阅读说明：本技术 行驶控制装置、车辆和行驶控制方法 (Travel control device, vehicle, and travel control method ) 是由 长岛正明 松永英树 后藤建 町田巧 鹰野聪明 于 2017-12-01 设计创作，主要内容包括：本发明提供一种能考虑用户目的地的适宜性的行驶控制装置、车辆和行驶控制方法。车辆目的地计算部(82)根据用户通过目的地输入部(34)输入的用户目的地(Putar)来设定车辆(10)停车的车辆目的地(Pvtar)。并且,车辆目的地计算部在根据用户目的地的道路信息判定为用户目的地是不适合停车地点(Pia)的情况下,将错开用户目的地的适合停车地点(Pad)设定为车辆目的地,其中所述不适合停车地点是指位于道路上的、不适合所述车辆停车的地点。(The invention provides a travel control device, a vehicle and a travel control method capable of considering the suitability of a user destination. A vehicle destination calculation unit (82) sets a vehicle destination (Pvtar) at which the vehicle (10) is parked, on the basis of a user destination (Putar) input by a user via a destination input unit (34). When the destination of the user is determined to be a parking unsuitable point (Pia) on the basis of road information of the destination of the user, a vehicle destination calculating unit sets a parking suitable point (Pad) which is located on the road and is unsuitable for parking the vehicle, as the destination of the vehicle, the parking suitable point being displaced from the destination of the user.)

1.A travel control device (12) is characterized by having a vehicle destination calculation unit (82) and a travel control unit (208), wherein,

the vehicle destination calculation section (82) sets a vehicle destination at which the vehicle (10) is parked, based on the user destination input by the user through the destination input section (34);

the travel control unit (208) automatically travels the vehicle (10) on at least a part of the road to the vehicle destination,

and, when it is determined that the user destination is a parking unsuitable place on the basis of the road information of the user destination, the vehicle destination calculating section (82) sets a parking suitable place that is deviated from the user destination as the vehicle destination, wherein the parking unsuitable place is a place on a road that is unsuitable for parking the vehicle (10).

2. The running control apparatus (12) according to claim 1,

the unsuitable parking places include inside a railroad crossing (300), inside an intersection (500), inside a construction site, and around these places.

3. A vehicle (10) characterized in that,

the vehicle (10) comprising the running control apparatus (12) according to claim 1 or 2 and an automatic door (110l),

in a case where the user destination is the unsuitable parking place, the vehicle destination calculating section (82) sets a place where the automatic door (110l) faces the user destination as the vehicle destination,

when the vehicle (10) reaches the vehicle destination, the travel control device (12) automatically opens the automatic door (110 l).

4.A running control method characterized in that,

comprises a user destination receiving step, a vehicle destination setting step, and a travel control step, wherein,

the user destination receiving step is a step in which a destination input unit (34) receives a user destination from a user;

the vehicle destination setting step is a step in which a vehicle destination calculating portion (82) sets a vehicle destination at which a vehicle (10) is parked, in accordance with the user destination;

the running control step is a step in which a running control unit (208) automatically runs the vehicle (10) on at least a part of the road to the vehicle destination,

in the vehicle destination setting step, when the vehicle destination calculation unit (82) determines that the user destination is a parking unsuitable point on the basis of road information of the user destination, a parking suitable point that is displaced from the user destination is set as the vehicle destination, the parking unsuitable point being a point on a road where the vehicle (10) is not suitable for parking.

Technical Field

The present invention relates to a travel control device, a vehicle, and a travel control method for automatically traveling a vehicle on at least a part of a road to a destination.

Background

International publication No. 2011/158347 (hereinafter referred to as "WO 2011/158347a 1") aims to provide a driving assistance device (0008, abstract) that is easy to operate by feel without giving a driver a sense of discomfort. In order to achieve this object, in WO 2011/158347a1, when execution of automated driving is instructed by an automated driving switch, an automated driving mode is switched according to a setting situation of a destination and whether or not there is a continuous travel intention.

That is, when the destination is set by the destination setting unit 3, a travel route for reaching the destination by the automated driving is generated and the automated driving is started (summary, S12 of fig. 2). When the destination is not set in the destination setting unit 3 and the travel intention detecting unit 4 detects that the driver has an intention to continue traveling, a travel route for the off-road automatic driving is generated and the automatic driving is started (summary, S16 in fig. 2). When the destination setting unit 3 does not set a destination and the travel intention detecting unit 4 detects that the driver does not intend to continue traveling, a travel route for automatic parking is generated and automatic driving is started (summary, S18 of fig. 2).

The destination setting unit 3 is used for setting a destination for automated driving by a driver, and for example, uses a touch panel ([0027]) of a navigation system.

Disclosure of Invention

As described above, in WO 2011/158347a1, when the destination is set by the destination setting unit 3, a travel route for reaching the destination by the automated driving is generated and the automated driving is started (summary, S12 of fig. 2). However, in WO 2011/158347a1, only direct use of a destination (user destination) set by a driver (user) is disclosed. In other words, whether the user destination is appropriate as a parking position (or the risk of the user destination) is not studied in depth.

The present invention has been made in view of the above-described problems, and an object thereof is to provide a travel control device, a vehicle, and a travel control method that can consider the suitability of a user destination.

