JP2010235073A - Control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device capable of turning a vehicle while bringing about sense of security relative to an occupant of the vehicle. <P>SOLUTION: The control device 100 turns the vehicle 1 so as to remove an obstacle from the inside of a monitoring area when it detects that the obstacle enters (exists) in the obstacle monitoring area set to the vehicle 1. Since the control device 100 in the embodiment sets the obstacle monitoring area such that width W in a side surface direction becomes long as a vehicle speed V becomes fast, it is left from the obstacle to a remote side by a degree that the width W becomes long at the monitoring area. Thereby, since it is left from the obstacle to the remote side as the vehicle speed V of the vehicle 1 becomes fast and the vehicle 1 can be turned, sense of security can be brought about relative to the occupant of the vehicle 1. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control device, and more particularly to a control device capable of turning a vehicle while bringing a sense of security to a passenger of the vehicle.

  2. Description of the Related Art Conventionally, in order to avoid a vehicle from colliding with an obstacle, a control device that controls the vehicle speed and the traveling direction of the vehicle is known. With respect to this type of control device, the following Patent Document 1 discloses a technique for turning a vehicle in order to avoid an obstacle.

Japanese Patent No. 2627472 (paragraph 0024, etc.)

  However, in the control device described in Patent Document 1, when an obstacle that may be an obstacle to travel of the vehicle is detected, the vehicle can avoid a collision with the obstacle, but the speed of the vehicle is high. Indeed, there is a problem that the passenger is given anxiety and a sense of crisis that the vehicle may collide with an obstacle.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a control device that can turn a vehicle while bringing a sense of security to a passenger of the vehicle.

  In order to achieve this object, the control device according to claim 1 includes a front area provided toward the front with respect to the traveling direction of the vehicle, and a side area having a predetermined width from the side surface of the vehicle in the vehicle width direction. Detection means for detecting whether there is an obstacle that may be an obstacle to the progress of the vehicle in the monitoring area, and when the detection means detects that the obstacle exists in the monitoring area, the monitoring area Acquired by a turn control means for controlling the turn of the vehicle such that an obstacle in the vehicle is excluded from the monitoring area, a speed information acquisition means for acquiring speed information indicating the speed of the vehicle, and the speed information acquisition means Monitoring area setting for setting the monitoring area for the vehicle so that the predetermined width of the side surface area is continuously or stepwise longer as the speed indicated by the speed information is higher. And a means.

  For example, when the vehicle moves forward, a front area is provided on the front side of the vehicle, and when the vehicle moves backward, a front area is provided on the rear side of the vehicle.

  The control device according to claim 2 is the control device according to claim 1, wherein the monitoring area setting unit is configured such that a part of the front surface area increases as the speed indicated by the speed information acquired by the speed information acquisition unit increases. The monitoring area is set for the vehicle so that the entire length in the vehicle width direction is continuously or stepwise increased.

  The control device according to claim 3 is the control device according to claim 2, wherein the front area is set over a range of a predetermined distance from the front surface of the vehicle toward the traveling direction of the vehicle. The area setting means sets the monitoring area to the vehicle such that the higher the speed indicated by the speed information acquired by the speed information acquiring means, the longer the predetermined distance of the front area is continuously or stepwise. Is set.

  The control device according to claim 4 is the control device according to any one of claims 1 to 3, wherein one of the end sides along the traveling direction of the monitoring area is located far from the side surface of the vehicle. It is composed of an edge of the side area and an edge of the front area in the same direction as the edge of the side area with respect to the vehicle, and the two edges coincide on the same straight line. In the monitoring area setting means, the higher the speed indicated by the speed information acquired by the speed information acquiring means, the longer the distance between the side surface of the vehicle and the same straight line is The monitoring area is set for the vehicle so as to be long.

  According to the control device of the first aspect, in a monitoring area including a front area provided toward the front in the traveling direction of the vehicle and a side area having a predetermined width from the side of the vehicle in the vehicle width direction. When the detecting means detects that there is an obstacle that may be an obstacle to the progress of the vehicle, the turning control means controls the turning of the vehicle so that the obstacle in the monitoring area is excluded from the monitoring area. Further, when the speed information indicating the speed of the vehicle is acquired by the speed information acquisition means, the higher the speed indicated by the acquired speed information, the longer the predetermined width of the side area continuously or stepwise, The monitoring area is set for the vehicle by the monitoring area setting means. Therefore, as the vehicle speed increases, the predetermined width in the vehicle width direction in the side area can be increased, so if an obstacle is detected, the obstacle is also excluded from the side area where the predetermined width has increased. Thus, the vehicle can be turned. In other words, the vehicle can be turned farther away from the obstacle by a predetermined width that is longer in the side area, so that the vehicle can be turned farther away from the obstacle as the vehicle speed increases. it can. Therefore, there is an effect that a sense of security can be brought to the passengers of the vehicle.

  According to the control device according to claim 2, in addition to the effect produced by the control device according to claim 1, the monitoring area setting means increases the front area as the speed indicated by the speed information acquired by the speed information acquisition means increases. The monitoring area is set for the vehicle so that a part or all of the length in the vehicle width direction becomes longer continuously or stepwise. As a result, as the speed of the vehicle increases, the length of a part or all of the front area in the vehicle width direction can be increased, so the range in which obstacles are detected is increased by the length in the vehicle width direction. be able to. Therefore, an obstacle deviating from the traveling direction, that is, an obstacle that can be an obstacle in the turning direction can be detected in advance over a wide range. Therefore, as the speed of the vehicle increases, obstacles that should be avoided by turning can be detected over a wider range, so that the vehicle can be turned with high accuracy in a direction in which obstacles can be avoided, and obstacles in the vehicle can be avoided. There is an effect that ability can be improved.

  According to the control device of the third aspect, in addition to the effect produced by the control device of the second aspect, the front area is set over a range of a predetermined distance from the front surface of the vehicle toward the traveling direction of the vehicle. The monitoring area setting means sets the monitoring area for the vehicle such that the higher the speed indicated by the speed information acquired by the speed information acquiring means, the longer the predetermined distance of the front area is continuously or stepwise. It is configured as follows. Therefore, as the speed of the vehicle increases, the predetermined distance in the traveling direction in the front area increases, so the range of detecting obstacles in the traveling direction increases by the increased predetermined distance, and the obstacles in the traveling direction become more Distant objects can be detected. Therefore, when there is an obstacle in the traveling direction of the vehicle, the higher the vehicle speed, the more the vehicle can start turning at a position farther from the obstacle. There is an effect that can be brought about.

  Further, since the predetermined distance in the traveling direction in the front area and the predetermined width in the vehicle width direction in the side area are increased, respectively, the vehicle is more gradual than when only the predetermined width in the vehicle width direction in the side area is increased. Can be swiveled. In other words, if only the predetermined width in the vehicle width direction in the side area is increased, the vehicle must turn away from the obstacle by the increased predetermined width. As the predetermined width in the vehicle width direction in the side area becomes longer, the vehicle must make a sharp turn. Therefore, by increasing both the predetermined distances in the traveling direction in the front area, obstacles in the traveling direction can be detected farther and obstacles can be detected earlier. Therefore, since the vehicle can be turned quickly as much as the obstacle can be detected earlier, there is an effect that the vehicle can be turned slowly.

  According to the control device of the fourth aspect, in addition to the effect produced by the control device according to any one of the first to third aspects, one of the edges along the traveling direction of the monitoring area is far from the side surface of the vehicle. And the front edge of the front area in the same direction as the direction of the side edge of the vehicle with respect to the vehicle. The two edges coincide on the same straight line. The monitoring area setting means is configured such that the higher the speed indicated by the speed information acquired by the speed information acquiring means, the longer the distance between the side surface of the vehicle and the same straight line is continuously or stepwise. In addition, the monitoring area is set for the vehicle. Therefore, the edge along the traveling direction in the monitoring area can be set only by setting the position of the same straight line, so the edge along the traveling direction in the side area and the edge along the traveling direction in the front area. There is an effect that the control burden can be reduced as compared with the case where and are set separately.

It is the schematic diagram which showed typically the top view of the vehicle by which the control apparatus which is an example of this invention is mounted. It is the block diagram which showed the electric constitution of the control apparatus. (A) is the schematic for demonstrating the outline of the map for setting the distance L of the advancing direction of the vehicle in an obstruction monitoring area, (b) is the side direction of the vehicle in an obstruction monitoring area. It is the schematic for demonstrating the outline of the map for setting the width | variety W. FIG. (A) is the schematic which shows an example of the surrounding scan of the vehicle by a 1st distance sensor, (b) is the schematic which shows an example of the content of the scanning result in (a). Each of (a) to (d) is a schematic diagram illustrating an example of a process in which a vehicle avoids an obstacle. It is a flowchart which shows the obstruction monitoring area setting process performed by a control apparatus. (A) is the schematic for demonstrating an example of the detection timing of the obstruction which changes with the difference in the vehicle speed V, (b) changes with the difference in the vehicle speed V when avoiding an obstruction. It is the schematic which shows an example of the distance from the vehicle which carries out to an obstruction. It is a flowchart which shows the obstacle avoidance process performed by a control apparatus. (A), (b) is the schematic for demonstrating an example of the turning radius which changes with the difference in the magnitude | size of an obstruction monitoring area. It is a flowchart which shows the deceleration process performed by a control apparatus. It is a flowchart which shows the obstacle passage process performed by a control apparatus. It is a flowchart which shows the re-avoidance process performed by the control apparatus. Each of (a) to (d) is a schematic diagram illustrating an example of a process in which a vehicle avoids an obstacle and an avoidance object. These are the modifications of the obstacle avoidance process shown in FIG. 8, and are flowcharts showing the obstacle avoidance process when assisting the driver's driving.

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

  First, a schematic configuration of the vehicle 1 will be described with reference to FIG. The vehicle 1 is an autonomously traveling vehicle configured to be able to autonomously travel to a destination through a travel route specified in advance, and is configured to allow a passenger to board. Further, the vehicle 1 constantly scans the periphery of the vehicle 1 by a first distance sensor 26a and a second distance sensor 26b of a surrounding environment monitoring device 26 (see FIG. 2), which will be described later, and can obstruct the vehicle 1 from traveling. If detected, the vehicle is configured to avoid the obstacle and travel.

