WO2020203130A1 - Vehicle control device, vehicle, and vehicle control method - Google Patents

Abstract

Disclosed is a vehicle control device that can reduce the psychological burden felt by an occupant while a vehicle is being loaded/unloaded. This device is a vehicle control device that outputs a speed command for instructing the speed of the vehicle to a drive unit for driving the vehicle, the vehicle control device comprising a command output unit that outputs, in route information when the vehicle is loaded/unloaded, a first speed command for causing the vehicle to travel at a speed that is lower when a turn curvature of the vehicle is more than a first threshold than when the turn curvature of the vehicle is not more than the first threshold.

Description

Vehicle control device, vehicle, and vehicle control method

This disclosure relates to a vehicle control device, a vehicle, and a vehicle control method.

Conventionally, as a device for supporting parking of a vehicle, a vehicle driving device that calculates a parking route from the current position of the vehicle to a target parking position and controls the vehicle along the route is known.

Patent Document 1 discloses a vehicle driving device that calculates a parking route having a smaller curvature when there is an occupant in the vehicle when parking the vehicle than when there is no occupant in the vehicle.

International Publication No. 2018/066068

An object of the present disclosure is to provide a vehicle control device capable of reducing the psychological burden felt by an occupant during the loading and unloading of a vehicle, a vehicle equipped with the vehicle, and a vehicle control method.

The vehicle control device according to one aspect of the present disclosure is a vehicle control device that outputs a speed command for instructing the speed of the vehicle to a drive unit that drives the vehicle, and is described in the route information at the time of entering and leaving the vehicle. A command output unit that outputs a first speed command for traveling at a speed lower than the speed when the turning curvature of the vehicle is larger than the first threshold value and the turning curvature of the vehicle is equal to or less than the first threshold value. Be prepared.

The vehicle according to one aspect of the present disclosure includes the vehicle control device described above.

The vehicle control method according to one aspect of the present disclosure is a vehicle control method executed by a vehicle control device that outputs a speed command instructing the speed of the vehicle to a drive unit that drives the vehicle, and is a vehicle control method that is executed when the vehicle enters or leaves the vehicle. In the route information of, when the turning curvature of the vehicle is larger than the first threshold value, a step of outputting a speed command for traveling at a lower speed than the speed when the turning curvature of the vehicle is equal to or less than the first threshold value. To be equipped.

FIG. 1 is a block diagram showing a vehicle including the vehicle control device according to the embodiment of the present disclosure. FIG. 2 is a flowchart showing the operation of the vehicle control device according to the embodiment of the present disclosure. FIG. 3 is a diagram showing an example of a route from the current position to parking (stocking) in the parking area by the vehicle provided with the vehicle control device according to the embodiment of the present disclosure by reverse driving. FIG. 4 is a diagram showing an example of a route from the current position to parking (stocking) in the parking area by the vehicle provided with the vehicle control device according to the embodiment of the present disclosure by reverse driving. FIG. 5 is a diagram showing an example of a curvature-velocity table stored in the storage unit according to the embodiment of the present disclosure. FIG. 6 is a diagram showing an example of a deceleration table stored in the storage unit according to the embodiment of the present disclosure. FIG. 7 is a diagram showing an example of a route from a parking position to leaving the vehicle by reverse driving of a vehicle provided with a vehicle control device according to the embodiment of the present disclosure. FIG. 8 is a diagram illustrating an example of a speed profile included in a speed command output by the vehicle control device according to the modified example of the present disclosure.

Conventionally, as a device for supporting parking of a vehicle, a vehicle driving device that calculates a parking route from the current position of the vehicle to a target parking position and controls the vehicle along the route is known. However, the conventional vehicle driving device does not fully consider the psychological burden on the occupant when calculating the parking route. When the vehicle turns while traveling on a parking route with a relatively large curvature in the presence of a feature near the target parking position, the occupant fully confirms the space between the vehicle and the feature. You may not be able to do so and you may feel the danger of a collision between the vehicle and the feature. Therefore, according to the vehicle control device of the present disclosure, it is possible to reduce the psychological burden felt by the occupant during the entry and exit of the vehicle.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings.

FIG. 1 is a block diagram showing a vehicle 1 including the vehicle control device 30 according to the embodiment of the present disclosure. The vehicle control device 30 is a device that performs automatic driving by controlling the vehicle 1.

The vehicle 1 includes a drive unit 11, a braking unit 12, a steering unit 13, a speed detection unit 21, a steering angle detection unit 22, an occupant detection unit 23, a feature detection unit 24, an area detection unit 25, a position detection unit 26, and vehicle control. The device 30 is provided.

The drive unit 11 includes a power source, a torque converter, a transmission (not shown), and the like, and transmits the rotational power generated by the power source to the wheels (not shown) via the torque converter, the transmission, and the like. It is a device that drives the wheels to rotate.

The drive unit 11 is electrically connected to the vehicle control device 30, and controls the speed of the vehicle 1 based on a speed command from the vehicle control device 30. The speed command is a command for instructing the drive unit 11 to speed the vehicle 1. The speed command includes information indicating a target speed, and the drive unit 11 causes the vehicle 1 to travel at the target speed.