The running control apparatus according to the present invention is characterized in that,

has a vehicle destination calculating section and a travel control section, wherein,

the vehicle destination calculating portion sets a vehicle destination at which the vehicle is parked, according to the user destination input by the user through the destination input portion;

the travel control unit automatically travels the vehicle on at least a part of the road to the vehicle destination,

and the vehicle destination calculating unit may set, as the vehicle destination, a suitable parking place shifted from the user destination, when it is determined that the user destination is a suitable parking place based on road information of the user destination, the suitable parking place being a place on a road where the vehicle is not suitable for parking.

According to the present invention, when it is determined that the user destination is not suitable for parking, a point where the user destination is shifted is set as the vehicle destination. Accordingly, the vehicle can be parked at a suitable parking place. Therefore, it is possible to prevent the vehicle, such as an autonomous vehicle, from being parked in an inappropriate position, thereby improving the convenience of the user.

The following steps can be also included: the non-suitable parking places include inside railroad crossings, inside crossroads, inside construction sites and around these places. Accordingly, it is possible to prevent the vehicle from stopping in or around the railroad crossing or the intersection or the construction site.

The vehicle according to the present invention is characterized in that,

comprises the running control device and the automatic vehicle door,

in a case where the user destination is the unsuitable parking place, the vehicle destination calculating section sets a place where the automatic door faces the user destination as the vehicle destination,

the travel control means automatically opens the automatic door when the vehicle reaches the vehicle destination.

Accordingly, the user can easily go to the user destination after getting off the vehicle.

The running control method according to the present invention is characterized in that,

comprises a user destination receiving step, a vehicle destination setting step, and a travel control step, wherein,

the user destination receiving step is a step in which a destination input unit receives a user destination from a user;

the vehicle destination setting step is a step in which a vehicle destination calculating portion sets a vehicle destination at which the vehicle is parked, based on the user destination;

the running control step is a step in which a running control unit automatically runs the vehicle on at least a part of the road to the vehicle destination,

in the vehicle destination setting step, when the vehicle destination calculation unit determines that the user destination is a parking unsuitable point on the basis of road information of the user destination, a parking suitable point that is displaced from the user destination is set as the vehicle destination.

Drawings

Fig. 1 is a block diagram schematically showing a configuration of a vehicle according to an embodiment of the present invention.

Fig. 2 is a diagram showing each part of the travel control device according to the above embodiment.

Fig. 3 is a flowchart of the automatic driving control of the embodiment.

Fig. 4 is a flowchart of the navigation device generating the target route in the embodiment (details of S12 of fig. 3).

Fig. 5 is a diagram showing an example of a case where a user destination is located near a railroad crossing in the embodiment.

Fig. 6 is a diagram showing an example of a case where the user destination is located near an intersection in the embodiment.

Fig. 7 is a flowchart of the navigation device selecting an alternative point in the embodiment (details of S25 of fig. 4).

Detailed Description

A. One embodiment of the invention

< A-1. Structure >

[ A-1-1. outline ]

Fig. 1 is a block diagram schematically showing a configuration of a vehicle 10 according to an embodiment of the present invention. The vehicle 10 (hereinafter also referred to as "own vehicle 10") has an external sensor 20, a navigation device 22, a map positioning unit 24 (hereinafter referred to as "MPU 24"), a vehicle body behavior sensor 26, a driving operation sensor 28, an occupant sensor 30, a communication device 32, a human-machine interface 34 (hereinafter referred to as "HMI 34"), a driving force output device 36, a brake device 38, a steering device 40, door actuators 42l, 42r, and an AD unit 44. "AD" in the AD unit 44 is an abbreviation of automatic Driving (Autonomous Driving). The navigation device 22, the MPU24, and the AD unit 44 constitute the travel control device 12.

[ A-1-2. external sensor 20]

The outside world sensor 20 detects information relating to the outside world of the vehicle 10 (hereinafter also referred to as "outside world information Ie.). the outside world sensor 20 includes a plurality of outside-vehicle cameras 60, a plurality of radars 62, And L IDAR64 (L light Detection And Ranging).

The plurality of external cameras 60 output image information Iimage related to a surrounding image Fs obtained by imaging the surroundings (front, side, and rear) of the vehicle 10, the plurality of radars 62 output radar information Iradar indicating reflected waves of electromagnetic waves transmitted to the surroundings (front, side, and rear) of the vehicle 10, L IDAR64 continuously emits laser light in all directions of the vehicle 10, measures the three-dimensional position of the reflection point from the reflected waves, and outputs the three-dimensional position as three-dimensional information Ilidar.

[ A-1-3. navigation device 22]

The navigation device 22 calculates a target route Rtar from the current position Pcur to the destination Ptar, guides the occupant, and outputs it to the MPU 24. As shown in fig. 1, the navigation device 22 has a global positioning system sensor 70 (hereinafter referred to as "GPS sensor 70"), an input-output device 72, an arithmetic device 74, and a storage device 76.

The GPS sensor 70 detects the current position Pcur of the vehicle 10. The input/output device 72 performs input/output with devices (the MPU24, the AD unit 44, and the like) other than the navigation device 22. The arithmetic device 74 executes target route calculation control for calculating a target route Rtar from the current position Pcur to the destination Ptar. The destination Ptar is input by the user through the HMI34 (especially the touch panel 104 or the microphone 106).

The arithmetic device 74 reads out the map information Imap corresponding to the current position Pcur detected by the GPS sensor 70 from the 1 st map database 78 (hereinafter referred to as "1 st map DB 78") of the storage device 76 and uses it in the calculation of the target route Rtar.