  As shown in FIG. 1, a vehicle 1 includes a body frame BF, a plurality of (four wheels in this embodiment) wheels 2 supported by the body frame BF, and a part of the plurality of wheels 2 ( In the present embodiment, the wheel drive device 3 that rotationally drives the left and right front wheels 2FL, 2FR, the suspension device 4 that suspends each wheel 2 on the vehicle body frame BF, and a part of the plurality of wheels 2 (this embodiment) The embodiment mainly includes a steering device 6 that steers left and right front wheels 2FL and 2FR, and a steering drive device 5 that steers wheels 2 (left and right front wheels 2FL and 2FR) in the same manner as the steering device 6.

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

  As shown in FIG. 1, the wheel 2 includes left and right front wheels 2FL, 2FR disposed on the front side (arrow F side) of the vehicle body frame BF and left and right wheels disposed on the rear side (arrow B side) of the vehicle body frame BF. Four rear wheels 2RL and 2RR are provided. The left and right front wheels 2FL and 2FR are configured as driving wheels that are rotationally driven by the wheel driving device 3, while the left and right rear wheels 2RL and 2RR are configured as driven wheels that are driven as the vehicle 1 travels. ing.

  The wheel drive device 3 is a device for rotationally driving the left and right front wheels 2FL, 2FR, and includes a motor 3a that applies a rotational driving force to the left and right front wheels 2FL, 2FR. As shown in FIG. 1, the motor 3a is connected to the left and right front wheels 2FL, 2FR via a differential gear (not shown) and a pair of drive shafts 31.

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

  As described above, the steering device 6 is a device for steering the left and right front wheels 2FL, 2FR. As shown in FIG. 1, the steering shaft 61, the hook joint 62, the steering gear 63, the tie rod 64, The knuckle arm 65 is mainly provided. In the steering device 6, the steering gear 63 is configured by a rack and pinion mechanism including a pinion 63a and a rack 63b.

  For example, when the steering device 13 is operated by the control device 100, the operation of the steering gear 13 is transmitted to the hook joint 62 through the steering shaft 61 and the angle is changed by the hook joint 62, so that the pinion 63a of the steering gear 63 is obtained. Is transmitted as rotational motion. Then, the rotational motion transmitted to the pinion 63a is converted into the linear motion of the rack 63b, and the rack 63b moves linearly, whereby the tie rods 64 connected to both ends of the rack 63b move, and the wheels are connected via the knuckle arm 65. 2 is steered.

  Similar to the steering device 6, the steering drive device 5 is a device for steering the left and right front wheels 2 FL and 2 FR and includes a motor 5 a that applies a rotational driving force to the steering shaft 61. That is, when the motor 5a is driven and the steering shaft 61 rotates, the wheels 2 are steered in the same manner as when the steering device 13 is operated by the control device 100.

  The accelerator pedal 11, the brake pedal 12 and the steering wheel 13 are all operation members controlled by the control device 100, and the acceleration of the vehicle 1 is performed according to the inclination state (inclination angle, inclination speed, etc.) of each pedal 11, 12. A force and a braking force are determined, and a turning radius and a turning direction of the vehicle 1 are determined according to an operation state (an operation amount and an operation direction) of the steering 13. In addition, you may comprise the accelerator pedal 11, the brake pedal 12, and the steering 13 so that a passenger | crew (for example, driver | operator) can operate.

  The control device 100 is a device for controlling each part of the vehicle 1, and controls the wheel drive device 3 or controls a brake device (not shown) to run the vehicle 1. For example, when the pedals 11 and 12 and the steering wheel 13 are configured to be operated by a passenger (for example, a driver), the depression state (depression amount, depression speed, etc.) of the pedals 11 and 12, for example. And the wheel drive device 3 may be controlled according to the detection result, or the depression state of the brake pedal 12 may be detected and the brake device (not shown) may be controlled according to the detection result. .

  Further, the control device 100 includes a first distance sensor 26a attached to the front right of the vehicle 1 (the end in the arrow F direction and the end in the arrow R direction), and the left rear of the vehicle 1 (the end in the arrow B direction). And the second distance sensor 26b attached to the end of the vehicle in the direction of the arrow L is monitored, and if an obstacle that may interfere with the running of the vehicle 1 is detected, the obstacle is detected. In order to avoid this, control such as turning the vehicle 1 is performed.

  Here, with reference to FIG. 2, the detailed structure of the control apparatus 100 is demonstrated. FIG. 2 is a block diagram showing an electrical configuration of the control device 100. As shown in FIG. 2, the control device 100 includes a CPU 91, a ROM 92, and a RAM 93, which are connected to an input / output port 95 via a bus line 94.

  The input / output port 95 includes a wheel drive device 3, a steering drive device 5, an accelerator pedal sensor device 21, a brake pedal sensor device 22, a steering sensor device 23, a vehicle speed information acquisition device 24, a vehicle body posture sensor device 25, and a surrounding environment. The monitoring device 26 and other input / output devices 99 are connected.

  The CPU 91 is an arithmetic unit that controls each unit connected by the bus line 94, and the ROM 92 is a non-rewritable nonvolatile memory for storing a control program executed by the CPU 91, fixed value data, and the like. The obstacle monitoring area setting process shown in the flowchart of FIG. 6 to be described later, the obstacle avoidance process shown in the flowchart of FIG. 8, the deceleration process shown in the flowchart of FIG. 10, the obstacle passing process shown in the flowchart of FIG. Each program for executing the re-evasion process shown in the flowchart is stored in the ROM 92.

  The ROM 92 stores an obstacle monitoring area setting map 92a. The obstacle monitoring area setting map 92a is a map for setting a range (hereinafter referred to as “obstacle monitoring area”) for monitoring obstacles that may become obstacles to the traveling of the vehicle 1 in accordance with the vehicle speed of the vehicle 1. It is. The control device 100 monitors only the obstacle monitoring area among the scanning results around the vehicle 1 by the first distance sensor 26 a and the second distance sensor 26 b of the surrounding environment monitoring device 26, and becomes an obstacle to the traveling of the vehicle 1. Detect if there are obstacles to get.

  Here, the obstacle monitoring area setting map 92a will be described with reference to FIG. In this embodiment, the obstacle monitoring area setting map 92a includes a map for setting a distance L (range) in the traveling direction of the vehicle 1 in the obstacle monitoring area, and a side direction of the vehicle 1 in the obstacle monitoring area. And a map for setting the width W (range).

  FIG. 3A is a schematic diagram for explaining an outline of a map for setting the distance L in the traveling direction of the vehicle 1 in the obstacle monitoring area, and FIG. 3B is a diagram in the obstacle monitoring area. FIG. 3 is a schematic diagram for explaining an outline of a map for setting a width W in a side surface direction of the vehicle 1. 3A and 3B, the left half of the entire drawing (hereinafter referred to as “left figure”) shows an example of the map, and the right half of the entire drawing (hereinafter referred to as “right figure”). Shows an example of an obstacle monitoring area set for the vehicle 1.

  First, a map for setting the distance L in the traveling direction of the vehicle 1 in the obstacle monitoring area will be described with reference to FIG. The map (graph) shown in the left diagram of FIG. 3A is an example of the relationship between the distance L [m] in the traveling direction of the vehicle 1 in the obstacle monitoring area and the vehicle speed V [m / s] of the vehicle 1. The vertical axis of the map corresponds to the distance L, and the horizontal axis of the map corresponds to the vehicle speed V.

  As shown in this map, the distance L in the traveling direction of the vehicle 1 in the obstacle monitoring area has an initial value (minimum value) set to the length La and is set to be longer in proportion to the square of the vehicle speed V. Is done. More specifically, as shown in the right diagram of FIG. 3A, in the initial state, the obstacle monitoring area having a distance La toward the traveling direction of the vehicle 1 with the axle of the rear wheel of the vehicle 1 as a reference. E1 is set. Thereafter, when the vehicle speed V of the vehicle 1 increases, the distance ΔL of the obstacle monitoring area increases in the traveling direction of the vehicle 1 in proportion to the square of the vehicle speed V.

  In the present embodiment, the distance L in the traveling direction of the vehicle 1 in the obstacle monitoring area is increased according to the square of the vehicle speed V. This is to ensure a braking distance according to the vehicle speed V. It is. In general, in order to stop the running vehicle 1 suddenly, a braking distance corresponding to the square of the vehicle speed V is required. Therefore, if the distance L in the traveling direction of the vehicle 1 in the obstacle monitoring area is set to be greater than or equal to the braking distance necessary for sudden stop, the obstacle cannot be avoided when the obstacle in the traveling direction is detected. However, the vehicle 1 can be stopped to avoid a collision. Therefore, the safety of the vehicle 1 can be improved.

  In the present embodiment, the distance ΔL in the traveling direction of the vehicle 1 in the obstacle monitoring area is continuously increased in proportion to the square of the vehicle speed V, but may be increased stepwise. That is, every time the vehicle speed V reaches a predetermined speed, the distance ΔL in the traveling direction of the vehicle 1 in the obstacle monitoring area may be increased in proportion to the square of the vehicle speed V.

  In this embodiment, the distance ΔL in the traveling direction of the vehicle 1 in the obstacle monitoring area is increased in proportion to the square of the vehicle speed V. However, the present invention is not limited to this, and is simply proportional to the vehicle speed V. May be increased. Further, the distance ΔL may be increased exponentially or logarithmically. Further, a table in which the vehicle speed V is associated with the distance ΔL corresponding to the vehicle speed V may be provided in advance, and the distance ΔL may be increased according to the table.

  Further, instead of the vehicle speed V, the distance ΔL in the traveling direction of the vehicle 1 in the obstacle monitoring area may be increased based on the deceleration of the vehicle 1 or the deceleration speed of the vehicle 1. For example, the distance ΔL in the traveling direction of the vehicle 1 in the obstacle monitoring area increases as the deceleration of the vehicle 1 or the deceleration speed of the vehicle 1 increases.

  Next, a map for setting the width W in the side surface direction of the vehicle 1 in the obstacle monitoring area will be described with reference to FIG. The map (graph) shown in the left diagram of FIG. 3B is an example of the relationship between the width W [m] in the side surface direction of the vehicle 1 in the obstacle monitoring area and the vehicle speed V [m / s] of the vehicle 1. The vertical axis of the map corresponds to the width W, and the horizontal axis of the map corresponds to the vehicle speed V.