The braking unit 12 is a hydraulic braking device that includes, for example, a wheel cylinder, a master cylinder, a caliber, a brake pad, a disc roller (all not shown), and the like, and applies a braking force due to friction to the wheels. The braking unit 12 is electrically connected to the vehicle control device 30 and is controlled by a braking command from the vehicle control device 30.

The steering unit 13 is a device that steers the wheels of the vehicle 1, including the steering wheel and steering gear. The steering unit 13 is electrically connected to the vehicle control device 30 and is controlled by a steering command from the vehicle control device 30. The steering command includes steering angle information.

The speed detection unit 21 is, for example, a vehicle speed sensor mounted on the vehicle 1 and detects the speed of the vehicle 1. The speed detection unit 21 outputs speed information indicating the detected actual speed of the vehicle 1 to the vehicle control device 30.

The steering angle detection unit 22 is, for example, a steering sensor mounted on the vehicle 1 and detects the steering angle (steering angle) of the vehicle 1. The steering angle detection unit 22 outputs steering angle information indicating a detection result (steering angle) to the vehicle control device 30.

The occupant detection unit 23 is, for example, an in-vehicle camera mounted in the vehicle interior. The occupant detection unit 23 detects the occupant in the vehicle interior by taking an image of the vehicle interior and analyzing the obtained image. Then, the occupant detection unit 23 outputs occupant information indicating the detection result to the vehicle control device 30. The occupant detection unit 23 may be a weight sensor. The weight sensor detects the occupant in the vehicle interior by detecting the weight. Further, the occupant detection unit 23 may be composed of both an in-vehicle camera and a weight sensor.

Vehicle 1 is equipped with an outside camera. Out-of-vehicle cameras include front camera, rear camera, left side camera, and right side camera. These external cameras are, for example, wide-area cameras having an angle of view of 180 degrees, and are arranged so that the entire circumference of the vehicle 1 is imaged.

These out-of-vehicle cameras function as a feature detection unit 24 and an area detection unit 25.

The feature detection unit 24 detects a feature (object) existing in the vicinity of a predetermined area. The predetermined area is an area (parking area) where the vehicle 1 enters and exits. Here, the feature means another vehicle, a wall, or another object. The feature detection unit 24 detects the position of the feature, the distance between the feature and the vehicle 1, and the like. The feature detection unit 24 outputs feature information indicating the detection result to the vehicle control device 30.

Note that the feature detection unit 24 may be, for example, an ultrasonic radar or a millimeter wave radar instead of an external camera.

The area detection unit 25 detects an area line (for example, an area frame) indicating a parking area. In addition, the area detection unit 25 detects the position and dimension (width / length) of the parking area, the distance between the parking areas, and the like. The area detection unit 25 outputs the area information indicating the detection result to the vehicle control device 30.

The position detection unit 26 detects the position of the own vehicle (the position of the vehicle 1). The position detection unit 26 detects the position of the vehicle 1 based on the information of GNSS (Global Navigation Satellite System). Then, the position detection unit 26 outputs the position information indicating the detection result to the vehicle control device 30. The position detection unit 26 is based on the information of the analysis result of the image taken by the above-mentioned external camera, the information of the steering angle of the vehicle 1 and the rotation speed of the wheels, or the detection information of the ultrasonic radar, the millimeter wave radar, and the like. The position of the vehicle 1 may be detected.

The vehicle control device 30 is composed of a storage unit 40 composed of a memory device such as a memory such as a ROM (Read Only Memory) and a RAM (Random Access Memory) or a storage device such as a hard disk, and a control unit 50 composed of a control device such as a CPU (Central Processing Unit). It will be realized.

The storage unit 40 includes a reference speed table, a curvature-speed table, and a deceleration table in which the route (for example, parking route) of the vehicle 1 to be described later and the reference speed are associated with each other. In addition, the storage unit 40 stores each threshold value (threshold value Rth1 and Rth2 related to curvature, threshold value Xth1 related to dimension, etc.) used in the determination process described later. The storage unit 40 may be provided inside the vehicle control device 30 or may be provided outside.

For example, the CPU reads out the vehicle control program stored in the ROM, expands it in the RAM, and executes the expanded vehicle control program. As a result, the CPU functions as the control unit 50. The control unit 50 functions as a route calculation unit 51, an occupant determination unit 52, a curvature determination unit 53, a feature determination unit 54, an area determination unit 55, and a command output unit 56.

The route calculation unit 51 calculates the route from the current position of the vehicle 1 to the target position based on the current position of the vehicle 1 and the target position of the vehicle 1. The target position is the position where the vehicle 1 is parked. Hereinafter, the calculated route information is referred to as route information. The route calculation unit 51 identifies the current position of the vehicle 1 based on the position information acquired from the position detection unit 26. Further, the route calculation unit 51 identifies the target position of the vehicle 1 based on the feature information acquired from the feature detection unit 24 and the area information acquired from the area detection unit 25.

The route calculation unit 51 calculates the route according to a predetermined standard. For example, a route having a small curvature of the route, a route having a small rate of change in the curvature of the route, a route having the shortest parking time, and the like are calculated.

The occupant determination unit 52 determines the presence or absence of an occupant in the vehicle 1 based on the occupant information from the occupant detection unit 23.

Based on the route information, the curvature determination unit 53 compares the turning curvature of the vehicle 1 when the vehicle 1 travels on the route calculated by the route calculating unit 51 with the threshold values of the plurality of curvatures, and the turning curvature is a plurality of curvatures. It is determined whether or not it is larger than the threshold value of.