Fig. 2 is a diagram showing each part of travel control device 12 according to the present embodiment. As shown in fig. 2, the arithmetic device 74 includes a risk determination unit 80, a vehicle destination calculation unit 82, and a route generation unit 84. The risk determination unit 80 determines a risk R (details will be described later) of a destination Ptar (hereinafter also referred to as "user destination push") input by the user through the HMI 34. The vehicle destination calculating section 82 calculates a destination Ptar (hereinafter also referred to as "vehicle destination Pvtar") at which the vehicle 10 is actually parked, based on the user destination Putar, the map information Imap of the 1 st map DB78, and the risk R. The route generation unit 84 generates a target route Rtar from the current position Pcur to the vehicle destination Pvtar. When the automatic driving control is being executed, the route generation section 84 transmits the target route Rtar to the MPU 24.

The storage device 76 stores programs and data used by the arithmetic device 74 and the 1 st map DB 78. The storage device 76 has, for example, a random access memory (hereinafter referred to as "RAM"). As the RAM, a volatile memory such as a register and a nonvolatile memory such as a flash memory can be used. In addition, the storage device 76 may have a read only memory (hereinafter referred to as "ROM") and/or a solid state disk (hereinafter referred to as "SSD") in addition to the RAM.

[A-1-4.MPU24]

The MPU24 manages a 2 nd map database 86 (hereinafter referred to as "2 nd map DB 86".) the accuracy of map information Imap stored in the 2 nd map DB86 is higher than that of map information Imap contained in the 1 st map DB78, and the positional accuracy is less than or equal to centimeter units, the 1 st map DB78 does not have detailed information of lanes of roads, but the 2 nd map DB86 has detailed information of lanes of roads, the MPU24 reads out map information Imap (high-accuracy map) corresponding to the target route Rtar received from the navigation device 22 from the 2 nd map DB86 and transmits the map information Imap (high-accuracy map) corresponding to the target route L tar to the AD unit 44, and the map information Imap (high-accuracy map) corresponding to the target route L tar is used for automatic driving control.

[ A-1-5. vehicle body behavior sensor 26]

The vehicle body behavior sensor 26 detects information (hereinafter also referred to as "vehicle body behavior information Ib") related to the behavior of the vehicle 10 (particularly, the vehicle body), the vehicle body behavior sensor 26 includes a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor (all not shown), the vehicle speed sensor detects the vehicle speed V [ km/h ] and the traveling direction of the vehicle 10, the acceleration sensor detects the acceleration G [ m/s/s ] of the vehicle 10, the acceleration G includes a front-rear acceleration α, a lateral acceleration Glat, and a top-bottom acceleration Gv (acceleration G ] may be in only a part of directions), and the yaw rate sensor detects the yaw rate Y [ rad/s ] of the vehicle 10.

[ A-1-6. Driving operation sensor 28]

The driving operation sensor 28 detects information (hereinafter also referred to as "driving operation information Ido") relating to the driving operation of the driver. The driving operation sensor 28 includes an accelerator pedal sensor and a brake pedal sensor (both not shown). The accelerator pedal sensor detects an operation amount [% ] of an unillustrated accelerator pedal. The brake pedal sensor detects an operation amount [% ] of a brake pedal, not shown. The driving operation sensor 28 may include a steering angle sensor, a steering torque sensor (both not shown), and the like.

[ A-1-7. occupant sensor 30]

The occupant sensor 30 detects information (hereinafter also referred to as "occupant information Io") relating to the state of the occupant (not directly related to driving operation). The occupant sensor 30 has an in-vehicle camera 90 and a seat sensor 92. The in-vehicle camera 90 is a driver monitor camera that photographs the face of the driver and its surroundings. The seat sensor 92 is a pressure sensor provided on a seat cushion, not shown. The occupant sensor 30 may include a seat belt sensor that detects a worn/unworn state of a seat belt, not shown.

[ A-1-8. communication device 32]

The communication device 32 performs wireless communication with an external apparatus. The external device here includes, for example, the route guidance server 50. It is assumed that the communication device 32 of the present embodiment is mounted on (or fixed to) the vehicle 10 at all times, but may be a device that can be brought outside the vehicle 10, such as a mobile phone or a smartphone, for example.

[A-1-9.HMI34]

The HMI34 (destination input unit) receives an operation input from an occupant and presents various information to the occupant visually, aurally, and tactually. The HMI34 includes an autopilot switch 100 (hereinafter also referred to as "autopilot SW 100"), a speaker 102, a touch panel 104, and a microphone 106.

The autopilot SW100 is a switch for instructing the start and end of autopilot control by an operation of an occupant the start or end of autopilot control can be instructed by other methods (voice input via the microphone 106, etc.) in addition to or instead of the autopilot SW 100. the touch panel 104 includes, for example, a liquid crystal panel or an organic E L panel.

[ A-1-10. Driving force output device 36]

The driving force output device 36 includes a running drive source (an engine, a traction motor, and the like) and a drive electronic control device (hereinafter referred to as a "drive ECU"), which are not shown. The drive ECU controls the travel drive source in accordance with the operation amount of the accelerator pedal or the instruction from the AD unit 44 to adjust the travel drive force of the vehicle 10.