  As shown in this map, the width W in the side surface direction of the vehicle 1 in the obstacle monitoring area has an initial value (minimum value) set to the length Wa and is set to be longer in proportion to the square of the vehicle speed V. Is done. More specifically, as shown in the right diagram of FIG. 3 (b), in the initial state, both lateral directions of the vehicle 1 are based on an equipartition line that equally divides the vehicle 1 left and right toward the traveling direction. Obstacle monitoring areas E1 each having a width Wa / 2 are set. Thereafter, when the vehicle speed V of the vehicle 1 increases, the width ΔW / 2 of the obstacle monitoring area increases in the direction of both sides of the vehicle 1 in proportion to the square of the vehicle speed V. .

  In the present embodiment, the width ΔW in the side surface direction of the vehicle 1 in the obstacle monitoring area is continuously increased in proportion to the square of the vehicle speed V, but may be increased stepwise. That is, every time the vehicle speed V reaches a predetermined speed, the width ΔW / 2 of the obstacle monitoring area is increased in proportion to the square of the vehicle speed V in both lateral directions of the vehicle 1. Also good.

  In this embodiment, the width ΔW in the side surface direction of the vehicle 1 in the obstacle monitoring area is increased in proportion to the square of the vehicle speed V. However, the present invention is not limited to this, and is simply proportional to the vehicle speed V. May be increased. Further, the width ΔW may be increased exponentially or may be increased logarithmically. Further, a table in which the vehicle speed V is associated with the width ΔW corresponding to the vehicle speed V may be provided in advance, and the width ΔW may be increased according to the table.

  Further, instead of the vehicle speed V, the width ΔW in the side surface direction of the vehicle 1 in the obstacle monitoring area may be increased based on the deceleration of the vehicle 1 or the deceleration speed of the vehicle 1. For example, as the deceleration of the vehicle 1 or the deceleration speed of the vehicle 1 increases, the width ΔW in the side surface direction of the vehicle 1 in the obstacle monitoring area is increased.

  Returning to the description of FIG. The RAM 93 is a rewritable volatile memory, and is a memory for temporarily storing various data when the control program executed by the CPU 91 is executed. The RAM 93 is provided with a scanning result memory 93a, a turn priority status memory 93b, a travel route memory 93c, and a vehicle speed memory 93d.

  The scanning result memory 93a is a memory in which the scanning result is stored when the periphery of the vehicle 1 is scanned by the first distance sensor 26a and the second distance sensor 26b of the surrounding environment monitoring device 26.

  The turning priority status memory 93b is a memory for storing a turning priority status. In the turning priority status, when the presence of an obstacle that may be an obstacle to the traveling of the vehicle 1 is detected, the vehicle 1 is “turned preferentially in the right direction” or the vehicle 1 is turned “preferentially in the left direction”. Or any one of the status values indicating that there is no direction in which the vehicle 1 turns preferentially is set.

  The travel route memory 93c is a memory that stores a travel route when the vehicle 1 autonomously travels to the destination. The vehicle speed memory 93d is a memory in which the vehicle speed V at each point of the travel route is stored when the vehicle 1 is autonomously traveled according to the travel route stored in the travel route memory 93c.

  As described above, the wheel driving device 3 is a device for rotationally driving the left and right front wheels 2FL, 2FR (see FIG. 1), and an electric motor 3a for applying a rotational driving force to the left and right front wheels 2FL, 2FR; A control circuit (not shown) for controlling the electric motor 3a based on a command from the CPU 91 is mainly provided.

  As described above, the steering drive device 5 is a device for steering the left and right front wheels 2FL and 2FR. The motor 5a for applying a rotational driving force to the steering shaft 61 and the electric motor 5a according to a command from the CPU 91. It mainly comprises a control circuit (not shown) for controlling based on it.

  The accelerator pedal sensor device 21 is a device for detecting the inclination state (inclination angle, inclination speed, etc.) of the accelerator pedal 11 and outputting the detection result to the CPU 91, and detects the inclination state of the accelerator pedal 11. An angle sensor (not shown) and a processing circuit (not shown) that processes the detection result of the angle sensor and outputs the result to the CPU 91 are provided.

  The brake pedal sensor device 22 is a device for detecting the inclination state (inclination angle, inclination speed, etc.) of the brake pedal 12 and outputting the detection result to the CPU 91, and detects the inclination state of the brake pedal 12. An angle sensor (not shown) and a processing circuit (not shown) that processes the detection result of the angle sensor and outputs the result to the CPU 91 are provided.

  The steering sensor device 23 is a device for detecting the operation state of the steering wheel 13 and outputting the detection result to the CPU 91, and an angle sensor (not shown) for detecting the operation amount of the steering wheel 13 in association with the operation direction. And a processing circuit (not shown) for processing the detection result of the angle sensor and outputting the result to the CPU 91.

  In the present embodiment, each angle sensor is configured as a contact-type potentiometer using electric resistance. The CPU 91 can obtain the tilted state (tilt angle, tilting speed, etc.) of the pedals 11 and 12 and the operation amount of the steering wheel 13 based on the detection results of the angle sensors input from the sensor devices 21, 22 and 23. .

  The vehicle speed information acquisition device 24 is a device for outputting the vehicle speed of the vehicle 1 to the CPU 91, an angle sensor (not shown) that outputs a pulse each time the drive shaft 31 rotates by a predetermined angle, and detection of the angle sensor. A processing circuit (not shown) that calculates the vehicle speed of the vehicle 1 based on the number of pulses within a predetermined time from the result and outputs it to the CPU 91 is provided.

  The vehicle body posture sensor device 25 is a device for outputting the posture (traveling direction) of the vehicle 1 and the yaw rate of the vehicle 1 to the CPU 91, and a gyro sensor (not shown) that detects the posture of the vehicle 1 using geomagnetism. And a processing circuit (not shown) for calculating the attitude of the vehicle 1, the yaw rate of the vehicle 1, and the like from the detection result of the gyro sensor and outputting them to the CPU 91.

  The surrounding environment monitoring device 26 is a device for outputting distance data to each object existing around the vehicle 1 to the CPU 91. The surrounding environment monitoring device 26 scans the range from the front surface to the right side surface of the vehicle 1 outward, detects the distance to the object, and the range from the rear surface to the left side surface of the vehicle 1. A second distance sensor 26b that scans outward and detects the distance to the object. Each of the distance sensors 26a and 26b includes a laser range finder that irradiates a target with laser light and measures the distance to the target with the degree of reflection.

  Although details will be described later with reference to FIG. 4, the first distance sensor 26 a is attached to the right front of the vehicle 1, and the second distance sensor 26 b is attached to the left rear of the vehicle 1. Scanning around the vehicle 1 by the distance sensors 26a and 26b is repeatedly performed at regular intervals (for example, 200 ms). Each time scanning is completed, the scanning result is stored in the scanning result memory 93 a of the RAM 93. Examples of the other input / output device 99 include input from a key cylinder of the vehicle 1 and input / output devices such as a window opening / closing switch, a light, and a lamp.

  Next, an example of scanning around the vehicle 1 by the first distance sensor 26a and an example of the scanning result will be described with reference to FIG. 4A is a schematic diagram illustrating an example of scanning around the vehicle 1 by the first distance sensor 26a, and FIG. 4B is a schematic diagram illustrating an example of the content of the scanning result in FIG. 4A. FIG.

  As shown in FIG. 4A, the first distance sensor 26a is attached to the front right side of the vehicle 1, and has a range of approximately 270 degrees from the front surface of the vehicle 1 to the rear of the left side surface with the attachment position as the center ( The distance to the object located in the range indicated by the arrow A in FIG.

  More specifically, the first distance sensor 26a radiates laser light radially every 0.5 degrees in the circumferential direction (every range indicated by the arrow θ in FIG. 4A) within a range of approximately 270 degrees. Irradiation is performed, and a distance to an object located on a radially extending straight line is detected, and all scanning within the range of about 270 degrees is completed in about 80 ms. In FIG. 4A, the range indicated by the arrow A and the angle indicated by the arrow θ are different in scale from the actual one.

  For example, when the periphery of the vehicle 1 is scanned by the first distance sensor 26a in the state shown in FIG. 4A, the distance from the vehicle 1 to each detection position in the object Z1 and the distance from the vehicle 1 to the object Z2 The distance to each detection position is detected. In FIG. 4A, each detection position is virtually indicated by a black dot in order to make the detection positions of the objects Z1 and Z2 easy to understand.

  When the first distance sensor 26a finishes scanning the periphery of the vehicle 1, the scan result is stored in the scan result memory 93a of the RAM 93. Since the scanning by the first distance sensor 26a is repeatedly performed at regular intervals (for example, 200 ms), the latest scanning result is always stored in the scanning result memory 93a.

  FIG. 4B is a schematic diagram illustrating an example of the contents of the scanning result in FIG. In FIG. 4B, the vehicle 1 and the obstacle monitoring area E1 are virtually illustrated by broken lines. As shown in FIG. 4B, as the scanning result by the first distance sensor 26a, each distance to the objects Z1, Z2 detected every 0.5 degrees in the circumferential direction is detected as a point. The reason why only a part of the outer periphery of the objects Z1 and Z2 is detected is that an undetectable part that is a blind spot is generated from the first distance sensor 26a.

  Then, each detected point has a scanning result in a coordinate system in which the axle of the rear wheel of the vehicle 1 is the X axis, and the equidistant line that equally divides the vehicle 1 left and right in the traveling direction is the Y axis. These are arranged and stored in the scan result memory 93 a of the RAM 93.

  For example, when the scanning by the first distance sensor 26a is completed in the state shown in FIG. 4A, the scanning result memory 93a includes each point corresponding to the object Z1 as shown in FIG. 4B. Data (scanning result) composed of the data of the group D1 and the data of the group D2 including each point corresponding to the object Z2 is stored.

  As described above, the control device 100 monitors only data corresponding to the obstacle monitoring area E1 set for the vehicle 1 among data (scanning results) stored in the scanning result memory 93a. And when each point which shows a target object exists in the obstacle monitoring area E1, all the target objects are detected as an obstacle.

  For example, in the state shown in FIG. 4B, since each point corresponding to the target object Z1 exists in the obstacle monitoring area E1 of the vehicle 1, each point corresponding to the target object Z1 is It is detected as an obstacle that can be an obstacle to travel. While the example of scanning around the vehicle 1 by the first distance sensor 26a and the example of the scanning result have been described with reference to FIG. 4, the first distance sensor 26a and the second distance sensor 26b are the same. Therefore, the description of the second distance sensor 26b is omitted.

  Next, a process in which the vehicle 1 according to the present embodiment avoids an obstacle will be described with reference to FIG. Each of FIGS. 5A to 5D is a schematic diagram illustrating an example of a process in which the vehicle 1 avoids an obstacle. In FIG. 5, it is assumed that the vehicle 1 is traveling upward in the drawing.

