device and a travel control method, and more particularly, to a travel control device and a travel control method that allow a vehicle to travel on a travel route earlier while ensuring the safety of the vehicle.

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

  In the travel control device described in Patent Document 1, after a travel route from the current position to the target position is generated, whether or not there is an obstacle on the travel route is confirmed before the start of traveling of the host vehicle. . Then, when there is no obstacle on the travel route, control of the travel of the host vehicle is started. In addition, even when there is an obstacle on the travel route, if the travel route that reaches the target position by avoiding the obstacle can be generated, the control of the travel of the host vehicle is started.

JP 2008-221894 A (paragraph 0033, etc.)

  However, in the travel control device described in Patent Document 1, when the travel route that can avoid the obstacle cannot be generated, the travel control of the host vehicle is not performed, so in order to bring the host vehicle closer to the target position, It was inconvenient for the driver to drive.

  The present invention has been made in order to solve the above-described problems, and provides a travel control device and a travel control method capable of causing the vehicle to advance further on the travel route while ensuring the safety of the vehicle. The purpose is to do.

Means for Solving the Problems and Effects of the Invention

According to the travel control device of the first aspect, when the travel route of the vehicle is set by the route setting means, the vehicle is caused to travel along the travel route by the travel control means, and the travel route is a plurality of travel routes. It is divided into sections by section dividing means. Among the plurality of divided sections, when the section in which the vehicle is traveling is identified by the traveling section identifying means, the position information of the estimated passage area where the vehicle passes within the identified section is located. Obtained by information obtaining means. Then, based on the acquired position information of the estimated passage area and the position information of the object detected by the detecting means, it is determined by the determining means whether an object exists in the estimated passage area. Here, if it is determined by the determination means that no object is present, the vehicle is caused to travel by the travel control means along the travel route of the section specified by the travel section specifying means. Therefore, if there is no object in the travel route of the section where the vehicle is traveling, the vehicle can travel along the travel area of the section, so even if there is an object in the travel route The vehicle can be driven up to the front of the section where the object exists. Therefore, there is an effect that the vehicle can be advanced on the travel route while ensuring the safety of the vehicle.
In addition, according to the travel control device of the first aspect, the following effects can be obtained. That is, the turning point at which the forward / backward switching of the vehicle occurs in the travel route is specified by the return point specifying means, and the travel route is divided into a plurality of sections at least divided for each turnback point by the section dividing means. . If the vehicle is driven using the travel control device according to claim 1, a turning point is included in the middle of the section, and further, an object is included in the traveling route of the section next to the section including the turning point. If the vehicle exists, the vehicle travels beyond the turning point and before the section where the object exists. However, if an object is to be avoided after the turning point has been exceeded, it is necessary to switch the vehicle forward and backward to return the route that has traveled to the vehicle. Therefore, by dividing the travel route for each turn-back point, the vehicle can be driven so as not to exceed the turn-back point. Therefore, it is possible to suppress the possibility that the vehicle returns on the travel route by switching between forward and reverse travel of the vehicle. Therefore, there is an effect that it is possible to increase the possibility that the vehicle can run smoothly.

  According to the travel control device of the second aspect, in addition to the effect exhibited by the travel control device according to the first aspect, the following effect is exhibited. That is, the travel route is configured by combining predetermined travel route patterns, and the travel route is divided into a plurality of sections by the section dividing means at least divided for each route corresponding to the travel route pattern. Accordingly, since the travel route can be divided for each travel route pattern that is a constituent unit of the travel route, the travel route can be simply divided into a plurality of sections. Therefore, since the process of dividing the travel route can be simplified, the control burden can be reduced.

According to the travel control device of the third aspect , in addition to the effect exhibited by the travel control device according to the first or second aspect , the following effect is exhibited. That is, when the travel position of the vehicle is acquired by the travel position acquisition means, the position information of the area where the vehicle should pass from among the estimated pass areas estimated to pass the vehicle in the section specified by the travel section specifying means. Is acquired by the position information acquisition means based on the traveling position of the vehicle. Therefore, since the position information acquisition means does not acquire the position information of the area where the vehicle has already passed among the estimated passage areas, the number of pieces of position information to be acquired is smaller than when acquiring all the position information of the estimated passage area. Can be suppressed. Therefore, there is an effect that the control burden can be suppressed.

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

It is the schematic diagram which showed typically the top view of the vehicle by which the traveling control apparatus which is an example of this invention is mounted. It is a schematic diagram for demonstrating an example of the traveling control point produced | generated with respect to the whole traveling route. It is a schematic diagram which shows an example of the route pattern used in order to produce | generate a pattern driving | running | working part among the whole driving | running routes. It is a schematic diagram for demonstrating the movement destination at the time of moving a vehicle according to a route pattern, and the vehicle azimuth | direction. (A) is a schematic diagram for demonstrating an example of the route point on a driving | running route, (b) is a schematic diagram for demonstrating parking possible conditions. It is the block diagram which showed the electrical structure of the traveling control apparatus. It is a schematic diagram which shows an example of the content of the traveling control point memory. It is a flowchart which shows the automatic parking process of a traveling control apparatus. It is a flowchart which shows the point course production | generation process of a traveling control apparatus. It is a flowchart which shows the pattern travel part control point generation process of a travel control apparatus. It is a schematic diagram for demonstrating an example of the traveling control point produced | generated with respect to a pattern traveling part among the whole traveling paths. It is a flowchart which shows the reverse turning part control point production | generation process of a traveling control apparatus. It is a schematic diagram for demonstrating an example of the traveling control point produced | generated with respect to a reverse turning part among the whole traveling paths. It is a flowchart which shows the last reverse part control point production | generation process of a traveling control apparatus. It is a schematic diagram for demonstrating an example of the traveling control point produced | generated with respect to the last reverse part among the whole traveling paths. (A) is a schematic diagram for demonstrating an example of the obstruction determination area | region in each driving | running | working control point, (b), (c) is a passage scheduled area | region where a magnitude | size changes with the movement of a vehicle. It is a schematic diagram for demonstrating. (A)-(d) is a schematic diagram for demonstrating the passage plan area | region where a magnitude | size changes with the movement of a vehicle. (A) is a schematic diagram which shows an example of the shape of a vehicle and the shape of an obstruction determination area | region. (B) is a schematic diagram for explaining a method of calculating an obstacle determination region of a vehicle when the vehicle position and the vehicle orientation of the vehicle are determined. (A) is a schematic diagram which shows an example of the driving | running | working area | region which is an area | region where a vehicle actually drive | works, (b) shows an example when the strip | belt-shaped area | region formed by a concentric circle is considered as a driving | running | working area | region of a vehicle. It is a schematic diagram. (C) is a schematic diagram illustrating an example of a case where a region in which an obstacle determination region for each traveling control point is added is regarded as a traveling region of the vehicle, and (d) is a diagram in which an interval between the traveling control points is narrowed. It is a schematic diagram for demonstrating an example of the driving | running | working area | region of the vehicle at the time of having performed. It is a flowchart which shows the section traveling process of a traveling control apparatus. It is a flowchart which shows the obstacle confirmation process in the section of a traveling control apparatus. It is a schematic diagram for demonstrating the classification | category of 16 types of judgment conditional expressions. It is a schematic diagram for demonstrating the calculation method of the various constants used in a judgment conditional expression. It is a flowchart which shows the obstacle classification determination process of a traveling control apparatus. It is a flowchart which shows the driving | running | working outside a section of a traveling control apparatus. It is a flowchart which shows the section outside obstacle confirmation process of a traveling control apparatus. (A)-(c) is a schematic diagram for demonstrating an example of the setting method of a scheduled passage area | region. (A)-(c) is a schematic diagram for demonstrating an example of the setting method of a scheduled passage area | region. (A), (b) is a schematic diagram for demonstrating an example of the setting method of a scheduled passage area | region.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic diagram schematically showing a top view of a vehicle 1 on which a travel control device 100 as an example of the present invention is mounted. Note that arrows UD, LR, and FB in FIG. 1 indicate the up-down direction, the left-right direction, and the front-rear direction of the vehicle 1, respectively.

  First, a schematic configuration of the vehicle 1 will be described with reference to FIG. The vehicle 1 is a vehicle that can be operated by a driver. The vehicle 1 can autonomously travel from the current position to a parking position targeted by the driver, and can park the vehicle 1 at the parking position. A travel control device 100 is included. In addition, the autonomous running in this embodiment means running the vehicle 1 without the driving operation of the driver. That is, when the vehicle 1 is traveling autonomously, the driver does not have to operate an accelerator pedal 11, a brake pedal 12, and a steering wheel 13 described later.

  When the target parking position is set by the driver, the traveling control device 100 determines from the current position to the target parking position based on a combination of route patterns PT1 to PT10 (see FIG. 3) stored in advance. The entire travel routes RT1 to RT3 (see FIG. 5 (a)) of the vehicle 1 are generated, the vehicle 1 is autonomously driven according to the generated travel routes RT1 to RT3, and the vehicle 1 is stopped at the target parking position. It is.

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

  When the vehicle 1 is autonomously traveling on the travel route RT1, the travel control device 100 determines the travel region from the current position of the vehicle 1 to the end of the section among the sections in which the vehicle 1 is currently traveling. Is set as an area to be passed (hereinafter referred to as “scheduled area”) KF, and it is monitored whether there is an obstacle in the scheduled area KF. Then, the vehicle 1 is caused to travel in the section while there are no obstacles in the scheduled passage area KF. Therefore, even when an obstacle exists in the travel areas RT1 to RT3, the vehicle 1 can be advanced to the front of the section where the obstacle exists. Therefore, it is possible to advance the vehicle 1 on the travel route RT1 to RT3 earlier while ensuring the safety of the vehicle 1.

  In the case where the vehicle 1 is traveling autonomously on the travel routes RT2 to RT3, the travel region from the current position of the vehicle 1 to the target parking position on the travel routes RT2 to RT3 is referred to as a scheduled passage region KF. It is set, and it is monitored whether or not an obstacle exists in the scheduled passage area KF. Then, the vehicle 1 is caused to travel in the travel areas RT2 to RT3 while there are no obstacles in the scheduled passage area KF.

  In addition, when there is an obstacle in the scheduled passage area KF, the traveling control device 100 identifies the type of whether the obstacle is a dynamic obstacle or a static obstacle, and according to the type The driving content of the vehicle 1 in the future (for example, stopping, driving, regenerating the driving route, changing the final destination, etc.) is selected. Therefore, the vehicle 1 can be made to travel with the travel content suitable for the type of obstacle, in other words, the travel content suitable for the movement state of the obstacle.

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

  Therefore, in the following description, each position of the vehicle 1 and the travel routes RT1 to RT3 is shown using this coordinate system. Further, the intersection of the front and rear axes of the vehicle 1 and the axles of the left and right rear wheels 2RL and 2RR in the vehicle 1 is used as the reference point of the vehicle 1, and the position of the reference point of the vehicle 1 in the coordinate system described above Position. Further, the direction in which the vehicle 1 is traveling in the longitudinal axis direction of the vehicle 1 is defined as the traveling direction of the vehicle 1.

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

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

  As shown in FIG. 1, the wheels 2FL and 2FR are left and right front wheels disposed on the front side (arrow F side) of the body frame BF, and are configured as drive wheels that are rotationally driven by the wheel drive device 3. . On the other hand, the wheels 2RL and 2RR are left and right rear wheels disposed on the rear side (arrow B side) of the body frame BF, and are configured as driven wheels that are driven as the vehicle 1 travels. Of the four wheels 2FL to 2RR, the left and right front wheels 2FL and 2FR are each equipped with a wheel rotation sensor 23 for detecting the rotation amount of the wheel.

  The wheel rotation sensor 23 is a sensor that detects the amount of rotation of the wheel 2 to which the sensor 23 is attached and outputs the detection result to the CPU 91. Each time the wheel 2 rotates by a predetermined angle, a rotation detection signal is output. This is output to the CPU 91. Since the length of the outer periphery of the wheel 2 and the rotation angle at which the rotation detection signal is output are determined in advance, the travel distance that the vehicle 1 travels after the rotation detection signal is output until the next rotation detection signal is output. Is also predetermined. When the vehicle 1 travels autonomously, the CPU 91 individually counts the rotation detection signals of the two wheel rotation sensors 23 and calculates the travel distance from the departure point using the average value of the two count numbers.

The gyro sensor device 22 is a device for detecting a roll angle, a pitch angle, and a yaw angle with respect to a horizontal plane of the vehicle 1 and outputting the detection result to the CPU 91, and a reference axis (see FIG. A gyro sensor (not shown) for detecting rotation angles (roll angle, pitch angle, yaw angle) of the vehicle 1 (body frame BF) around one arrow FB, LR, UD direction axis) An output circuit (not shown) that mainly processes the detection result of the gyro sensor and outputs it to the CPU 91 is provided.

  In the following description, the yaw angle of the vehicle 1 is described as the vehicle orientation of the vehicle 1. Note that the reference axis of the vehicle orientation in the vehicle 1 is the x-axis described above, and the counterclockwise angle from the x-axis to the traveling direction of the vehicle 1 is the vehicle orientation of the vehicle 1.

  When the vehicle 1 travels autonomously, the CPU 91 acquires the vehicle direction of the vehicle 1 output from the gyro sensor device 22 and calculates the traveling direction of the vehicle 1. Based on the traveling direction of the vehicle 1 and the travel distance of the vehicle 1 calculated from the rotation detection signal of the wheel rotation sensor 23, the travel distance from the departure point is calculated. Since the departure point is set with reference to the origin O, the CPU 91 can calculate the current position of the vehicle 1 with reference to the origin O based on the movement distance from the departure point.

  The wheel drive device 3 includes a motor 3a (see FIG. 6) that applies a rotational driving force to the left and right front wheels 2FL and 2FR. The motor 3a is connected to the left and right front wheels 2FL, 2FR via a differential gear (not shown) and a pair of drive shafts 31.

  For example, when the driver operates the accelerator pedal 11, a rotational driving force is applied from the motor 3a to the left and right front wheels 2FL and 2FR, and the left and right front wheels 2FL and 2FR are inclined (inclination angle, It is rotationally driven at a speed corresponding to the inclination speed. The difference in rotation between the left and right front wheels 2FL and 2FR is absorbed by the differential gear.

  As shown in FIG. 1, the steering device 6 mainly includes a steering shaft 61, a hook joint 62, a steering gear 63, a tie rod 64, and a knuckle arm 65. In the steering device 6, the steering gear 63 is configured by a rack and pinion mechanism including a pinion (not shown) and a rack (not shown).

  For example, when the driver operates the steering wheel 13, the operation of the steering wheel 13 is transmitted to the hook joint 62 through the steering shaft 61, and the angle is changed by the hook joint 62, and the pinion of the steering gear 63 rotates. As transmitted. Then, the rotational motion transmitted to the pinion is converted into the linear motion of the rack, and the rack moves linearly, whereby the tie rods 64 connected to both ends of the rack move, and the wheel 2 is steered via the knuckle arm 65. The

  A steering sensor device 21 that calculates the steering angle δ of the left and right front wheels 2FL, 2FR and outputs it to the CPU 91 is attached to the steering shaft 61. The steering sensor device 21 calculates the steering angle δ of the left and right front wheels 2FL, 2FR based on the rotation angle of the steering shaft 61 from the reference position, and the calculation result is a CPU 91 (FIG. 6) provided in the travel control device 100. Output).

  Similar to the steering device 6, the steering drive device 5 is a device for steering the left and right front wheels 2FL, 2FR, and includes a motor 5a (see FIG. 6) that applies a rotational driving force to the steering shaft 61. ing. That is, when the motor 5a is driven and the steering shaft 61 rotates, the wheels 2 are steered in the same manner as when the steering wheel 13 is operated by the driver.

  The accelerator pedal 11, the brake pedal 12, and the steering wheel 13 are all operation members controlled by the driver, and the acceleration force of the vehicle 1 according to the inclination state (inclination angle, inclination speed, etc.) of the pedals 11 and 12. And the braking force are determined, and the turning radius and turning direction of the vehicle 1 are determined according to the operation state (operation amount, operation direction) of the steering wheel 13.

  The automatic parking switch 25 is a switch that is pressed by the driver when the vehicle 1 is desired to be parked at a target parking position by autonomous traveling. A parking process (see FIG. 8) is executed. As a result, the vehicle 1 is autonomously traveled from the current position to the parking position targeted by the driver, and the vehicle 1 is stopped at the parking position.

  The first to third distance sensors 24a to 24c are devices for outputting distance data to an object existing around the vehicle 1 to the CPU 91 (see FIG. 6). Each of the distance sensors 24a, 24b, and 24c is configured by a laser range finder that irradiates laser light toward an object and measures the distance to the object with the degree of reflection.

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

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

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

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

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

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

  In the present embodiment, when the automatic parking switch 25 is pressed by the driver and the target parking position is set by the driver, the travel routes RT1 to RT3 that can be reached from the current position to the target position by the travel control device 100. Is generated (see FIG. 2). The entire travel routes RT1 to RT3 are composed of three parts: a pattern travel part RT1, a reverse turning part RT2, and a final reverse part RT3.

  The travel routes RT1 to RT3 are continuously configured as lines, but the data indicating the travel routes RT1 to RT3 is composed of data indicating points at predetermined intervals among the points constituting the travel routes RT1 to RT3. Is done. Hereinafter, this point at every predetermined interval is referred to as a route point P, and data indicating the route point P is referred to as route point information. The route point P is a point that should be passed when the vehicle 1 autonomously travels on the travel routes RT1 to RT3. The route point information includes the vehicle position of the vehicle 1 at the route point P and the route point P. And a vehicle orientation θ of the vehicle 1. The route point information of each route point P is stored in a point route memory 93c (see FIG. 6) described later. Although details will be described later, for example, in the case of the travel route RT1, the points at intervals of 2 m among the points constituting the travel route RT1 are set as the route points P.

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

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

  Although details of the vehicle setting information will be described later, the travel control device 100 causes the travel control point Q to reach each travel control point Q when the vehicle 1 autonomously travels along the travel routes RT1 to RT3. The traveling state of the vehicle 1 is set based on the vehicle setting information corresponding to, and the vehicle 1 is autonomously traveled to the parking position targeted by the driver.

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

  Hereinafter, in the drawings including the travel routes RT1 to RT3 including FIG. 2, the route point P is indicated by a white circle, and the travel control point Q is indicated by a black circle. Further, the route point P0 indicates the departure position of the vehicle 1, and the route point P8 indicates the parking position targeted by the driver. The details of the other route points P1 to P7 will be described later. In addition, the traveling control points Q are originally generated virtually at intervals of 0.05 m, but only a part of the traveling control points Q is shown for easy understanding of the drawing.

  As described above, the entire travel routes RT1 to RT3 are configured by the pattern travel portion RT1, the reverse turning portion RT2, and the final reverse portion RT3. The pattern travel unit RT1 is a travel route generated by a combination of route patterns PT1 to PT10 stored in a route pattern memory 92c (see FIG. 6) described later. In the example shown in FIG. 2, the travel route from the route point P0 to the route point P6 is the pattern travel unit RT1.

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

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

  When the pattern travel portion RT1 is generated and the reverse turning portion RT2 and the final reverse portion RT3 are determined, a travel control point Q is virtually generated for each of the travel routes RT1 to RT3. When the traveling control point Q is virtually generated, vehicle setting information for setting the vehicle state of the vehicle 1 is generated for each traveling control point Q, and the traveling control point Q is identified. Index number (hereinafter referred to as “ID number”) is set.

  As for this ID number, the traveling control point Q closest to the route point P0 (starting position of the vehicle 1) among the traveling control points Q on the traveling routes RT1 to RT3 is set to the first. After that, ID numbers are set in order up to the travel control point Q that overlaps the target parking position so that the ID numbers increase by 1 along the travel routes RT1 to RT3. This ID number is used by the CPU 91 to identify which section of the travel control point Q is the travel control point Q.

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

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

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

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

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

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

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

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

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

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

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

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

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

Next, the route point _{P B (x B, y B} ) corresponding to the destination when moving the vehicle 1 from the path points _{P i} in accordance with the route pattern PT7 and, heading theta _B at the path point _{P B} A method for calculating the value will be described. The change amount Δθ in the vehicle direction theta _B in the path point P _B, and heading theta _i in the route point P _i can be calculated similarly by the above expression. Therefore, the route point P _B (x _B , y _B ) and the vehicle orientation θ _{B at the} route point P _B are:
θ _B = θ _i + Δθ
x _B = x _i + 2R · sin (Δθ / 2) · cos (θ _i + Δθ / 2)
y _B = y _i + 2R · sin (Δθ / 2) · sin (θ _i + Δθ / 2)
Can be calculated. Similarly, for the route pattern PT3, the route point P and the vehicle orientation θ can be calculated by this equation.

Similarly, path points corresponding to the destination when moving the vehicle 1 from the path points P _i in accordance with the route pattern _{PT9 P C (x C, y} C) and, heading θ at that path points P _{C With C}
θ _C = θ _i −Δθ
x _C = x _i + 2R · sin (Δθ / 2) · cos (θ _i −Δθ / 2−π)
y _C = y _i + 2R · sin (Δθ / 2) · sin (θ _i −Δθ / 2−π)
Can be calculated. Similarly, for the route pattern PT5, the route point P and the vehicle orientation θ can be calculated by this equation.

The route point _{P D (x D, y D} ) that corresponds to the destination when moving the vehicle 1 from the path points _{P i} in accordance with the route pattern PT10 and the vehicle direction theta _D at the path point _{P D} Is
θ _D = θ _i + Δθ
x _D = x _i + 2R · sin (Δθ / 2) · cos (θ _i + Δθ / 2−π)
y _D = y _i + 2R · sin (Δθ / 2) · sin (θ _i + Δθ / 2−π)
Can be calculated. Similarly, for the route pattern PT6, the route point P and the vehicle orientation θ can be calculated by this equation.

Further, although not shown, the route point _{P E (x E, y E} ) that corresponds to the destination when moving the vehicle 1 from the path points P _i in accordance with the route pattern PT1 and, the route point P the vehicle direction theta _E in _E,
θ _E = θ _i
x _E = x _i + CL · cos (θ _i )
y _E = y _i + CL · sin (θ _i )
Can be calculated.

The route point _{P F (x F, y F} ) that corresponds to the destination when moving the vehicle 1 from the path points _{P i} in accordance with the route pattern PT2 and a vehicle direction theta _F at the route point _{P F} Is
θ _F = θ _i
x _F = x _i + CL · cos (θ _i + π)
y _F = y _i + CL · sin (θ _i + π)
Can be calculated.

By using the equations described with reference to FIG. 4 described above, the path points P corresponding to the destination when moving the vehicle 1 from the path points P _i in accordance with the route pattern PT1～PT10, the vehicle direction θ can be calculated. Therefore, the pattern running part RT1 can be generated.

  In the present embodiment, the temporary travel route RT1 is generated by combining the route patterns PT1 to PT10 in a predetermined order. When this temporary travel route RT1 is generated, it is next determined whether or not there is a reverse turning portion RT2 following the temporary traveling route RT1 and a final reverse portion RT3 following the reverse turning portion RT2. . This determination condition is referred to as a parking condition in the present embodiment.