[ A-1-11. brake 38]

The brake device 38 includes a brake motor (or a hydraulic mechanism), a brake member, and a brake electronic control device (hereinafter referred to as a "brake ECU"), which are not shown. The braking device 38 may also be a device that controls engine-based braking and/or traction motor-based regenerative braking. The brake ECU operates a brake motor and the like in accordance with the operation amount of a brake pedal or a command from the AD unit 44 to control the braking force of the vehicle 10.

[ A-1-12. steering device 40]

The steering device 40 includes an Electric Power Steering (EPS) motor and an EPS electronic control device (hereinafter referred to as an "EPSECU"), which are not shown. The EPS ECU controls the EPS motor in accordance with the operation of the steering wheel by the driver or an instruction from the AD unit 44, thereby controlling the steering angle of the vehicle 10.

[ A-1-13. door actuators 42l, 42r ]

The door actuator 42l automatically opens and closes the left slide door 110l in accordance with an instruction from the AD unit 44. The door actuator 42r automatically opens and closes the right slide door 110r in accordance with an instruction from the AD unit 44.

[ A-1-14.AD unit 44]

(A-1-14-1. outline of AD unit 44)

The AD unit 44 executes automatic driving control in which the vehicle 10 is driven to the destination Ptar without a driving operation (acceleration, deceleration, and steering) performed by the driver, and the AD unit 44 includes, for example, a Central Processing Unit (CPU). AD unit 44 has input/output device 120, arithmetic device 122, and storage device 124.

The input/output device 120 performs input/output with devices (sensors 20, 26, 28, 30, and the like) other than the AD unit 44. The arithmetic unit 122 performs arithmetic operations based on signals from the sensors 20, 26, 28, and 30, the navigation device 22, the MPU24, the communication device 32, the HMI34, and the like. Then, the arithmetic device 122 generates signals for the communication device 32, the HMI34, the driving force output device 36, the brake device 38, and the steering device 40 based on the arithmetic result. The details of the arithmetic device 122 will be described later with reference to fig. 2.

The storage device 124 stores programs and data used by the arithmetic device 122. The storage device 124 has, for example, a RAM. In addition, the storage device 124 may have a ROM and/or an SSD in addition to the RAM.

(A-1-14-2. arithmetic unit 122)

As shown in fig. 2, the arithmetic device 122 of the AD unit 44 includes an external world recognition unit 200, a vehicle position recognition unit 202, a communication control unit 204, an action planning unit 206, and a travel control unit 208. These units are realized by, for example, an arithmetic unit 122(CPU or the like) executing a program stored in a storage device 124 of the AD unit 44. The program may be supplied from an external management server (not shown) via the communication device 32. It is also possible to constitute a part of the program by hardware (circuit parts).

The environment recognition unit 200 recognizes the surrounding situation and the object of the host vehicle 10 from the environment information Ie from the environment sensor 20 (fig. 1). The environment recognition unit 200 recognizes the overall road environment, for example, the road shape, the road width, the position of a lane marker, the number of lanes, the lane width, the lighting state of a traffic light, the open/close state of a railroad crossing breaker, and the like, from the image information Iimage of the external camera 60.

The vehicle position recognition unit 202 recognizes the current position Pcur of the vehicle 10 with high accuracy from the recognition result of the external world recognition unit 200, the map information Imap from the MPU24, and the current position Pcur from the navigation device 22. The communication control unit 204 controls communication between the AD unit 44 and the vehicle-external device (for example, the route guidance server 50).

The action planning unit 206 determines the traveling state of the host vehicle 10 based on the map information Imap (high-precision map) from the MPU24, the recognition results of the external recognition unit 200 and the host vehicle position recognition unit 202, and the detection result of the vehicle body behavior sensor 26, and plans various actions of the host vehicle 10. specifically, the action planning unit 206 calculates a target trajectory L tar, a target vehicle speed Vtar, and the like.

As shown in fig. 2, the action planning unit 206 includes a trajectory generation unit 210, and the trajectory generation unit 210 generates a target trajectory L tar to the vehicle destination Pvtar, and causes the vehicle 10 to automatically travel to the vehicle destination Pvtar.

The target route Rtar calculated by the navigation device 22 is a route for informing the driver of the road on which the vehicle should travel, and is only a relatively rough route, whereas the target route L tar calculated by the action planning unit 206 includes relatively detailed contents for controlling acceleration, deceleration, and steering of the vehicle 10 in addition to the rough route calculated by the navigation device 22.

The travel control unit 208 calculates and transmits control commands for the driving force output device 36, the brake device 38, and the steering device 40 based on the determination result (the target trajectory L tar, the target vehicle speed, and the like) of the action planning unit 206, in other words, the travel control unit 208 controls the output of each actuator, and each actuator controls the behavior of the vehicle body, and the actuators include an engine, a brake motor, an EPS motor, and the like herein, the travel control unit 208 controls the behavior amount of the vehicle 10 (particularly, the vehicle body) by controlling the output of the actuator (hereinafter, referred to as "vehicle body behavior amount Qb".) and the vehicle body behavior amount Qb herein includes, for example, the vehicle speed V, the front-rear acceleration α, the steering angle θ st, the lateral acceleration Glat, and the yaw rate Y.

[ A-1-15. route guidance server 50]

The route guidance server 50 generates or calculates a target route Rtar to the destination Ptar in place of the vehicle 10, based on the current position Pcur of the vehicle 10 and the destination Ptar received from the communication device 32. The route guidance server 50 includes an input/output device, a communication device, an arithmetic device, and a storage device, which are not shown. The storage device stores programs and data used by the arithmetic device.