  As shown in FIG. 5A, in the vehicle 1, an obstacle monitoring area E2 is set according to the vehicle speed V of the vehicle 1, and it is always determined whether there is no obstacle Z1 in the obstacle monitoring area E2. Be monitored. Then, when it is detected that an obstacle Z1 that can be an obstacle to the traveling of the vehicle 1 has entered (presence) in the obstacle monitoring area E2, the vehicle 1 starts an avoidance action for avoiding the obstacle Z1. Is done.

  Specifically, as shown in FIG. 5B, the vehicle 1 is turned (for example, left-turned) from the obstacle monitoring area E2 in a direction in which the obstacle Z1 can be excluded. Thereafter, when the turn is completed, the avoidance monitoring area K is set on the side of the vehicle 1 where the avoided obstacle Z1 is located. The avoidance monitoring area K is an obstacle monitoring area E2 for monitoring the avoidance object Z1 until the vehicle 1 passes next to the avoidance obstacle Z1 (hereinafter referred to as “avoidance object”). The size of the vehicle 1 is fixed regardless of the vehicle speed V of the vehicle 1.

  After that, the vehicle 1 travels straight until the avoidance object Z1 is no longer detected in the avoidance monitoring area K while monitoring the obstacle monitoring area E2 and the avoidance monitoring area K. If the vehicle 1 that is an autonomous vehicle is configured to return straight to a travel route after traveling a certain distance, the vehicle 1 is not passing through the avoidance object Z1 (the obstacle that has been avoided). There is a case of trying to return to the driving route.

  In that case, since the same obstacle Z1 is avoided again, if this is repeated, the vehicle 1 will meander. However, since the vehicle 1 according to the present embodiment travels straight until the avoidance object Z1 is no longer detected in the avoidance object monitoring area K, the vehicle 1 can reliably pass the avoidance object Z1 (the obstacle that has been avoided). Can be suppressed.

  Then, as shown in FIG. 5C, when the vehicle 1 passes by the avoidance object Z1 (the obstacle that has been avoided), the set avoidance object monitoring area K is cancelled. When the avoidance object monitoring area K is released, the vehicle 1 stops traveling straight, and thereafter returns to the travel route as shown in FIG. More specifically, the vehicle 1 is turned and travels toward a travel route on the traveling direction side of the avoidance object. As described above, when the vehicle 1 detects an obstacle on the travel route, the vehicle 1 can detour (avoid) the obstacle, return to the travel route, and travel to the destination again.

  Next, an obstacle monitoring area setting process executed by the CPU 91 of the control device 100 mounted on the vehicle 1 will be described with reference to FIGS. FIG. 6 is a flowchart showing the obstacle monitoring area setting process executed by the control device 100. The obstacle monitoring area setting process is a process for changing the size of the obstacle monitoring area according to the vehicle speed V of the vehicle 1, and is repeatedly performed by the CPU 91 while the control device 100 is powered on ( For example, processing executed at intervals of 200 ms.

  In the obstacle monitoring area setting process, first, the status value of the turning priority status stored in the turning priority status memory 93b of the RAM 93 is cleared (S1). That is, a status value indicating “no direction to preferentially turn” is set in the turn priority status. Next, a scan result around the vehicle stored in the scan result memory 93a is acquired (S2), and the vehicle speed V of the vehicle 1 is acquired (S3).

  And according to the vehicle speed V of the vehicle 1 acquired by S3, the obstruction monitoring area of the advancing direction of the vehicle 1 is set (S4). Specifically, as described with reference to FIG. 3A, the distance L in the traveling direction of the vehicle 1 in the obstacle monitoring area is set based on the obstacle monitoring area setting map 92a stored in the ROM 92. To do. Thus, when the vehicle speed V of the vehicle 1 increases, the distance ΔL in the traveling direction of the vehicle 1 in the obstacle monitoring area increases in proportion to the square of the vehicle speed V. Of the obstacle monitoring areas, the area set by the process of S3 corresponds to the front area ZE (see FIG. 7A) described in the claims.

  Next, according to the vehicle speed V of the vehicle 1 acquired in S3, an obstacle monitoring area in the lateral direction of the vehicle 1 is set (S5). Specifically, as described with reference to FIG. 3B, the width W in the lateral direction of the vehicle 1 in the obstacle monitoring area is set based on the obstacle monitoring area setting map 92a stored in the ROM 92. To do. Thus, when the vehicle speed V of the vehicle 1 increases, the width ΔW in the side surface direction of the vehicle 1 in the obstacle monitoring area increases in proportion to the square of the vehicle speed V. Of the obstacle monitoring areas, the area set in the process of S4 corresponds to the side area described in the claims (see FIG. 7A).

  Here, an example of the obstacle monitoring area set for the vehicle 1 will be described with reference to FIG. FIG. 7A is a schematic diagram for explaining an example of an obstacle detection timing that changes due to a difference in the vehicle speed V. FIG. 7B shows a vehicle speed V when the obstacle is avoided. It is the schematic which shows an example of the distance from the vehicle which changes with the difference in an obstacle.

  As described above, in the present embodiment, the obstacle monitoring area is set larger as the vehicle speed V of the vehicle 1 increases. In the vehicle 1, the scanning results of the surroundings of the vehicle 1 by the distance sensors 26 a and 26 b are constantly monitored, and an obstacle that may be an obstacle to traveling of the vehicle 1 has entered the obstacle monitoring area E 3 ( When (existence) is detected, a turn is started to avoid the obstacle.

  For example, when the vehicle 1 is traveling at the vehicle speed V1, it is assumed that an obstacle monitoring area E3 is set for the vehicle 1 as shown in the left diagram of FIG. The vehicle 1 starts an avoidance action (turning) for avoiding an obstacle when an obstacle Z1 that may be an obstacle to the traveling of the vehicle 1 enters the obstacle monitoring area E3.

  On the other hand, when the vehicle 1 is traveling at the vehicle speed V2 (provided that the vehicle speed V1 <the vehicle speed V2), the vehicle 1 is traveling at the vehicle speed V1, as shown in the right diagram of FIG. The obstacle monitoring area E4 having a longer distance L in the traveling direction and a longer width W in the side surface direction is set. Although not shown in the drawing, an area of the obstacle monitoring area E4 that is located in the traveling direction with respect to the extension line on the front surface of the vehicle 1 is referred to as a front area ZE, and the vehicle width from the remaining area, that is, the side surface of the vehicle 1 An area located in the direction is referred to as a side area SE.

  Therefore, since the distance L in the traveling direction in the obstacle monitoring area E4 is longer by ΔL when traveling at the vehicle speed V2 than when traveling at the vehicle speed V1, the vehicle is traveling at the vehicle speed V1. Obstacles in the direction of travel can be detected in front of the case. That is, the front area ZE of the obstacle monitoring area is set so that the distance L in the traveling direction becomes longer as the vehicle speed V becomes faster. Therefore, the distance L of the front area ZE becomes longer. The obstacle Z1 in the traveling direction can be detected earlier (from the front). Therefore, as the vehicle speed V increases, the vehicle 1 can start turning at a position farther from the obstacle, so that a sense of security can be provided to the passenger of the vehicle 1. Moreover, since the avoidance action (turning) for avoiding the obstacle can be started earlier as the vehicle speed V becomes faster, the obstacle can be avoided by gentle turning even when the vehicle speed V is fast.

  In addition, the vehicle traveling at the vehicle speed V2 is traveling at the vehicle speed V1, since the width W in the side surface direction in the obstacle monitoring area E4 is longer by ΔW than when traveling at the vehicle speed V1. Obstacles in a direction deviating from the traveling direction (that is, the turning direction) can be detected over a wider range than the case. That is, since the front area ZE of the obstacle monitoring area is set so that the width W in the side surface direction becomes longer as the vehicle speed V becomes faster, it is avoided by turning as much as the width W of the front area becomes longer. The obstacle to be detected can be detected in a wider range in advance. Therefore, as the vehicle speed V of the vehicle 1 increases, the turning direction in which the obstacle can be avoided can be determined with higher accuracy when the vehicle 1 turns to avoid the obstacle. Therefore, the obstacle avoidance ability in the vehicle 1 can be improved.

  As described above, in the present embodiment, the obstacle monitoring area is set in a rectangular shape according to the vehicle speed V of the vehicle 1 by the processes of S3 and S4. For example, when the obstacle monitoring area has a complicated configuration, such as a combination of multiple (for example, rectangular) areas, the area range is set for each area. Since it has to be, processing becomes complicated.

  For example, when the range of the front area ZE and the range of the side area SE are set separately, the boundary line SL1 in the front area ZE and the boundary line SL2 in the side area SE are set separately. Since it has to be, processing becomes complicated. In the present embodiment, since the obstacle monitoring area is composed of one rectangular area, both the boundary lines SL1 and SL2 can be set in one process. That is, since the obstacle monitoring area can be set more easily than when the obstacle monitoring area has a complicated shape, the control burden on the control device 100 can be reduced.

  Although details will be described later, in the present embodiment, when the vehicle 1 is turned to avoid an obstacle, all the obstacles in the obstacle monitoring area are excluded from the obstacle monitoring area. The vehicle 1 is turning.

  For example, as shown in the left diagram of FIG. 7B, when the obstacle Z1 enters the obstacle monitoring area E3 of the vehicle 1 while the vehicle 1 is traveling at the vehicle speed V1, the state of FIG. ), The vehicle 1 turns left so as to avoid the obstacle Z1 so as to exclude the obstacle Z1 from the obstacle monitoring area E3.

  Further, as shown in the right diagram of FIG. 7B, the vehicle 1 is traveling at the vehicle speed V2 (where the vehicle speed V1 <the vehicle speed V2). When the obstacle Z1 enters, similarly, as shown in the right diagram of FIG. 7B, the vehicle 1 turns left to avoid the obstacle Z1 so as to exclude the obstacle Z1 from the obstacle monitoring area E4. . More specifically, since the width of the side surface direction in the obstacle monitoring area E4 is longer by ΔW / 2 when traveling at the vehicle speed V2 than when traveling at the vehicle speed V1, the vehicle 1 is When turning, it can turn away from the obstacle Z1.