  In addition, when the parking possible condition is satisfied here, the temporary traveling route RT1 is set as the pattern traveling unit RT1, and based on the established parking enabled condition, the reverse turning unit RT2 and the final reverse unit RT3 are determined, and the traveling The entire paths RT1 to RT3 are generated. On the other hand, if the parking available condition is not satisfied, another temporary travel route RT1 is generated, and it is determined again whether the parking available condition is satisfied. The generation of the provisional travel route RT1 and the determination of the parking available condition are repeated until the parking available condition is satisfied or until all combinations of predetermined route patterns PT1 to PT10 are generated.

  Here, parking conditions will be described with reference to FIGS. FIG. 5A is a schematic diagram for explaining an example of a route point P on the travel routes RT1 to RT3, and FIG. 5B is a schematic diagram for explaining parking conditions. In FIG. 5A, the travel route to the route points P0 to P6 corresponds to the pattern travel portion RT1, the travel route to the route points P6 to P7 corresponds to the reverse turning portion RT2, and the route points P7 to P8. The travel route up to corresponds to the final reverse portion RT3.

  In the present embodiment, each time a temporary travel route RT1 is generated, it is determined whether or not a parking condition is satisfied at a route point P corresponding to the end of the temporary travel route RT1 (see FIG. 9). If the parking available condition is not satisfied, another temporary travel route RT1 is generated.

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

  For example, as shown in FIG. 5A, at the route point P0 that is the departure point of the vehicle 1, ten temporary travel routes RT1 indicated by dotted lines and solid lines are generated one by one in order, Every time RT1 is generated, it is determined whether or not a parking condition is satisfied. However, since the parking condition is not satisfied in any case, the temporary travel route RT1 is next extended so that the travel route is extended in 10 directions from the end of each of the 10 travel routes RT1 generated earlier. Is generated. Then, it is determined whether each parking condition is satisfied.

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

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

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

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

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

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

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

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

Note that the path point P corresponding to the connection position of the backward revolving part RT2 and the final retreating part RT3 is (x _v0 −P _x , y _v0 −P _ry ), so two paths indicating the reverse revolving part RT2 The point P becomes a path point P _V0 and a path point P (x _v0 −P _x , y _v0 −P _ry ), and the two path points P indicating the final retreat part RT3 are the path point P (x _v0 − P _x , y _v0 −P _ry ) and path point P _vn .

  Next, the detailed configuration of the travel control device 100 will be described with reference to FIG. FIG. 6 is a block diagram showing an electrical configuration of the travel control device 100. The travel control device 100 includes a CPU 91, a flash memory 92, and a RAM 93, which are connected to an input / output port 95 via a bus line 94. The input / output port 95 includes a wheel driving device 3, a steering driving device 5, a steering sensor device 21, a gyro sensor device 22, a wheel rotation sensor 23, first to third distance sensors 24a to 24c, and automatic parking. The switch 25 and other input / output devices 99 are connected.

  The CPU 91 is an arithmetic unit that controls each unit connected by the bus line 94, and the flash memory 92 is a non-rewritable nonvolatile memory for storing a control program executed by the CPU 91, fixed value data, and the like. . In addition, the automatic parking process shown in the flowchart of FIG. 8, which will be described later, the point route generation process shown in the flowchart of FIG. 9, the pattern travel part control point generation process shown in the flowchart of FIG. 10, and the reverse turning part control point shown in the flowchart of FIG. 14, the final retreat part control point generation process shown in the flowchart of FIG. 14, the section travel process shown in the flowchart of FIG. 20, the in-section obstacle confirmation process shown in the flowchart of FIG. 21, and the obstacle type determination shown in the flowchart of FIG. Each program for executing the processing, the out-of-section travel processing shown in the flowchart of FIG. 25, and the out-of-section obstacle confirmation processing shown in the flowchart of FIG. 26 is stored in the flash memory 92.

  The flash memory 92 includes a vehicle information memory 92a, an obstacle determination area memory 92b, a route pattern memory 92c, a determination conditional expression memory 92d, a dynamic obstacle movement waiting time memory 92e, and a static obstacle. A confirmation time memory 92f is provided.

  The vehicle information memory 92a stores the vehicle length L of the vehicle 1 and the lateral width W of the vehicle 1 (see FIG. 18A). Further, the distance from the reference point of the vehicle 1 to the rear surface of the vehicle 1 on the longitudinal axis of the vehicle 1 is stored as the center rear surface distance Lg of the vehicle 1 (see FIG. 18A). Further, the distance between the axles of the front wheels 2FL and 2FR in the vehicle 1 and the axles of the rear wheels 2RL and 2RR in the vehicle 1 is stored as a wheel base WL (not shown).

  When the vehicle position and vehicle orientation of the vehicle 1 are determined, the obstacle determination area memory 92b is an area occupied by the vehicle 1 at the vehicle position (hereinafter referred to as “obstacle determination area E”) (FIG. 18 ( a) a memory in which various constants for calculating (see) are stored. The obstacle determination area E is configured by a rectangular area surrounding the entire vehicle 1, the distance in the front-rear direction of the vehicle 1 is set to “L + ΔL”, and the distance in the side surface direction of the vehicle 1 is set to “W + ΔW”. Is set.

  More specifically, the obstacle determination area E is longer by “ΔL / 2” from the front and rear surfaces of the vehicle 1 to the front and rear of the vehicle 1, and from the left and right sides of the vehicle 1 to the left side of the vehicle 1. In the surface direction and the right side surface direction, the distance is “ΔW / 2” longer. This is a margin provided to allow the vehicle 1 to autonomously travel safely without contacting the obstacle. In the present embodiment, the area occupied by the obstacle determination area E of the vehicle 1 while the vehicle 1 is stopped or running is set as the running area of the vehicle 1, not the area that the vehicle 1 itself occupies while traveling.

  The obstacle determination area E is an area for forming the scheduled passage area KF. Although details will be described later, when the vehicle 1 is traveling autonomously on the travel route RT1, each travel control point from the current position of the vehicle 1 to the end of the section of the section in which the vehicle 1 is currently traveling. A sum of the obstacle determination areas E corresponding to Q is defined as a scheduled passage area KF. On the other hand, when the vehicle 1 is traveling autonomously on the travel routes RT2 to RT3, the obstacle corresponding to each travel control point Q from the current position of the vehicle 1 to the target parking position on the travel routes RT2 to RT3. A combination of the determination areas E is defined as a scheduled passage area KF.

  The obstacle determination area memory 92b stores a distance “L + ΔL” in the traveling direction of the vehicle 1 in the obstacle determination area E and a distance “W + ΔW” in the side direction of the vehicle 1 in the obstacle determination area E. Further, a straight line distance M1 (see FIG. 18A) from the reference point of the vehicle 1 to the right front vertex in the obstacle determination area E, and an angle formed by the straight line and the axles of the left and right rear wheels 2RL and 2RR in the vehicle 1 α, a straight line distance M2 from the reference point of the vehicle 1 to the right rear vertex in the obstacle determination area E (see FIG. 18A), and the axles of the right and left rear wheels 2RL and 2RR in the vehicle 1 The angle β to be formed is stored.

  Although details will be described later, each value stored in the vehicle information memory 92a and the obstacle determination area memory 92b is an obstacle corresponding to the vehicle position when the vehicle position and the vehicle direction of the vehicle 1 are determined. In order to calculate the position information of the four vertices of the determination area E, it is used by the CPU 91.

  The route pattern memory 92c is a memory that stores the above-described ten types of route patterns PT1 to PT10. The determination conditional expression memory 92d is a memory that stores 16 types of determination conditional expressions used for determining whether or not an obstacle exists on the travel routes RT1 to RT3. The determination conditional expression is a primary inequality for determining whether or not there is an obstacle in the obstacle determination area E corresponding to the traveling control point Q. The details of the 16 types of judgment condition formulas will be described later with reference to FIG. 22. If there is an obstacle and the judgment condition formula is not established, it indicates that there is no obstacle in the obstacle determination area E.

  As described above, in the present embodiment, when the vehicle 1 is autonomously traveling on the travel route RT1, the traveling from the current position of the vehicle 1 to the end of the section in the section where the vehicle 1 is currently traveling is performed. It is monitored whether there is an obstacle in the area (planned passage area) KF. In that case, first, the travel control point Q closest to the current position of the vehicle 1 is specified among the travel control points Q in the section where the vehicle 1 is currently traveling.

  Then, for each traveling control point Q that is continuously arranged from the identified traveling control point Q to the last traveling control point Q in the currently traveling section, one kind of judging condition formula is selected, and the judging condition formula is selected. It is used to determine whether or not an obstacle enters the obstacle determination area E. Since the obstacle determination area E of each traveling control point Q is an area where the vehicle 1 is scheduled to pass, the area obtained by adding the obstacle determining area E of each traveling control point Q is a scheduled passing area KF. . Therefore, for each traveling control point Q, it is possible to determine whether there is an obstacle in the scheduled passage area KF by determining whether an obstacle does not enter the obstacle determination area E.

  In general, whether or not an obstacle exists on the travel routes RT1 to RT3 is determined by actually running the vehicle 1 and checking the obstacle in the obstacle determination area E of the vehicle 1 while the vehicle 1 is traveling. Judgment is made based on whether or not there is. In this case, since the obstacle determination area E is set based on the vehicle position of the vehicle 1, the obstacle determination area E is always at the same position as viewed from the vehicle 1 regardless of whether the vehicle 1 is traveling or stopped. It becomes a fixed state.

  On the other hand, when checking whether there is an obstacle on the travel routes RT1 to RT3 on which the vehicle 1 is scheduled to travel, as in the present embodiment, the travel route RT1 on which the vehicle 1 is scheduled to travel. Obstacle determination area E needs to be calculated along RT3. When each obstacle determination area E is viewed from the current position of vehicle 1, the obstacle is determined according to the vehicle position and vehicle direction where vehicle 1 is scheduled to travel. The object determination area E rotates as appropriate.

  Therefore, in the present embodiment, the obstacle determination area E is calculated according to the vehicle position and the vehicle direction on the travel routes RT1 to RT3, and it is determined whether there is an obstacle in the obstacle determination area E. Go. In the present embodiment, in order to simplify the determination process, 16 types of primary inequalities for determining whether there are obstacles in the obstacle determination area E are provided as determination condition expressions. It is stored in the judgment condition expression memory 92d.

Details of the 16 types of judgment condition formulas will be described later with reference to FIG. 22. However, when judgment is performed using the judgment condition formulas, the vehicle orientation θ _v of the vehicle 1 at the travel control point Q, and the travel control According to the position information I _{1 to} I _{4 of the four} vertices of the obstacle determination area E at the point Q, one type of judgment condition formula is selected from the 16 types of conditional formulas, and the selected judgment condition formula Inside, constants a ₁₂ , a ₂₃ , a ₃₄ , a ₄₁ , b ₁₂ , b ₂₃ , b ₃₄ , b ₄₁ based on the positions of the four vertices of the obstacle determination area E at the traveling control point Q, Substitute location information. As a result of the substitution, if the judgment condition formula is satisfied, it is determined that there is an obstacle in the obstacle determination area E. If the determination condition formula is not satisfied, it is determined that there is no obstacle. In this manner, by providing the determination conditional expression in advance, the process for determining whether or not there is an obstacle in the obstacle determination area E can be simplified, so that the control burden can be reduced.

  The dynamic obstacle movement waiting time memory 92e is a memory in which the dynamic obstacle movement waiting time TD is stored. In the dynamic obstacle movement waiting time TD, the vehicle 1 is stopped when the obstacle is specified as the dynamic obstacle after the vehicle 1 is stopped because the obstacle exists in the scheduled passage area KF. It is time to wait in the state. Even if an obstacle exists in the scheduled passage area KF, if the obstacle is a dynamic obstacle, there is a high possibility that the dynamic obstacle moves outside the scheduled passage area KF.

  Therefore, in the present embodiment, the time when the dynamic obstacle existing in the scheduled passage area KF is assumed to move out of the scheduled passage area KF is set as the dynamic obstacle movement waiting time TD. The dynamic obstacle movement waiting time TD may be set as appropriate.

  If an obstacle in the scheduled passage area KF is identified as a dynamic obstacle after the vehicle 1 is stopped because an obstacle exists in the scheduled passage area KF, the stop time of the vehicle 1 is dynamically It is determined whether the obstacle movement waiting time TD has elapsed (see S127 in FIG. 20). Then, if there is an obstacle in the scheduled passing area KF until the stop time of the vehicle 1 passes the dynamic obstacle waiting time TD, the future driving contents of the vehicle 1 (for example, driving) Route regeneration, final destination change, etc.) are selected.

  On the other hand, when the obstacle in the scheduled passage area KF moves outside the vehicle 1 before the stop time of the vehicle 1 exceeds the dynamic obstacle movement waiting time TD, the traveling of the vehicle 1 is resumed. Therefore, when it is determined that there is an obstacle in the scheduled passage area KF, the control burden can be reduced more quickly than when the travel route is regenerated or the target position is changed without providing a waiting time. .

  The static obstacle confirmation time memory 92f is a memory in which the static obstacle confirmation time TS is stored. The static obstacle confirmation time TS is a state in which the vehicle 1 is stopped when the obstacle is identified as a static obstacle after the vehicle 1 is stopped because an obstacle exists in the scheduled passage area KF. It is time to wait at. If there is an obstacle in the scheduled passage area KF and it is a static obstacle, the static obstacle is unlikely to move out of the scheduled passage area KF.

  However, although the obstacle is identified as a static obstacle, it is actually a dynamic obstacle and may have been stopped by chance. In order to reconfirm whether or not is a static obstacle, a static obstacle confirmation time TS is assumed to be a time when an existing place moves if it is a dynamic obstacle. In addition, what is necessary is just to set this static obstacle confirmation time TS suitably.

  If an obstacle in the scheduled passage area KF is specified as a static obstacle after the vehicle 1 is stopped because an obstacle exists in the scheduled passage area KF, the stop time of the vehicle 1 is static. It is determined whether the obstacle confirmation time TS has elapsed (see S128 in FIG. 20). Then, if there is an obstacle in the scheduled passage area KF until the stationary stop time of the vehicle 1 passes the static obstacle confirmation time TS, the future driving contents of the vehicle 1 (for example, driving) Route regeneration, final destination change, etc.) are selected.

  On the other hand, if the obstacle in the scheduled passage area KF moves outside the vehicle 1 before the static obstacle confirmation time TS has elapsed, the vehicle 1 is restarted. Therefore, when it is determined that there is an obstacle in the scheduled passage area KF, the control burden can be reduced more quickly than when the travel route is regenerated or the target position is changed without providing a waiting time. .

  The RAM 93 is a rewritable volatile memory, and is a memory for temporarily storing various data when the control program executed by the CPU 91 is executed. The RAM 93 includes a vehicle surrounding information memory 93a, a point route pattern memory 93b, a point route memory 93c, a travel control point memory 93d, a maximum index number memory 93e, a maximum section number memory 93f, and a traveling section number memory. 93g, an obstacle detection position memory 93h, and a dynamic obstacle flag memory 93i are provided.

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

  The scanning result stored in the vehicle surrounding information memory 93a indicates that there is no obstacle in the scheduled passage area KF while the traveling control device 100 autonomously travels the vehicle 1 from the current position to the target parking position. In order to confirm, it is referred by CPU91 (refer S118 of FIG. 20, S174 of FIG. 25). In addition, when there is an obstacle in the scheduled passage area KF, the CPU 91 determines whether the obstacle in the scheduled passage area KF is a dynamic obstacle or a static obstacle. Reference is made (see S125 in FIG. 20).

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

  The combination of the route pattern numbers “PT1 to PT10” stored in the point route pattern memory 93b obtains the state of whether the vehicle 1 is moving forward or backward at each route point P on the traveling routes RT1 to RT3. Or when acquiring the state of presence / absence of switching (see S59 in FIG. 10, S80 in FIG. 12, and S99 in FIG. 14). It is also referred to when calculating the position of the route point P in the pattern travel unit RT1 (see FIG. 4).

  The point route memory 93c is a memory in which route point information of each route point P indicating the travel routes RT1 to RT3 is stored. As described above, the route point information is configured by the vehicle position of the vehicle 1 at the route point P and the vehicle orientation θ of the vehicle 1 at the route point P. Further, as described above, in the pattern travel unit RT1 among the travel routes RT1 to RT3, the start point and the end point of the travel route corresponding to the route patterns PT1 to PT10 are set as the route points P, respectively. Further, in the backward turning portion RT2 and the final backward portion RT3, the starting point and the ending point of each traveling route RT2, RT3 are set as the route point P.

  When the CPU 91 generates the entire travel routes RT1 to RT3, the route point information of the route point P in the pattern travel unit RT1, the route point information of the route point P in the reverse turning unit RT2, and the route point in the final retreat unit RT3. The P path point information is stored in the point path memory 93c (see S43 in FIG. 9). The route point information of each route point P stored in the point route memory 93c is referred to in order to generate the travel control point Q.

  The travel control point memory 93d is a memory in which vehicle setting information of each travel control point Q, which is a point generated for the travel routes RT1 to RT3, is stored. As described above, the traveling control point Q is a point for controlling the traveling state of the vehicle 1 such as the traveling direction when the traveling control device 100 causes the vehicle 1 to autonomously travel along the traveling routes RT1 to RT3. .

  In the present embodiment, when the travel control point Q is generated for the travel routes RT1 to RT3, the travel control is virtually performed on the travel routes RT1 to RT3 at intervals of 0.05 m from the current position to the target parking position. A point Q is generated (see S8, S9, and S10 in FIG. 8). A travel control point Q is always generated on each route point P excluding the route point P0 (starting position of the vehicle 1). For each traveling control point Q, vehicle setting information is generated, an ID number for identifying the traveling control point Q is set, and the generated vehicle setting information of the traveling control point Q is set. The traveling control point Q is associated with the ID number of the traveling control point Q and stored in the traveling control point memory 93d.

  Here, an example of the contents of the travel control point memory 93d will be described with reference to FIG. FIG. 7 is a schematic diagram showing an example of the contents of the travel control point memory 93d. As shown in FIG. 7, the travel control point memory 93 d stores a table indicating vehicle setting information for each travel control point Q. This table shows a state in which the vehicle setting information corresponding to each travel control point Q is associated with the ID number corresponding to that travel control point Q. Moreover, in this table, each vehicle setting information is arranged in order of ID number.

  The vehicle setting information of each traveling control point Q includes the vehicle position of the vehicle 1 at the traveling control point Q, the vehicle orientation of the vehicle 1 at the traveling control point Q, the steering angle δ of the vehicle 1 at the traveling control point Q, and the traveling control. The traveling direction flag at the point Q and the switching determination flag at the traveling control point Q are configured. An ID number is associated with the vehicle setting information of each travel control point Q.

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

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

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

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

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

  When the vehicle 1 is autonomously traveling in the backward turning portion RT2 or the final backward portion RT3, the CPU 91 determines that the distance between the current position of the vehicle 1 and the final destination (origin O) is a predetermined distance (for example, 0). .1 m), it is determined that the vehicle 1 has arrived at the final destination.

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

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

  The traveling section number memory 93g is a memory in which a traveling section number SC indicating a currently traveling section number is stored. The CPU 91 identifies the currently traveling section by referring to the traveling section number SC. The traveling section number SC is initialized to 1 when the vehicle 1 starts autonomous traveling (see S111 in FIG. 20), and the vehicle 1 is the last traveling control point Q in the section where the vehicle 1 is currently traveling. Each time it reaches, 1 is added (see S115 in FIG. 20).

Therefore, when the vehicle 1 finishes traveling through all sections (that is, the pattern traveling unit RT1), the traveling section number SC exceeds the above-described maximum section number _SCmax . If the traveling section number SC is equal to or less than the maximum section number SC _max , the CPU 91 executes section traveling processing (see S14 in FIG. 8) for causing the vehicle 1 to travel on the traveling route RT1 in units of sections. If SC exceeds the maximum number of sections SC _max , an out-of-section travel process (see S17 in FIG. 8) for causing the vehicle 1 to travel on the travel routes RT2 and RT3 is executed.

  The obstacle detection position memory 93h is a memory in which the position information of obstacles existing in the scheduled passage area KF is stored among the obstacle position information stored in the vehicle surrounding information memory 93a.

  When the vehicle 1 is traveling autonomously on the travel route RT1, the CPU 91 specifies the travel control point Q closest to the current position of the vehicle 1 among the travel control points Q in the section where the vehicle 1 is currently traveling. Then, for each traveling control point Q that is continuously arranged from the identified traveling control point Q to the last traveling control point Q in the currently traveling section, one kind of judging condition formula is selected, and the judging condition formula is selected. It is used to determine whether an obstacle enters the obstacle determination area E.

  When an obstacle enters the obstacle determination area E, the obstacle position information is stored in the obstacle detection position memory 93h (see S147 in FIG. 21 and S207 in FIG. 26), and each running If no obstacle enters the obstacle determination area E at the control point Q, the obstacle detection position memory 93h is cleared (see S146 in FIG. 21 and S206 in FIG. 26).

  The obstacle detection position memory 93h is referred to by the CPU 91 in order to specify the type of whether the obstacle present in the scheduled passage area KF is a dynamic obstacle or a static obstacle. Although details will be described later, when obstacle position information is stored in the obstacle position detection memory 93h, an obstacle corresponding to the position information stored in the obstacle position detection memory 93h after a predetermined time has elapsed. Whether or not an obstacle exists in the determination area E is determined again.

  Here, if there is an obstacle in the obstacle determination area E, the obstacle stays at the same place even after a predetermined time has elapsed, and thus is identified as a static obstacle. On the other hand, if there is no obstacle in the obstacle determination area E, the obstacle is not staying at the same place but is moving, so that it is identified as a dynamic obstacle.

  The dynamic obstacle flag memory 93i is a memory in which a dynamic obstacle flag indicating a type of whether the obstacle existing in the scheduled passage area KF is a dynamic obstacle or a static obstacle is stored. . The dynamic obstacle flag is set to ON when an obstacle existing in the scheduled passage area KF is identified as a dynamic obstacle (see S163 in FIG. 24), and is identified as a static obstacle. In this case (see S164 in FIG. 24).

  More specifically, an obstacle that is determined to be present when a predetermined time has elapsed since it is determined that an obstacle is present in the obstacle determination area E that is a constituent unit of the scheduled passage area KF. If there is an obstacle in the determination area E, it is set to off. That is, when an obstacle remains in the same obstacle determination area E even after a predetermined time has elapsed, it is set to OFF.

  On the other hand, if a predetermined time has passed since it is determined that an obstacle exists in the obstacle determination area E, an obstacle does not exist in the obstacle determination area E where it is determined that the obstacle exists. , Set to on. That is, when the obstacle moves out of the obstacle determination area E where it is determined that an obstacle exists before the predetermined time elapses, it is set to ON. This dynamic obstacle flag is referred to when it is determined that an obstacle exists in the scheduled passage area KF and the vehicle 1 is stopped.