< A-2 > control of the present embodiment

[ A-2-1. outline ]

The vehicle 10 of the present embodiment is capable of executing automatic driving control for automatically driving the vehicle 10 to the destination Ptar. The automatic driving control is performed by the navigation device 22, the MPU24, and the AD unit 44 (i.e., the travel control device 12).

In the present embodiment, when the destination Ptar (user destination Putar) specified by the user is located on a road but is a point unsuitable for parking (unsuitable parking point Pia), a point shifted from the position of the user destination Putar is set as the actual destination Ptar (vehicle destination Pvtar). When the user destination Putar is a suitable parking spot (suitable parking spot Pad), the user destination Putar is directly set as the vehicle destination Pvtar.

[ A-2-2. automatic Driving control ]

(A-2-2-1. summary)

Fig. 3 is a flowchart of the automatic driving control according to the present embodiment. In step S11, the navigation device 22 receives an input of a destination Ptar (user destination Putar) from the user through the HMI34 (touch panel 104, microphone 106, etc.). The input user destination Putar can be a portion (e.g., facility name, residence) having an area in the 1 st map DB 78. The user destination Putar, which is a section having an area, has reference coordinates defined as points. The reference coordinates are determined as XY coordinates.

Alternatively, the user destination Putar can be a portion defined as a point in the 1 st map DB 78. The user destination Putar defined as a point is set to, for example, a point touched by the user or a point designated by a cursor on a map screen (not shown) displayed on the touch panel 104.

In step S12, the navigation device 22 sets a vehicle destination Pvtar based on the user destination puttar, and generates a target route Rtar (details will be described later with reference to fig. 4) from the current position Pcur to the vehicle destination Pvtar. In addition, the navigation device 22 notifies the MPU24 of the generated target route Rtar.

The vehicle destination Pvtar is defined as a point in the 1 st map DB78, and the XY coordinates thereof are determined. However, the vehicle destination Pvtar may also be defined as a portion having an area (for example, a region having a length and a width of several meters). In this case, a reference point for generating the target route Rtar needs to be set in advance.

In step S13, the MPU24 reads map information Imap (high-precision map) corresponding to the target route Rtar received from the navigation device 22 from the 2 nd map DB86 and transmits the map information Imap to the AD unit 44. the AD unit 44 generates a target trajectory L tar from the map information Imap (high-precision map) from the MPU24 and the recognition results of the external world recognition unit 200 and the vehicle position recognition unit 202, and the AD unit 44 controls the driving force output device 36, the brake device 38, the steering device 40, and the like according to the target trajectory L tar.

In the present embodiment, the target route Rtar indicates a relatively long trajectory from the current position Pcur to the vehicle destination Pvtar, whereas the target trajectory L tar indicates a relatively short trajectory necessary for automatically driving the vehicle 10.

In step S14, the AD unit 44 determines whether the host vehicle 10 has reached the vehicle destination Pvtar, in the case where the vehicle destination Pvtar has not been reached (S14: false), in step S15, the AD unit 44 updates the target trajectory L tar, returns to step S14, in the case where the vehicle destination Pvtar has been reached (S14: true), in step S16, the AD unit 44 executes a process upon arrival (details will be described later).

(A-2-2-2. Generation of target Path Rtar (S12 of FIG. 3))

(A-2-2-2-1. Abstract)

Fig. 4 is a flowchart of the navigation device 22 generating the target route Rtar in the present embodiment (details of S12 in fig. 3). In step S21, the navigation device 22 acquires the user destination Putar and the map information Imap around it from the 1 st map DB 78.

In step S22, the navigation device 22 determines the risk R of the user destination Putar received in step S11 of fig. 3. The risk R is information indicating whether the user destination Putar is a place suitable for parking Pad (hereinafter also referred to as "suitable parking place Pad") or a place unsuitable for parking Pia (hereinafter also referred to as "unsuitable parking place Pia").

For example, the navigation device 22 determines whether the user destination Putar is located within the railroad crossing 300 (FIG. 5) or within the intersection 500 (FIG. 6) or within or around the construction site. The determination of whether or not the vehicle is located "around" is determined, for example, based on whether or not the distance Du between the reference position Preff of each of the railroad crossing 300, the intersection 500, and the construction site and the user destination Putar is within the distance threshold THdu.

Then, when determining that the user destination post is not located in any of the inside of the railroad crossing 300, the inside of the intersection 500, the construction site, and the surroundings of these positions, the navigation device 22 determines that the user destination post is the parking suitable spot Pad (sets the risk R indicating that the user destination post is the parking suitable spot Pad). When determining that the user destination post is located within the railroad crossing 300, within the intersection 500, within the construction site, or around these points, the navigation device 22 determines that the user destination post is an unsuitable parking point Pia (a risk R is set indicating that the user destination post is an unsuitable parking point Pia).

Even when the user destination Putar is located at the periphery of the railroad crossing 300, the intersection 500, or the construction site, if there is a parking lot, it can be determined that the user destination Putar is the parking suitable spot Pad.

In addition, both the parking eligible place Pad and the parking ineligible place Pia are located on the road. For example, when the user designates a location such as a lake that is not located on a road, the navigation device 22 sets a point on the road (for example, a point on the road closest to the user-designated point) based on the point designated by the user as the user destination Putar. The term "on-road" as used herein includes not only a point located within a lane of a road but also an area indicating facilities facing the road.