  That is, when the vehicle is traveling at the vehicle speed V2, the width W in the side surface direction in the obstacle monitoring area E4 is longer by ΔW than when traveling at the vehicle speed V1, so the vehicle 1 is turned and the obstacle is When avoiding Z1, the vehicle 1 can be turned so as to exclude the obstacle from the obstacle monitoring area whose width W is increased.

  In other words, as the vehicle speed V increases, the side area SE (see FIG. 7A) of the obstacle monitoring area is set so that the width W in the side direction becomes longer. The vehicle 1 can be turned away from the obstacle as much as it becomes longer. Therefore, as the vehicle speed V of the vehicle 1 increases, the vehicle 1 can be turned further away from the obstacle. Therefore, a sense of security can be brought to the passenger of the vehicle 1.

  On the other hand, when a pedestrian or bicycle passerby around the vehicle 1 is detected by the vehicle 1 as an obstacle, the vehicle 1 moves away from the passer as the vehicle speed V of the vehicle 1 increases. 1 will turn. Therefore, the passerby can reduce anxiety and a sense of crisis that the vehicle 1 may collide with the vehicle 1 and can feel a sense of security. Therefore, the vehicle 1 can bring a sense of security to both passers-by around the vehicle 1 and passengers of the vehicle 1.

  Returning to the description of FIG. When the processing of S5 is completed, next, all objects in the obstacle monitoring area (that is, each point corresponding to the object) are extracted as obstacles (S6). Then, it is determined whether an obstacle has been extracted (S7). If no obstacle has been extracted (S7: No), the process returns to S2, and the above-described processes of S2 to S7 are repeated. On the other hand, when at least one obstacle is extracted (S7: Yes), an obstacle avoidance process is executed (S8).

  The obstacle avoidance process will be described later with reference to FIG. 8, but is a process for causing the vehicle 1 to avoid an obstacle. In addition, when the vehicle 1 cannot avoid an obstacle, the vehicle 1 is stopped.

  When the obstacle avoidance process (S8) is completed, it is next determined whether or not the vehicle 1 is stopped (S9). If the vehicle 1 is stopped (S9: Yes), the obstacle monitoring area setting process is performed. finish. On the other hand, when the vehicle 1 is traveling (S9: No), among the travel routes designated in advance, toward the travel route on the destination (traveling direction) side (to travel) of the avoidance object. The vehicle 1 is turned, the vehicle 1 is returned to the designated travel route, and travels on the travel route at the designated vehicle speed V (S10). And it returns to the process of S1 and repeats each process of 1-S10 mentioned above.

  According to the obstacle monitoring area setting process of FIG. 6 described above, the distance ΔL in the traveling direction and the width ΔW in the side surface direction in the obstacle monitoring area can be set longer as the vehicle speed V of the vehicle 1 increases. Therefore, as the vehicle speed V increases, the avoidance action (turning) for avoiding the obstacle can be started earlier, and the vehicle 1 can be turned further away from the obstacle. A sense of security can be brought to the passengers. Even when the vehicle speed V is high, obstacles can be avoided by gentle turning.

  Further, even when the vehicle 1 deviates from the travel route in order to avoid the obstacle, the vehicle 1 can be returned to the travel route when the obstacle avoidance has been reliably completed. Therefore, even when the vehicle 1 deviates from the travel route, the vehicle 1 can be safely returned to the travel route and can continue to travel toward the destination.

  Next, the obstacle avoidance process (S8) executed by the CPU 91 of the control device 100 will be described with reference to FIG. FIG. 8 is a flowchart showing the obstacle avoidance process executed by the control device 100. This obstacle avoidance process is a process for causing the vehicle 1 to avoid an obstacle, and is a process executed in the obstacle monitoring area setting process (see FIG. 6).

  In the obstacle avoidance process, first, when the vehicle 1 is turned left, a turning radius RL that can exclude all obstacles extracted in the process of S6 (see FIG. 5) from the obstacle monitoring area is calculated ( S21). In the present embodiment, the turning radius RL is calculated as a maximum value. This is because the turning of the vehicle 1 becomes gentler as the turning radius RL increases.

  Next, when the vehicle 1 is turned to the right, a turning radius RR that can exclude all obstacles extracted in the process of S6 (see FIG. 5) from the obstacle monitoring area is calculated (S22). For the same reason as described above, the turning radius RR is also calculated as a maximum value.

  Here, with reference to FIG. 9, an example of the turning radius that changes depending on the size of the obstacle monitoring area will be described. FIGS. 9A and 9B are schematic diagrams for explaining an example of the turning radius that changes depending on the size of the obstacle monitoring area.

  First, referring to FIG. 9 (a), a turn in the case where only the width W in the side surface direction is changed according to the vehicle speed V among the distance L in the traveling direction and the width W in the side surface in the obstacle monitoring area. The radius will be described. It is assumed that the vehicle 1 shown in the left diagram of FIG. 9A has a fixed obstacle monitoring area regardless of the vehicle speed V, and the vehicle 1 shown in the right diagram of FIG. Only the width W in the side surface direction in the obstacle monitoring area changes according to the vehicle speed V.

  As described above, when the process of S21 or the process of S22 (see FIG. 8) is executed, when the vehicle 1 is turned, a turning radius RL, which can exclude all obstacles from the obstacle monitoring area. RR is calculated. For example, in the vehicle 1 shown in the left diagram of FIG. 9A, when the obstacle Z1 enters the obstacle monitoring area E5 of the vehicle 1, the turning radius is such that the obstacle Z1 can be excluded from the obstacle monitoring area E5. Thus, the turning radius R1 that is the maximum value is calculated.

  On the other hand, in the vehicle 1 shown in the right diagram of FIG. 9A, when the vehicle speed V increases, the width W in the side surface direction in the obstacle monitoring area E6 increases. Here, it is assumed that the obstacle monitoring area E6 of the vehicle 1 is set longer than the obstacle monitoring area E5 shown in the left diagram of FIG. In this state, when the obstacle Z1 enters the obstacle monitoring area E6 of the vehicle 1, the turning radius R2 that is the maximum value among the turning radii that can exclude the obstacle Z1 from the obstacle monitoring area E6 is calculated. The

  Here, when compared with the obstacle monitoring area E5 shown in the left diagram of FIG. 9A and the obstacle monitoring area E6 shown in the right diagram of FIG. If the vehicle speed V of 1 is the same, the timing of detecting the obstacle Z1 of each vehicle 1 is also the same. That is, the timing for starting the avoidance action (turning) of each vehicle 1 is the same.

  However, the obstacle monitoring area E6 shown in the right diagram of FIG. 9A has a longer width W in the side direction than the obstacle monitoring area E5 shown in the left diagram of FIG. The vehicle 1 shown on the right side of FIG. 9 must turn farther away from the obstacle Z1 than the vehicle 1 shown on the left side of FIG. That is, the vehicle 1 shown in the right diagram of FIG. 9A must turn at a steeper angle than the vehicle 1 shown in the left diagram of FIG. The radius R2 becomes small.

  As described above, when only the width W in the side surface direction is changed according to the vehicle speed V among the distance L in the traveling direction and the width W in the side surface in the obstacle monitoring area, the turning radius of the vehicle 1 becomes small. End up.

  Next, with reference to FIG. 9B, the turning radius when the distance L in the traveling direction and the width W in the side direction in the obstacle monitoring area are changed according to the vehicle speed V will be described. The left diagram of FIG. 9B is the same as the left diagram of FIG. 9A, and the vehicle 1 is assumed to have a fixed obstacle monitoring area regardless of the vehicle speed V. . Therefore, the description of the left diagram of FIG. Further, in the vehicle 1 shown in the right diagram of FIG. 9B, both the distance L in the traveling direction and the width W in the side surface direction in the obstacle monitoring area are changed according to the vehicle speed V.

  As described above, in the vehicle 1 shown in the right diagram of FIG. 9B, when the vehicle speed V increases, the distance L in the traveling direction and the width W in the side surface direction in the obstacle monitoring area E7 increase. Here, the obstacle monitoring area E7 of the vehicle 1 is set longer than the obstacle monitoring area E5 shown in the left diagram of FIG. 9B by a distance ΔL in the traveling direction and further by a width ΔW in the side surface direction. And In this state, when the obstacle Z1 enters the obstacle monitoring area E7 of the vehicle 1, the turning radius R3 that is the maximum value among the turning radii that can exclude the obstacle Z1 from the obstacle monitoring area E7 is calculated. The

  Here, when compared with the obstacle monitoring area E5 shown in the left diagram of FIG. 9B and the obstacle monitoring area E7 shown in the right diagram of FIG. 9B, the obstacle monitoring area E7 is the obstacle monitoring area E7. Since the distance L in the traveling direction is longer than the area E5 by ΔL, the vehicle 1 shown in the right diagram of FIG. 9B detects the obstacle Z1 in front of the vehicle 1 shown in the left diagram of FIG. 9B. it can.

  That is, since the obstacle Z1 in the traveling direction of the vehicle 1 can be detected earlier (from the front), avoidance action (turning) for avoiding the obstacle can be started earlier. As a result, the turning radius R3 of the vehicle 1 is larger than the turning radius R2 of the vehicle 1 shown in the right diagram of FIG. 9A, and the turning radius R1 of the vehicle 1 shown in the left diagram of FIG. It is possible to make it equivalent.

  As described above, when only the width W in the side surface direction is changed according to the vehicle speed V among the distance L in the traveling direction and the width W in the side surface in the obstacle monitoring area, the turning radius of the vehicle 1 becomes small. However, by changing both the distance L in the traveling direction and the width W in the side direction according to the vehicle speed V, the vehicle can turn away from the obstacle Z1, and the obstacle Z1 can be avoided by gentle turning.

  Here, the description returns to FIG. When the process of S22 is completed, next, as a result of the process of S21 and the process of S22, at least one of the turning radii RL and RR is calculated, and it is determined whether all obstacles can be avoided (S23). In the process of S23, when both the turning radii RL and RR are not calculated and all obstacles cannot be avoided (S23: No), the deceleration process is executed (S24). Note that the deceleration process will be described later with reference to FIG. 10, but in order to reduce the vehicle speed V of the vehicle 1 or stop the vehicle 1 when the obstacle cannot be avoided even if the vehicle 1 is turned. It is processing of.

  When the deceleration process (S24) is completed, it is next determined whether the vehicle 1 is stopped (S25). If the vehicle 1 is stopped (S25: Yes), the obstacle avoidance process is ended. On the other hand, when the vehicle 1 is not stopped (S25: No), it returns to the process of S21 and tries again to calculate the turning radii RL and RR that can avoid all obstacles.