The feature determination unit 54 determines the presence / absence of features around the area where the vehicle 1 is stored, based on the feature information indicating the detection result (presence / absence of features) from the feature detection unit 24. For example, the feature determination unit 54 determines whether or not another vehicle is parked in the parking area next to the target parking area.

The feature determination unit 54 may determine not only the parking area next to the target parking area but also the presence or absence of features around the route on which the vehicle 1 travels and around the current position of the vehicle 1. Good.

The area determination unit 55 calculates a predetermined dimension of the area where the vehicle 1 is stored based on the area information from the area detection unit 25, and determines whether or not the calculated dimension is smaller than the predetermined threshold value.

The command output unit 56 is the speed (target speed) of the vehicle 1 when traveling on the calculated route based on the determination results by the occupant determination unit 52, the curvature determination unit 53, the feature determination unit 54, and the area determination unit 55. ) Is determined, and a speed command for traveling the vehicle 1 at the determined speed is output to the drive unit 11. The command output unit 56 will be described in detail later.

Next, the operation of the vehicle control device 30 will be described with reference to FIGS. 2 to 6. FIG. 2 is a flowchart showing the operation of the vehicle control device 30 according to the embodiment of the present disclosure. 3 and 4 are diagrams showing an example of a route from the current position to parking (stocking) in the parking area by the vehicle 1 provided with the vehicle control device 30 according to the embodiment of the present disclosure by reverse driving.

Further, FIG. 5 is a diagram showing an example of a curvature-velocity table 41 stored in the storage unit 40 according to the embodiment of the present disclosure. FIG. 6 is a diagram showing an example of a deceleration table 42 stored in the storage unit 40 according to the embodiment of the present disclosure.

When parking the vehicle 1, the route calculation unit 51 first determines a target position, which is a parking area for parking the vehicle 1 (step S11). At this time, the route calculation unit 51 determines the parkingable area in the parking area based on the parking area included in the area information acquired from the area detection unit 25 and the feature information acquired from the feature detection unit 24. look for. Then, the route calculation unit 51 determines one parking area from the parkable areas as the target position.

For example, as shown in FIG. 3, the route calculation unit 51 recognizes the parking areas E1, E2, E3, E4, and E5 based on the area information. Next, the route calculation unit 51 sets the areas E2 and E3 in which the other vehicles 2 and 3 in the parking areas E1, E2, E3, E4 and E5 are parked from the parking target area based on the feature information. exclude. The route calculation unit 51 determines one of the remaining parking areas E1, E3, and E5 as the parking target position. In the example of FIG. 3, the parking area E3 is determined as the target position.

Next, the route calculation unit 51 calculates the route from the current position of the vehicle 1 to the target position based on the current position of the vehicle 1 and the target position of the vehicle 1 according to a predetermined reference (step S12). For example, the route calculation unit 51 calculates the route r1 as shown in FIG. 3 and the route r2 as shown in FIG.

Next, the occupant determination unit 52 determines whether or not there is an occupant in the vehicle interior based on the occupant information acquired from the occupant detection unit 23 (step S13). For example, the occupant determination unit 52 may determine that there is an occupant when the occupant is included in the image obtained by the in-vehicle camera and the weight sensor detects the weight equal to or more than a predetermined threshold value.

When an occupant is present in the vehicle interior (YES in step S13), the curvature determination unit 53 determines the magnitude of the turning curvature of the vehicle 1 when the vehicle 1 travels on the route calculated by the route calculation unit 51 (YES in step S13). Step S14).

Hereinafter, the determination of the turning curvature by the curvature determining unit 53 will be described.

When the route is calculated by the route calculation unit 51, the command output unit 56 outputs a speed command to the drive unit 11 based on the route information related to the route in order to drive the vehicle 1 along the route, and steers the vehicle 1. A steering command is output to the unit 13. The speed command includes information on the speed (target speed) at which the vehicle 1 is driven. The target speed included at this time differs depending on the calculated route.

For example, when the length of the route (the current position of the vehicle 1 and the distance to the target position) is long, the target speed included in the speed command is larger than when the length of the route is short.

The command output unit 56 determines a target speed based on a reference speed table that associates a route (for example, a parking route) with a reference speed, and outputs a speed command including information on the determined speed. For example, when the path r1 shown in FIG. 3 is calculated, a speed command including the speed VR0 is output as the target speed. Here, VR0 is a reference speed stored in the reference speed table in association with the path r1.

Further, the command output unit 56 generates steering angle information including a steering angle indicating how much the wheels are steered to turn the vehicle 1 based on the route information, and outputs the steering angle information to the steering unit 13. To do.

The drive unit 11 drives the vehicle 1 according to the speed command, and the steering unit 13 turns the vehicle 1 by steering the wheels according to the steering angle information. That is, the drive unit 11 and the steering unit 13 allow the vehicle 1 to travel along the route.

Then, the speed detection unit 21 detects the actual speed of the vehicle 1 traveling on the route and outputs it to the vehicle control device 30 as speed information. Further, the steering angle detection unit 22 detects the actual steering angle of the vehicle 1 traveling on the route and outputs the steering angle information to the vehicle control device 30.