If the user destination Putar is the appropriate parking spot Pad (S23: true in fig. 4), the navigation device 22 directly sets the user destination Putar as the vehicle destination Pvtar in step S24. If the user destination Putar is not the parking-eligible spot Pad (S23: false in fig. 4), in other words, if the user destination Putar is the parking-ineligible spot Pia, the flow proceeds to step S25.

In step S25, the navigation device 22 selects an alternative point Pal located near the user destination post (details will be described later with reference to fig. 5 to 7). In step S26, the navigation device 22 sets the alternative point Pal as the vehicle destination Pvtar.

After step S24 or S26, in step S27, the navigation apparatus 22 generates a target path Rtar from the current position Pcur of the own vehicle 10 to the vehicle destination Pvtar using the map information Imap of the 1 st map DB 78. When calculating the target route Rtar, for example, the map information that takes the shortest time is selected.

(A-2-2-2-2. selection of alternative site Pal (S25 of FIG. 4))

Fig. 5 and 6 are the 1 st and 2 nd explanatory views of the navigation device 22 of the present embodiment for generating the alternative point Pal. Fig. 5 and 6 illustrate the surroundings of a vehicle destination Pvtar (user destination Putar or alternative point Pal) at which the vehicle 10 is indicated by a two-dot chain line. However, it should be noted that: in the present embodiment, the substitute point Pal (and the vehicle destination Pvtar) is generated or calculated at the time point at which the user destination Putar is set (see fig. 4). Therefore, the vehicle 10 is not located near the vehicle destination Pvtar when the substitute spot Pal (and the vehicle destination Pvtar) is generated or calculated.

The map information Imap of the 1 st map DB78 used for calculating the target route Rtar is relatively low in accuracy and is represented in the form of nodes (points) and edges (lines). Therefore, it is also noted that: the map information Imap used for the calculation of the target route Rtar does not have the specific information of the degree shown in fig. 5 and 6.

As described above, in the case where the user destination Putar is not the parking place fit Pad (S23: false in fig. 4), the alternative place Pal is selected in the vicinity of the user destination Putar.

Fig. 5 is a diagram showing an example of a case where the user destination post is located near the railroad crossing 300 in the present embodiment. In fig. 5, a railroad crossing 300 is present near the user destination Putar. The reference position Preff of the railroad crossing 300 is stored as a node (point) in the 1 st map DB 78. In the railroad crossing 300, a road 302 of 1 lane on one side intersects 2 railroad roads 304a, 304 b.

In the present embodiment, the vehicle 10 is an example of a left-side traffic, and when viewed with reference to the vehicle 10, the left lane 306a is a travel lane, and the right lane 306b is a reverse lane. In the 1 st map DB78, the lanes 306a, 306b are stored as edges (lines), and the railroad crossings 300 are stored as nodes (points). On the other hand, the information of the railway lines 304a, 304b is not stored in the 1 st map DB 78.

In the example of fig. 5, the user destination Putar is located on the far side of the railroad crossing 300, and the reference position Pref is set on the right side of the user destination on the travel lane 306 a. The distance Du between the reference position Preff of the railroad grade crossing 300 and the reference position Pref of the user destination Putar is less than the distance threshold THdr. Therefore, the vehicle destination Pvtar is set at a position where the distance from the reference position Preff of the railroad grade crossing 300 is equal to or greater than the distance threshold THdr.

Fig. 6 is a diagram showing an example of a case where the user destination Putar is located near the intersection 500 in the present embodiment. In the example of fig. 6, the user destination Putar is located around the intersection 500, and the reference position Pref is set on the lane 504b on the left side thereof. The distance Du between the reference position Preff of the intersection 500 and the reference position Pref of the user destination Putar is less than the distance threshold THdu. Therefore, the vehicle destination Pvtar is set at a position where the distance from the reference position Preff of the intersection 500 is equal to or greater than the distance threshold THdu.

In fig. 6, a road 502 on which the host vehicle 10 is scheduled to travel is a one-sided 1-lane, including a traveling lane 504a and a reverse lane 504b of the host vehicle 10. When the point P1 on the road 502 on the target route Rtar of the host vehicle 10 is set as a reference, the travel lane 504a does not face the user destination Putar, and the reverse lane 504b faces the user destination Putar. Therefore, the vehicle 10 does not set the vehicle destination Pvtar along the travel lane 504a, but sets the vehicle destination Pvtar along the reverse lane 504 b. That is, the host vehicle 10 moves to the reverse lane 504b through the detour roads 510, 512, and 514.

Fig. 7 is a flowchart showing the selection of the alternative point Pal by the navigation device 22 in the present embodiment (details of S25 in fig. 4). In step S31 of fig. 7, the navigation device 22 determines whether the user destination Putar is located within or around the railroad crossing 300. If the user destination Putar is located within or around the railroad crossing 300 (S31: true), the navigation device 22 determines whether the user destination Putar is located farther away from the railroad crossing 300 in step S32. If the user destination post is located farther from the railroad crossing 300 (S32: true), the navigation device 22 sets an alternative point Pal at a position farther from the railroad crossing 300 in step S33.