  Even if both the turning radii RL and RR are not calculated before the above-described deceleration process (see FIG. 10), the size of the obstacle monitoring area is reduced when the deceleration process is performed. The turning radii RL and RR that can avoid all obstacles are easily calculated. Therefore, since the probability that the vehicle 1 can avoid the obstacle is improved, the obstacle avoidance ability of the vehicle 1 can be improved.

  On the other hand, if all obstacles can be avoided in the process of S23 (S23: Yes), the yaw rate output from the vehicle body attitude sensor device 25 is acquired (S26). Next, it is determined whether or not the calculated turning radius RL is greater than or equal to the turning radius RR (S27). If the turning radius RL is greater than or equal to the turning radius RR (S27: Yes), the vehicle 1 is moved with the turning radius RL. The yaw rate Ya necessary for turning left is calculated (S28). The yaw rate Ya calculated here is a value in consideration of the yaw rate acquired in the process of S26.

  Then, a status value indicating “turn the vehicle 1 preferentially to the left” is set in the turn priority status stored in the turn priority status memory 93b of the RAM 93 (S29). The reason why the vehicle 1 is set to “turn preferentially in the left direction” is that if the vehicle 1 is turned leftward to avoid an obstacle, the avoided obstacle will then come to the right side of the vehicle 1. This is because the possibility of colliding with the obstacle that has been avoided can be reduced by giving priority to the left turn.

  On the other hand, if the turning radius RL is less than the turning radius RR in the process of S27 (S27: No), the yaw rate Ya necessary for turning the vehicle 1 to the right with the turning radius RR is calculated (S30). As in the case of the process of S28, the yaw rate Ya calculated here is also a value that takes into account the yaw rate acquired in the process of S26.

  Then, a status value indicating “turn the vehicle 1 preferentially to the right” is set in the turn priority status stored in the turn priority status memory 93b of the RAM 93 (S31). Note that the status value is set for the same reason as described above.

  Next, the vehicle 1 is turned so that the yaw rate Ya calculated in the process of S28 or S30 is output from the vehicle body attitude sensor device 25 (S32). Then, the obstacle passage process is executed (S33), and the obstacle avoidance process is terminated. Although the obstacle passing process will be described later with reference to FIG. 11, after turning the vehicle 1 in order to avoid the obstacle, the process for allowing the vehicle 1 to pass the side of the avoided obstacle. It is. Then, when the obstacle passage process (S33) is finished, the obstacle avoidance process is finished.

  According to the obstacle avoiding process of FIG. 8 described above, after calculating the turning radius that can avoid the obstacle, the vehicle 1 can be made to avoid the obstacle with a larger turning radius. Therefore, an obstacle can be avoided by a gentler turn. Further, the direction in which the vehicle 1 is turned, that is, the direction in which there is no avoidance object (the obstacle that has been avoided) can be set as the turn priority status.

  Next, the deceleration process (S24) executed by the CPU 91 of the control device 100 will be described with reference to FIG. FIG. 10 is a flowchart showing the deceleration process executed by the control device 100. This deceleration process is a process for reducing the vehicle speed V of the vehicle 1 or stopping the vehicle 1 when the obstacle cannot be avoided even if the vehicle 1 is turned, and the obstacle avoidance process (FIG. 8). And a process executed in a re-avoidance process (FIG. 12) described later.

  In the deceleration process, first, it is determined whether or not the vehicle speed V of the vehicle 1 is equal to or less than a predetermined threshold (S41). The predetermined threshold is, for example, a vehicle speed V at which the vehicle 1 can be stopped immediately, and is exemplified by 1.4 to 2.8 [m / s]. The predetermined threshold may not always be a constant value, and can be set based on the vehicle speed V of the vehicle 1 and the shortest distance from the vehicle 1 to the obstacle. It is also possible to set based on the deceleration or the deceleration speed of the vehicle 1. In the process of S41, when the vehicle speed V of the vehicle 1 is equal to or less than the predetermined threshold (S41: Yes), the vehicle 1 is stopped on the spot (S48), and this deceleration process is terminated.

  On the other hand, when the vehicle speed V of the vehicle 1 exceeds the predetermined threshold value (S41: No), the vehicle speed V of the vehicle 1 is set to be equal to or lower than the predetermined threshold value (S42) and stored in the scanning result memory 93a. A scanning result around the current vehicle is acquired (S43). Next, the vehicle speed V of the vehicle 1 is acquired (S44), and an obstacle monitoring area in the traveling direction of the vehicle 1 is set according to the acquired vehicle speed V (S45). According to the vehicle speed V, an obstacle monitoring area in the lateral direction of the vehicle 1 is set (S46).

  Since the vehicle speed V is reduced by the process of S42, the size of the obstacle monitoring area is reduced by the processes of S45 and S46. Next, all objects within the obstacle monitoring area (that is, each point corresponding to the object) are extracted as obstacles (S47), and the deceleration process is terminated.

  According to the deceleration process of FIG. 10 described above, when the obstacle cannot be avoided even if the vehicle 1 is turned, the vehicle speed V of the vehicle 1 can be reduced or the vehicle 1 can be stopped. When the vehicle speed V of the vehicle 1 is reduced, the size of the obstacle monitoring area is reduced, so that it is possible to try again avoiding obstacles and avoidance objects in that state. Therefore, since the probability that the vehicle 1 can avoid an obstacle or an avoidance object is improved, the obstacle avoidance ability of the vehicle 1 can be improved. In addition, when the vehicle 1 is stopped, collision with an obstacle can be prevented, so that the safety of the vehicle when avoiding the obstacle can be improved.

  Next, the obstacle passing process (S33) executed by the CPU 91 of the control device 100 will be described with reference to FIG. FIG. 11 is a flowchart showing the obstacle passing process executed by the control device 100. This obstacle passing process is a process for turning the vehicle 1 to avoid the obstacle and then allowing the vehicle 1 to pass the side of the avoided obstacle. The obstacle avoiding process (see FIG. 8). It is a process executed in the process.

  In the obstacle passing process, first, the avoidance monitoring area K (see FIG. 5B) is set on the side of the vehicle 1 where the avoided obstacle is present (S51). As described above, the avoidance monitoring area K is provided outside the obstacle monitoring area in order to monitor the avoidance object until the vehicle 1 passes by the obstacle (evasion object) that has been avoided. The size of the vehicle 1 is fixed regardless of the vehicle speed V of the vehicle 1.

  Next, the scan result around the vehicle stored in the scan result memory 93a is acquired (S52), and all the objects in the avoidance object monitoring area K (that is, each point corresponding to the object) are avoided. Extract as a product (S53). Then, the vehicle speed V of the vehicle 1 is acquired (S54), and an obstacle monitoring area in the traveling direction of the vehicle 1 is set according to the acquired vehicle speed V of the vehicle 1 (S55). In addition, an obstacle monitoring area in the lateral direction of the vehicle 1 is also set according to the vehicle speed V of the vehicle 1 acquired in S54 (S56).

  Next, all objects within the obstacle monitoring area (that is, each point corresponding to the object) are extracted as obstacles (S57). Then, it is determined whether an obstacle has been extracted (S58). If an obstacle has not been extracted (S58: No), it is determined whether an avoidance object has been extracted (S59). If the avoidance object is extracted (S59: Yes), the vehicle 1 is in the middle of passing the avoidance object, so the vehicle 1 is driven straight and the traveling direction is maintained (S60). Then, it returns to the process of S52 and repeats each process of S52-S60 mentioned above.

  In the process of S58, when an obstacle is extracted (S58: Yes), it is a case where a new obstacle is detected in the traveling direction while the vehicle 1 is passing the side of the avoidance object. A re-avoiding process is executed (S61).

  The re-avoiding process will be described later with reference to FIG. 12, but when a new obstacle is detected in the traveling direction while the vehicle 1 is passing by the obstacle (the obstacle that has been avoided). Furthermore, this is a process for causing the vehicle 1 to avoid obstacles and avoidance objects. In addition, when the vehicle 1 cannot avoid an obstacle and an avoidance object, the vehicle 1 is stopped.

  When the re-avoiding process (S61) is completed, it is next determined whether the vehicle 1 is stopped (S62). If the vehicle 1 is stopped (S62: Yes), the process proceeds to S63. On the other hand, when the vehicle 1 is traveling (S62: No), the process returns to S52, and the above-described processes of S52 to S62 are repeated.

  If no avoidance object is extracted in the process of S59 (S59: No), since the vehicle 1 has passed by the avoidance object, the set avoidance object monitoring area is canceled (S63), and this obstacle The passing process is terminated.

  According to the obstacle passing process of FIG. 11 described above, the vehicle 1 avoids the side surface of the vehicle 1 on the side where the obstacle is present until the vehicle 1 passes by the obstacle (the avoidance object). The avoidance object monitoring area for monitoring objects can be set. And while the avoidance thing monitoring area is set, since the vehicle 1 is made to drive straight ahead preferentially, it can suppress that the vehicle 1 collides with an avoidance object. Therefore, the safety of the vehicle when avoiding the obstacle can be improved.

  Next, with reference to FIG. 12, the re-avoiding process (S61) executed by the CPU 91 of the control device 100 will be described. FIG. 12 is a flowchart showing the re-avoiding process executed by the control device 100. This re-avoiding process avoids obstacles and obstacles in the vehicle 1 when a new obstacle is detected in the traveling direction while the vehicle 1 is passing by the obstacle (the obstacle that has been avoided). Is a process executed in the obstacle passing process (see FIG. 11).

  In the re-avoiding process, first, when the vehicle 1 is turned to the left, all the avoidance objects extracted in the process of S53 (see FIG. 11) and all obstacles extracted in the process of S57 (see FIG. 11) The turning radius RL that can be excluded from the obstacle monitoring area is calculated (S71). The turning radius RL is calculated to have a maximum value for the same reason as in the obstacle avoidance process (see S21 in FIG. 8).

  Next, when the vehicle 1 is turned to the right, all obstacles extracted in the process of S53 (see FIG. 11) and all obstacles extracted in the process of S57 (see FIG. 11) A turning radius RR that can be excluded from the object monitoring area is calculated (S72). For the same reason as described above, the turning radius RR is also calculated as a maximum value.