The curvature determination unit 53 calculates the turning curvature RV of the vehicle 1 based on the actual steering angle. Actually, the curvature determining unit 53 calculates the turning curvature of the vehicle 1 at a certain point on the path through which the vehicle 1 passes later. The method of calculating the turning curvature RV is not limited to the method of calculating based on the steering angle. For example, the curvature determination unit 53 may calculate the turning curvature RV of the vehicle 1 based on the position information and the route information of the vehicle 1 acquired from the position detection unit 26. Further, the curvature determination unit 53 is based on the detection result of the acceleration sensor (not shown) mounted on the vehicle 1, the detection result of the angular acceleration sensor (not shown), the detection result of the wheel speed sensor (not shown), and the like. The turning curvature RV may be calculated by estimating. Further, the curvature determining unit 53 may calculate the turning curvature RV by estimating based on the detection result of the peripheral monitoring sensor (not shown) mounted on the vehicle 1.

The curvature determining unit 53 compares the calculated turning curvature RV with the threshold value Rth1 and the threshold value Rth2 (> Rth1), so that the calculated turning curvature RV is R ≦ Rth1, Rth1 <R ≦ Rth2, Rth2 <R. Determine which range it belongs to. In addition, R is a turning curvature.

Next, the feature determination unit 54 determines whether or not there is a feature around the target position based on the feature information (step S15). Here, the feature determination unit 54 determines that there is a feature when there is a feature in at least one of the parking areas on both sides of the parking area at the target position.

In the examples of FIGS. 3 and 4, since the vehicles 2 and 3 (features) exist in the parking areas E2 and E4 on both sides of the parking area E3 which is the target position, the feature detection unit 24 Vehicles 2 and 3 are detected. Therefore, the feature determination unit 54 determines that there is a feature near the target position.

Next, the area determination unit 55 determines the size of the size of the parking area E3, which is the target position, based on the area information from the area detection unit 25 (step S16). For example, when the dimension is the width of the parking area E3, the area determination unit 55 determines whether or not the width dimension X3 of the parking area E3 in FIGS. 3 and 4 is larger than the threshold value Xth1.

Subsequently, the command output unit 56 determines the target speed using the determination results in steps S14 to S16 and the curvature-velocity table and the deceleration table stored in the storage unit 40 (step S17).

Here, the target speed is determined by determining the temporary speed based on the curvature-velocity table and modifying the temporary speed based on the deceleration table. The process of determining the target speed will be described below.

The curvature-velocity table 41 shown in FIG. 5 is a table used when the path r1 shown in FIG. 3 is calculated. In the curvature-velocity table 41, each range of the turning curvature is stored in association with the velocity.

Actually, a plurality of curvature-velocity tables are stored in the storage unit 40. More specifically, the storage unit 40 stores a plurality of curvature-velocity tables so as to correspond to a plurality of calculable paths.

In the curvature-speed table, a slow speed is associated with a range in which the turning curvature of the vehicle 1 is large. In the example of FIG. 5, the speed VR1 is slower than the reference speed VR0. Further, the speed VR2 is slower than the speed VR1. When the calculated route is different from the route r1, the command output unit 56 determines the temporary velocity using a curvature-velocity table different from the curvature-velocity table 41.

The deceleration table 42 shown in FIG. 6 is a table used when the path r1 shown in FIG. 3 is calculated. In the deceleration table 42, the satisfaction status of a predetermined condition is stored in association with the deceleration value.

Actually, a plurality of deceleration tables are stored in the storage unit 40. More specifically, the storage unit 40 stores a plurality of deceleration tables so as to correspond to a plurality of paths that can be calculated.

The conditions in the deceleration table include the following conditions (1) to (3).
Condition (1) Turning curvature RV> Rth1 (determination result of step S14)
Condition (2) There is a feature in the parking area next to the target position (parking area) (determination result of step S15)
Condition (3) The dimension of the target position (parking area) is smaller than the threshold value Xth1 (determination result in step S16).

In the deceleration table, the larger the number of satisfied conditions among the conditions (1) to (3), the larger the deceleration value is associated. In the example of FIG. 6, the deceleration value gradually increases in the order of VD1, VD12, VD13, and VD123. In addition, VD12 may be equal to VD13, and VD12 may be larger than VD1.

The command output unit 56 determines the satisfaction status of the conditions (1) to (3) based on the determination results in steps S14 to S16. Then, the command output unit 56 specifies the deceleration value based on the determination result and the deceleration table 42, and subtracts the specified deceleration value from the provisional speed. The command output unit 56 determines the speed obtained by subtraction as the target speed.

Hereinafter, a specific example of the process of determining the target speed by the command output unit 56 will be shown.

(Determining Example 1 (Point A1 of route r1))
In the example of FIG. 3, when the vehicle 1 approaches the point A1 on the route r1, the turning curvature RV calculated in step S14 is equal to or less than the threshold value Rth1, so that the command output unit 56 refers to the curvature-speed table 41. Then, the temporary speed is determined to be VR0.

Next, the command output unit 56 refers to the deceleration table 42. In the example of FIG. 3, the turning curvature RV is equal to or less than the threshold value Rth1 and does not satisfy the condition (1). Since the deceleration value is not associated with the deceleration table 42 when the condition (1) is not satisfied, the command output unit 56 determines VR0 determined as the provisional speed as the target speed as it is.