  Although details will be described later, when the vehicle 1 stops, the stop time of the vehicle 1 is then counted, and the traveling content of the vehicle 1 is determined according to the stop time. Here, if the dynamic obstacle flag is on, it is determined whether the stop time of the vehicle 1 has passed the dynamic obstacle movement waiting time TD (see S127 in FIG. 20 and S182 in FIG. 25). If the static obstacle flag is off, it is determined whether the stop time of the vehicle 1 has passed the static obstacle confirmation time TS (see S128 in FIG. 20 and S183 in FIG. 25).

  If the stop time of the vehicle 1 has passed the time corresponding to the dynamic obstacle flag, that is, if an obstacle continues to exist in the scheduled passage area KF, the future travel details of the vehicle 1 (for example, the travel route) Regeneration, change of final destination, etc.) are selected. On the other hand, if the obstacle does not exist in the scheduled passage area KF before the stop time of the vehicle 1 has passed the time corresponding to the dynamic obstacle flag, the vehicle 1 resumes running again.

  Next, the automatic parking process executed by the CPU 91 of the travel control device 100 mounted on the vehicle 1 will be described with reference to the flowcharts of FIGS. 8 to 26 and schematic diagrams. FIG. 8 is a flowchart showing an automatic parking process executed by the traveling control device 100. In the automatic parking process, the vehicle 1 is autonomously driven from the current position to the parking position targeted by the driver, and the vehicle 1 is stopped at the parking position, and the automatic parking switch 25 is pressed by the driver. To be executed.

  In the automatic parking process, first, the driver obtains the target parking position as the final destination, and when the vehicle 1 is parked at the final destination, the left and right rear wheels 2RL, 2RR are set on the axles as the x-axis. The front and rear axes of the vehicle 1 are set as the y axis, and the intersection of the x axis and the y axis is determined as the origin O (S1). For example, a surrounding image of the vehicle 1 is displayed on a touch panel (not shown) provided in the vehicle 1 to notify the driver to input the parking position. When the display screen is touched by the driver, the parking position corresponding to the touched screen position is calculated and set as the origin O.

  Next, the current point is set as the departure point (S2), and then the point route pattern memory 93b of the RAM 93 is cleared (S3). Then, a point path generation process is executed (S4). Here, with reference to FIG. 9, the point path | route production | generation process performed by CPU91 of the traveling control apparatus 100 mounted in the vehicle 1 is demonstrated. FIG. 9 is a flowchart showing a point route generation process executed by the traveling control device 100. The point route generation process is a process for generating the entire travel routes RT1 to RT3 from the departure point to the final destination.

  In the point route generation process, the variable a is set to 0, the variable m is set to 6, and the variables a and m are initialized (S31). One permutation is acquired from the overlapping permutations composed of a number of path pattern numbers that allow (S32). Here, one duplication permutation is acquired in order from the smallest path pattern number. For example, if a = 0, nothing is acquired, “PT1” is acquired first, “PT2” is acquired second, a duplicate permutation is acquired in the same manner when a = 1. Is done. In the case of a = 2, “PT1, PT1” is acquired first, “PT1, PT2” is acquired second, “PT1, PT3” is acquired third, and so on. An overlapping permutation is acquired, and “PT10, PT10, PT10, PT10, PT10, PT10” is acquired at the end when a = 6.

  Next, a travel route RT1 corresponding to the overlapping permutation acquired in the process of S32 is generated, and the arrival point is acquired (S33). As described above, in the present embodiment, when generating a travel route, a route point P indicating the travel route is generated. Next, it is determined whether a parking condition is satisfied at the route point P indicating the arrival point among the route points P indicating the travel route RT1 (S34).

  In the present embodiment, in the process of S31, the initial setting is performed with a = 0 without performing the initial setting with a = 1. This is because it is determined by the process of S34 whether parking conditions are satisfied at the departure point. If a = 1 is initially set, the travel route RT1 is always generated, and if the parking condition is satisfied at the departure point, the useless travel route RT1 is generated. Therefore, by initially setting a = 0, generation of a useless travel route RT1 can be suppressed, and processing costs can be suppressed.

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

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

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

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

  Here, the description returns to FIG. When the point route generation process (S4) is completed, it is next determined whether or not the travel routes RT1 to RT3 are generated by the process of S4 (S5). If the determination in S5 is negative (S5: No), since the travel route to the final destination is not found, the driver is notified that there is no travel route to the final destination (S16), The process proceeds to S21.

On the other hand, if the determination in S5 is affirmative (S5: Yes), 1 is stored in the maximum index number memory 93e of the RAM 93, and the maximum index number ID _max is initially set (S6). And the process of S7-S10 mentioned later is performed and the driving | running | working control point Q with respect to driving | running route RT1-RT3 produced | generated by the process of S4 is produced | generated.

Specifically, first, it is determined whether the maximum section number SC _max stored in the maximum section number memory 93f is greater than 0 (S7). If the determination of S7 is affirmative (S7: Yes), the pattern A traveling unit control point generation process is executed (S8) to generate a traveling control point Q for the pattern traveling unit RT1. Then, the process proceeds to S9 process.

  On the other hand, when the determination of S7 is negative (S7: No), the parking condition is satisfied at the departure point. In this case, since there is no pattern traveling part RT1, the process of S8 is skipped and the process proceeds to S9. In the process of S9, a reverse turning part control point generation process is executed (S9), and a traveling control point Q for the reverse turning part RT2 is generated. Thereafter, a final reverse portion control point generation process is executed (S10), and a travel control point Q for the final reverse portion RT3 is generated.

  As described above, in the present embodiment, the above-described point route generation process (S4) is executed, and only when the travel routes RT1 to RT3 are generated (S5: Yes), the processes of S6 to S10 are executed. Thus, a travel control point Q for the travel routes RT1 to RT3 is generated.

  Therefore, when the travel route RT1 in which the vehicle 1 cannot reach the target parking position is generated, the process of generating the travel control point Q is not executed. Therefore, it is possible to suppress unnecessary processing that is irrelevant for causing the vehicle 1 to autonomously travel to the target parking position.

  Further, as described above with reference to FIG. 2, in the present embodiment, not only the position corresponding to each route point P among the travel routes RT <b> 1 to RT <b> 3, but also virtually travels between each route point P. A control point Q is generated. Ideally, if a travel control point Q is virtually generated only at a position corresponding to each route point P and the vehicle 1 is autonomously traveled based on the travel control point Q, the vehicle 1 travels along the travel route RT1. Although the vehicle can travel on RT3, the vehicle position may actually deviate from the travel routes RT1 to RT3 due to various disturbances such as the road surface condition, the number of passengers and the load of the vehicle 1, and the like.

  Therefore, in the present embodiment, a travel control point Q is virtually generated between the route points P in addition to the position corresponding to each route point P, and the vehicle 1 such as the traveling direction is determined for each travel control point Q. It is possible to correct the running state of. Therefore, when the travel control device 100 causes the vehicle 1 to travel autonomously and travel on the travel routes RT1 to RT3, the travel state of the vehicle 1 is set so that the vehicle 1 can travel smoothly on the travel routes RT1 to RT3. Can be controlled.

  Here, with reference to FIGS. 10 to 15, the pattern travel part control point generation process (S8), the reverse turning part control point generation process (S9), and the final reverse part control point generation process (S10) will be described. First, the pattern traveling unit control point generation process (S8) will be described with reference to FIG. FIG. 10 is a flowchart showing a pattern traveling unit control point generation process executed by the traveling control device 100.

  The pattern travel part control point generation process is a process for generating a travel control point Q for the pattern travel part RT1 among the travel routes RT1 to RT3 generated in the process of S4. Travel control points Q are generated at intervals of 0.05 m. In the pattern travel unit RT1, since the travel distance CL between the adjacent route points P is all 2 m, 41 travel control points Q are always required between the adjacent route points P. In the point generation process, the other 40 traveling control points Q are generated without generating the traveling control points overlapping the route point P closer to the departure point.

  More specifically, of the two adjacent route points, the route point P closer to the departure point is set as the first route point P, and the route point P closer to the final destination is set as the second route point P. In this case, the travel control point Q is not generated on the first route point P, and the first travel control point Q is generated at a position close to the second route point P by 0.05 m from the first route point P. And the traveling control point Q is produced | generated in order, and the 40th traveling control point Q is made to overlap with the 2nd path | route point P. FIG.

  In the pattern traveling unit control point generation process, first, the variable j is set to 0, the variable n is set to 40, and the variables j and n are initially set (S51). Next, the jth route point P from the departure point is set as the first route point P, and the (j + 1) th route point P is set as the second route point P (S52). For example, in the travel route RT1 shown in FIG. 2, seven route points P from P0 to P6 are provided. Here, when the variable j is 0, the route point P0 is the first route point P, and the route point P1 is the second route point P.

  Next, the vehicle position and vehicle direction, which are the route point information of the first route point P, are obtained from the point route memory 93c of the RAM 93 (S53), and similarly, the vehicle position which is the route point information of the second route point P. The vehicle direction is acquired from the point route memory 93c (S54).

  Then, the steering angle δ of the vehicle 1, the turning center K of the vehicle 1, and the turning radius R of the vehicle 1 for calculating the vehicle 1 from the first route point P to the second route point P are calculated (S55). . In the process of S55, the steering angle δ, the turning center K, and the turning radius R are calculated based on the overlapping permutations of the route pattern numbers stored in the point route pattern memory 93b. Since the pattern travel portion RT1 is obtained by connecting travel routes corresponding to the route patterns PT1 to PT10, the travel distance CL and the turning radius R are originally determined. As a result, the steering angle δ and the turning center K The turning radius R is uniquely determined.

When the turning radius of the vehicle 1 is R and the distance between the axles of the front wheels 2FL and 2FR in the vehicle 1 and the axles of the rear wheels 2RL and 2RR in the vehicle 1 is the wheelbase WL, the steering angle of the vehicle 1 δ is
δ = tan ⁻¹ (WL / R)
Is calculated by Further, a change amount Δθ in the vehicle direction when the vehicle 1 moves from the first route point P to the second route point P is calculated (S56). An expression for calculating the vehicle direction change amount Δθ will be described later.

  Then, the variable i is set to 1 and the variable i is initialized (S57). Next, among the travel control points Q provided on the route from the first route point P to the second route point P, the position (vehicle position) of the i-th travel control point Q from the first route point P, and The vehicle direction is calculated (S58). The first travel control point Q is a travel control point Q that approaches the second route point P by 0.05 m from the first route point P, and the 40th travel control point Q overlaps the second route point P. I am doing so.

Here, with reference to FIG. 11, the position of the traveling control point Q generated for the pattern traveling unit RT1 and the vehicle direction thereof will be described. FIG. 11 is a schematic diagram for explaining an example of the travel control point Q generated for the pattern travel unit RT1 among the travel routes RT1 to RT3, and illustrates between two adjacent route points P. It is a thing. Here, the first path point is indicated as P _v0 (x _v0 , y _v0 ), and the second path point is indicated as P _vn (x _vn , y _vn ).

Since the pattern travel unit RT1 is generated based on the travel route corresponding to the route patterns PT1 to PT10, the travel distance CL and the turning radius R are determined in the first place. Therefore, the turning radius R and the turning center K (x _k , y _k ) when the vehicle 1 moves from the first route point P _v0 to the second route P _vn are determined in advance. Further, the travel distance CL of the vehicle 1 from the first route point P _v0 to the second route P _vn is all 2 m.

Therefore, the vehicle direction theta _v0 at the first path point P _v0, when the Δθ the variation of the vehicle direction theta _vn at the second path point P _vn, the amount of change Δθ is
Δθ = CL / R
Is calculated by In the process of S56 in FIG. 10, the change amount Δθ of the vehicle direction is calculated by this equation.

If the i-th travel control point from the first route point P is Q (x _vi , y _vi ) and the vehicle direction is θ _i ,
θ _i = i · Δθ / 40
x _vi = x _k + R · cos (θ _v0 −π / 2 + θ _i )
y _vi = y _k + R · sin (θ _v0 −π / 2 + θ _i )
Is calculated by Here, the first travel control point Q from the first route point P becomes a travel control point Q that approaches the second route point P by 0.05 m from the first route point P, and the 40th travel control point Q is It overlaps with the second path point P.

By using the mathematical formula described with reference to FIG. 11 above, between the route points P of the pattern travel unit RT1, the positions of the 40 travel control points Q and the vehicle orientation θ _i of the vehicle 1 at those positions Therefore, it is possible to generate all the travel control points Q corresponding to the pattern travel unit RT1.

  In the present embodiment, even if the route point P is generated roughly at intervals of 2 m and the travel route RT1 is generated based on the combination of the route patterns PT1 to PT10, thereafter, between the route points P of the travel route RT1, 0 is generated. Travel control points Q can be generated virtually at intervals of .05 m. Although details will be described later, also for the travel routes RT2 and RT3, the travel control points Q can be virtually generated at intervals of 0.05 m between the route points P of the travel routes RT2 and RT3.

  Therefore, the length CL of each travel route corresponding to the route patterns PT1 to PT10 is shortened (for example, 0.05 m, etc.), the travel route RT1 is generated in detail, or the pattern types of the route patterns PT1 to PT10 Since it is not necessary to store and store a large number of processes, the processing cost can be suppressed. Therefore, according to the traveling control apparatus 100, the traveling routes RT1 to RT3 of the vehicle from the initial position to the target position can be provided to the driver with a small processing cost.

  Here, the description returns to FIG. Then, the steering angle δ from the first path point P to the i-th travel control point Q, the traveling direction (forward or backward), and the presence / absence of turning back are acquired (S59). In the process of S59, the steering angle δ is acquired for the steering angle δ that is the same as that of the first path point P, regardless of the travel control point Q. Regardless of the traveling control point Q, the value indicating the same direction (forward or backward) is acquired as the traveling direction.

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

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

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

When the process of S59 is completed, the current maximum index number ID _max is associated with the vehicle setting information (vehicle position, vehicle direction, steering angle δ, traveling direction flag, turn-off flag) corresponding to the i-th travel control point Q. And stored in the travel control point memory 93d of the RAM 93 (S60).

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

  In S59, if a value indicating forward is acquired as the traveling direction, the traveling direction flag is set to “1” and a value indicating backward is acquired as the traveling direction in S60. The traveling direction flag is set to “−1”. If a value indicating no return is acquired as the presence / absence of the return in the process of S59, the return flag is set to “0” and the value indicating the return is indicated as the presence / absence of the return in the process of S60. If so, the return flag is set to “1”.

  Further, in the process of S60, when the vehicle setting information of the traveling control point Q is stored in the traveling control point memory 93d, each traveling control point Q is not overwritten so that the vehicle setting information of the other traveling control point Q is overwritten. Vehicle setting information is individually stored (see FIG. 7).

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

  Next, it is determined whether the value of the variable i is less than the value of the variable n (S62). If the determination in S62 is affirmative (S62: Yes), 1 is added to the variable i (S63). ), The process returns to S58. Then, 40 traveling control points Q are sequentially generated on the route from the first route point P to the second route point P.

  On the other hand, when the determination of S62 is negative (S62: No), since 40 travel control points Q are set between the first route point P and the second route point P, the pattern travel unit RT1 It is determined whether all travel control points Q have been generated (S64).

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

If the vehicle setting information of the last travel control point Q in the pattern travel unit RT1 is stored in the travel control point memory 93d when the process of S60 is performed, then the process of S61 is performed and the maximum The index number ID _max is updated. And the determination of S62 is denied and it branches to S62: No, Furthermore, the determination of S64 is denied and it branches to S64: No, and a pattern travel part control point production | generation process is complete | finished.

As a result, the maximum index number ID _max indicates the ID number of the travel control point Q that does not exist, but this maximum index number ID _max is obtained when the later-described reverse turning portion control point generation process is executed. This is associated with the vehicle setting information of the first traveling control point Q in the reverse turning section RT2. Therefore, discontinuous ID numbers are not associated with the vehicle setting information of the travel control point Q.

  Next, with reference to FIG. 12, the reverse turning part control point generation process (S9) will be described. FIG. 12 is a flowchart showing the reverse turning unit control point generation process executed by the traveling control device 100.

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

  In the reverse turning unit control point generation process, as in the pattern traveling unit control point generation process (see FIG. 10), the route point P closer to the departure point is selected as the first route point among the two adjacent route points. When the route point P closer to the final destination is the second route point P, the travel control point Q is not generated on the first route point P, and only 0.05 m from the first route point P. A first traveling control point Q is generated at a position approaching the second route point P. And the traveling control point Q is produced | generated in order, and the last traveling control point Q is made to overlap with the 2nd path | route point P. FIG.

  In the reverse turning portion control point generation process, first, two route points P indicating the reverse turning portion RT2 are specified among the route points P indicating the traveling routes RT1 to RT3 (S71). For example, in the case of the travel routes RT1 to RT3 shown in FIG. 2, the route point P6 and the route point P7 are specified.

  Next, of the two specified route points P, the route point P closer to the departure point on the travel routes RT1 to RT3 is set as the first route point P, and the route point P closer to the final destination is set as the second route point P. A route point P is set (S72). Then, the vehicle position and vehicle direction that are the route point information of the first route point P are acquired from the point route memory 93c of the RAM 93 (S73), and similarly, the vehicle position and the vehicle point that is the route point information of the second route point P and The vehicle direction is acquired from the point route memory 93c (S74).

Next, the steering angle δ of the vehicle 1, the turning center K of the vehicle 1, and the turning radius R of the vehicle 1 for calculating the vehicle 1 from the first route point P to the second route point P are calculated (S75). ). Incidentally, the turning center K of the vehicle 1 here, the turning radius R of the vehicle 1, and the turning center K calculated when the available parking condition is satisfied, it is the turning radius R _p. When the turning radius of the vehicle 1 is R and the wheel base of the vehicle 1 is WL, the steering angle δ of the vehicle 1 is
δ = tan ⁻¹ (WL / R)
Is calculated by Further, a change amount Δθ in the vehicle direction when the vehicle 1 moves from the first route point P to the second route point P is calculated (S76). An expression for calculating the vehicle direction change amount Δθ will be described later.

  Then, the number of travel control points Q generated between the first route point P and the second route point P is calculated and substituted for the variable n (S77). A formula for calculating the number of travel control points Q will also be described later.

  Next, the variable i is set to 1 and the variable i is initialized (S78). Among the travel control points Q generated for the travel route from the first route point P to the second route point P, the position (vehicle position) of the i-th travel control point Q from the first route point P and Then, the vehicle orientation is calculated (S79). The first travel control point Q is a travel control point Q that approaches the second route point P by 0.05 m from the first route point P, and the nth travel control point Q overlaps the second route point P. I am doing so.

Here, with reference to FIG. 13, the position of the traveling control point Q generated for the reverse turning portion RT2 and the vehicle direction thereof will be described. FIG. 13 is a schematic diagram for explaining an example of the traveling control point Q generated for the reverse turning portion RT2 among the traveling routes RT1 to RT3, and between the two route points P indicating the reverse turning portion RT2. Is illustrated. Here, of the two route points P, the first route point is indicated as P _v0 (x _v0 , y _v0 ), and the second route point is indicated as P _vn (0, y _vn ). At the second path point P _vn , the longitudinal axis of the vehicle 1 necessarily overlaps with the y-axis, so that the x value becomes 0 and the vehicle orientation becomes π / 2.

The reverse turning portion RT2 is a traveling route following the pattern traveling portion RT1, and the traveling route is determined so that the vehicle 1 makes a reverse turn at the same steering angle δ from the end of the pattern traveling portion RT1 to the target parking position. (See S41 in FIG. 9). Therefore, when the backward turning portion RT2 is determined, the turning center K (x _k , y _k ) and the turning radius R are determined.

Accordingly, when the amount of change between the vehicle direction θ _{v0 at} the first path point P _v0 and the vehicle direction π / 2 at the second path point P _vn is Δθ, the amount of change Δθ is
Δθ = θ _v0 −π / 2
Is calculated by In the process of S77 in FIG. 12, the vehicle direction change amount Δθ is calculated by this equation. The travel distance CL from the first route point P _v0 to the second route point P _vn is
CL = R · Δθ
Is calculated by

Therefore, when the traveling control points Q are generated at intervals of 0.05 m between the first path point P _v0 and the second path point P _vn , the total number n is
n = R · Δθ / 0.05
It becomes. If the total number n does not become an integer, the decimal point is rounded up to an integer. In the process of S77 in FIG. 12, the total number n calculated by this equation is substituted into the variable n.

If the i-th travel control point from the first route point P _v0 is Q (x _vi , y _vi ) and the vehicle direction is θ _i ,
θ _i = Δθ · (n−i) / n
x _vi = x _k + R · cos (θ _i )
y _vi = y _k + R · sin (θ _i )
Is calculated by Here, the first travel control point from the first path point _{P v0} Q is only 0.05m from the first path point _{P v0} travel control point Q becomes closer to the second path point P, from the first path point _{P v0} The nth travel control point Q overlaps with the second route point _Pvn .

By using the mathematical formula described with reference to FIG. 13 above, the position of each of the n travel control points Q and the vehicle orientation θ _i of the vehicle 1 at the position between the route points P of the reverse turning portion RT2 Therefore, it is possible to generate all the travel control points Q corresponding to the reverse turning portion RT2.

  Here, the description returns to FIG. Next, the steering angle δ from the first path point P to the i-th travel control point Q, the traveling direction (forward or backward), and the presence / absence of turning back are acquired (S80). Note that, in the processing of S80, the steering angle δ is acquired as the same steering angle δ as that of the first route point P regardless of the travel control point Q. In addition, as the traveling direction, a value indicating reverse is acquired. In addition, for the presence / absence of reversion, a value indicating that there is no reversion is acquired.

When the processing of S80 is completed, the current maximum index number ID _max is associated with the vehicle setting information (vehicle position, vehicle direction, steering angle δ, traveling direction flag, turn-off flag) corresponding to the i-th travel control point Q. And stored in the travel control point memory 93d of the RAM 93 (S81).

As described above, the maximum index number ID _max is initially set to 1 by the process of S6 in FIG. 8, and thereafter, the travel control point Q is generated until the travel control point Q overlapping the final destination is generated. 1 is added each time. Further, in the determination of S7 in FIG. 8, if the determination in S7 is affirmative, it is after the above-described pattern traveling unit control point generation process (see FIG. 10) is executed. Therefore, when the process of S80 is first executed, the maximum index number ID _max is updated to the first ID number of the reverse turning unit RT2 by the process of S61 of FIG.

Therefore, by generating the travel control point Q and repeating the process of associating the current maximum index number ID _max with the vehicle setting information corresponding to the travel control point Q, the IDs that are continuous through the travel routes RT1 to RT2 are obtained. Can be sequentially associated with the vehicle setting information of each travel control point Q.