  As a result of the processing of S71 and S72 being performed, at least one of the turning radii RL and RR is calculated, and it is determined whether all obstacles and all avoidances can be avoided (S73). In the process of S73, when both the turning radii RL and RR are not calculated and all obstacles and all avoidable objects cannot be avoided (S73: No), the above-described deceleration process (S24) is executed (FIG. 10). reference). As described above, the deceleration process is a process for reducing the vehicle speed V of the vehicle 1 or stopping the vehicle 1 when an obstacle cannot be avoided even if the vehicle 1 is turned.

  When the deceleration process (S24) is completed, it is next determined whether or not the vehicle 1 is stopped (S74). When the vehicle 1 is stopped (S74: Yes), the re-avoidance process is ended. On the other hand, when the vehicle 1 is not stopped (S74: No), it returns to the process of S71 and tries to calculate the turning radii RL and RR that can avoid all obstacles and all avoidance objects again.

  Even if both the turning radii RL and RR are not calculated before the above-described deceleration process (see FIG. 10), the size of the obstacle monitoring area is reduced when the deceleration process is performed. The turning radii RL and RR that can avoid all obstacles and all avoidances are easily calculated. Therefore, since the probability that the vehicle 1 can avoid the obstacle and the avoidance object is improved, the obstacle avoidance ability of the vehicle 1 can be improved.

  On the other hand, if all obstacles and all avoidable objects can be avoided in the process of S73 (S73: Yes), the yaw rate output from the vehicle body attitude sensor device 25 is acquired (S75). Next, it is determined whether or not the value of the turn priority status stored in the turn priority status memory 93b is a status value indicating "turn preferentially leftward" or "no preferential turn". (S76).

  When the value of the turn priority status is a status value indicating “turn preferentially to the left” or “no preferential turn” (S76: Yes), the vehicle 1 is turned all the way by turning left. It is determined whether obstacles and all avoidance objects can be avoided (S77).

  In the above obstacle avoidance process (see FIG. 8), the vehicle 1 is turned to the larger one of the calculated turning radii RL, RR. The vehicle 1 is turned with priority on the direction indicated by the status value. The reason is that, as described above, the turn priority status is set with a status value that preferentially turns the vehicle 1 in a direction in which there is no obstacle (avoidance) avoided. This is because by turning the vehicle 1 in the direction shown, the possibility of colliding with the avoided obstacle can be further reduced.

  In the process of S77, if all obstacles and all avoidances cannot be avoided even if the vehicle 1 turns left (S77: No), the process proceeds to S81. On the other hand, if all obstacles and all avoidances can be avoided by turning the vehicle 1 to the left (S77: Yes), the yaw rate Ya necessary for turning the vehicle 1 to the left with the turning radius RL is calculated. (S78). The yaw rate Ya calculated here is a value in consideration of the yaw rate acquired in the process of S75.

  Then, a status value indicating "turn the vehicle 1 preferentially in the left direction" is set in the turn priority status stored in the turn priority status memory 93b (S79). Here, the vehicle 1 is set to “turn preferentially in the left direction” when the vehicle 1 is turned left to avoid an obstacle, and then the avoided obstacle comes to the right side surface of the vehicle 1. This is because if the left turn is prioritized, the possibility of colliding with the obstacle that has been avoided can be reduced.

  On the other hand, in the process of S76, when the value of the turn priority status is a status value indicating “turn preferentially to the right” (S76: No), all obstacles can be obtained by turning the vehicle 1 to the right. It is then determined whether all avoidable objects can be avoided (S80).

  If all obstacles and all avoidable objects cannot be avoided even if the vehicle 1 is turned to the right (S80: No), the process proceeds to S78. On the other hand, when it is possible to avoid all obstacles and all avoidances by turning the vehicle 1 to the right (S80: Yes), the yaw rate Ya necessary for turning the vehicle 1 to the right with the turning radius RR is set. Calculate (S81). As in the case of the process of S78, the yaw rate Ya calculated here is a value that takes into account the yaw rate acquired in the process of S75.

  Then, a status value indicating "turn the vehicle 1 preferentially to the right" is set in the turn priority status stored in the turn priority status memory 93b (S82). Note that the status value is set for the same reason as described above. Next, the vehicle 1 is turned so that the yaw rate Ya calculated in the process of S78 or S81 is output from the vehicle body attitude sensor device 25 (S83), and the re-avoidance process is ended.

  According to the re-avoidance process in FIG. 12 described above, the vehicle 1 is avoided when a new obstacle is detected in the traveling direction while the vehicle 1 is passing by the obstacle (the obstacle that has been avoided). The vehicle 1 can be preferentially turned in a direction in which no object is present. Therefore, since possibility that the vehicle 1 will collide with an avoidance object can be reduced, the safety | security of the vehicle at the time of avoidance of an obstacle can be improved.

  In addition, when the vehicle 1 can turn in such a way that both the new obstacle in the traveling direction and the avoidance object can be avoided, the vehicle 1 can be turned in that direction. it can. Therefore, since the vehicle 1 can be turned as much as possible to cause the vehicle 1 to avoid an obstacle (or an avoidance object), the obstacle avoidance ability of the vehicle 1 can be improved.

  Next, an example of a process in which the vehicle 1 according to the present embodiment avoids obstacles and avoidance objects will be described with reference to FIG. Each of FIGS. 13A to 13D is a schematic diagram illustrating an example of a process in which the vehicle 1 avoids an obstacle and an avoidance object. In FIG. 13, it is assumed that the vehicle 1 is traveling upward in the drawing.

  For example, as shown in FIG. 13A, when the vehicle 1 turns to avoid the obstacle Z1 and then goes straight with the avoidance monitoring area K set, the obstacle monitoring is performed again. When it is detected that an obstacle Z3 that can be an obstacle to traveling of the vehicle 1 has entered the area E8 (presence), the vehicle 1 starts an avoidance action for avoiding the obstacle Z3.

  Here, when the vehicle 1 is turned in the right direction, at least one of the obstacle Z3 and the avoidance object Z1 enters the obstacle monitoring area E8. That is, the vehicle 1 turns left to avoid an obstacle.

  In that case, as shown in FIG. 13B, the vehicle 1 turns leftward with the avoidance object monitoring area K set. The vehicle 1 then travels straight while monitoring the obstacle monitoring area E8 and the avoidance object monitoring area K until the avoidance object Z3 is no longer detected from the avoidance object monitoring area K.

  Although not shown, when the vehicle 1 passes by the avoidance object Z3 (the obstacle that has been avoided), the set avoidance object monitoring area K is cancelled. Then, the vehicle 1 stops traveling straight and returns to the travel route. More specifically, the vehicle 1 is turned and traveled toward a travel route on the traveling direction side of the avoidance objects Z1 and Z3.

  As described above, even when the vehicle 1 detects an obstacle in the traveling direction again while avoiding the obstacle, the vehicle 1 detours (avoids) the obstacle and the avoidance object and returns to the travel route. You can travel to the ground.

  Further, for example, as shown in FIG. 13C, when the vehicle 1 turns to avoid the obstacle Z1 and then goes straight with the avoidance object monitoring area K set, the obstacle is again detected. It is assumed that the presence (existence) of an obstacle Z4 that can be an obstacle to traveling of the vehicle 1 is detected in the object monitoring area E8.

  Here, when the vehicle 1 is turned in the right direction, at least one of the obstacle Z4 and the avoidance object Z1 enters the obstacle monitoring area E8. Furthermore, when the vehicle 1 is turned leftward, the obstacle Z5 immediately enters the obstacle monitoring area E8, and as a result, the left turn is interrupted. That is, it is assumed that the vehicle 1 cannot avoid obstacles both when turning leftward and when turning rightward.

  In that case, the vehicle 1 reduces the vehicle speed V and reduces the size of the obstacle monitoring area E9. Then, a turn in the direction in which the obstacle Z4 and the avoidance object Z1 can be excluded is tried again from the obstacle monitoring area E9. For example, as shown in FIG. 13D, when the size of the obstacle monitoring area E9 is reduced, the vehicle 1 can avoid both the obstacle Z4 and the avoidance object Z1. Turn (right turn) in a direction in which Z4 and the avoidance object Z1 can be avoided.

  Thereafter, when the turn is completed, the avoidance monitoring area K is set on the side of the vehicle 1 where the avoided obstacle Z4 is located. That is, in this case, the avoidance monitoring area K is set on both side surfaces of the vehicle 1. The vehicle 1 travels straight until the avoidance objects Z1, Z4 are no longer detected from the avoidance object monitoring area K while monitoring the obstacle monitoring area E9 and the avoidance object monitoring area K, respectively.

  Although not shown, when the vehicle 1 passes next to the avoidance objects Z1 and Z4 (the obstacles that have been avoided), the set avoidance object monitoring area K is cancelled. Then, the vehicle 1 stops traveling straight and returns to the travel route. More specifically, the vehicle 1 is turned and traveled toward a travel route on the traveling direction side of the avoidance objects Z1 and Z4.

  As described above, if the vehicle 1 cannot avoid the obstacle or the avoidance object while avoiding the obstacle or the avoidance object, the vehicle 1 tries to avoid the obstacle or the avoidance object again by reducing the vehicle speed V. Can do. Therefore, since the probability that the vehicle 1 can avoid an obstacle or an avoidance object is improved, the obstacle avoidance ability of the vehicle 1 can be improved.

  As described above, the control device 100 sets the distance ΔL in the traveling direction and the width ΔW in the side direction in the obstacle monitoring area longer as the vehicle speed V of the vehicle 1 increases. Therefore, as the vehicle speed V increases, the avoidance action (turning) for avoiding the obstacle can be started earlier, and the vehicle 1 can be turned further away from the obstacle. A sense of security can be brought to the passengers.

  In addition, the control device 100 monitors the avoidance object on the side surface of the side surface of the vehicle 1 where the avoidance object is present until the vehicle 1 passes next to the obstacle (evasion object) avoided by the vehicle 1. Set an avoidance monitoring area. And since priority is given to making the vehicle 1 drive straight while the avoidance object monitoring area is set, it is possible to suppress the vehicle 1 from colliding with the avoidance object. Therefore, the safety of the vehicle when avoiding the obstacle can be improved.

  Even when the vehicle 1 deviates from the travel route in order to avoid an obstacle, the vehicle 1 can return to the travel route if the avoidance of the obstacle is completed with certainty. Therefore, even when the vehicle 1 deviates from the travel route, the vehicle 1 can safely return to the travel route and can continue traveling toward the destination.