(Decision example 2 (point A2 of route r1))
In the example of FIG. 3, when the vehicle 1 approaches the point A2 on the route r1, the turning curvature RV calculated in step S14 is larger than the threshold value Rth1 and equal to or less than the threshold value Rth2, so that the command output unit 56 has a curvature-. The temporary speed is determined to be VR1 with reference to the speed table 41.

Next, the command output unit 56 refers to the deceleration table 42. In the example of FIG. 3, since the turning curvature RV is larger than the threshold value Rth1 and equal to or less than the threshold value Rth2, the condition (1) is satisfied. Further, since the features (here, vehicles 2 and 3) exist in the parking areas on both sides of the target position (parking area E3), the condition (2) is also satisfied. Further, since the width dimension X3 of the parking area E3 is smaller than the threshold value Xth1, the condition (3) is also satisfied.

Therefore, the command output unit 56 subtracts the deceleration value VD123 associated with the situation satisfying the conditions (1) to (3) from the temporary speed VR1, and sets the speed VR1-VD123 obtained by subtracting the target speed. To decide.

(Determining example 3 (point A3 of route r1))
In the example of FIG. 3, when the vehicle 1 approaches the point A3 on the route r1, the turning curvature RV calculated in step S14 is larger than the threshold value Rth2, so that the command output unit 56 refers to the curvature-speed table 41. Then, the temporary speed is determined to be the speed VR2.

Next, the command output unit 56 refers to the deceleration table 42. In the example of FIG. 3, since the turning curvature RV is larger than the threshold value Rth2, the condition (1) is satisfied. Further, as described above, the condition (2) and the condition (3) are also satisfied.

Therefore, the command output unit 56 subtracts the deceleration value VD123 associated with the situation satisfying the conditions (1) to (3) from the temporary speed VR2, and sets the speed VR2-VD123 obtained by subtracting the target speed. To decide.

Returning to the description of FIG. 2, after the target speed is determined in step S17, the command output unit 56 outputs a speed command including the determined target speed information to the drive unit 11 (step S18). The drive unit 11 drives the vehicle 1 at the target speed according to the target speed information included in the speed command. When step S18 is completed, the process proceeds to step S20.

If there is no occupant in the vehicle interior (NO in step S13), the command output unit 56 outputs a speed command including information on the reference speed VR0 to the drive unit 11 (step S19), and the process is step S20. Move on to.

For example, when a person outside the vehicle parks the vehicle 1 remotely using a predetermined terminal, the inside of the vehicle 1 may become unmanned. In this case, from the viewpoint of reducing the psychological burden on the occupant while the vehicle 1 is traveling, it is not necessary to drive the vehicle 1 at a speed lower than the reference speed VR0, so that the command output unit 56 can park in a short time. , Outputs a speed command including the reference speed VR0 as the target speed.

After step S18 or step S19, the control unit 50 determines whether or not the vehicle 1 has arrived at the target position (step S20). Here, the control unit 50 calculates the current position of the vehicle 1 based on the peripheral information from the position detection unit 26, and determines whether or not it matches the target position.

If the vehicle 1 has not arrived at the target position (NO in step S20), the process proceeds to step S14. That is, steps S14 to S18 and S20 are repeated until the vehicle 1 arrives at the target position.

In the example of FIG. 3, the speed command is output many times until the vehicle 1 arrives at the target position, and the drive unit 11 controls the speed of the vehicle 1 each time the speed command is received. Specifically, when the vehicle 1 is located at the point A1, the command output unit 56 determines the target speed VR0 as shown in the determination example 1 and specifies the target speed VR0 (the vehicle 1 is designated at the target speed VR0). Output speed command (for running).

When the vehicle 1 advances and approaches the point A2, the command output unit 56 determines the target speed VR1-VD123 as shown in the determination example 2, and outputs a speed command for designating the target speed VR1-VD123.

When the vehicle 1 advances further and approaches the point A3, the command output unit 56 determines the target speed VR2-VD123 as shown in the determination example 3, and outputs a speed command including the target speed VR2-VD123. Here, since the turning curvature of the vehicle 1 gradually increases as the vehicle 1 advances from the point A1 to the point A3, the command output unit 56 reduces the target speed as the turning curvature increases.

Steps S14 to S18 and S20 are repeated up to the target position in the same manner after the point A3.

When the route r2 as shown in FIG. 4 is calculated, the turning curvature is always equal to or less than the threshold value Rth1 while the vehicle 1 is traveling with the route r2 toward the target position. That is, at the points B1, B2, and B3, the turning curvature RV is equal to or less than the threshold value Rth1.

In this case, since the condition (1) is not always satisfied in the deceleration table, the command output unit 56 continues to output a speed command whose target speed is the reference speed VR0. That is, the drive unit 11 does not make the target speed lower than the reference speed until the vehicle 1 parks at the target position.

When the vehicle 1 arrives at the target position (YES in step S20), the control unit 50 stops the vehicle 1 (step S21), and the operation of the vehicle control device 30 ends.

<Regarding the judgment of the feature judgment unit>
The above-mentioned condition (2) may be "there are features in the parking areas on both sides of the target position (parking area)". In this case, in step S15, the feature determination unit 54 determines whether or not the feature exists in the parking areas on both sides of the parking area which is the target position.