On the other hand, if the determination in S7 is negative in the process of S7 in FIG. 8, the above-described pattern traveling unit control point generation process (see FIG. 10) is skipped, so the maximum index number ID _max is initially set to 1. It is the state that was done. Therefore, by generating the travel control point Q and repeating the process of associating the current maximum index number ID _max with the vehicle setting information corresponding to the travel control point Q, the vehicle setting information for each travel control point Q is Sequential ID numbers can be associated in order from 1.

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

When the processing of S81 is completed, then, by adding 1 to the current maximum index number _{ID max,} and it updates the maximum index number _{ID max,} stores the value to the maximum index number memory 93e (S82). Next, it is determined whether the value of the variable i is less than the value of the variable n (S83). If the determination in S83 is affirmative (S83: Yes), 1 is added to the variable i (S84). ), The process returns to S79. Then, n traveling control points Q are sequentially generated on the route from the first route point P to the second route point P. On the other hand, if the determination in S83 is negative (S83: No), since all n traveling control points Q have been generated, the reverse turning portion control point generation processing (S9) is terminated, and automatic parking processing ( Return to FIG.

If the vehicle setting information of the last travel control point Q in the reverse turning section RT2 is stored in the travel control point memory 93d when the process of S81 is performed, then the process of S82 is performed and the maximum The index number ID _max is updated. And determination of S83 is denied and it branches to S83: No, and a pattern travel part control point production | generation process is complete | finished.

As a result, the maximum index number ID _max indicates the ID number of the travel control point Q that does not exist, but this maximum index number ID _max is obtained when a later-described backward movement control point generation process is executed. This is associated with the vehicle setting information of the first traveling control point Q in the final reverse portion RT3. Therefore, discontinuous ID numbers are not associated with the vehicle setting information of the travel control point Q.

  Next, with reference to FIG. 14, the final retreat part control point generation process (S10) will be described. FIG. 14 is a flowchart showing the final reverse portion control point generation process executed by the traveling control device 100.

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

  In the final retreat part control point generation process as well, as in the pattern traveling part control point generation process (see FIG. 10), the route point P closer to the departure point is selected as the first route point from the two adjacent route points. When the route point P closer to the final destination is the second route point P, the travel control point Q is not generated on the first route point P, and only 0.05 m from the first route point P. A first traveling control point Q is generated at a position approaching the second route point P. And the traveling control point Q is produced | generated in order, and the last traveling control point Q is made to overlap with the 2nd path | route point P. FIG.

  Each process of S92 to S95 and S97 to S100 in the final retreat part control point generation process is the same as each process of S72 to S75 and S78 to S81 in the retreat turning part control point generation process of FIG. Each process of S101 and S102 in the final retreat part control point generation process is the same as each process of S83 and S84 in the retreat turning part control point generation process of FIG. Therefore, detailed description of similar processing is omitted, and only different portions (S91, S96, S103) are described in detail.

  In the final retreat portion control point generation process, first, two route points P indicating the final retreat portion RT3 are specified from among the route points P indicating the travel routes RT1 to RT3 (S91). For example, in the case of the travel routes RT1 to RT3 shown in FIG. 2, the route point P7 and the route point P8 are specified. And each process of S92-S95 is performed, Next, the number of the traveling control points Q produced | generated between the 1st route point P and the 2nd route point P is calculated, and it substitutes for the variable n (S96). A formula for calculating the number of travel control points Q will be described later.

  And each process of S97-100 is performed. In the final retreating part RT3, the vehicle 1 always moves backward with the front-rear axis of the vehicle 1 overlapping the y-axis, so the vehicle direction is always π / 2. Therefore, in the process of S99, all 0 is acquired as the steering angle δ regardless of the travel control point Q. In addition, as the traveling direction, a value indicating reverse is acquired. In addition, for the presence / absence of reversion, a value indicating that there is no reversion is acquired. Therefore, in the process of S100, all the traveling direction flags are set to “−1”, and all the turn-back flags are set to off.

Further, as described above, the maximum index number ID _max is initially set to 1 by the process of S6 in FIG. 8, and thereafter, the travel control point Q is generated until the travel control point Q overlapping the final destination is generated. 1 is added whenever it is done. Since the process of S100 is executed first after the process of S61 of FIG. 10 and the process of S82 of FIG. 12, the maximum index number ID _max is set to the first ID number of the final backward portion RT3. Has been updated.

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

  When the vehicle setting information of the traveling control point Q is stored in the traveling control point memory 93d, the vehicle setting information of each traveling control point Q is not overwritten so that the vehicle setting information of other traveling control points Q is overwritten. Remember each separately.

When the process of S100 is completed, the process of S101 is executed next. If the determination in S101 is affirmative (S101: Yes), the process of S102 is executed. Then, by adding 1 to the current maximum index number _{ID max,} and updates the maximum index number _{ID max,} it stores the value to the maximum index number memory 93e (S103). Thereafter, the process returns to S98. Then, n traveling control points Q are sequentially generated on the route from the first route point P to the second route point P. On the other hand, when the determination in S101 is negative (S101: No), since all the n traveling control points Q have been generated, the final retreat control point generation process (S8) is terminated, and the automatic parking process ( Return to FIG.

In the final retreat control point generation process, only when the process of S100 is executed and the vehicle setting information of the travel control point Q is stored in the travel control point memory 93d, the determination in S101 is affirmed. The process of S103 is executed, and the maximum index number ID _max is updated.

That is, the maximum index number ID _max is updated only when there is a travel control point Q to be generated next. Therefore, after the last travel control point Q in the final reverse portion RT3 is generated, the maximum index number ID _max is not updated. Therefore, the ID number of the last travel control point Q is set as the maximum index number ID _max .

Here, with reference to FIG. 15, the position of the traveling control point Q generated for the final reverse portion RT3 and the vehicle direction thereof will be described. FIG. 15 is a schematic diagram for explaining an example of the travel control point Q generated for the final reverse portion RT3 among the travel routes RT1 to RT3, between the two route points P indicating the final reverse portion RT3. Is illustrated. Here, of the two route points P, the route point P on the side closer to the departure point on the travel routes RT1 to RT3 is indicated as the first route point P _v0 (x _v0 , y _v0 ) and is closer to the final destination. _Is shown as a second route point P _vn (x _vn , y _vn ).

In both the first path point P _v0 and the second path point P _vn , the longitudinal axis of the vehicle 1 always overlaps the y axis, so that the x value becomes 0, the vehicle direction becomes π / 2, and the steering angle δ Becomes 0.

The final reverse portion RT3 is a travel route that follows the reverse turning portion RT2, and the travel route is determined so that the vehicle 1 can be moved straight from the end of the reverse turning portion RT2 to the target parking position and stopped. (See S43 in FIG. 9). Therefore, the travel distance CL from the first route point P _v0 (x _v0 , y _v0 ) to the second route point P _vn (x _vn , y _vn ) is
CL = ((x _v0 −x _vn ) ² + (y _v0 −y _vn ) ² ) ^1/2
Is calculated by In this embodiment, since both x _v0 and x _vn are 0, it may be calculated as “CL = | y _v0 −y _vn |”.

Therefore, when the travel control points Q are generated at intervals of 0.05 m between the first route point P _v0 and the second route point P _vn , the total number n is
n = CL / 0.05
It becomes. If the total number n does not become an integer, the decimal point is rounded up to an integer. In the process of S96 of FIG. 14, the total number n calculated by this equation is substituted into the variable n.

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

By using the mathematical expression described with reference to FIG. 15 above, the position of each of the n travel control points Q and the vehicle orientation θ _i of the vehicle 1 at that position between the path points P of the final retreat part RT3 Therefore, it is possible to generate all the travel control points Q corresponding to the final reverse portion RT3.

  Here, the description returns to FIG. After the processing of S7 to S10 is executed and the travel control points Q for the travel routes RT1 to RT3 are generated, it is next possible that the driver can park the vehicle 1 at the target parking position. The driver is notified (S11).

  Then, it is determined whether the driver has instructed to start the autonomous traveling and park the vehicle 1 at the parking position or the driver has instructed to stop the parking by the autonomous traveling (S12). When the driver gives an instruction to stop parking due to traveling (S12: stop), the automatic parking process is terminated.

  On the other hand, when the driver gives an instruction to start autonomous driving and park the vehicle 1 at the parking position (S12: Start), the processing of S13 to S15 and S17 is executed to move the vehicle 1 to the traveling route. Autonomous traveling along RT1 to RT3. As will be described in detail later, when the section travel process of S14 (see FIG. 20) is executed, the vehicle 1 is autonomously traveled along the travel route RT1, and the out-of-section travel process of S17 (see FIG. 25) is executed. Then, the vehicle 1 is made to autonomously travel along the travel routes RT2 to RT3.

  Here, with reference to FIGS. 16-19, the outline of the autonomous running of the vehicle 1 is demonstrated. FIG. 16A is a schematic diagram for explaining an example of the obstacle determination area E set for the vehicle 1 when the vehicle 1 autonomously travels. In the example shown in FIG. 16A, the obstacle determination area E at the route point P0 is shown as an example of the obstacle determination area E.

  FIGS. 16B, 16 </ b> C, and 17 </ b> A to 17 </ b> D are schematic diagrams illustrating an example of a scheduled passage area KF that changes in size as the vehicle 1 moves. In FIGS. 16B and 16C and FIGS. 17A to 17D, a hatched area is shown as a scheduled passage area KF.

  As described above, in the present embodiment, among the travel routes RT1 to RT3, for the pattern travel unit RT1, a section is set for each travel route corresponding to the route patterns PT1 to PT10. Therefore, the pattern travel unit RT1 and the entire travel routes RT1 to RT3 can be simply divided into a plurality of sections. Therefore, since the process for dividing the pattern travel unit RT1 and the entire travel routes RT1 to RT3 can be simplified, the control burden can be reduced.

  For example, as shown in FIG. 16A, the travel route RT1 is divided into six sections from the first section to the sixth section, and the entire travel routes RT1 to RT3 are divided into six sections and a travel route. It is divided into seven sections, RT2 to RT3.

When the vehicle 1 is allowed to autonomously travel the pattern travel unit RT1 shown in FIG. 16A, the travel control apparatus 100 first causes the vehicle 1 to autonomously travel the first section, and then the second section, the third section,. ... The vehicle 1 is autonomously driven in units of sections up to a numerical value section (sixth section in the present embodiment) indicated by the maximum section number SC _max in the maximum section number memory 93f, such as a sixth section.

  In addition, the travel control device 100 passes through a travel area from the current position of the vehicle 1 to the end of the section of the section where the vehicle 1 is currently traveling. ) And monitors whether there is an obstacle in the scheduled passage area KF.

  Then, the traveling control device 100 causes the vehicle 1 to travel in the section in which the vehicle 1 is traveling while the obstacle is not present in the scheduled passage area KF, and causes the vehicle 1 to autonomously travel to the end of the traveling route RT1. Therefore, even when an obstacle exists in the travel areas RT1 to RT3, the vehicle 1 can be advanced to the front of the section where the obstacle exists. Therefore, it is possible to advance the vehicle 1 on the travel route RT1 to RT3 earlier while ensuring the safety of the vehicle 1.

  When there is an obstacle in the scheduled passage area KF, the traveling control device 100 stops the vehicle 1 and specifies the type of whether the obstacle is a dynamic obstacle or a static obstacle. Then, according to the type of the vehicle, the future travel contents of the vehicle 1 (for example, stop, travel, regeneration of travel route, change of final destination, etc.) are selected. Therefore, the vehicle 1 can be made to travel with the travel content suitable for the type of obstacle, in other words, the travel content suitable for the movement state of the obstacle.

  More specifically, when the vehicle 1 starts autonomous traveling, that is, when the current position of the vehicle 1 is the departure point (route point P0), as shown in FIG. The entire travel region (from the route point P0 to the route point P1) is the scheduled passage region KF1.

  Thereafter, as the vehicle 1 moves forward, that is, as the vehicle 1 approaches the end of the first section (path point P2), the scheduled passage area KF2 becomes smaller as shown in FIG. go. This is because it is not monitored whether or not there is an obstacle in the traveling region that has already passed among the traveling regions of the section in which the vehicle 1 is currently traveling.

  Therefore, since the traveling area to be monitored becomes smaller than the monitoring of the entire traveling area in the section where the vehicle 1 is currently traveling, the control burden can be reduced. Further, even if an obstacle enters a traveling area that has already passed, the obstacle does not interfere with the traveling of the vehicle 1. Therefore, it is possible to advance the vehicle 1 on the travel route RT1 to RT3 earlier while ensuring the safety of the vehicle 1.

  When the vehicle 1 arrives at the route point P1, the vehicle 1 starts traveling in the second section (from the route point P1 to the route point P2), which is the next section. Therefore, as shown in FIG. 17A, the travel area of the entire second section becomes the scheduled passage area KF3.

  Thereafter, similarly, the vehicle 1 travels on the travel route RT1 while moving forward. Note that when the vehicle 1 starts traveling in the fourth section (from the route point P3 to the route point P4), the scheduled passage area KF4 shown in FIG. 17B is monitored.

  When the vehicle 1 arrives at the route point P4, the vehicle 1 is switched between forward and backward, and as a result, the vehicle 1 travels along the travel route RT1 while moving backward. When the vehicle 1 starts to travel on the fifth section (from the route point P4 to the route point P5), as shown in FIG. 17C, the scheduled passage route KF5 is monitored.

  When the vehicle 1 arrives at the end of the travel route RT1 (route point P6), the travel control device 100 next causes the vehicle 1 to autonomously travel the travel route RT2 and the travel route RT3 in order. In addition, although sections are not set for the travel routes RT2 and RT3, the travel routes RT2 and RT3 are routes that do not approach or intersect with each other, and are therefore regarded as a single section. Can do. Therefore, the traveling control apparatus 100 also causes the vehicle 1 to autonomously travel substantially in section units even when the vehicle 1 autonomously travels the backward turning portion RT2 and the final backward portion RT3.

  When the travel control device 100 causes the vehicle 1 to travel autonomously on the travel routes RT2 to RT3, the travel region from the current position of the vehicle 1 to the target parking position on the travel routes RT2 to RT3 is defined as a scheduled passage region KF. It is set, and it is monitored whether or not an obstacle exists in the scheduled passage area KF. Then, while there is no obstacle in the scheduled passage area KF, the vehicle 1 is caused to travel in the travel areas RT2 to RT3 and the vehicle 1 is autonomously traveled to the final destination.

  When there is an obstacle in the scheduled passage area KF, the traveling control device 100 stops the vehicle 1 in the same manner as when traveling on the traveling route RT1, and the obstacle is a dynamic obstacle. Whether the vehicle is a static obstacle or not is determined, and the content of future travel of the vehicle 1 (for example, stop, travel, regeneration of travel route, change of final destination, etc.) is selected according to the type.

  More specifically, when the vehicle 1 arrives at the end of the travel route RT1 (route point P6), as shown in FIG. 17 (d), the entire travel route RT2 to RT3 (from the route point P6 to the route point P8). The travel area becomes the scheduled passage area KF6.

  Thereafter, as the vehicle 1 moves backward, that is, as the vehicle 1 approaches the final destination (route point P8), the scheduled passage area KF6 becomes smaller. This is because, when the vehicle 1 is traveling on the travel routes RT2 to RT3, it is not monitored whether there is an obstacle in the travel region that has already passed.

  Next, the scheduled passage area KF will be described in detail. In the present embodiment, the area occupied by the obstacle determination area E of the vehicle 1 when the vehicle 1 is stopped or traveling is set as the traveling area of the vehicle 1, and the area obtained by adding the obstacle determination area E is the scheduled passage area KF. It is said. Then, in order to determine whether or not there is an obstacle in the scheduled passage area KF, each obstacle determination area E that forms the scheduled passage area KF is calculated, and the obstacle is determined for each obstacle determination area E. The presence / absence of an object is determined, and it is determined whether or not an obstacle exists in the scheduled passage area KF.

  More specifically, when the vehicle 1 is autonomously traveling on the travel route RT1, for each travel control point Q from the current position of the vehicle 1 to the end of the section in the section where the vehicle 1 is currently traveling. Then, an obstacle determination area E is calculated, and further, it is determined whether or not an obstacle exists in the obstacle determination area E. If there are no obstacles in all the calculated obstacle determination areas E, it is determined that there are no obstacles in the scheduled passage area KF, and the obstacles are present in any of the calculated obstacle determination areas E. Is present, it is determined that there is an obstacle in the scheduled passage area KF.

  Similarly, when the vehicle 1 is traveling autonomously on the travel routes RT2 to RT3, the travel control points Q from the current position of the vehicle 1 to the target parking position on the travel routes RT2 to RT3 are similarly determined. The obstacle determination area E is calculated, and it is further determined whether or not an obstacle exists in the obstacle determination area E.

In the present embodiment, as information indicating the (rectangular) obstacle determination area E at the travel control point Q, position information I _{1 to} I ₄ of the _four vertices is calculated. Then, the calculated position information I _{1 to} I ₄ of the apexes is used to select one kind of judgment condition expression from 16 kinds of condition expressions together with the vehicle orientation θ _v of the vehicle 1 at the travel control point Q. (See S139 in FIG. 21).

  Here, with reference to Fig.18 (a) and FIG.18 (b), four vertexes which show the position of the obstacle determination area | region E in the traveling control point Q are demonstrated. FIG. 18A is a schematic diagram showing an example of the shape of the vehicle 1 and the shape of the obstacle determination area E, and FIG. 18B shows the case where the vehicle position and the vehicle orientation of the vehicle 1 are determined. FIG. 5 is a schematic diagram for explaining a method for calculating an obstacle determination area E of the vehicle 1.

In FIG. 18 (a), (b) , the vehicle position of the vehicle 1 indicated as P _i, the traveling direction of the vehicle 1 indicated by straight arrows extending from the vehicle position P _i, the vehicle direction of the vehicle 1 indicated as theta _V ing. As described above, the vehicle position P _i of the vehicle 1 is the position of the reference point of the vehicle 1.

As shown in FIG. 18A, the obstacle determination area E is configured by a rectangular area that surrounds the entire vehicle 1 with reference to the vehicle position _Pi and the vehicle direction (the traveling direction of the vehicle 1) of the vehicle 1. ing. More specifically, in the obstacle determination area E, the distance in the traveling direction of the vehicle 1 is set to “L + ΔL”, and the distance in the side surface direction of the vehicle 1 is set to “W + ΔW”. The obstacle determination area E is longer by “ΔL / 2” from the front and rear surfaces of the vehicle 1 to the front and rear of the vehicle 1, and from the left and right sides of the vehicle 1 to the left and right directions of the vehicle 1. Each distance is “ΔW / 2” long.

Here, if the distance from the vehicle position of the vehicle 1 (reference point of the vehicle 1) _Pi to the rear end of the obstacle determination area E on the longitudinal axis of the vehicle 1 is the center rear end distance Lg, the obstacle determination is performed. from the apex of the right front of the vehicle 1 of the four vertices of the area E, and the vehicle position linear distance M1 to P _i (reference point of the vehicle 1) of the vehicle 1, the angle α which the straight line and the x-axis forms the
M1 = ((L + ΔL−Lg) ² + ((W + ΔW) / 2) ² ) ^1/2
α = tan ⁻¹ ((L + ΔL−Lg) / ((W + ΔW) / 2))
Is calculated by M1 and α are calculated in advance and stored in the obstacle determination area memory 92b (see FIG. 6).

Further, from the apex of the right rear of the vehicle 1 of the four vertexes of the obstacle determining region E, the linear distance M2 to the P _i (reference point of the vehicle 1) the vehicle position of the vehicle 1, the linear and x-axis forms the The angle β is
M2 = (Lg ² + ((W + ΔW) / 2) ² ) ^1/2
β = tan ⁻¹ (Lg / ((W + ΔW) / 2))
Is calculated by M2 and β are also calculated in advance and stored in the obstacle determination area memory 92b (see FIG. 6).

Therefore, as shown in FIG. 18B, when the vehicle position of the vehicle 1 is P _i (x _v , y _v ) and the vehicle direction is θ _v , four vertices indicating the position of the obstacle determination region E Among them, the vertex I ₁ (x _i1 , y _i1 ) located in the right front of the vehicle 1 is
x _i1 = x _v + M1 · cos (θ _v − (π / 2−α))
y _i1 = y _v + M1 · sin (θ _v − (π / 2−α))
Can be calculated. Similarly, I ₄ (x _i2 , y _i2 ) is a vertex located on the left front side of the vehicle 1 among the four vertices indicating the position of the obstacle determination area E.
x _i2 = x _v + M1 · cos (θ _v + (π / 2−α))
y _i2 = y _v + M1 · sin (θ _v + (π / 2−α))
Can be calculated.

In addition, the vertex I ₃ (x _i3 , y _i3 ) located at the left rear of the vehicle 1 is
x _i3 = x _v + M2 · cos (θ _v + (π / 2 + β))
y _i3 = y _v + M2 · sin (θ _v + (π / 2 + β))
Can be calculated. In addition, the vertex I ₄ (x _i4 , y _i4 ) located at the right rear of the vehicle 1 is
x _i4 = x _v + M2 · cos (θ _v + (3π / 2−β))
y _i4 = y _v + M2 · sin (θ _v + (3π / 2−β))
Can be calculated. When the vehicle position and the vehicle direction of the vehicle 1 are determined by using the mathematical expressions described with reference to FIGS. 18A and 18B, the obstacle determination area E of the vehicle 1 is determined. Each of the four vertices indicating the position can be calculated.

  As described above, in the present embodiment, the obstacle determination area E is a rectangular area. When the obstacle determination area E has a complicated shape, the boundary of the obstacle determination area E has to be obtained, so the processing becomes complicated. However, since the obstacle determination area E has a rectangular shape, four vertices Only by calculating the position of the obstacle determination area E of the vehicle 1, the processing cost can be suppressed.

  When the traveling control point Q is the vehicle position of the vehicle 1 and four vertices of the obstacle determination area E are calculated, the CPU 91 determines whether or not an obstacle exists in the obstacle determination area E of the vehicle 1. (See S142 in FIG. 20, S162 in FIG. 24, and S202 in FIG. 26). This determination is executed for each obstacle determination area E forming the scheduled passage area KF.

  Here, with reference to FIG. 19, the shape of the scheduled passage area KF formed by the obstacle determination area E will be described. FIG. 19A is a schematic diagram illustrating an example of a travel area F1 in which the vehicle 1 actually travels. FIG. 19B illustrates a case where a belt-shaped area formed by concentric circles is regarded as the travel area F2 of the vehicle. It is a schematic diagram which shows an example. FIG. 19 (c) is a schematic diagram showing an example of a case where the travel area F3 of the vehicle 1 is regarded as an area obtained by adding the obstacle determination areas E for the respective travel control points Q. FIG. It is a schematic diagram for demonstrating an example of the driving | running | working area | region F4 of the vehicle 1 at the time of narrowing the space | interval of each traveling control point Q.

19A to 19D show an obstacle determination area E of the vehicle 1 that moves as the vehicle 1 travels from the path point P _i to the next path point P _{i + 1.} Show. In any case, the turning center K and the turning radius R are the same.