At this time, if the substitute point Pal is not a parking lot, the substitute point Pal is set on the lane side facing the user destination Putar (see fig. 5). In the case of japan, since the vehicle 10 is traveling on the left side, when the vehicle 10 is stopped in a state where the user destination Putar is located on the left side toward the traveling direction of the vehicle 10, the user can go to the user destination Putar without crossing the road after getting off the vehicle 10. Therefore, the substitute point Pal is set on the lane side facing (closer to) the user destination Putar.

In addition, if the alternative point Pal is not a parking lot, a position where the distance Du from the railroad crossing 300 is equal to or greater than the distance threshold THdu and is closest to the user destination Putar is set as the alternative point Pal (see fig. 5). Accordingly, after the user gets off the vehicle 10, the user walks a shorter distance to the user destination Putar.

If the user destination Putar is not located farther than the railroad crossing 300 (S32: false), the navigation device 22 sets an alternative point Pal at a position closer to the front side than the railroad crossing 300 in step S34. In this case as well, as in step S33, if the alternative point Pal is not a parking lot, the alternative point Pal is set on the lane side facing the user destination Putar. In addition, if the alternative place Pal is not a parking lot, a position where the distance Du from the railroad crossing 300 is above the distance threshold THdu and closest to the user destination Putar is taken as the alternative place Pal. In fig. 5, the reference position Preff of the railroad grade crossing 300 is set at the center of the railroad grade crossing 300 and on the traveling lane 306.

Returning to step S31, if the user destination post is not located within or around the railroad crossing 300 (S31: false), the navigation device 22 determines whether the user destination post is located within or around the intersection 500 in step S35. If the user destination Putar is located within or around the intersection 500 (S35: true), the navigation device 22 determines in step S36 whether or not there is an alternative point Pal in the same section 520 (fig. 6) as the user destination Putar.

When there is an alternative spot Pal in the same segment 520 (S36: true), the navigation device 22 selects the alternative spot Pal in the same segment 520 in step S37. At this time, if there are a plurality of alternative points Pal, the point closest to the user destination Putar is selected.

When the alternative spot Pal is not present in the same segment 520 (S36: false), the navigation device 22 selects the alternative spot Pal closest to the user destination Putar (outside the segment 520) in step S38.

Returning to step S35, if the user destination Putar is not located within or around the intersection 500 (S35: false), the remaining place that is not suitable for the parking spot Pia is the construction site or its surroundings. In this case, in step S39, the navigation device 22 determines whether or not the user destination Putar is located farther from the construction site.

When the user destination Putar is located farther from the construction site (S39: true), the navigation device 22 sets the substitute point Pal farther from the construction site in step S40. If the user destination Putar is not located farther from the construction site (S39: false), the navigation device 22 sets the substitute point Pal at a position closer to the front side than the construction site in step S41.

In steps S40 and S41, the substitute spot Pal can be set in the same manner as in steps S33 and S34. That is, if the substitute point Pal is not a parking lot, the substitute point Pal is set on the lane side facing the user destination Putar. In addition, if the alternative place Pal is not a parking lot, a position that is a distance Du from the construction site that is above the distance threshold THdu and that is closest to the user destination Putar is taken as the alternative place Pal. At this time, the alternative point Pal is also selected according to which of the far side and the near side the user destination Putar is located with respect to the construction site.

(A-2-2-3. arrival time processing (S16 of FIG. 3))

When the vehicle 10 reaches the vehicle destination Pvtar (S14: true in fig. 3), the AD unit 44 executes arrival-time processing in step S16, in which the vehicle 10 is stopped by setting the target trajectory L tar so that the vehicle destination Pvtar is on the left side (in the case of left-side traffic), and therefore, when the vehicle 10 reaches the vehicle destination Pvtar, the AD unit 44 operates the door actuator 42l to open the left-side sliding door 110l, and in fig. 5 and 6, the vehicle 10 shown by the broken line of the vehicle destination Pvtar is in a state where the left-side sliding door 110l is open.

In addition, in the case where the vehicle 10 includes a front seat (driver seat and passenger seat) and a rear seat, and the sliding door 110l is disposed in correspondence with the rear seat, the AD unit 44 may hold the sliding door 110l in the closed state when the detection result of the occupant sensor 30 is that the presence of an occupant is detected only in the driver seat.

< A-3 > Effect of the present embodiment

As described above, according to the present embodiment, when it is determined that the user destination Putar is not the parking-eligible spot Pad (S23: false in fig. 4), that is, when it is determined that the user destination Putar is the parking-ineligible spot Pia, a spot shifted from the user destination Putar is set as the vehicle destination Pvtar (S25, S26 in fig. 4). Accordingly, the vehicle 10 can be parked at the appropriate parking spot Pad. Therefore, it is possible to prevent the autonomous vehicle or the like from stopping at an inappropriate position, thereby improving the convenience of the user.

In the present embodiment, the unsuitable parking spot Pia includes the inside of the railroad crossing 300, the inside of the intersection 500, the inside of the construction site, and the surroundings of these positions (fig. 5 to 7). Accordingly, the vehicle 10 can be prevented from stopping in or around the railroad crossing 300, the intersection 500, or the construction site.

In the present embodiment, the vehicle 10 includes a travel control device 12 and a slide door 110l (automatic door) (fig. 1). In addition, when the user destination Putar is the unsuitable parking spot Pia (S23: false in fig. 4), the vehicle destination calculating unit 82 sets a spot where the sliding door 110l faces the user destination Putar as the vehicle destination Pvtar (fig. 5 and 6). In addition, when the vehicle 10 reaches the vehicle destination Pvtar (S14: true of fig. 3), the AD unit 44 automatically opens the slide door 110l (S16 of fig. 3, fig. 5, and fig. 6). Accordingly, the user can easily go to the user destination Putar after getting off the vehicle.