  In the above embodiment, an example in which the vehicle 1 is configured to be able to travel autonomously to a destination through a travel route specified in advance has been described. However, the present invention is not limited to a vehicle configured to be able to travel autonomously, and can also be applied to a vehicle configured to allow a driver to drive. For example, the present invention may be a control device that assists (assistant) driving of the driver. More specifically, when the vehicle 1 collides with an obstacle in driving by the driver, the control device may be configured to turn the vehicle 1 to avoid the obstacle.

  Next, with reference to FIG. 14, the obstacle avoidance process when assisting the driver's driving will be described. FIG. 14 is a modified example of the above-described obstacle avoidance process (see FIG. 8), and is a flowchart showing the obstacle avoidance process when assisting the driver's driving. In addition, about the step which performs the process same as the obstacle avoidance process (refer FIG. 8) mentioned above, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  In this obstacle avoidance process, when the process of S26 is completed, the yaw rate Ya necessary for avoiding the obstacle is calculated based on the vehicle speed V of the vehicle 1 (S91). The yaw rate Ya calculated here is a value in consideration of the yaw rate acquired in the process of S26. Next, it is determined whether or not the steering wheel is operated by the driver (S92). If the steering wheel is not operated by the driver (S92: No), the process proceeds to S95. On the other hand, when the steering wheel is operated by the driver (S92: Yes), the yaw rate Yb generated in the vehicle 1 from the current steering wheel operation is calculated (S93).

  Next, it is determined whether the yaw rate Yb generated in the vehicle 1 is less than the yaw rate Ya necessary for avoiding the obstacle (S94). If the yaw rate Yb generated in the vehicle 1 is less than the yaw rate Ya necessary for avoiding the obstacle (S94: Yes), the vehicle 1 cannot avoid the obstacle by the driver's driving, and the vehicle 1 becomes an obstacle. It is a case where it collides. Therefore, in this case, the vehicle 1 is turned so that the yaw rate Ya necessary for avoiding the obstacle is output from the vehicle body attitude sensor device 25 (S95), and the process proceeds to S33.

  On the other hand, when the yaw rate Yb generated in the vehicle 1 in the process of S94 is equal to or higher than the yaw rate Ya necessary for avoiding the obstacle (S94: No), the vehicle 1 can avoid the obstacle by the driving of the driver. It is. Therefore, in this case, the process proceeds to S33 without doing anything.

  According to the obstacle avoidance process of FIG. 14 described above, even in the case of a vehicle configured so that the driver can drive, the vehicle 1 can avoid the obstacle.

  Although not shown, the re-avoidance process (see FIG. 12) can also be changed to a process that assists the driver's driving by replacing a part of the processes. Specifically, the processing of S76 to S83 of the re-evasion processing shown in FIG. 12 is replaced with S91 to S95 in the same manner as the obstacle avoidance of FIG. That is, the process of S91 is executed after the process of S75, and the re-avoiding process is ended when S94: No or when the process of S95 is completed.

  According to the above obstacle avoidance process, even in the case of a vehicle configured so that the driver can drive, the vehicle 1 can avoid obstacles and avoidance objects.

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

  For example, in the above-described embodiment, the avoidance monitoring area is configured to be outside the obstacle monitoring area and the respective areas are not overlapped. However, the avoidance monitoring area is configured to overlap the obstacle monitoring area. May be set.

  In the above embodiment, the size of the obstacle monitoring area is enlarged or reduced in a rectangular shape according to the vehicle speed V of the vehicle 1, but only a part of the size of the obstacle monitoring area is enlarged or reduced. The size may be reduced and the size of other portions may be fixed. For example, in the obstacle monitoring area, only the portion near the traveling direction may be enlarged or reduced, or only the portion near the front of the vehicle or only the center portion may be enlarged or reduced.

  Moreover, in the said embodiment, although the magnitude | size of the obstruction monitoring area is expanded or reduced to the rectangular shape according to the vehicle speed V of the vehicle 1, for example, passers-by, such as a pedestrian and a bicycle, can be detected. A human sensor is provided on the outer periphery of the vehicle, and when there is a passerby around the vehicle, the size of the obstacle monitoring area is increased and the vehicle 1 is turned away from the passerby. You may do it. In particular, when the vehicle 1 is traveling in an urban area or the like, the vehicle 1 can be traveled so as to give a sense of security to a passerby around the vehicle.

  Moreover, in the deceleration process (refer FIG. 10) of the said embodiment, if the vehicle speed V of the vehicle 1 is more than a predetermined threshold value (for example, 1.4 m / s-2.8 m / s), the vehicle speed V will be set to a predetermined threshold value at once. Although it is reduced below, the vehicle speed V may be reduced to a predetermined value or less step by step in several steps. That is, every time the deceleration process is executed, the vehicle speed V of the vehicle 1 is decreased by a predetermined speed. If the vehicle 1 can avoid obstacles and avoidance objects before the vehicle speed V falls below a predetermined threshold value, obstacles and avoidance objects can be avoided at the vehicle speed V. Things can be avoided quickly.

  In the above embodiment, the obstacle monitoring area is provided toward the traveling direction of the vehicle 1 with reference to the axle of the rear wheel of the vehicle 1. However, the range in which the obstacle monitoring area is provided is arbitrarily set. May be. For example, you may provide so that the whole vehicle 1 may be covered, and you may provide from the front surface of the vehicle 1 toward the advancing direction. Further, the distance L in the traveling direction of the vehicle 1 in the obstacle monitoring area and the width W in the side surface direction of the vehicle 1 may be set as appropriate.

  Moreover, in the said embodiment, since the advancing direction of the vehicle 1 is a direction which advances, an obstacle monitoring area is provided toward the advancing direction of the vehicle 1 on the basis of the axle of a rear wheel, but the advancing direction of the vehicle 1 is In the case of the backward direction, the obstacle monitoring area may be provided in the backward direction of the vehicle 1 (the direction in which the vehicle 1 moves backward from the rear surface of the vehicle 1) with reference to the axle of the rear wheel.

  Moreover, in the said embodiment, although the avoidance monitoring area K is provided toward the vehicle width direction from the side surface of the vehicle 1, you may set the range which provides an avoidance monitoring area arbitrarily. For example, it may be provided in the vehicle width direction from a part of the side surface of the vehicle 1, or may be provided so that a part or the whole of the vehicle 1 is covered in addition to the side surface of the vehicle 1. Further, the length in the traveling direction of the vehicle 1 in the avoidance object monitoring area K may be set as appropriate, and may be longer than, for example, the length of the side surface of the vehicle 1 (the total length of the vehicle 1). In addition, the length in the side surface direction of the vehicle 1 in the avoidance object monitoring area K may be set as appropriate.

  Moreover, in the said embodiment, although the shape of an obstruction monitoring area and the shape of an obstruction monitoring area are made into the rectangular shape, it may be not only a rectangular shape but shapes, such as a circle, a fan shape, and a triangle.

  Moreover, in the said embodiment, although the magnitude | size of an obstruction monitoring area is expanded or reduced to the advancing direction of the vehicle 1, and the vehicle width direction of the vehicle 1, with respect to the advancing direction of a vehicle and a vehicle width direction, It may be enlarged or reduced in an oblique direction.

  Moreover, in the said embodiment, although the magnitude | size of the avoidance monitoring area is fixed, according to the vehicle speed V of the vehicle 1, the magnitude | size may be expanded or reduced like an obstruction monitoring area.

  Moreover, although the said embodiment is embodiment in case the vehicle 1 is a four-wheeled vehicle, this invention is applicable if it is a vehicle irrespective of the number of wheels, and also to construction machines, such as an excavator car, etc. Applicable. In particular, if the present invention is applied to a vehicle that travels in a place with many obstacles such as a construction site, it is preferable because the safety of the vehicle when avoiding the obstacle can be further improved.

  In the above embodiment, each distance sensor 26a, 26b is configured by a laser range finder, but may be configured by an ultrasonic sensor that transmits ultrasonic waves, a millimeter wave sensor that transmits millimeter waves, or the like. good. Further, it may be configured to analyze the image input by the camera and calculate the distance to the object existing around the vehicle.

  In the above embodiment, the first distance sensor 26a is attached to the front right side of the vehicle 1. However, the first distance sensor 26a may be attached to the front left side, the rear right side or the rear left side of the vehicle 1. The vehicle 1 may be attached to two places on the left and right sides of the rear side of the vehicle 1, four places at four corners of the vehicle 1, and the like. That is, the number and location of the first distance sensor 26a may be any number and location. Similarly, the number and location of the second distance sensor 26b may be any number or location.

1 Vehicle S3, S44, S54 Speed information acquisition means S4, S5, S45, S46, S55, S56 Monitoring area setting means S6, S47, S57 Detection means S8, S61 Turning control means E1-E9 Monitoring area SE Side area SL1 Front area Side edge SL2 Side area edges Z1 to Z4 Obstacle ZE Front area

Claims (4)

Obstacles that may interfere with the progress of the vehicle are present in a monitoring area including a front area provided toward the front with respect to the traveling direction of the vehicle and a side area having a predetermined width from the side surface of the vehicle in the vehicle width direction. Detection means for detecting whether it exists,
A turning control means for controlling turning of the vehicle so that the obstacle in the monitoring area is excluded from the monitoring area when the detecting means detects that the obstacle is present in the monitoring area;
Speed information acquisition means for acquiring speed information indicating the speed of the vehicle;
The monitoring area that sets the monitoring area for the vehicle so that the predetermined width of the side surface area increases continuously or stepwise as the speed indicated by the speed information acquired by the speed information acquisition means increases. And a control unit. The monitoring area setting means includes
As the speed indicated by the speed information acquired by the speed information acquisition means is higher, the monitoring area is set to be longer or partly longer in the vehicle width direction in the front area continuously or stepwise. The control device according to claim 1, wherein the control device is set for a vehicle. The front area is set over a range of a predetermined distance from the front of the vehicle toward the traveling direction of the vehicle,
The monitoring area setting means includes
The monitoring area is set for the vehicle such that the higher the speed indicated by the speed information acquired by the speed information acquisition means, the longer the predetermined distance of the front area is continuously or stepwise. The control device according to claim 2, wherein the control device is provided. One of the edges along the traveling direction of the monitoring area is
The two sides of the side area located far from the side of the vehicle and the end of the front area in the same direction as the end of the side area with respect to the vehicle, The edges are set to match on the same straight line,
The monitoring area setting means includes
As the speed indicated by the speed information acquired by the speed information acquisition means is faster, the monitoring area is set to the vehicle so that the distance between the side surface of the vehicle and the same straight line becomes longer continuously or stepwise. 4. The control device according to claim 1, wherein the control device is set.

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