As described above, in the present embodiment, since the area occupied by the obstacle determination area E of the vehicle 1 during traveling is the traveling area of the vehicle 1, the vehicle 1 from the path point P _i to the next path point P _{i +} 1. When the vehicle is actually traveled, the travel region F1 has a shape as shown in FIG. Note that the gently swelled region G1 is a region that occurs in the structure of the vehicle 1 when the steering angle δ of the vehicle 1 is changed, and the obstacle determination region E by turning the vehicle 1 to the right. The left rear vertex I3 is an area that is generated due to movement outward (left toward the drawing).

  Thus, in order to calculate the actual travel area F1 of the vehicle 1, sections in which the steering angle δ (traveling direction) of the vehicle 1 is the same must be obtained, and the travel area must be calculated for each section. However, the calculation amount may be enormous or the calculation may be complicated. Therefore, when the actual travel area F1 is calculated over the entire travel routes RT1 to RT3 and the actual travel area F1 is set as the scheduled passage area KF, a large load is applied to the CPU 91 and the calculation is possible. It may take a long time.

  On the other hand, in order to reduce the control burden on the calculation of the travel area, it may be considered that a belt-shaped area formed by concentric circles is regarded as the travel area F2 of the vehicle. For example, as shown in FIG. 19B, the radii of the two concentric circles are determined so that the actual travel area F1 of the vehicle 1 is sandwiched by the two concentric arcs having the turning radius K as the center. In FIG. 19B, the width of a band-like region formed by two concentric circles is T. In this way, if the belt-like region formed by concentric circles is regarded as the vehicle travel region F2, the control burden on the travel region calculation can be reduced.

  However, the travel region F2 includes regions H1 and H2 where the vehicle 1 does not actually travel. Therefore, when the travel area F2 is set as the scheduled passage area KF, if there are obstacles in the areas H1 and H2, the CPU 91 determines that there is an obstacle in the scheduled passage area KF.

  Accordingly, in practice, it is determined that the vehicle 1 cannot travel on the travel routes RT1 to RT3 even though the vehicle 1 can travel, and as a result, the travel routes RT1 to RT3 are different from each other. And a process for determining whether there is an obstacle on the other travel routes RT1 to RT3 are executed, and there is a possibility that a useless process may be executed. Therefore, an unnecessary load is applied to the CPU 91, and it may take time until another traveling routes RT1 to RT3 are found. Further, there is a possibility that another traveling route RT1 to RT3 is not found and the final destination cannot be reached.

  Therefore, in the present embodiment, as shown in FIG. 19 (c), for each traveling control point Q, by determining whether there is an obstacle in the obstacle determination area E of the vehicle 1, It is determined whether or not an obstacle exists in the scheduled passage area KF. Since the traveling control point Q is a point virtually provided on the traveling routes RT1 to RT3, the obstacle determination area E at the traveling control point Q becomes a part of the actual traveling area F1.

  Therefore, the region F3 obtained by adding all the obstacle determination regions E at the respective traveling control points Q becomes a part of the traveling region F1 where the vehicle 1 actually travels, and thus can be regarded as the traveling region of the vehicle 1. Therefore, when the travel area F3 is set as the scheduled passage area KF, the scheduled passage area KF can be set accurately and easily without calculating the area where the vehicle 1 actually travels. It can be determined whether or not there is an obstacle in the KF.

  In the present embodiment, since it is not necessary to calculate the travel region F1 where the vehicle 1 actually travels, it is not necessary to calculate a complicated region, and the processing cost can be suppressed. Therefore, it is possible to determine whether or not there is an obstacle in the scheduled passage area KF while suppressing the processing cost. Further, since the travel area F3 does not include the areas H1 and H2 where the vehicle 1 does not actually travel, unlike the travel area F2, it is accurately determined whether or not there is an obstacle in the scheduled pass area KF. Can be judged.

  In FIG. 19C, since the interval between two adjacent traveling control points Q is shorter than the vehicle length L of the vehicle 1, all the obstacle determination areas E at the respective traveling control points Q are added together. The region F3 is a series of regions. However, if the interval between two adjacent traveling control points Q is longer than the vehicle length L of the vehicle 1, even if all the obstacle determination regions E at each traveling control point Q are added together, the region is a series of regions. Don't be.

  Therefore, when the interval between two adjacent traveling control points Q is shorter than the vehicle length L of the vehicle 1, the obstacle at each traveling control point Q is greater than when the interval is longer than the vehicle length L of the vehicle 1. Since the area F3 obtained by adding all the object determination areas E approaches the actual travel area F1, it can be accurately determined whether or not there is an obstacle in the scheduled passage area KF.

  Even when the interval between two adjacent travel control points Q is longer than the vehicle length L of the vehicle 1, if the obstacle determination region E is increased, the obstacle determination region E at each travel control point Q A region obtained by adding all of the above can be made into a series of regions. However, as a result, the travel area eventually includes an area in which the vehicle 1 does not actually travel, so it cannot be accurately determined whether or not there is an obstacle in the scheduled passage area KF.

  Further, as shown in FIG. 19 (d), all the obstacle determination areas E at the respective travel control points Q are generated as many travel control points Q as possible (at short intervals) are generated for the travel routes RT1 to RT3. Since the added area F4 approaches the actual travel area F1, it can be accurately determined whether or not an obstacle exists in the scheduled passage area KF. Further, the travel area F4 does not include the areas H1 and H2 where the vehicle 1 does not actually travel, unlike the travel area F2, and therefore there are obstacles in the travel areas corresponding to the travel routes RT1 to RT3. It is possible to accurately determine whether or not it exists.

  Therefore, compared to the case where the travel region F2 is set as shown in FIG. 19B, the process of generating other travel routes RT1 to RT3 in spite of the fact that the vehicle 1 can actually travel or another travel route RT1. It can suppress that the process etc. which determine whether an obstruction exists on -RT3 are performed excessively. Therefore, the control burden can be reduced and the time until the travel routes RT1 to RT3 are found can be reduced. In addition, the possibility of arrival at the final destination can be improved.

  Further, as described above, four vertices indicating the position of the obstacle determination area E can be calculated based on the vehicle position and the vehicle direction of the travel control point Q. The process of calculating the four vertices of the obstacle determination area E at each travel control point Q is easier than the process of calculating the actual travel area F1 of the vehicle 1 because it can be easily calculated by the above-described mathematical formula. Therefore, the control burden can be reduced and the calculation time can be reduced.

Here, the description returns to FIG. In the process of S12, when the driver gives an instruction to start autonomous driving and park the vehicle 1 at the parking position (S12: start), first, the maximum section stored in the maximum section number memory 93f. It is determined whether the number SC _max is greater than 0 (S13). If the determination in S13 is affirmative (S13: Yes), the section traveling process is executed (S14), the vehicle 1 is allowed to autonomously travel the pattern traveling unit RT1, and the process proceeds to S15.

  On the other hand, when the determination in S13 is negative (S13: No), the parking condition is satisfied at the departure point. In this case, since there is no pattern running part RT1, the process of S14 to S15 is skipped and the process proceeds to S17.

  Here, the section traveling process (S14) will be described with reference to FIGS. FIG. 20 is a flowchart showing a section traveling process executed by the traveling control apparatus 100. The section travel process is a process for autonomously traveling the vehicle 1 along the pattern travel unit RT1, and stops the vehicle 1 when an obstacle is present in the scheduled passage area KF. In addition, if there is no obstacle from the scheduled passage area KF before the stop time T of the vehicle 1 passes a predetermined time (dynamic obstacle movement waiting time TD or static obstacle confirmation time TS), The vehicle 1 is made to travel again.

In the section traveling process, first, the traveling section number SC stored in the traveling section number memory 93g is set to 1, the traveling section number SC is initialized (S111), and the maximum section number memory 93f stores the maximum section. The number SC _max is acquired (S112).

  Then, the vehicle position of the current vehicle 1 (hereinafter referred to as “the current position of the vehicle 1”) is calculated (S113). In the present embodiment, when the autonomous traveling of the vehicle 1 is started, the rotation detection signals of the two wheel rotation sensors 23 are individually counted, and the traveling distance from the departure point is calculated based on the average value. . Further, the vehicle orientation of the vehicle 1 output from the gyro sensor device 22 is acquired, and the traveling direction of the vehicle 1 is calculated.

  Based on the traveling direction of the vehicle 1 and the travel distance of the vehicle 1 calculated from the rotation detection signal of the wheel rotation sensor 23, the travel distance from the departure point is calculated. Since the departure point is set with reference to the origin O, when the movement distance from the departure point is obtained, the current position of the vehicle 1 with respect to the origin O can be calculated.

  Next, based on the vehicle position calculated in the process of S113, it is determined whether the vehicle 1 has arrived at the last travel control point Q in the currently traveling section (S114). As described above, in this embodiment, the travel distance of each section is all set to 2 m, and 40 travel control points Q are set in each section. Therefore, the last travel control point Q in the section is set. The ID number is always a multiple of 40. Therefore, by multiplying the traveling section number SC indicating the currently traveling section number by 40, the ID number of the last traveling control point Q in the currently traveling section can be specified.

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

  In the process of S114, the distance between the current position of the vehicle 1 calculated in the process of S113 and the last travel control point Q in the currently traveling section is within a predetermined distance (for example, 0.01 m). For example, it is determined that the vehicle 1 has arrived at the last travel control point Q in the currently traveling section.

  If the determination in S114 is affirmative (S114: Yes), 1 is added to the traveling section number SC in order to cause the vehicle 1 to travel in the next section (S115). On the other hand, when the determination of S114 is negative (S114: No), the process of S115 is skipped.

Then, while driving section number SC indicating a section number currently traveling, determines whether it is less than the maximum number of sections _{SC max} (S116). If the traveling section number SC is equal to or less than the maximum section number SC _max , it means that the vehicle 1 is traveling in the pattern traveling portion RT1, and the traveling section number SC exceeds the maximum section number SC _max . If this is the case, it means that the vehicle 1 starts traveling in the reverse turning portion RT2 or the final reverse portion RT3.

  If the determination in S116 is negative (S116: No), since the vehicle 1 is traveling in the reverse turning portion RT2 or the final reverse portion RT3, the section traveling process is terminated and the process returns to the automatic parking process (FIG. 8). .

On the other hand, if the determination in S116 is affirmative (S116: Yes), among the traveling control points Q in the currently traveling section, the ID number of the traveling control point Q closest to the current position of the vehicle 1 (hereinafter, One (referred to as “ID _p ”) is specified (S117).

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

  Then, the section obstacle confirmation process is executed (S118). Here, the in-section obstacle confirmation process (S118) will be described with reference to FIGS. FIG. 21 is a flowchart showing the intra-section obstacle confirmation process executed by the driving support device 100.

  The in-section obstacle confirmation process is a process for confirming whether or not there is an obstacle in the scheduled passage area KF when the vehicle 1 is autonomously traveling on the travel route RT1. More specifically, an obstacle determination area E is calculated for each travel control point Q from the current position of the vehicle 1 to the end of the currently traveling section, and the obstacle determination area E further includes an obstacle. It is determined whether or not exists.

  If there are no obstacles in all the calculated obstacle determination areas E, it is determined that there are no obstacles in the scheduled passage area KF, and the obstacles are present in any of the calculated obstacle determination areas E. Is present, it is determined that there is an obstacle in the scheduled passage area KF.

  In the in-section obstacle confirmation process, first, all the obstacle position information stored in the vehicle surrounding information memory 93a of the RAM 93 is acquired (S131). And vehicle information is acquired from the vehicle information memory 92a (S132), and various constants for calculating the obstacle determination area E are acquired from the obstacle determination area memory 92b (S133).

Next, the ID number (hereinafter referred to as “ID _SCmax ”) of the last traveling control point Q among the traveling control points Q in the currently traveling section is specified (S134). As described above, by multiplying the traveling section number SC indicating the currently traveling section number by 40, the ID number of the last traveling control point Q in the currently traveling section can be specified.

Next, ID _p (ID number of the traveling control point Q closest to the current position of the vehicle 1 among the traveling control points Q in the currently traveling section) is specified as the variable i in the process of S117 of FIG. Set (S135).

  Then, the travel control point Q whose ID number matches the value of the variable i is set as the travel enable / disable determination point (S136), and the vehicle position and the vehicle orientation which are the vehicle setting information of the travel enable / disable determination point are determined from the travel control point memory 93d. Obtain (S137). Then, four vertices indicating the position of the obstacle determination area E at the travel feasibility determination point are calculated (S138).

In the process of S138, the constants a ₁₂ , a ₂₃ , a ₃₄ , a ₄₁ , b ₁₂ , b ₂₃ , based on the positions of the four vertices in the obstacle determination area E, together with the four vertices in the obstacle determination area E, b ₃₄ and b ₄₁ are also calculated. Although details of these constants will be described later, the constants calculated here are substituted into the judgment condition formula in the process of S139.

  Next, based on the vehicle azimuth at the travel feasibility determination point and the four vertices indicating the position of the obstacle determination area E calculated in the process of S138, one of 16 types of determination condition expressions including primary inequalities is selected. A type of judgment condition formula is selected (S139).

Here, with reference to FIG. 22 and FIG. 23, 16 types of determination conditional expressions will be described. FIG. 22 is a schematic diagram for explaining the classification of 16 types of judgment condition expressions. In FIG. 23, of the four vertices indicating the position of the obstacle determination area E, the vertex located on the right front side of the vehicle 1 is denoted by I _1, and the vertex located on the left front side of the vehicle 1 is denoted by I _2. A vertex located at the left rear of 1 is denoted by I _3, and a vertex located at the right rear of the vehicle 1 is denoted by I ₄ . Also it shows the traveling direction of the vehicle 1 corresponding to the obstacle determining region E by a straight line arrows indicate a vehicle direction of the vehicle 1 and theta _v.

In the present embodiment, as shown in FIG. 22, the vehicle direction theta _v of the vehicle 1, in accordance with the positional relationship of four apexes of the obstacle determining region E, first to the pattern of the obstacle determining region E The patterns are classified into up to sixteen patterns HP1 to HP16, and first to sixteenth judgment conditional expressions are provided according to the classification.

As described above, the judgment condition formula is a primary inequality for judging whether or not there is an obstacle in the obstacle judgment area E corresponding to the traveling control point Q. When the determination is performed using the conditional expression, the vehicle orientation θ _V of the vehicle 1 at the travel control point Q, and the position information I _{1 to} I _{4 of the four} vertices of the obstacle determination area E at the travel control point Q Accordingly, one kind of judgment condition expression is selected from the 16 kinds of condition expressions, and based on the positions of the four vertices of the obstacle judgment area E at the travel control point Q in the selected judgment condition expression. Constants a ₁₂ , a ₂₃ , a ₃₄ , a ₄₁ , b ₁₂ , b ₂₃ , b ₃₄ , b ₄₁ and the obstacle position information are substituted (S141 in FIG. 21, S161 in FIG. 24, S201 in FIG. 26). reference). As a result of the substitution, if the judgment condition formula is satisfied, it is determined that there is an obstacle in the obstacle determination area E. If the determination condition formula is not satisfied, it is determined that there is no obstacle.

  As described above, in the present embodiment, the obstacle is obtained by a simple process of substituting various constants based on the positions of the four vertices of the obstacle determination area E and the position information of the obstacle into the judgment conditional expression. Since it can be determined whether or not an obstacle exists in the determination area E, the processing cost can be suppressed.

Also, may be provided 16 kinds of judgment condition is selected and the vehicle orientation theta _v of the vehicle 1, the obstacle determining region 4 based on the positional relationship of the vertex determination condition of E. If only one type of judgment condition expression is used, the judgment condition expression becomes complicated and it takes time to make a decision. However, as in the present embodiment, a judgment condition expression is provided according to conditions. Since each determination conditional expression can be simplified, the time required for determination can be shortened.

Hereinafter, the first to sixteenth determination conditional expressions will be described one by one, but in the following description, the patterns HP1 to HP16 of the obstacle determination region E are simply referred to as determination patterns HP1 to HP16. Further, the position ( _xob , _yob ) where the obstacle exists is described as an obstacle ( _xob , _yob ).

First, before describing each judgment conditional expression, referring to FIG. 23, various constants a ₁₂ , a ₂₃ , a ₃₄ , a ₄₁ , b ₁₂ , b ₂₃ , b ₃₄ to be assigned to the judgment conditional expression. , B ₄₁ and a method for calculating various constants will be described. The constant a ₁₂ and the constant b ₁₂ are a coefficient a ₁₂ and an intercept b of a linear line (y = a ₁₂ · x + b ₁₂ ) passing through the vertex I ₁ and the vertex I ₂ among the four vertices of the obstacle determination region E. ₁₂ is shown.

Similarly, the constant a ₂₃ and the constant b ₂₃ indicate the coefficient a ₂₃ and the intercept b ₂₃ of the linear line (y = a ₂₃ · x + b ₂₃ ) passing through the vertex I ₂ and the vertex I ₃ , and the constant a ₃₄ and the constant b _34. Denotes the coefficient a ₃₄ and intercept b ₃₄ of the linear straight line (y = a ₃₄ · x + b ₃₄ ) passing through the vertex I ₃ and the vertex I ₄ , and the constant a ₄₁ and the constant b ₄₁ represent the vertex I ₄ and the vertex I ₁ . A coefficient a ₄₁ and an intercept b ₄₁ of a linear straight line (y = a ₄₁ · x + b ₄₁ ) are shown.

FIG. 23 is a schematic diagram for explaining a method of calculating various constants used in the judgment condition formula. In FIG. 23, of the four vertices indicating the position of the obstacle determination area E, the vertex located on the right front side of the vehicle 1 is denoted as I ₁ (x ₁ , y ₁ ), and the vertex located on the left front side of the vehicle 1 Is represented as I ₂ (x ₂ , y ₂ ), a vertex located at the left rear of the vehicle 1 is designated as I ₃ (x ₃ , y ₃ ), and a vertex located at the right rear of the vehicle 1 is represented by I ₄ (x ₄ , Y ₄ ).

In this case, if a linear line passing through the vertex I ₁ and the vertex I ₂ is y = a ₁₂ · x + b ₁₂ , the coefficient a ₁₂ and the intercept b ₁₂ are
_{a 12 = (y 1 -y 2} ) / (x 1 -x 2)
b ₁₂ = y ₁ −a ₁₂ · x ₁
Can be calculated. Similarly, if the linear line passing through the vertex I ₂ and the vertex I ₃ is y = a ₂₃ · x + b ₂₃ , the coefficient a ₂₃ and the intercept b ₂₃ are
_{a 23 = (y 2 -y 3} ) / (x 2 -x 3)
b ₂₃ = y ₂ −a ₂₃ · x ₂
Can be calculated. Further, if a linear line passing through the vertex I ₃ and the vertex I ₄ is y = a ₃₄ · x + b ₃₄ , the coefficient a ₃₄ and the intercept b ₃₄ are
a ₃₄ = (y ₃ −y ₄ ) / (x ₃ −x ₄ )
b ₃₄ = y ₃ −a ₃₄ · x ₃
Can be calculated. Further, if a linear line passing through the vertex I ₄ and the vertex I ₁ is y = a ₄₁ · x + b ₄₁ , the coefficient a ₄₁ and the intercept b ₄₁ are
a ₄₁ = (y ₄ −y ₁ ) / (x ₄ −x ₁ )
b ₄₁ = y ₄ −a ₄₁ · x ₄
Can be calculated.

Now, the description returns to FIG. The first determination pattern HP1 is a pattern in which the vehicle orientation θ _V of the vehicle 1 is “θ _V = 0”. In other words, at least one of “x ₁ = x ₂ ”, “x ₃ = x ₄ ”, “y ₁ = y ₄ ”, and “y ₂ = y ₃ ” is satisfied, one of x ₃ and _{x 4} <one of _{x 1} and _{x 2} "is a pattern that has been established.

In this case, if an obstacle (x _ob , y _ob ) exists in the obstacle determination area E,
x ₃ ≦ x _ob ≦ x ₂ and y ₄ ≦ y _ob ≦ y ₃
The following linear inequality holds. Therefore, this expression is set as a first determination condition expression corresponding to the first determination pattern HP1. Incidentally, in this determination condition, it may be replaced by x ₃ to x _4. Similarly, x ₂ may be replaced with x ₁ , y ₄ may be replaced with y ₁ , and y ₃ may be replaced with y ₂ .

The CPU 91 determines that the vehicle orientation θ _v of the vehicle 1 at the travel control point Q and the position information I _{1 to} I _{4 of the four} vertexes of the obstacle determination area E at the travel control point Q satisfy the conditions of the first determination pattern HP1. If the condition is satisfied, the first determination condition expression is selected from the 16 kinds of determination condition expressions. If the first determination condition formula is satisfied, it is determined that an obstacle exists in the obstacle determination area E. If the first determination condition expression is not satisfied, the obstacle determination area E is determined. It is determined that there are no obstacles.

Note that the vehicle orientation θ _v of the vehicle 1 at the travel control point Q and the position information I _{1 to} I _{4 of the four} vertices of the obstacle determination area E at the travel control point Q satisfy the conditions of the determination patterns HP 2 to HP 16. If the condition is satisfied, a determination condition expression corresponding to the determination pattern is selected.

As shown in FIG. 22, the fifth determination pattern HP5, the ninth determination pattern HP9, and the thirteenth determination pattern HP13 are similar to the first determination pattern HP1. That is, the fifth determination pattern HP5 is a pattern in which the vehicle orientation θ _V of the vehicle 1 is “θ _V = π / 2”, and “x ₁ = x ₄ ”, “x ₂ = x ₃ ”, “ At least one of “y ₁ = y ₂ ” and “y ₃ = y ₄ ” is satisfied, and “one of x ₂ and x ₃ < _one of x ₁ and x ₄ ” is satisfied. Pattern.

Therefore, if an obstacle ( _xob , _yob ) exists in the obstacle determination area E,
x ₂ ≦ x _ob ≦ x ₁ , and y ₃ ≦ y _ob ≦ y ₂
The following linear inequality holds. Therefore, this expression is set as a fifth determination condition expression corresponding to the fifth determination pattern HP5. Incidentally, in this determination condition, it may be replaced by x ₂ to x _3. Similarly, x ₁ may be replaced with x ₄ , y ₃ may be replaced with y ₄ , and y ₂ may be replaced with y ₁ .

The ninth determination pattern HP9 is a pattern in which the vehicle orientation θ _V of the vehicle 1 is “θ _V = π”, and “x ₁ = x ₂ ”, “x ₃ = x ₄ ”, “y ₁ = Y ₄ ”and“ y ₂ = y ₃ ”, and a pattern in which“ _one of x ₁ and x ₂ <one of x ₃ and x ₄ ”is further established. It is.

Therefore, if an obstacle ( _xob , _yob ) exists in the obstacle determination area E,
x ₁ ≦ x _ob ≦ x ₄ and y ₂ ≦ y _ob ≦ y ₁
The following linear inequality holds. Therefore, this expression is the ninth determination condition expression corresponding to the ninth determination pattern HP9. Incidentally, in this determination condition, it may be replaced with x ₁ to x _2. Similarly, the _{x 4} in _{x 3,} the _{y 2} to _{y 3,} may be replaced with _{y 1} to _{y 4.}

The thirteenth determination pattern HP13 is a pattern in which the vehicle orientation θ _V of the vehicle 1 is “θ _V = 3π / 2”, and “x ₁ = x ₄ ”, “x ₂ = x ₃ ”, “ At least one of “y ₁ = y ₂ ” and “y ₃ = y ₄ ” is satisfied, and “ _one of x ₁ and x ₄ <one of x ₂ and x ₃ ” is satisfied. Pattern.