In addition, the target speed when the feature exists in the parking areas on both sides is smaller than the target speed when the feature exists in the parking area next to one of the parking areas which is the target position. You may. For example, in the deceleration table 42 of FIG. 6, the deceleration value when the condition (1) is satisfied and there is a feature in the area adjacent to one of the target parking areas is VD12, and the condition (1) is satisfied. Moreover, the deceleration value may be VD12'when there are features in the areas on both sides of the target parking area. Here, the deceleration value VD12'is larger than the deceleration value VD12.

Further, the deceleration value when the conditions (1) and (3) are satisfied and there is a feature in the area adjacent to one of the target parking areas is VD1232, and the conditions (1) and (3) are satisfied. Moreover, the deceleration value may be VD1232'when there are features in the areas on both sides of the target parking area. Here, the deceleration value VD1232'is larger than the deceleration value VD1232.

<Regarding the judgment of the area judgment section>
In step S16, the area determination unit 55 compares the width dimension X3 of the target position (parking area) only with the threshold value Xth1. However, the area determination unit 55 may compare the width dimension X3 of the target position (parking area) with the threshold value Xth1 and the threshold value Xth2 (<Xth1). Then, the area determination unit 55 may set the target speed when the width dimension X3 is smaller than the threshold value Xth2 to be smaller than the target speed when the width dimension X3 is smaller than the threshold value Xth1 and larger than the threshold value Xth2. Good. It is assumed that the threshold value Xth2 is stored in the storage unit 40.

For example, in the deceleration table 42, the deceleration value when the condition (1) is satisfied and Xth1> X3 ≧ Xth2 is VD13, and the deceleration when the condition (1) is satisfied and Xth2> X3 is satisfied. The value may be VD13'(> VD13). As a result, the target speed when Xth2> X3 is smaller than the target speed when Xth1> X3 ≧ Xth2.

Further, the deceleration value when the conditions (1) and (2) are satisfied and Xth1> X3 ≧ Xth2 is VD1233, and the deceleration when the condition (1) is satisfied and Xth2> X3 is satisfied. The value may be VD1233'(> VD1233). As a result, the target speed when Xth2> X3 is smaller than the target speed when Xth1> X3 ≧ Xth2.

That is, by comparing the width dimension X3 with the threshold values Xth1 and Xth2, the target speed can be gradually reduced according to the size of the width dimension X3.

Further, the condition (3) satisfies either "the dimension of the target position (parking area) is smaller than the threshold value Xth1 or the dimension in the direction perpendicular to the dimension is smaller than the threshold value Yth1". There may be. In this case, in the example of FIG. 3, the area determination unit 55 not only compares the width dimension X3 and the threshold value Xth1 of the determined target parking area based on the area information, but also compares the length dimension Y3 with Yth1. To do. The threshold value Yth1 is stored in the storage unit 40.

<About the judgment of the occupant judgment unit>
When the vehicle 1 cannot be parked remotely, the vehicle control device 30 does not have to determine the occupant. That is, when the vehicle 1 that cannot be remotely parked is traveling, it can be said that there is an occupant in the vehicle interior of the vehicle 1. At this time, the vehicle 1 does not have to include the occupant detection unit 23.

As described above, according to the present embodiment, the vehicle control device 30 determines the target speed when the turning curvature of the vehicle 1 is equal to or greater than the threshold value Rth1 and the turning curvature is smaller than the threshold value Rth1. A speed slower than the reference speed) is determined as the target speed. Then, the vehicle control device 30 outputs a speed command for designating the target speed.

Therefore, it is possible to reduce the psychological burden felt by the occupant when the vehicle 1 is making a large turn and traveling when parking. When the turning curvature is smaller than the threshold value Rth1, the vehicle control device 30 transmits a speed command for designating the reference speed. Therefore, in a situation where the occupant does not feel a psychological burden, the parking of the vehicle 1 can be completed in a short time.

The larger the turning curvature of the vehicle 1, the more difficult it is for the occupant to check the features outside the vehicle 1 with the mirrors inside and outside the vehicle, and the more easily the occupant feels a psychological burden. Further, as described above, the vehicle control device 30 determines the temporary speed according to the magnitude of the turning curvature of the vehicle 1 by using the curvature-speed table. That is, the vehicle control device 30 gradually reduces the speed specified by the speed command as the turning curvature increases. Therefore, the vehicle 1 can be parked by gradually changing the speed according to the easiness of feeling the psychological burden on the occupant.

The vehicle control device 30 uses the deceleration table to determine the target speed. That is, the target speed is gradually reduced according to the situation around the vehicle 1. Therefore, it is possible to determine the surrounding conditions such as the width dimension of the parking area and the presence or absence of features around the parking area, and park the vehicle 1 so that the occupant does not feel a psychological burden.

Further, when the occupant is not in the vehicle 1, the vehicle control device 30 outputs a speed command for designating the reference speed. As a result, the vehicle 1 can be parked in a short time in a situation where the occupant does not feel a psychological burden.

Further, the vehicle control device 30 determines the magnitude of the turning curvature of the vehicle 1 calculated based on the actual steering angle of the vehicle 1, determines the target speed based on the determination result, and outputs a speed command. A series of operations of detecting the steering angle, calculating the turning curvature, determining the target speed, and outputting the speed command are performed at predetermined intervals until the parking of the vehicle 1 is completed. Therefore, the vehicle control device 30 can control the vehicle speed based on the detection information acquired in real time.