B. Modification example

The present invention is not limited to the above embodiments, and it is needless to say that various configurations can be adopted according to the contents described in the present specification. For example, the following structure can be adopted.

< B-1. applicable object >

In the present embodiment, the travel control device 12 is applied to a vehicle 10 (fig. 5 and 6) which is a passenger vehicle. However, for example, if the appropriate parking spot Pad shifted from the user destination Putar is set as the vehicle destination Pvtar when the user destination Putar is the inappropriate parking spot Pia, the present invention is not limited to this. For example, the travel control device 12 can be applied to a vehicle (or a mobile body) such as an electric train, a ship, or an airplane.

< B-2. vehicle 10 >

[ B-2-1. automatic door ]

In the above embodiment, the slide doors 110l and 110r (fig. 1) are used on the left and right sides of the vehicle 10. However, for example, from the viewpoint of automatically opening the doors on the opposite side of the reverse lanes 306b, 504b when the vehicle 10 is parked, it is also possible to omit the right-side slide door 110r and provide only the left-side slide door 110l (in the case of left-side traffic).

In the above embodiment, the automatic vehicle door uses the sliding doors 110l, 110r (fig. 1). However, for example, from the viewpoint of an automatically openable and closable vehicle door, the present invention is not limited to this. For example, a folding door (a door used in a bus), a gull-wing door, or the like can be used instead of the sliding doors 110l and 110 r.

In the above embodiment, the vehicle 10 is provided with the slide doors 110l and 110r as the automatic doors (fig. 1). However, for example, if the appropriate parking spot Pad shifted from the user destination Putar is set as the vehicle destination Pvtar when the user destination Putar is the inappropriate parking spot Pia, the present invention is not limited to this. For example, the vehicle 10 may be configured without an automatic door.

[ B-2-2. automatic Driving control ]

In the above embodiment, the case where the vehicle 10 passes on the left side is shown (fig. 5 and 6). However, for example, from the viewpoint of setting the appropriate parking point Pad shifted from the user destination Putar as the vehicle destination Pvtar when the user destination Putar is the inappropriate parking point Pia, the right-hand traffic of the vehicle 10 can be applied.

In the above embodiment, it is determined which of the parking suitable spot Pad and the parking unsuitable spot Pia the user destination Putar is based on the map information Imap stored in advance in the 1 st map DB78 (S21, S22 of fig. 4). However, for example, from the viewpoint of acquiring road information for determining which of the parking suitable spot Pad and the parking unsuitable spot Pia the user destination Putar is, it is not limited to this. For example, when an external monitoring camera exists near the user destination Putar, the presence or absence of the railroad crossing 300 or the like may be determined by using an image of the external monitoring camera, so as to determine which of the parking suitable spot Pad and the parking unsuitable spot Pia the user destination Putar is.

In the above embodiment, the navigation device 22 determines which of the parking spot Pad and the parking spot Pia is suitable for the user destination Putar (S21, S22 in fig. 4). However, for example, from the viewpoint of determining which of the parking suitable spot Pad and the parking unsuitable spot Pia the user destination Putar is, it is not limited to this. This determination can be made by the MPU24 or AD unit 44, for example.

In the above embodiment, in the case where the vehicle 10 has reached the vehicle destination Pvtar (S14: true in fig. 3), the slide door 110l is opened in the arrival-time process (S16, fig. 5, and fig. 6 in fig. 3). However, for example, if the appropriate parking spot Pad shifted from the user destination Putar is set as the vehicle destination Pvtar when the user destination Putar is the inappropriate parking spot Pia, the present invention is not limited to this. For example, it is also possible to configure not to automatically open the slide door 110l even when the vehicle 10 has reached the vehicle destination Pvtar (S14: true in fig. 3).

[ B-2-3. unsuitable parking spot Pia ]

In the above embodiment, the railroad crossing 300, the intersection 500, the construction site, and the surroundings of these points are set as the unsuitable parking spots Pia (fig. 5 to 7). However, for example, if the appropriate parking spot Pad shifted from the user destination Putar is set as the vehicle destination Pvtar when the user destination Putar is the inappropriate parking spot Pia, the present invention is not limited to this. For example, the unsuitable parking spot Pia may be one or both of the railroad crossing 300, the intersection 500, and the construction site or the surroundings of these spots. Alternatively, the unsuitable parking spot Pia can also include a streetcar running area.

< B-3. other >)

In the above embodiment, the flow shown in fig. 3, 4, and 7 is used. However, for example, when the effects of the present invention can be obtained, the contents of the flow (the order of the steps) are not limited thereto. For example, the order of the combination of steps S31 to S34 and the combination of steps S35 to S38 in fig. 7 can be switched.

C. Description of the reference numerals

10: a vehicle; 12: a travel control device; 22: a navigation device; 34: HMI (destination input unit); 78: 1 st map DB; 82: a vehicle destination calculation section; 110 l: sliding doors (automatic vehicle doors); 208: a travel control unit; 210: a trajectory generation unit; 300: a railroad crossing; 500: an intersection; and (4) Pad: is suitable for parking places; a, Pia: not suitable for parking places; putar: a user destination; pvtar: the vehicle destination.