Therefore, if an obstacle ( _xob , _yob ) exists in the obstacle determination area E,
x ₁ ≦ x _ob ≦ x ₂ and y ₁ ≦ y _ob ≦ y ₄
The following linear inequality holds. Therefore, this expression is the thirteenth determination condition expression corresponding to the thirteenth determination pattern HP13. Incidentally, in this determination condition, it may be replaced with x ₁ to x _4. Similarly, a _{x 2} to _{x 3,} the _{y 1} to _{y 2,} may be replaced with _{y 4} to _{y 3.}

Second determination pattern HP2 is heading theta _V of the vehicle 1, "0 <θ _V <π / 2" and and a pattern to be _"x 4 _{<x 2".} In this case, as shown in the figure, when a straight line parallel to the y-axis (broken line in the figure) is drawn at each vertex I _{1 to} I ₄ of the obstacle determination area E, the obstacle determination area E is In order to the right, a triangular first region corresponding to I ₃ to I ₄ , a parallelogram second region corresponding to I ₄ to I ₂ , and a triangle corresponding to I ₂ to I ₁ The third region is divided into three regions.

Therefore, if it is determined whether an obstacle ( _xob , _yob ) exists for each of the three areas, it is determined whether the obstacle ( _xob , _yob ) exists in the obstacle determination area E. it can. Specifically, if there is an obstacle in the first area, if there is an obstacle in the second area, if there is an obstacle in the third area, respectively,
x ₃ ≦ x _ob <x ₄ and a ₃₄ · x _ob + b ₃₄ ≦ y _ob ≦ a ₂₃ · x _ob + b ₂₃
x ₄ ≦ x _ob ≦ x ₂ and a ₄₁ · x _ob + b ₄₁ ≦ y _ob ≦ a ₂₃ · x _ob + b ₂₃
x ₂ <x _ob ≦ x ₁ and a ₄₁ · x _ob + b ₄₁ ≦ y _ob ≦ a ₁₂ · x _ob + b ₁₂
The following linear inequality holds. Therefore, if at least one of these three expressions holds, it is determined that an obstacle exists in the obstacle determination area E. These three expressions are used as a second determination condition expression corresponding to the second determination pattern HP2.

Then, as shown in FIG. 22, the sixth determination pattern HP6, the tenth determination pattern HP10, and the fourteenth determination pattern HP14 are the same patterns as the second determination pattern HP2. That is, the sixth determination pattern HP6 is a pattern in which the vehicle orientation θ _V of the vehicle 1 is “π / 2 <θ _V <π” and “x ₃ <x ₁ ”. As shown in the figure, the obstacle determination area E includes, in order from left to right, a triangular first area corresponding to I ₂ to I ₃ and parallel sides corresponding to I ₃ to I _1. It is divided into three regions, a second region of the shape and a third region of the triangle corresponding to I ₁ to I ₄ .

Therefore, if an obstacle ( _xob , _yob ) exists in the obstacle determination area E,
_{x 2 ≦ x ob <x 3} , _{and, a 23 · x ob + b} 23 ≦ y ob ≦ a 12 · x ob + b 12
x ₃ ≦ x _ob ≦ x ₁ and a ₃₄ · x _ob + b ₃₄ ≦ y _ob ≦ a ₁₂ · x _ob + b _{12
x 1 <x ob ≦ x 4} , _{and, a 34 · x ob + b} 34 ≦ y ob ≦ a 41 · x ob + b 41
At least one of the three primary inequalities holds. Accordingly, these three expressions are set as a sixth determination condition expression corresponding to the sixth determination pattern HP6.

Further, the tenth determination pattern HP10 is a pattern in which the vehicle orientation θ _V of the vehicle 1 is “π <θ _V <3π / 2” and “x ₂ <x ₄ ”. As shown in the figure, the obstacle determination area E includes, in order from left to right, a triangular first area corresponding to I ₁ to I ₂ and parallel sides corresponding to I ₂ to I _4. It is divided into three regions, a second region of the shape and a third region of the triangle corresponding to I ₄ to I ₃ .

Therefore, if an obstacle ( _xob , _yob ) exists in the obstacle determination area E,
_{x 1 ≦ x ob <x 2} , _{and, a 12 · x ob + b} 12 ≦ y ob ≦ a 41 · x ob + b 41
x ₂ ≦ x _ob ≦ x ₄ , and a ₂₃ · x _ob + b ₂₃ ≦ y _ob ≦ a ₄₁ · x _ob + b _{41
x 4 <x ob ≦ x 3} , _{and, a 23 · x ob + b} 23 ≦ y ob ≦ a 34 · x ob + b 34
At least one of the three primary inequalities holds. Therefore, these three expressions are used as the tenth determination condition expression corresponding to the tenth determination pattern HP10.

The fourteenth determination pattern HP14 is a pattern in which the vehicle orientation θ _V of the vehicle 1 is “3π / 2 <θ _V <2π” and “x ₁ <x ₃ ”. As shown in the figure, the obstacle determination area E includes, in order from left to right, a triangular first area corresponding to I ₄ to I ₁ and parallel four sides corresponding to I ₁ to I _3. The shape is divided into three regions, a second region of the shape and a third region of a triangle corresponding to I ₃ to I ₂ .

Therefore, if an obstacle ( _xob , _yob ) exists in the obstacle determination area E,
_{x 4 ≦ x ob <x 1} , _{and, a 41 · x ob + b} 41 ≦ y ob ≦ a 34 · x ob + b 34
_{x 1 ≦ x ob ≦ x 3} , _{and, a 12 · x ob + b} 12 ≦ y ob ≦ a 34 · x ob + b 34
x ₃ <x _ob ≦ x ₂ , and a ₁₂ · x _ob + b ₁₂ ≦ y _ob ≦ a ₂₃ · x _ob + b ₂₃
At least one of the three primary inequalities holds. Therefore, these three expressions are used as the 14th determination condition expression corresponding to the 14th determination pattern HP14.

The third determination pattern HP3 is a pattern in which the vehicle orientation θ _V of the vehicle 1 is “0 <θ _V <π / 2” and “x ₄ = x ₂ ”. In this case, as shown in the figure, when a straight line parallel to the y-axis (broken line in the figure) is drawn at each vertex I _{1 to} I ₄ of the obstacle determination area E, the obstacle determination area E is In order toward the right, the region is divided into two regions: a triangular first region corresponding to I ₃ to I ₄ and a triangular second region corresponding to I ₄ to I ₁ .

Therefore, if it is determined whether an obstacle ( _xob , _yob ) exists for each of the two areas, it is determined whether the obstacle ( _xob , _yob ) exists in the obstacle determination area E. it can. Specifically, when there are obstacles in the first area and obstacles in the second area, respectively,
x ₃ ≦ x _ob <x ₄ and a ₃₄ · x _ob + b ₃₄ ≦ y _ob ≦ a ₂₃ · x _ob + b _{23
x 4 ≦ x ob ≦ x 1} , _{and, a 41 · x ob + b} 41 ≦ y ob ≦ a 12 · x ob + b 12
The following linear inequality holds. Therefore, if at least one of these two expressions holds, it is determined that an obstacle exists in the obstacle determination area E. Note that these two expressions are the third determination condition expression corresponding to the third determination pattern HP3. Further, in this determination condition, it may be replaced by x ₄ in x _2.

As shown in FIG. 22, the seventh determination pattern HP7, the eleventh determination pattern HP11, and the fifteenth determination pattern HP15 are similar to the third determination pattern HP3. That is, the seventh determination pattern HP7 is a pattern in which the vehicle orientation θ _V of the vehicle 1 is “π / 2 <θ _V <π” and “x ₁ = x ₃ ”. As shown in the figure, the obstacle determination area E includes, in order from left to right, a triangular area corresponding to I ₂ to I ₃ and a triangular area corresponding to the areas I ₃ to I ₄ . The area is divided into two areas.

Therefore, if an obstacle ( _xob , _yob ) exists in the obstacle determination area E,
_{x 2 ≦ x ob <x 3} , _{and, a 23 · x ob + b} 23 ≦ y ob ≦ a 12 · x ob + b 12
_{x 3 ≦ x ob ≦ x 4} , _{and, a 34 · x ob + b} 34 ≦ y ob ≦ a 41 · x ob + b 41
At least one of the two primary inequalities holds. Accordingly, these two expressions are used as the seventh determination condition expression corresponding to the seventh determination pattern HP7. Incidentally, in this determination condition, it may be replaced by x ₃ to x _1.

The eleventh determination pattern HP11 is a pattern in which the vehicle orientation θ _V of the vehicle 1 is “π <θ _V <3π / 2” and “x ₂ = x ₄ ”. As shown in the figure, the obstacle determination area E corresponds to a triangular first area corresponding to I ₁ to I ₂ and an area from I ₂ to I _{3 in} order from left to right. It is divided into two areas, a triangular second area.

Therefore, if an obstacle ( _xob , _yob ) exists in the obstacle determination area E,
_{x 1 ≦ x ob <x 2} , _{and, a 12 · x ob + b} 12 ≦ y ob ≦ a 41 · x ob + b 41
x ₂ ≦ x _ob ≦ x ₃ and a ₂₃ · x _ob + b ₂₃ ≦ y _ob ≦ a ₃₄ · x _ob + b ₃₄
At least one of the two primary inequalities holds. Therefore, these two expressions are used as the eleventh determination condition expression corresponding to the eleventh determination pattern HP11. Incidentally, in this determination condition, it may be replaced by x ₂ in x _4.

The fifteenth determination pattern HP15 is a pattern in which the vehicle orientation θ _V of the vehicle 1 is “3π / 2 <θ _V <2π” and “x ₁ = x ₃ ”. As shown in the figure, the obstacle determination area E corresponds to a triangular first area corresponding to I ₄ to I ₁ and an area from I ₁ to I _{2 in} order from left to right. It is divided into two areas, a triangular second area.

Therefore, if an obstacle ( _xob , _yob ) exists in the obstacle determination area E,
_{x 4 ≦ x ob <x 1} , _{and, a 41 · x ob + b} 41 ≦ y ob ≦ a 34 · x ob + b 34
_{x 1 ≦ x ob ≦ x 2} , _{and, a 12 · x ob + b} 12 ≦ y ob ≦ a 32 · x ob + b 32
At least one of the two primary inequalities holds. Therefore, these two expressions are used as a fifteenth determination condition expression corresponding to the fifteenth determination pattern HP15. Incidentally, in this determination condition, it may be replaced with x ₁ to x _3.

Fourth determination pattern HP4 is heading theta _V of the vehicle 1, "0 <θ _V <π / 2" and and a pattern to be a _"x 2 _{<x 4".} In this case, as shown in the figure, when a straight line parallel to the y-axis (broken line in the figure) is drawn at each vertex I _{1 to} I ₄ of the obstacle determination area E, the obstacle determination area E is in order to the right, a triangle corresponding to a first region of the triangle corresponding to the I ₃ to I _2, and a second region of the parallelogram corresponding to the I ₂ to I _4, from I ₄ to I ₁ The third region is divided into three regions.

Therefore, if it is determined whether an obstacle ( _xob , _yob ) exists for each of the three areas, it is determined whether the obstacle ( _xob , _yob ) exists in the obstacle determination area E. it can. Specifically, if there is an obstacle in the first area, if there is an obstacle in the second area, if there is an obstacle in the third area, respectively,
_{x 3 ≦ x ob <x 2} , _{and, a 34 · x ob + b} 34 ≦ y ob ≦ a 23 · x ob + b 23
x ₂ ≦ x _ob ≦ x ₄ and a ₃₄ · x _ob + b ₃₄ ≦ y _ob ≦ a ₁₂ · x _ob + b ₁₂
x ₄ <x _ob ≦ x ₁ and a ₄₁ · x _ob + b ₄₁ ≦ y _ob ≦ a ₁₂ · x _ob + b ₁₂
The following linear inequality holds. Therefore, if at least one of these three expressions holds, it is determined that an obstacle exists in the obstacle determination area E. These three formulas are used as a fourth judgment condition formula corresponding to the fourth judgment pattern HP4.

As shown in FIG. 22, the eighth determination pattern HP8, the twelfth determination pattern HP12, and the sixteenth determination pattern HP16 are similar to the fourth determination pattern HP4. That is, the eighth determination pattern HP8 is a pattern in which the vehicle orientation θ _V of the vehicle 1 is “π / 2 <θ _V <π” and “x ₁ <x ₃ ”. As shown in the figure, the obstacle determination area E includes a triangular area corresponding to I ₂ to I ₁ and a parallelogram corresponding to I ₁ to I _{3 in} order from left to right. The area is divided into three areas: a triangular area corresponding to the area from I ₃ to I ₄ .

Therefore, if an obstacle ( _xob , _yob ) exists in the obstacle determination area E,
x ₂ ≦ x _ob <x ₁ and a ₂₃ · x _ob + b ₂₃ ≦ y _ob ≦ a ₁₂ · x _ob + b _{12
x 1 ≦ x ob ≦ x 3} , _{and, a 23 · x ob + b} 23 ≦ y ob ≦ a 41 · x ob + b 41
x ₃ <x _ob ≦ x ₄ and a ₃₄ · x _ob + b ₃₄ ≦ y _ob ≦ a ₄₁ · x _ob + b ₄₁
At least one of the three primary inequalities holds. Therefore, these three expressions are used as the eighth determination condition expression corresponding to the eighth determination pattern HP8.

Further, twelfth judgment patterns HP12 is heading theta _V of the vehicle 1, "π <θ _V <3π / 2" and and a pattern to be _"x 4 _{<x 2".} As shown in the figure, the obstacle determination area E includes a triangular area corresponding to I ₁ to I ₄ and a parallelogram corresponding to I ₄ to I _{2 in} order from left to right. The area is divided into three areas: a triangular area corresponding to the area from I ₂ to I ₃ .

Therefore, if an obstacle ( _xob , _yob ) exists in the obstacle determination area E,
_{x 1 ≦ x ob <x 4} , _{and, a 12 · x ob + b} 12 ≦ y ob ≦ a 41 · x ob + b 41
_{x 4 ≦ x ob ≦ x 2} , _{and, a 12 · x ob + b} 12 ≦ y ob ≦ a 34 · x ob + b 34
_{x 2 <x ob ≦ x 3} , _{and, a 23 · x ob + b} 23 ≦ y ob ≦ a 34 · x ob + b 34
At least one of the three primary inequalities holds. Therefore, these three expressions are used as a twelfth determination condition expression corresponding to the twelfth determination pattern HP12.

The sixteenth determination pattern HP16 is a pattern in which the vehicle orientation θ _V of the vehicle 1 is “3π / 2 <θ _V <2π” and “x ₃ <x ₁ ”. As shown in the figure, the obstacle determination area E includes a triangular area corresponding to I ₄ to I ₃ and a parallelogram corresponding to I ₃ to I _{1 in} order from left to right. The area is divided into three areas: a triangular area corresponding to the area from I ₁ to I ₂ .

Therefore, if an obstacle ( _xob , _yob ) exists in the obstacle determination area E,
_{x 4 ≦ x ob <x 3} , _{and, a 41 · x ob + b} 41 ≦ y ob ≦ a 34 · x ob + b 34
_{x 3 ≦ x ob ≦ x 1} , _{and, a 41 · x ob + b} 41 ≦ y ob ≦ a 23 · x ob + b 23
x ₁ <x _ob ≦ x ₂ , and a ₁₂ · x _ob + b ₁₂ ≦ y _ob ≦ a ₂₃ · x _ob + b ₂₃
At least one of the three primary inequalities holds. Therefore, these three expressions are set as the sixteenth determination condition expression corresponding to the sixteenth determination pattern HP16.

Returning to the description of FIG. When the process of S139 is completed, next, one position information is extracted from the position information of the obstacle acquired in the process of S131 (S140), and the extracted position information is selected by the process of S139. Substitute into the conditional expression (S141). In the process of S141, the various constants _a 12 calculated in the processing in _{S138, a 23, a 34,} a 41, b 12, b 23, b 34, b 41 also substitutes.

  Next, it is determined whether any inequality is established in the determination conditional expression substituted with a numerical value (S142). If the determination in S142 is affirmative (S142: Yes), the obstacle determination area E is entered. Since there is an obstacle, the value (ID number) of the variable i is stored in the obstacle detection position memory 93h of the RAM 93 (S147), the section obstacle confirmation process is terminated, and the section traveling process is completed. Return to FIG.

On the other hand, if the determination in S142 is negative (S142: No), it is determined whether all the obstacle position information acquired in the process of S131 has been acquired (S143). If the determination in S143 is negative (S143: No), the process returns to S140, and the position information of another obstacle is substituted into the determination conditional expression. On the other hand, when the determination in S143 is affirmative (S143: Yes), 1 is added to the variable i (S144), and the value of the variable i is set to ID _SCmax (the travel control point Q in the currently traveling section). It is determined whether it is equal to or less than the ID number of the last travel control point Q (S145).

  If the determination in S145 is affirmative (S145: Yes), the process returns to S136. Since the variable i is incremented by 1 in the process of S144, when the process of S136 is executed, the next travel control point Q becomes the travel propriety determination point. Thereafter, when the processing of S137 to S142 is executed, it is determined whether or not an obstacle exists in the obstacle determination area E corresponding to the next travel propriety determination point. Thereafter, similarly, the processes of S136 to S145 are repeated until the last traveling control point Q in the currently traveling section becomes the traveling allowance determination point.

  On the other hand, when the determination in S145 is negative (S145: No), the obstacle is not found in the currently traveling section, that is, the obstacle is not present in the scheduled passage area KF. . In this case, the obstacle detection position memory 93h in the RAM 93 is cleared (S146), the section obstacle confirmation process is terminated, and the process returns to the section traveling process (see FIG. 20).

  According to the in-section obstacle confirmation process shown in FIG. 21 described above, the obstacle determination area E can be calculated for each traveling control point Q, and the presence or absence of an obstacle can be determined. Therefore, since it is not necessary to calculate the travel region F1 in which the vehicle 1 actually travels along the travel routes RT1 to RT3, it is not necessary to calculate a complicated region, the determination can be easily performed, and the processing cost is reduced. Can be suppressed.

  On the other hand, when the travel region F1 where the vehicle 1 actually travels is calculated and the presence or absence of an obstacle is determined, the vehicle 1 actually travels as the travel route RT1 becomes more complicated. The calculation of the travel area F1 becomes complicated. As a result, the amount of calculation becomes enormous, which places a heavy load on the CPU 91 and may take time until the calculation is completed. However, in the present embodiment, the obstacle determination area E is calculated for each traveling control point Q and the presence / absence of the obstacle is determined. Therefore, even if the travel routes RT1 to RT3 are complicated, the determination of the presence / absence of the obstacle is easily performed. It can be performed.

  Accordingly, the present invention is suitable particularly when the travel routes RT1 to RT3 are complicated. In addition, although this embodiment demonstrates the form which stops the vehicle 1 in the target parking position by autonomous driving | running | working, this invention is applicable also when making the vehicle 1 drive | work long distance by autonomous driving | running | working. In that case, the present invention is suitable because the travel route is likely to be complicated.

  Here, the description returns to FIG. When the section obstacle confirmation process (S118) is completed, it is next determined whether an obstacle exists in the scheduled passage area KF (S119). As described above, when the in-section obstacle confirmation process (S118) is executed, if there is an obstacle in the scheduled passage area KF, the obstacle detection position memory 93h is obtained by the process of S147 in FIG. In addition, the ID number of the traveling control point Q corresponding to the obstacle determination area E where the obstacle exists is stored.

  Therefore, in the process of S119, if the ID number of the travel control point Q is stored in the obstacle detection position memory 93h, it is determined that there is an obstacle in the scheduled passage area KF, and the travel control point Q If the ID number is not stored, it is determined that there is no obstacle.

When the determination of S119 is negative (S119: No), ID number, a vehicle-setting information corresponding to the travel control point Q as the specified ID number (ID _p) in the process of S117, the travel control point memory It is acquired from 93d (S120). Then, the traveling state of the vehicle 1 is controlled based on the acquired vehicle setting information, the vehicle 1 is caused to travel (S121), and the process proceeds to S122.

  On the other hand, when the determination in S119 is affirmative (S119: Yes), the vehicle 1 is stopped (S123), and counting of the stop time T of the vehicle 1 is started (S124). Then, the obstacle type determination process is executed (S125).

  Here, the obstacle type determination process (S125) will be described with reference to FIG. FIG. 24 is a flowchart illustrating the obstacle type determination process executed by the driving support device 100. The obstacle type determination process is a process for specifying whether an obstacle existing in the scheduled passage area KF is a dynamic obstacle or a static obstacle.

  When the obstacle type determination process is executed and the obstacle in the scheduled passage area KF is identified as a dynamic obstacle, the dynamic obstacle stored in the dynamic obstacle flag memory 93i If the flag is set on, but is identified as a static obstacle, the dynamic obstacle flag is set off.

  Each process of S152 to S154 and S156 to S162 in the obstacle type determination process is the same as each process of S131 to S133 and S136 to S142 in the in-section obstacle confirmation process of FIG. Therefore, detailed description of similar processing is omitted, and only different portions (S151, S155, S163, S164) will be described in detail.

  In the obstacle type determination process, first, a predetermined time is waited (S151). For example, it waits for 5 seconds. Note that the standby time may be set as appropriate. This waiting time is a time for confirming the movement status of the obstacle present in the scheduled passage area KF. In the present embodiment, after a predetermined time has elapsed since it was determined that an obstacle exists in the obstacle determination area E, there is an obstacle again in the obstacle determination area E where it is determined that the obstacle exists. It is confirmed whether it is doing.

  If an obstacle exists within the same obstacle determination area E even after a predetermined time has elapsed, it is determined that the obstacle remains, and the obstacle is a static obstacle. Is specified. On the other hand, if the obstacle has moved out of the obstacle determination area E where the obstacle has existed before the predetermined time has elapsed, it is determined that the obstacle has moved, and the obstacle The object is identified as a dynamic obstacle.

  Next, each process of S152-S154 is performed. And the ID number of the traveling control point Q memorize | stored in the obstacle detection position memory 93h is acquired, and the ID number is substituted to the variable i (S155). As described above, the obstacle detection position memory 93h stores the ID number of the traveling control point Q corresponding to the obstacle determination area E where the obstacle exists.

  Next, each process of S156-S162 is performed. As a result, it is determined by the process of S162 whether an obstacle exists in the obstacle determination area E of the travel control point Q whose ID number is the value of the variable i.

  If the determination in S162 is affirmative (S162: Yes), since an obstacle exists in the same obstacle determination area E even after a predetermined time has elapsed, the obstacle is regarded as a static obstacle. This is the case. Therefore, in this case, the dynamic obstacle flag is set to OFF (S164).