Therefore, the vehicle control device 30 can accurately and appropriately control the speed of the vehicle according to the actual route on which the vehicle 1 travels and the condition of the route. Therefore, it is possible to reduce the deterioration of the riding comfort of the occupant of the vehicle 1.

As described above, according to the present embodiment, it is possible to reduce the psychological burden felt by the occupant while the vehicle 1 is traveling.

Note that this embodiment can be applied not only to parking by reverse driving but also to parking by forward driving. Even when parking (stocking) in forward driving, if the turning curvature of the vehicle 1 is equal to or greater than the threshold value Rth1, the occupant of the vehicle 1 may not be able to sufficiently confirm the features (for example, other vehicles) outside the vehicle. At this time, the occupant may not be able to accurately grasp the distance between the feature and the vehicle 1, and may feel the danger of a collision between the feature and the vehicle 1. Therefore, by applying this embodiment to parking by forward driving, the same effect as when parking (stocking) by reverse driving can be obtained.

Further, this embodiment can be applied not only at the time of parking (warehousing) but also at the time of leaving the vehicle 1. FIG. 7 is a diagram showing an example of a route until the vehicle 1 provided with the vehicle control device 30 according to the embodiment of the present disclosure leaves the garage by reverse driving.

In FIG. 7, vehicles 2, 1 and 3 are parked in parking areas E2, E3 and E4 in parking areas E1 to E5 composed of a plurality of parking area lines L1, respectively. Further, vehicles 4, 5 and 6 are parked in the parking areas E7, E8 and E9 in the parking areas E6 to E10 composed of the plurality of parking area lines L2, respectively. r3 is a route calculated by the route calculation unit 51.

When the vehicle 1 parked forward in the parking area E3 is to be delivered, the vehicle control device 30 operates in principle according to the procedure shown in FIG. The difference from FIG. 2 is that in step S18, the area determination unit 55 determines the target position (broken line in FIG. 7) and then compares the distance between the parking area lines in the vicinity of the target position with the threshold value Xth1. In the example of FIG. 7, the distance between the parking area lines in the vicinity of the target position is Y12.

Further, in step S15, the feature determination unit 54 may determine whether or not there is a feature at the current position of the vehicle 1 in addition to whether or not there is a feature around the target position. In this case, for example, in the deceleration table, the condition (3) may be "there is a feature around the target position or the current position".

Even when the vehicle 1 is delivered, if the vehicle 1 travels with a turning curvature of the threshold value Rth1 or more, the occupant may not be able to sufficiently directly see the features (for example, other vehicles) around the vehicle 1, and the features and the features may not be sufficiently seen. The distance to the vehicle 1 cannot be accurately grasped, and the danger of a collision between the feature and the vehicle 1 may be felt. Therefore, by operating the vehicle control device 30 as described above when the vehicle 1 is discharged, the same effect as when the vehicle 1 is parked (stocked) by the reverse operation can be obtained.

(Modification example 1)
In the above-described embodiment, the turning curvature of the vehicle 1 is estimated based on the actual steering angle while the vehicle 1 is traveling on the calculated route, and the estimated turning curvature is compared with the threshold values Rth1 and Rth2. To determine the command speed. That is, while the vehicle 1 is traveling on the calculated route, the command output unit 56 continuously outputs a speed command.

However, the command output unit 56 may output the speed command including the speed profile only once when the route is calculated. Hereinafter, the first modification will be described with reference to FIG.

FIG. 8 is a diagram illustrating an example of a speed profile included in the speed command output by the vehicle control device 30 according to the modified example of the present disclosure. The basic configuration of the vehicle control device 30 is the same as the configuration shown in FIG.

When the route is calculated by the route calculation unit 51, the command output unit 56 calculates the turning curvature when the vehicle 1 travels on the route based on the information of the route. More specifically, the curvature determining unit 53 calculates the maximum value of the turning curvature of the vehicle 1 based on the calculated curvature of the path. Then, the curvature determination unit 53 compares the maximum value of the turning curvature with the threshold value Rth1 and the threshold value Rth2. Next, the command output unit 56 targets based on the results of determination by the maximum value of the turning curvature, the curvature-speed table, the deceleration table, the curvature determination unit 53 as described above, the feature determination unit 54, and the area determination unit 55. Determine the speed.

Then, the command output unit 56 generates the speed profile shown in FIG. 8 and outputs the speed command including the generated speed profile to the drive unit 11. In FIG. 8, VC indicates the target speed. XS indicates the garage entry start position, and XG indicates the target position of the vehicle 1. The speed profile shown in FIG. 8 is a speed profile that reaches the target speed when the turning curvature is the highest.

The drive unit 11 receives the speed command and drives the vehicle 1 according to the speed profile included in the speed command. In this case as well, the same effect as that of the present embodiment can be obtained. Further, in this modification, the vehicle control device 30 calculates the turning curvature of the vehicle 1 based on the calculated route, determines the target speed based on the calculation result, and generates a speed profile based on the target speed. Then, the speed command including the speed profile is output. Therefore, as in the above-described embodiment, the burden on communication in the vehicle 1 is reduced as compared with the case where the target speed is determined at any time while the vehicle 1 is traveling and a speed command for designating the target speed is output. ..