  On the other hand, when the determination in S162 is negative (S162: No), the obstacle has moved out of the obstacle determination area E where the obstacle was present before the predetermined time has elapsed. This is the case when the obstacle is specified as a dynamic obstacle. Therefore, in this case, the dynamic obstacle flag is set to ON (S163). Then, the obstacle type determination process ends, and the process returns to the section travel process (see FIG. 20).

  Here, the description returns to FIG. When the obstacle type determination process (S125) ends, it is next determined whether or not the dynamic obstacle flag stored in the dynamic obstacle flag memory 93i is on (S126).

  When the determination in S126 is affirmative (S126: Yes), it is a case where the obstacle present in the scheduled passage area KF is identified as a dynamic obstacle. In this case, it is determined whether the stop time of the vehicle 1 that has started timing in the process of S124 is less than or equal to the dynamic obstacle movement waiting time TD stored in the dynamic obstacle movement waiting time memory 92e (S127). ).

  As described above, the dynamic obstacle movement waiting time TD is a time during which a dynamic obstacle existing in the scheduled passage area KF is assumed to move out of the scheduled passage area KF. If the determination in S127 is affirmative (S127: Yes), there is a possibility that a dynamic obstacle existing in the scheduled passage area KF has moved out of the scheduled passage area KF. Accordingly, in this case, the above-described intra-section obstacle confirmation process (S118) is executed again to confirm whether an obstacle exists in the scheduled passage area KF, and then the process proceeds to S129.

  On the other hand, when the determination in S127 is negative (S127: No), the dynamic obstacle moves outside the scheduled passage area KF, for example, the dynamic obstacle existing in the scheduled passage area KF stops moving. Less likely. Therefore, in this case, the section traveling process is terminated and the process returns to the automatic parking process (see FIG. 8). In addition, although mentioned later for details, the driving | running | working content (for example, stop, driving | running | working, regeneration of a driving | running route, the change of a final destination, etc.) of the future vehicle 1 is selected after that.

  The case where the determination in S126 is negative (S126: No) is a case where the obstacle existing in the scheduled passage area KF is specified as a static obstacle. In this case, it is determined whether the stop time of the vehicle 1 that has started counting time in the process of S124 is equal to or shorter than the static obstacle confirmation time TS stored in the static obstacle confirmation time memory 92f (S128). As described above, the static obstacle confirmation time TS is a time for reconfirming whether the obstacle is a static obstacle. If the obstacle is a dynamic obstacle, the location where the obstacle exists is assumed to move. It's time.

  If the determination in S128 is affirmative (S128: Yes), the obstacle present in the scheduled passage area KF is not a static obstacle but actually a dynamic obstacle, and is outside the planned passage area KF. It may be moving. Accordingly, in this case, the above-described intra-section obstacle confirmation process (S118) is executed again to confirm whether an obstacle exists in the scheduled passage area KF, and then the process proceeds to S129.

  On the other hand, if the determination in S128 is negative (S128: No), the obstacle present in the scheduled passage area KF is still a static obstacle and is unlikely to move outside the scheduled passage area KF. . Therefore, in this case, the section traveling process is terminated and the process returns to the automatic parking process (see FIG. 8). In addition, although mentioned later for details, the driving | running | working content (for example, stop, driving | running | working, regeneration of a driving | running route, the change of a final destination, etc.) of the future vehicle 1 is selected after that.

  In the process of S129, it is determined whether or not an obstacle exists in the scheduled passage area KF as a result of executing the intra-section obstacle confirmation process (S118) (S129). In the process of S129, if the ID number of the travel control point Q is stored in the obstacle detection position memory 93h, it is determined that there is an obstacle in the scheduled passage area KF, and the travel control point Q If the ID number is not stored, it is determined that there is no obstacle.

  If the determination in S129 is affirmative (S129: Yes), the process returns to S126. As a result, the processes of S126 to S129 are repeatedly executed until there is no obstacle from within the scheduled passage area KF or until the stop time T of the vehicle 1 exceeds the times TD and TS corresponding to the dynamic obstacle flag. The

  On the other hand, when the determination in S129 is negative (S129: No), the obstacle is no longer present in the scheduled passage area KF. In this case, the process proceeds to S122. In the process of S122, it is determined whether 50 ms or more has elapsed since the current position of the vehicle 1 was calculated in the process of S113 (S122). If the determination in S122 is affirmative (S122: Yes), the process of S113 is performed. Return to.

  On the other hand, if the determination in S122 is negative (S122: No), the process waits until the elapsed time after calculating the current position of the vehicle 1 by the process of S113 is 50 ms or more, and returns to the process of S113. .

  After returning to the processing of S113, the traveling state of the vehicle 1 is controlled so that the vehicle 1 travels through the currently traveling section if there is no obstacle in the scheduled passage area KF. When the vehicle 1 arrives at the end of the currently traveling section, the vehicle 1 is controlled to start traveling in the next section, and finally the vehicle 1 travels to the end of the travel route RT1.

  By the section traveling process shown in FIG. 20 described above, the vehicle 1 can be stopped when there is an obstacle in the scheduled passage area KF, and the stop time T of the vehicle 1 is the dynamic obstacle movement waiting time TD. If the obstacle does not exist from within the scheduled passage area KF before (or the static obstacle confirmation time TS), the traveling of the vehicle 1 can be resumed.

  In addition, after the stop time T of the vehicle 1 exceeds the dynamic obstacle waiting time TD (or the static obstacle confirmation time TS), if there is an obstacle in the scheduled passage area KF, automatic parking is performed. Returning to the processing (see FIG. 8), it is possible to select the future travel contents of the vehicle 1 (for example, stop, travel, regeneration of travel route, change of final destination, etc.).

  That is, while there is a high possibility that an obstacle present in the scheduled passage area KF moves outside the scheduled passage area KF, the vehicle 1 can be stopped and the obstacle present in the scheduled passage area KF. When there is a low possibility that an object will move out of the scheduled passage area KF, it is possible to select the future travel contents of the vehicle 1 (for example, stop, travel, regeneration of travel route, change of final destination, etc.).

  Therefore, when it is determined that an obstacle exists in the scheduled passage area KF, the travel routes RT1 to RT3 can be caused to advance further in the vehicle 1 than when the autonomous travel of the vehicle 1 is simply interrupted. The possibility can be increased. Moreover, the vehicle 1 can be made to autonomously travel according to the type of the obstacle present in the scheduled passage area KF, which is a dynamic obstacle or a static obstacle. Therefore, the vehicle 1 can be autonomously traveled with the travel content suitable for the type of obstacle, in other words, the travel content suitable for the movement state of the obstacle.

  If there is an obstacle in the scheduled passage area KF, the vehicle 1 is stopped, and then the stop time T of the vehicle 1 is the dynamic obstacle movement waiting time TD (or static obstacle confirmation time). If there is no obstacle from within the scheduled passage area KF before exceeding (TS), traveling of the vehicle 1 is resumed. Therefore, regardless of the stop time T of the vehicle 1, when there is an obstacle in the scheduled passage area KF, compared with the case of immediately executing processing such as regeneration of the travel route or change of the final destination. Thus, the control burden can be reduced. Accordingly, the vehicle 1 can be advanced further on the travel routes RT1 to RT3 while suppressing the control burden.

Here, the description returns to FIG. When the section travel process (S14) is completed, it is next determined whether the vehicle 1 has arrived at the end of the travel route RT1 (S15). As described above, in the present embodiment, 40 traveling control points Q are set in each section, so that the last traveling control point Q in the section always has an ID number that is a multiple of 40. Therefore, by multiplying the maximum number of sections SC _max by 40, the ID number of the last travel control point Q in the travel route RT1 can be specified.

  In the process of S15, if the distance between the current position of the vehicle 1 and the last travel control point Q on the travel route RT1 is within a predetermined distance (for example, 0.01 m), the vehicle 1 is on the travel route RT1. It is determined that the terminal has arrived.

  When the determination in S15 is negative (S15: No), the section travel process (S14) is executed, but there is an obstacle in the scheduled passage area KF, and the vehicle 1 cannot travel on the travel route RT1. Is the case. In this case, the process returns to the process of S2, and travel routes RT1 to RT3 are generated again.

  Thus, in this embodiment, when the vehicle 1 cannot travel on the travel route RT1, that is, there is an obstacle in the scheduled passage area KF, and the obstacle moves out of the scheduled passage area KF. When the possibility is low, the entire travel routes RT1 to RT3 are generated again. Therefore, it is possible to increase the possibility that the vehicle 1 can travel to the final destination while causing the vehicle 1 to avoid obstacles existing in the scheduled passage area KF.

  Further, if it is not possible to regenerate the entire travel routes RT1 to RT3 and it is difficult to arrive at the final destination, the driver is prompted to change the final destination by the processing of S20 described later, and the driving is performed. The final destination is changed by the person, and the entire travel routes RT1 to RT3 are generated again. Therefore, it is possible to increase the possibility that the vehicle 1 can travel to the final destination while causing the vehicle 1 to avoid obstacles existing in the scheduled passage area KF.

  On the other hand, if the determination in S15 is affirmative (S15: Yes), since the vehicle 1 has arrived at the end of the travel route RT1, an out-of-section travel process is executed (S17), and the vehicle 1 travels to the travel route RT2. Run RT3.

  Here, the out-of-section travel process (S17) will be described with reference to FIG. FIG. 25 is a flowchart showing the out-of-section traveling process executed by the traveling control apparatus 100. The out-of-section traveling process is a process for causing the vehicle 1 to autonomously travel along the backward turning portion RT2 and the final backward portion RT3, and stops the vehicle 1 when an obstacle is present in the scheduled passage area KF.

  In addition, if there is no obstacle from the planned passing area KF before the stop time of the vehicle 1 passes a predetermined time (dynamic obstacle movement waiting time TD or static obstacle confirmation time TS), the vehicle Run 1 again. Note that, as described above, the travel routes RT2 and RT3 are routes that do not approach each other or do not cross each other, and thus can be regarded as one section substantially. Therefore, in the present embodiment, the vehicle 1 is autonomously traveling by regarding the reverse turning portion RT2 and the final reverse portion RT3 as one section without being divided.

  The processes of S171, S175 to S180, and S181 to S184 in the out-of-section travel process are the same as the processes of S113, S119 to S124, and S126 to S129 in the section travel process of FIG. Therefore, detailed description of similar processing is omitted, and only different portions (S172 to S174, S185) will be described in detail.

  In the out-of-section travel process, first, the process of S171 is executed to calculate the current position of the vehicle 1 (S171), and it is determined whether the vehicle 1 has arrived at the final destination (S172). Specifically, if the distance between the current position of the vehicle 1 calculated in the process of S171 and the final destination (origin O) is within a predetermined distance (for example, 0.1 m), the vehicle 1 is determined to be the final destination. It is determined that it has arrived.

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

If the determination in S172 is affirmative (S172: Yes), the vehicle 1 is stopped (S185), the out-of-section traveling process is terminated, and the process returns to the automatic parking process (see FIG. 8). On the other hand, when the determination in S172 is negative (S172: No), the ID of the travel control point Q closest to the current position of the vehicle 1 among the travel control points Q in the reverse turning portion RT2 and the final reverse portion RT3. One number (ID _p ) is specified (S173), and the out-of-section obstacle confirmation process is executed (S174).

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

  Here, with reference to FIG. 26, the outside section confirmation process (S174) will be described. FIG. 26 is a flowchart showing an out-of-section obstacle confirmation process executed by the traveling control device 100.

  The out-of-section obstacle confirmation process is a process for confirming whether there is an obstacle in the scheduled passage area KF when the vehicle 1 is autonomously traveling on the travel routes RT2 to RT3. More specifically, an obstacle determination area E is calculated for each travel control point Q from the current position of the vehicle 1 to the final destination, and an obstacle exists in the obstacle determination area E. It is determined whether or not.

  If there are no obstacles in all the calculated obstacle determination areas E, it is determined that there are no obstacles in the scheduled passage area KF, and the obstacles are present in any of the calculated obstacle determination areas E. Is present, it is determined that there is an obstacle in the scheduled passage area KF.

  The processes of S191 to S193, S195 to S204, S206, and S207 in the outside-section obstacle confirmation process are the same as the processes of S131 to S133, S135 to S144, S146, and S147 in the in-section obstacle confirmation process of FIG. Similar processing. Therefore, detailed description of similar processing is omitted, and only different portions (S194, S205) are described in detail.

In the out-of-section obstacle confirmation process, first, the processes of S191 to S193 are executed. Then, the maximum index number ID _max stored in the maximum index number memory 93e is acquired (S194). Next, the variable i is set to the ID _p identified in the process of S173 in FIG. 25 (the travel control point Q closest to the current position of the vehicle 1 among the travel control points Q in the reverse turning portion RT2 and the final reverse portion RT3). ID number) is set (S195).

  And the process of S196-S202 is performed. If the determination in S202 is affirmative (S202: Yes), the process of S207 is executed, then the outside-section obstacle confirmation process is terminated, and the process returns to the outside-section travel process (see FIG. 25).

On the other hand, when the determination in S202 is negative (S202: No), the processing of S203 to S204 is executed. Next, it is determined whether the value of the variable i is equal to or less than ID _max (ID number of the travel control point Q that overlaps the final destination) (S205). If the determination in S205 is affirmative (S205: Yes), the process returns to S196. As a result, the processes of S196 to S205 are repeated until the travel control point Q that overlaps the final destination becomes the travel allowance determination point.

  On the other hand, if the determination in S205 is negative (S205: No), if no obstacle is found in the currently traveled routes RT2 to RT3, that is, there is no obstacle in the scheduled passage area KF. This is the case. In this case, the process of S206 is executed, and then the outside-section obstacle confirmation process is terminated, and the process returns to the outside-section travel process (see FIG. 25).

  Now, the description returns to FIG. When the outside section confirmation process (S174) is completed, it is next determined whether or not there is an obstacle in the scheduled passage area KF as a result of executing the outside section confirmation process (S174) (S175). If the determination in S175 is affirmative (S175: Yes), the process proceeds to S179. On the other hand, if the determination in S175 is negative (S175: No), the processes of S176 and S177 are executed, and the process proceeds to S178.

  If the determination in S182 is affirmative (S182: Yes), the obstacle present in the scheduled passage area KF is a dynamic obstacle, and therefore there is a possibility that it has moved outside the scheduled passage area KF. is there. Therefore, in this case, the above-described outside section checking process (S174) is executed again to check whether there is an obstacle in the scheduled passage area KF, and then the process proceeds to S184.

  On the other hand, if the determination in S182 is negative (S182: No), the dynamic obstacle moves outside the scheduled passage area KF, for example, the dynamic obstacle present in the scheduled passage area KF stops moving. Less likely. Therefore, in this case, the out-of-section traveling process is terminated and the process returns to the automatic parking process (see FIG. 8). Although details will be described later, after that, the content of future travel of the vehicle 1 (for example, stop, travel, regeneration of travel route, change of final destination, etc.) is selected.

  If the determination in S183 is affirmative (S183: Yes), the obstacle existing in the scheduled passage area KF is not a static obstacle but actually a dynamic obstacle, and the passage of the planned passage area KF It may have moved outside. Therefore, in this case, the above-described outside section checking process (S174) is executed again to check whether there is an obstacle in the scheduled passage area KF, and then the process proceeds to S184.

  On the other hand, if the determination in S183 is negative (S183: No), the obstacle present in the scheduled passage area KF is still a static obstacle and is unlikely to move outside the scheduled passage area KF. . Therefore, in this case, the out-of-section traveling process is terminated and the process returns to the automatic parking process (see FIG. 8). Although details will be described later, after that, the content of future travel of the vehicle 1 (for example, stop, travel, regeneration of travel route, change of final destination, etc.) is selected.

  In the process of S184, it is determined whether there is an obstacle in the scheduled passage area KF as a result of executing the outside section obstacle confirmation process (S174) (S184), and if the determination of S184 is affirmative ( (S184: Yes), the process returns to S181.

  As a result, the processing of S181 to S184 is repeatedly executed until there is no obstacle from the scheduled passage area KF or the stop time T of the vehicle 1 exceeds the times TD and TS according to the dynamic obstacle flag. The On the other hand, when the determination in S184 is negative (S184: No), the obstacle is no longer present in the scheduled passage area KF. In this case, the process proceeds to S178.

  25, the vehicle 1 can be stopped when there is an obstacle in the scheduled passage area KF, and the stop time T of the vehicle 1 is the dynamic obstacle movement waiting time. If there is no obstacle from within the scheduled passage area KF before the TD (or static obstacle confirmation time TS) is exceeded, the traveling of the vehicle 1 can be resumed.

  In addition, after the stop time T of the vehicle 1 exceeds the dynamic obstacle waiting time TD (or the static obstacle confirmation time TS), if there is an obstacle in the scheduled passage area KF, automatic parking is performed. Returning to the processing (see FIG. 8), it is possible to select the future travel contents of the vehicle 1 (for example, stop, travel, regeneration of travel route, change of final destination, etc.).

  That is, while there is a high possibility that an obstacle present in the scheduled passage area KF moves outside the scheduled passage area KF, the vehicle 1 can be stopped and the obstacle present in the scheduled passage area KF. When there is a low possibility that an object will move out of the scheduled passage area KF, it is possible to select the future travel contents of the vehicle 1 (for example, stop, travel, regeneration of travel route, change of final destination, etc.).

  Therefore, when it is determined that an obstacle exists in the scheduled passage area KF, the travel routes RT1 to RT3 can be caused to advance further in the vehicle 1 than when the autonomous travel of the vehicle 1 is simply interrupted. The possibility can be increased. Moreover, the vehicle 1 can be made to autonomously travel according to the type of the obstacle present in the scheduled passage area KF, which is a dynamic obstacle or a static obstacle. Therefore, the vehicle 1 can be made to autonomously travel with the travel content suitable for the type of obstacle, in other words, with the travel content suitable for the movement state of the obstacle.

  If there is an obstacle in the scheduled passage area KF, the vehicle 1 is stopped, and then the stop time T of the vehicle 1 is the dynamic obstacle movement waiting time TD (or static obstacle confirmation time). If there is no obstacle from within the scheduled passage area KF before exceeding (TS), traveling of the vehicle 1 is resumed. Therefore, regardless of the stop time T of the vehicle 1, when there is an obstacle in the scheduled passage area KF, compared with the case of immediately executing processing such as regeneration of the travel route or change of the final destination. Thus, the control burden can be reduced. Accordingly, the vehicle 1 can be advanced further on the travel routes RT1 to RT3 while suppressing the control burden.

  Here, the description returns to FIG. When the out-of-section traveling process (S17) ends, it is next determined whether or not the vehicle 1 has arrived at the final destination (S18). If the determination in S18 is affirmative (S18: Yes), the driver is notified that the final destination has been reached (S19), and the automatic parking process is terminated.

  On the other hand, when the determination in S18 is negative (S18: No), the out-of-section travel process (S17) is executed, but there is an obstacle in the scheduled passage area KF, and the vehicle 1 is on the travel routes RT2 to RT3. This is a case where it was not possible to proceed. In other words, there are obstacles on the route to the final destination, and it is difficult to arrive at the final destination. In this case, obstacles on the travel routes RT1 to RT3 cannot be avoided and the driver is notified that the final destination cannot be reached (S20), and the process proceeds to S21.

  In the process of S21, the driver is prompted to change the final destination (S21). For example, a surrounding image of the vehicle 1 is displayed on a touch panel (not shown) provided in the vehicle 1 to notify the driver to input the parking position. Then, it is determined whether a change of the final destination is instructed (S22). For example, when the display screen is touched by the driver, the parking position corresponding to the touched screen position is set as the final destination after the change, and it is determined that the change of the final destination is instructed.

  If the determination in S22 is negative (S22: No), the automatic parking process is terminated. On the other hand, if the determination in S22 is affirmative (S22: Yes), the process returns to S1, the travel routes RT1 to RT3 are regenerated, and the vehicle 1 travels along the travel routes RT1 to RT3.

  As described above, in this embodiment, when the vehicle 1 cannot travel on the travel routes RT2 to RT3 and it is difficult to arrive at the final destination, the driver is prompted to change the final destination. When the final destination is changed by the driver, the entire travel routes RT1 to RT3 are generated again. Therefore, it is possible to increase the possibility that the vehicle 1 can travel to the final destination while avoiding obstacles present in the scheduled passage area KF.

  Further, when the travel routes RT1 to RT3 cannot be generated (S16: branching to No), the driver is prompted to change the final destination, and as a result, the final destination is changed by the driver. The entire travel routes RT1 to RT3 are generated again. Therefore, the possibility that the vehicle 1 can travel to the final destination can be increased.

  The “travel control of the vehicle 1 by the CPU 91” described in the above embodiment corresponds to the “travel control process” described in the claims, and the “first to third distances” described in the above embodiment. “Scanning by the sensors 24a to 24c” corresponds to the “detection step” recited in the claims. The “automatic parking process (see FIG. 8) executed by the CPU 91” described in the above embodiment corresponds to the “travel control method” described in the claims.

  The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

  For example, in the above embodiment, the section is set by dividing the pattern travel unit RT1 for each travel route corresponding to the route patterns PT1 to PT10. However, the entire travel route RT1 to RT3 or a part thereof is divided for each turning point. You may set sections. Note that the turning point indicates a point where the vehicle 1 is switched between forward and backward, and in the example illustrated in FIG. 2, the route point P4 is the turning point. Further, similarly to the above-described embodiment, the last travel control point Q in the section is set as the turning point. In this case, for example, a table indicating the ID number range of each section is provided in the RAM 93 so that the traveling control point Q corresponding to each section can be identified. If comprised in this way, since the last traveling control point Q in a section can be specified and it can be determined whether the last traveling control point Q is a turning point, the above-mentioned section traveling process (refer FIG. 20) can be performed. . For example, when the vehicle 1 is driven using the travel control device 100 of the present embodiment, a turning point is included in the middle of the section, and further, on the traveling route of the section next to the section including the turning point. If there is an obstacle, the vehicle 1 travels beyond the turning point and before the section where the obstacle exists. However, if the vehicle 1 tries to avoid an obstacle after the turnover point is exceeded, it is necessary to switch the vehicle 1 forward and backward to return the vehicle 1 to the vehicle 1 on the route on which the vehicle 1 has traveled. Therefore, since the vehicle 1 can be traveled so as not to exceed the turning point by dividing the traveling route for each turning point, there is a possibility that the vehicle 1 returns on the traveling route by switching between forward and backward movement of the vehicle 1. Can be suppressed. Therefore, the possibility that the vehicle 1 can be smoothly driven can be increased. Moreover, since the sections can be set by dividing the travel routes RT1 to RT3 for each turn-back point, it is possible to prevent the travel routes in the same section from approaching or intersecting in the vicinity of the turn-back point. Therefore, when the vehicle 1 travels in section units, it is possible to prevent the vehicle from jumping over the travel route on the way to the turning point and starting to travel on the traveling route beyond the turning point. Therefore, the vehicle 1 can be autonomously driven without any problem even near the turning point.

  In the above embodiment, the section 1 is set by dividing the pattern travel portion RT1 for each travel route corresponding to the route patterns PT1 to PT10. However, the vehicle 1 moves forward on the entire travel route RT1 to RT3 or a part thereof. Sections may be set by dividing into sections and sections where the vehicle 1 moves backward. In this case, the last travel control point Q in the section of each section is the turning point. In the case of such a configuration, for example, a table indicating the range of ID numbers of each section is provided in the RAM 93 so that the traveling control point Q corresponding to each section can be identified. As a result, the last travel control point Q in the section can be specified, and if it is the last travel control point Q, it can be determined that it is a turning point, so the above-described section travel processing (see FIG. 20) can be executed. And by setting the section by dividing the travel routes RT1 to RT3 into sections where the vehicle 1 moves forward and sections where the vehicle 1 moves backward, the travel routes within the same section approach each other near the turning point. And can prevent crossing. Therefore, when the vehicle 1 is driven in section units, it should advance (or retreat) to the turning point, jump over the driving route on the way, and move backward (or move forward) from the turning point. ) It can be prevented that the vehicle starts to travel along the travel route. Therefore, the vehicle 1 can be autonomously driven without any problem even near the turning point. Further, since the turning point is not included in the middle of the section, the vehicle 1 can be driven so as not to exceed the turning point for the same reason as described above. Therefore, it is possible to suppress the possibility that the vehicle 1 returns on the travel route by switching between forward and backward movement of the vehicle 1. Therefore, the possibility that the vehicle 1 can be smoothly driven can be increased.

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

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

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

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

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

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

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

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

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

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

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

  Further, in the above embodiment, when the vehicle 1 is parked at the target parking position, the left and right rear wheels 2RL, 2RR have the x-axis on the front and rear axes of the vehicle 1 as the y-axis, and the x-axis. The position of the vehicle 1 and the positions of the travel routes RT1 to RT3 are calculated using a coordinate system with the origin of the intersection of the y-axis and the origin O, but the left and right rear wheels 2FL and 2FR at the current position of the vehicle 1 are calculated. A coordinate system in which the x axis is the x axis, the y axis is the front and rear axis of the vehicle 1, and the intersection point of the x axis and the y axis may be the origin O may be used. Alternatively, a coordinate system in which an x-axis and a y-axis are arbitrarily provided and the intersection point of the x-axis and the y-axis is the origin O may be used.

  Moreover, in the said embodiment, although it has comprised so that the driving | running | working control point Q may be produced | generated at intervals of 0.05 m for every between adjacent route points P, between arbitrary two route points P, it is 0.05 m intervals. You may comprise so that the traveling control point Q may be produced | generated. For example, when three or more route points P are arranged in order on the travel route, among the three or more route points P, the first route point P (the side closest to the departure point) and the third You may comprise so that the driving | running | working control point Q may be produced | generated by 0.05 m space | interval between the last (closest to the last joint) path point P among two or more path points.

  In the above embodiment, the travel routes RT1 to RT3 of the vehicle 1 from the current position to the target parking position are generated, and the vehicle 1 is autonomously traveled according to the travel routes RT1 to RT3, and the target parking position is reached. Although the vehicle 1 is stopped, a configuration in which the vehicle 1 autonomously travels from the current position to the target position may be employed. For example, the target position may be set far and the vehicle 1 may be traveled for a long distance by autonomous travel.

  In the above embodiment, the travel control point Q is not provided on the route point P0 (departure point). However, the travel control point Q is also provided on the route point P0, and the vehicle 1 is referred to when traveling autonomously. You may comprise as follows.

  Moreover, although the said embodiment is embodiment in case the vehicle 1 is a four-wheeled vehicle, this invention is applicable if it is a vehicle irrespective of the number of wheels, and also to construction machines, such as a shovel car, etc. Applicable.

  In the above embodiment, when the vehicle 1 is no longer traveling on the pattern travel unit RT1, the entire travel route RT1 to RT3 is regenerated, and as a result, the entire travel route RT1 to RT3 cannot be generated. Although the driver is prompted to change the final destination, when the vehicle 1 is no longer traveling on the pattern travel unit RT1, the driver is not prompted to generate the travel routes RT1 to RT3, and the driver You may comprise so that a change may be promoted.

  Moreover, in the said embodiment, when the vehicle 1 is carrying out autonomous driving | running | working on driving | running route RT1, it passes through the driving | running | working area | region from the current position of the vehicle 1 to the terminal end of the section among the sections which the vehicle 1 is drive | working now. When the scheduled area KF (area where the vehicle 1 is scheduled to pass) is set and the vehicle 1 is autonomously traveling on the travel routes RT2 to RT3, the current position of the vehicle 1 is selected from the travel routes RT2 to RT3. The travel area to the final destination is set as the scheduled passage area KF, but instead, the scheduled passage area KF (see FIGS. 27, 28, and 29) may be set as follows.

  Hereinafter, an example of the scheduled passage area KF will be described with reference to FIGS. In FIG. 27 to FIG. 29, the hatched area is shown as a scheduled passage area KF. Each of the travel routes shown in FIGS. 27 to 29 is the same travel route as the travel routes RT1 to RT3 shown in FIG. First, referring to FIG. 27, when vehicle 1 is traveling autonomously on travel routes RT1 to RT3, from the current position of vehicle 1, a turning point where vehicle 1 is scheduled to pass next (forward and A case where the travel area up to the point where the reverse is switched) is set as the scheduled passage area KF will be described. In the example shown in FIG. 27, the route point P4 is a turning point.

  When the travel region from the current position of the vehicle 1 to the point where the vehicle 1 is scheduled to pass next (the point where the vehicle 1 moves forward and backward) is set as the scheduled passage region KF, the vehicle 1 When autonomous driving is started, that is, when the current position of the vehicle 1 is the departure point (route point P0), as shown in FIG. 27A, the travel region from the route point P0 to the route point P4 is This is the scheduled passage area KF7.

  Thereafter, as the vehicle 1 moves forward, that is, as the vehicle 1 approaches the turning point (route point P4), the scheduled passage area KF8 becomes smaller as shown in FIG. This is because it is not monitored whether there is an obstacle in the area that has already passed. Therefore, since the area to be monitored is smaller than the case where the scheduled passage area KF8 (see FIG. 27A) is always monitored, the control burden can be reduced. Further, even if an obstacle enters an area that has already passed, the obstacle does not hinder the traveling of the vehicle 1. Therefore, it is possible to advance the vehicle 1 on the travel route RT1 to RT3 earlier while ensuring the safety of the vehicle 1.

  Then, when the vehicle 1 arrives at the route point P4, next, the travel region from the route point P4 to the turn-over point where the vehicle 1 is scheduled to pass next becomes the scheduled passage region KF. The example shown in FIG. Then there is no turn-back point that will be passed next. Therefore, in this case, as shown in FIG. 27 (c), the travel area from the current position of the vehicle 1 to the final destination (route point P8) is set as a scheduled passage area KF9.

  Thereafter, as the vehicle 1 moves backward, that is, as the vehicle 1 approaches the final destination (route point P8), the scheduled passage area KF becomes smaller. This is because, when the vehicle 1 is traveling on the travel routes RT2 to RT3, it is not monitored whether there is an obstacle in the area that has already passed.

  As described above with reference to FIG. 27, by setting the scheduled passage area KF, even if an obstacle exists in the travel routes RT1 to RT3, the obstacle exists beyond the turning point. If so, the vehicle 1 can be advanced to the point before the turning point. Therefore, it is possible to advance the vehicle 1 on the travel route RT1 to RT3 earlier while ensuring the safety of the vehicle 1.

  Note that it is possible to determine which point is the turning point in the traveling routes RT1 to RT3 by referring to the traveling direction flag or the turning determination flag of the vehicle setting information corresponding to the traveling control point Q (see FIG. 7). Specifically, the travel control point Q (ID number = 160) in which the turn-back determination flag is set to “1”, the value of the traveling direction flag from “1” to “−1”, or “−1” The traveling control point Q (ID number = 160) that changes from “1” to “1” is the turning point.

  Next, referring to FIG. 28, when the vehicle 1 is traveling autonomously on the travel routes RT1 to RT3, the vehicle 1 is moved from the current position of the vehicle 1 along the travel routes RT1 to RT3 by a certain distance DL (for example, The travel area occupied by the vehicle 1 when the vehicle 1 is advanced to the vehicle length L of the vehicle 1 (see FIG. 18 (a)) is a distance obtained by adding 1.5 m is set as the scheduled passage area KF. The case where it does is demonstrated. The constant distance DL may be set as appropriate.

  Scheduled to pass through the travel area occupied by the vehicle 1 when the vehicle 1 is advanced from the current position of the vehicle 1 by a certain distance DL (for example, the vehicle length L + 1.5 m) along the travel routes RT1 to RT3. When configured so as to be set as the region KF, when the vehicle 1 starts autonomous traveling, that is, when the current position of the vehicle 1 is the departure point (route point P0), as shown in FIG. When the vehicle 1 is advanced from the route point P0 along the travel routes RT1 to RT3 to the predetermined distance DL, the travel region occupied by the vehicle 1 becomes the scheduled passage region KF10.

  Thereafter, when the vehicle 1 moves forward, as shown in FIG. 28B, the scheduled passage area KF11 is also moved forward along the travel routes RT1 to RT3 by the amount that the vehicle 1 has moved forward. That is, even if the vehicle position of the vehicle 1 changes, the size of the scheduled passage area KF hardly changes. Therefore, since it is possible to suppress an increase in the control burden due to the size of the scheduled passage area KF being too large, it is possible to suppress the delay in the control of the traveling state of the vehicle 1. Accordingly, the vehicle 1 can appropriately travel autonomously.

  Further, immediately before the vehicle 1 arrives at the route point P4, as shown in FIG. 28C, an area occupied by the vehicle 1 until the vehicle 1 arrives at the route point P4 from the current position, and the vehicle 1 A region occupied by the vehicle 1 when traveling from the route point P4 to the route point P5 is a planned travel region KF12.

  More specifically, assuming that the distance along the travel routes RT1 to RT3 from the current position of the vehicle 1 to the route point P4 is DL1, the vehicle 1 travels from the current position to the DL1 along the travel routes RT1 to RT3. The vehicle 1 occupies the travel area occupied by the vehicle 1 and the vehicle 1 when the vehicle 1 is advanced from the route point P4 to the “distance DL2 (= distance DL−distance DL1)” along the travel routes RT1 to RT3. The travel area to be used is the planned travel area KF12.

  Thereafter, when the vehicle 1 moves backward and proceeds to the final destination, the scheduled pass area KF also moves forward along the travel routes RT1 to RT3 by the amount that the vehicle 1 has moved backward (by the amount that the vehicle 1 has advanced first). To do.

  As described above with reference to FIG. 28, by setting the scheduled passage area KF, even when an obstacle exists in the travel routes RT <b> 1 to RT <b> 3, until the obstacle approaches the vehicle 1. Alternatively, the vehicle 1 can be advanced until the vehicle 1 approaches the obstacle. In other words, the vehicle 1 can be advanced while the distance between the obstacle and the vehicle 1 is longer than DL. Therefore, it is possible to advance the vehicle 1 on the travel route RT1 to RT3 earlier while ensuring the safety of the vehicle 1.

  In addition, when the vehicle 1 is advanced from the current position of the vehicle 1 to a certain distance DL (for example, the vehicle length L + 1.5 m) along the travel routes RT1 to RT3, the travel region occupied by the vehicle 1 is When setting the scheduled passing area KF, after specifying the ID number of the traveling control point Q closest to the current position of the vehicle 1, a numerical value corresponding to a certain distance DL from the ID number to the ID number (this embodiment) In the embodiment, since the traveling control point Q is generated every 0.05 m, when the fixed distance DL is “the vehicle length L + 1.5 m of the vehicle 1”, the numerical value corresponding to the fixed distance DL is “(vehicle An area obtained by adding the obstacle determination areas K corresponding to the respective travel control points Q up to the ID number obtained by adding (the vehicle length L of 1 + 1.5 m) ÷ 0.05) is defined as a scheduled passage area KF.

Next, referring to FIG. 29, when the vehicle 1 is autonomously traveling on the travel routes RT1 to RT3, the travel region from the current position of the vehicle 1 to the final destination is set as the scheduled passage region KF. Will be described. In the example shown in FIG. 29, when the travel region from the current position of the vehicle 1 where the route point P8 is the final destination to the final destination (route point P8) is set as the scheduled passage region KF. When the vehicle 1 starts autonomous traveling, that is, when the current position of the vehicle 1 is the departure point (route point P0), as shown in FIG. 29 (a), from the route point P0 to the route point P8. The travel area is the scheduled passage area KF13.

  Thereafter, as the vehicle 1 moves forward, that is, as the vehicle 1 approaches the final destination (route point P8), the scheduled passage area KF14 becomes smaller as shown in FIG. This is because it is not monitored whether there is an obstacle in the area that has already passed. Therefore, since the area to be monitored becomes smaller than the case where the scheduled passage area KF13 (see FIG. 29A) is always monitored, the control burden can be reduced. Further, even if an obstacle enters an area that has already passed, the obstacle does not hinder the traveling of the vehicle 1. Therefore, it is possible to advance the vehicle 1 on the travel route RT1 to RT3 earlier while ensuring the safety of the vehicle 1.

  As described above with reference to FIG. 29, by setting the scheduled passage area KF, if there are obstacles in the travel routes RT1 to RT3, the vehicle 1 can be stopped immediately. Therefore, the safety of the vehicle 1 can be ensured.

In addition, when there are obstacles in the travel routes RT1 to RT3, the vehicle 1 is immediately stopped regardless of the distance from the obstacle to the vehicle 1, and the entire travel routes RT1 to RT3 are regenerated. be able to. Therefore, when the obstacle is far away from the vehicle 1, it is highly possible that the obstacle can be avoided even if the travel routes RT1 to RT3 do not change significantly. Therefore, even when an obstacle exists in the travel routes RT1 to RT3, the vehicle 1 can travel smoothly to the final destination. The ID number of the traveling control point Q that overlaps the final destination is stored in the maximum index number memory 93e as the maximum index number ID _max .
<Others>
<Technical thought>
The travel control device of the technical idea 1 includes a travel control device including a route setting unit that sets a travel route of the vehicle, and a travel control unit that travels the vehicle along the travel route set by the route setting unit. The section dividing means for dividing the travel route set by the route setting means into a plurality of sections, and the section in which the vehicle is traveling is specified among the plurality of sections divided by the section dividing means. Traveling section specifying means, position information acquiring means for acquiring position information of a passing estimation area where the vehicle is estimated to pass within the section specified by the traveling section specifying means, and detecting means for detecting position information of the object On the basis of the position information of the object detected by the detection means and the position information of the passage estimation area acquired by the position information acquisition means. Determining means for determining whether an object is present, and if the determining means determines that the object is not present, the travel control means is provided on a travel route of a section specified by the travel section specifying means. The vehicle is caused to travel along the road.
The travel control device according to technical idea 2 is the travel control device according to technical idea 1, wherein the travel route is configured by combining predetermined travel route patterns, and the section dividing means includes the travel control device. The route is divided into a plurality of sections at least for each route corresponding to the travel route pattern.
The travel control device according to technical idea 3 is the travel control device according to technical idea 1 or 2, wherein the travel control device specifies a switching point where the forward / reverse switching of the vehicle occurs in the travel route. A switching point specifying unit is provided, and the section dividing unit divides the travel route into a plurality of sections by dividing at least the switching points specified by the switching point specifying unit.
The travel control device of the technical idea 4 is the travel control device according to any one of the technical ideas 1 to 3, wherein the travel control device includes travel position acquisition means for acquiring a travel position of the vehicle. The information acquisition means is configured to acquire position information of an area that the vehicle should pass from among the estimated passage areas based on a travel position of the vehicle.
The travel control method of the technical idea 5 is a travel control method that includes a route setting step for setting a travel route of the vehicle, and a travel control step for causing the vehicle to travel along the travel route set by the route setting step. A section dividing step for dividing the travel route set by the route setting step into a plurality of sections, and a travel for identifying a section in which the vehicle is traveling among the plurality of sections divided by the section dividing step. A section specifying step, a position information acquiring step for acquiring position information of a passage estimation area where the vehicle is estimated to pass within a section specified by the traveling section specifying step, and a detecting step for detecting position information of an object. , Based on the position information of the object detected by the detection step and the position information of the passage estimation region acquired by the position information acquisition step, A determination step for determining whether an object is present, and if the traveling control step determines that the object does not exist in the determination step, the traveling route of the section identified by the traveling section identification step The vehicle is caused to travel along
<Effect>
According to the travel control device described in the technical idea 1, when the travel route of the vehicle is set by the route setting means, the vehicle is traveled by the travel control means along the travel route, and there are a plurality of travel routes. Is divided by the section dividing means. Among the plurality of divided sections, when the section in which the vehicle is traveling is identified by the traveling section identifying means, the position information of the estimated passage area where the vehicle passes within the identified section is located. Obtained by information obtaining means. Then, based on the acquired position information of the estimated passage area and the position information of the object detected by the detecting means, it is determined by the determining means whether an object exists in the estimated passage area. Here, if it is determined by the determination means that no object is present, the vehicle is caused to travel by the travel control means along the travel route of the section specified by the travel section specifying means. Therefore, if there is no object in the travel route of the section where the vehicle is traveling, the vehicle can travel along the travel area of the section, so even if there is an object in the travel route The vehicle can be driven up to the front of the section where the object exists. Therefore, there is an effect that the vehicle can be advanced on the travel route while ensuring the safety of the vehicle.
According to the traveling control device described in the technical idea 2, in addition to the effects exhibited by the traveling control device described in the technical idea 1, the following effects are exhibited. That is, the travel route is configured by combining predetermined travel route patterns, and the travel route is divided into a plurality of sections by the section dividing means at least divided for each route corresponding to the travel route pattern. Accordingly, since the travel route can be divided for each travel route pattern that is a constituent unit of the travel route, the travel route can be simply divided into a plurality of sections. Therefore, since the process of dividing the travel route can be simplified, the control burden can be reduced.
According to the traveling control device described in the technical idea 3, in addition to the effect exhibited by the traveling control device described in the technical idea 1 or 2, the following effect is achieved. That is, the switching point where the forward / reverse switching of the vehicle occurs in the travel route is specified by the switching point specifying means, and the travel route is divided into a plurality of sections at least divided for each switching point by the section dividing means. . If the vehicle is driven using the traveling control device described in the technical idea 1, a turning point is included in the middle of the section, and further, in the traveling route of the section next to the section including the turning point. If an object exists, the vehicle travels beyond the turning point to a point before the section where the object exists. However, if an object is to be avoided after the turning point has been exceeded, it is necessary to switch the vehicle forward and backward to return the route that has traveled to the vehicle. Therefore, by dividing the travel route for each turn-back point, the vehicle can be driven so as not to exceed the turn-back point. Therefore, it is possible to suppress the possibility that the vehicle returns on the travel route by switching between forward and reverse travel of the vehicle. Therefore, there is an effect that it is possible to increase the possibility that the vehicle can run smoothly.
According to the traveling control device described in technical idea 4, in addition to the effects exhibited by the traveling control device described in any one of technical ideas 1 to 3, the following effects are exhibited. That is, when the travel position of the vehicle is acquired by the travel position acquisition means, the position information of the area where the vehicle should pass from among the estimated pass areas estimated to pass the vehicle in the section specified by the travel section specifying means. Is acquired by the position information acquisition means based on the traveling position of the vehicle. Therefore, since the position information acquisition means does not acquire the position information of the area where the vehicle has already passed among the estimated passage areas, the number of pieces of position information to be acquired is smaller than when acquiring all the position information of the estimated passage area. Can be suppressed. Therefore, there is an effect that the control burden can be suppressed.
According to the traveling control method described in the technical idea 5, the same effect as that of the traveling control device described in the technical idea 1 is achieved by causing the vehicle to travel by this method.

1 Vehicles 24a to 24c Distance sensor (detection means)
91 CPU (travel control means)
93g Section number memory during travel (travel section specifying means, travel section specifying process)
100 Travel control device KF scheduled passage area (passage estimation area)
PT1 to PT10 route pattern (travel route pattern)
RT1 traveling route S4 route setting means, route setting steps S44, S115, S116 section dividing means, section dividing step S113 traveling position acquisition means S135-S137, S144 position information acquisition means, position information acquisition step S142 determination means, determination process

Claims (4)

A travel control device comprising route setting means for setting a travel route of a vehicle, and travel control means for causing the vehicle to travel along a travel route set by the route setting means,
Section dividing means for dividing the travel route set by the route setting means into a plurality of sections;
A traveling section identifying means for identifying a section in which the vehicle is traveling among a plurality of sections divided by the section dividing means;
Position information acquisition means for acquiring position information of a passage estimation area where the vehicle is estimated to pass within the section specified by the travel section specification means;
Detecting means for detecting position information of the object;
Determination means for determining whether or not the object exists in the passage estimation area based on the position information of the object detected by the detection means and the position information of the passage estimation area acquired by the position information acquisition means When,
A turning point specifying means for specifying a turning point where switching between forward and reverse of the vehicle occurs in the travel route ;
The travel control means includes
If it is determined that the object does not exist by the judgment means, all SANYO for running the vehicle along the travel path of the section specified by said traveling section identifying means,
The section dividing means is
The travel control apparatus characterized in that the travel route is divided into a plurality of sections at least by dividing each travel point specified by the return point specifying means . The travel route is configured by combining predetermined travel route patterns,
The section dividing means is
The travel control device according to claim 1, wherein the travel route is divided into a plurality of sections at least divided for each route corresponding to the travel route pattern.
The travel control device includes:
A travel position acquisition means for acquiring the travel position of the vehicle;
The position information acquisition means includes
The travel control device according to claim 1, wherein position information of an area that the vehicle should pass from among the passage estimation areas is acquired based on a travel position of the vehicle. A travel control method comprising: a route setting step for setting a travel route of the vehicle; and a travel control step for causing the vehicle to travel along the travel route set by the route setting step,
A section dividing step of dividing the travel route set by the route setting step into a plurality of sections;
A traveling section identifying step for identifying a section in which the vehicle is traveling among a plurality of sections divided by the section dividing step;
A position information acquisition step of acquiring position information of a passage estimation region in which the vehicle is estimated to pass within the section identified by the travel section identification step;
A detection step of detecting position information of the object;
A determination step of determining whether the object exists in the passage estimation region based on the position information of the object detected by the detection step and the position information of the passage estimation region acquired by the position information acquisition step When,
A turning point specifying step for specifying a turning point where switching between forward and reverse of the vehicle occurs in the travel route, and
The travel control step includes
If it is determined that the determination step the object is not present by state, and are not for running the vehicle along the travel path of the section specified by said traveling section identifying step,
The section dividing step includes
The travel control method, characterized in that the travel route is divided into a plurality of sections at least divided for each turn-back point specified by the turn-back point specifying step .

Images