Further, in the vehicle control device 30 of the above-described embodiment and modified example, the target speed is gradually reduced according to the satisfaction status of the conditions (1) to (3) with reference to the deceleration table. The control performed by the control device 30 may be simplified. For example, the command output unit 56 determines the target speed as the reference speed when the predetermined deceleration condition is not satisfied, and determines the speed slower than the reference speed as the target speed only when the predetermined deceleration condition is satisfied. Good.

As the predetermined deceleration condition, any one of (a) to (d) shown below can be mentioned.
(A) Turning curvature RV> Rth1
(B) Turning curvature RV> Rth1 and there is a feature in the parking area next to the target position (parking area) (c) Turning curvature RV> Rth1 and the dimension of the target position (parking area) is smaller than the threshold Xth1 (D) The turning curvature RV> Rth1, the feature is in the parking area next to the target position (parking area), and the dimension of the target position (parking area) is smaller than the threshold Xth1.

Even if the turning curvature is the threshold value Rth1 or more, if there is no feature in the surroundings, the vehicle 1 and the feature do not come into contact with each other, so that the occupant does not feel a psychological burden. Further, even if the turning curvature is the threshold value Rth1 or more, even if the distance between the area lines such as the width dimension of the parking area is wide, the vehicle 1 can park and leave with a margin, so that the occupant does not feel a psychological burden.

Therefore, by adopting the condition (b) or (c) as a predetermined condition, the vehicle 1 can be slowed down only when the occupant is more likely to feel the psychological burden, and the occupant is less likely to feel the psychological burden. Can store (park) and leave the vehicle 1 in a short time.

Further, by adopting the condition (d) as a predetermined condition, the vehicle 1 can be slowed down only when the occupant is more likely to feel a psychological burden. Then, the vehicle 1 can be loaded and unloaded in a short time except when the occupant is likely to feel a psychological burden.

The disclosures of the specifications, drawings and abstracts contained in the Japanese application of Japanese Patent Application No. 2019-07556 filed on March 29, 2019 are all incorporated herein by reference.

The present disclosure is useful for vehicles equipped with a vehicle control device, a vehicle control method, and a vehicle control device that support the entry and exit of a vehicle.

1, 2, 3, 4, 5, 6 Vehicle 11 Drive unit 12 Braking unit 13 Steering unit 21 Speed detection unit 22 Steering angle detection unit 23 Crew detection unit 24 Feature detection unit 25 Area detection unit 26 Position detection unit 30 Vehicle control Device 40 Storage unit 41 Curvature-speed table 42 Deceleration table 50 Control unit 51 Route calculation unit 52 Crew determination unit 53 Curvature determination unit 54 Feature determination unit 55 Area determination unit 56 Command output unit A1, A2, A3, B4, B5 B6 point r1, r2, r3 route L1, L2 area line E1, E2, E3, E4, E5, E6, E7, E8, E9, E10 parking area

Claims (9)

1. A vehicle control device that outputs a speed command indicating the speed of the vehicle to a drive unit that drives the vehicle.
   In the route information at the time of entering and leaving the vehicle, when the turning curvature of the vehicle is larger than the first threshold value, the vehicle is driven at a speed lower than the speed when the turning curvature of the vehicle is equal to or less than the first threshold value. A vehicle control device including a command output unit that outputs a first speed command.
2. The command output unit is claimed to output the first speed command when the turning curvature of the vehicle is larger than the first threshold value and there is a feature around the area where the vehicle enters or exits. Item 1. The vehicle control device according to item 1.
3. The vehicle control device according to claim 1, wherein the command output unit further outputs the first speed command when a predetermined dimension of the area where the vehicle enters or leaves is smaller than the second threshold value.
4. The command output unit has a speed corresponding to the first speed command when the turning curvature of the vehicle is larger than the first threshold value and there is a feature around the area where the vehicle enters or exits. The vehicle control device according to claim 1, which outputs a second speed command for traveling at a lower speed than that of the vehicle.
5. The command output unit further issues a third speed command for traveling at a speed lower than the speed corresponding to the second speed command when a predetermined dimension of the area where the vehicle enters or leaves is smaller than the second threshold value. The vehicle control device according to claim 4, which is output.
6. When the turning curvature of the vehicle is larger than the first threshold value and equal to or less than the third threshold value, the command output unit outputs the first speed command, and the turning curvature of the vehicle is the first threshold value. A request to output a third speed command for traveling at a speed lower than the speed corresponding to the first speed command when the turning curvature of the vehicle is larger than the threshold value of 1 and the turning curvature of the vehicle is larger than the third threshold value. Item 1. The vehicle control device according to item 1.
7. When the turning curvature of the vehicle is larger than the first threshold value and there is an occupant in the vehicle, the command output unit outputs the first speed command, and the occupant in the vehicle. The vehicle control device according to claim 1, wherein if not, the vehicle control device outputs a speed command for traveling at a speed when the turning curvature of the vehicle is equal to or less than the first threshold value.
8. A vehicle equipped with the vehicle control device according to any one of claims 1 to 7.
9. It is a vehicle control method executed by a vehicle control device that outputs a speed command instructing the speed of the vehicle to a drive unit that drives the vehicle.
   In the route information at the time of entering and leaving the vehicle, when the turning curvature of the vehicle is larger than the first threshold value, the vehicle is driven at a speed lower than the speed when the turning curvature of the vehicle is equal to or less than the first threshold value. A vehicle control method including a step of outputting a speed command.

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