JP6301713B2 - Travel route generator - Google Patents

Description

  The present invention relates to a travel route generation device that generates a travel route on which a host vehicle travels.

  A technique is known in which the vehicle itself generates a travel route on which the host vehicle travels (see, for example, Patent Document 1). In Patent Document 1, the travel route of the host vehicle is generated so that the driver matches the direction of operating the host vehicle to avoid an obstacle.

  In Patent Document 1, when a travel route that avoids an obstacle is generated, a virtual obstacle is set at a position different from the actual obstacle, for example, in order to prevent the travel route from being too close to the road boundary. Then, by generating a travel route that avoids the set virtual obstacle, an appropriate travel route that avoids the actual obstacle is generated as a result.

JP 2011-186878 A

  However, in Patent Document 1, the travel route is corrected each time while shifting the position of the virtual obstacle, and this correction process is continued until an appropriate travel route is generated. Therefore, it is necessary to generate the travel route. There is a problem that time becomes long.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a travel route generation device that generates a travel route that deviates from a normal route generated based on a travelable region in a short time.

The travel route generation device of the present invention includes surrounding information acquisition means, travel information acquisition means, travelable area detection means, virtual obstacle setting means, and route generation means.
The surrounding information acquisition means acquires the surrounding information of the own vehicle, the traveling information acquisition means acquires the traveling information of the own vehicle, and the traveling area detection means travels based on the surrounding information acquired by the surrounding information acquisition means. The possible travelable area is detected.

  The virtual obstacle setting means is a host vehicle that travel information acquisition means acquires as travel information when the host vehicle travels out of a normal route set based on the travelable area detected by the travelable area detection means. Based on the traveling direction of the vehicle, virtual obstacles are set on both sides of the travel location of the host vehicle, and the route generation means generates a travel route passing between the virtual obstacles set on both sides of the travel location by the virtual obstacle setting means. .

  Thus, a travel route passing between virtual obstacles may be generated by setting virtual obstacles on both sides of the travel location of the host vehicle based on the traveling direction of the host vehicle. Therefore, a travel route deviating from the normal route can be easily generated in a short time. In addition, the travel location of the own vehicle which sets a virtual obstacle should just be at least any one of the location where the own vehicle will travel from now on, the present travel location, and the location where it traveled in the past.

Further, when there is a place where the vehicle avoids traveling, by setting at least one side of the virtual obstacle set on both sides of the traveling place as the traveling avoidance place, the traveling avoidance place is avoided by deviating from the normal route. A travel route can be easily generated in a short time.

The functional block diagram which shows the driving | running route generation apparatus of 1st Embodiment. The schematic diagram explaining the path | route production | generation which set the virtual obstacle. The schematic diagram explaining the setting of the virtual obstacle based on the advancing direction. The schematic diagram explaining the space | interval which sets a virtual obstruction. The schematic diagram explaining the setting of the virtual obstruction based on a driving | running route. The schematic diagram explaining the setting of the virtual obstacle based on a driving | running | working area | region. The schematic diagram explaining the setting of the virtual obstacle based on a steering angle. The schematic diagram explaining the setting of the virtual obstacle based on a travel avoidance location. The schematic diagram explaining the setting of the virtual obstacle based on a travel avoidance location. The schematic diagram explaining path | route production | generation. 6 is a flowchart showing route generation processing 1; The functional block diagram which shows the driving | running route generation apparatus of 2nd Embodiment. The schematic diagram explaining the path | route production | generation which set the vehicle speed information to the virtual obstacle. The schematic diagram explaining the setting of the vehicle speed information in a virtual obstacle. 6 is a flowchart showing route generation processing 2; The functional block diagram which shows the driving | running route generation apparatus of 3rd Embodiment. The schematic diagram explaining the setting of the virtual obstruction based on the destination point. The schematic diagram explaining deletion and correction of a travel route. The schematic diagram explaining the path | route production | generation which set the destination point before the obstruction. The schematic diagram explaining the path | route production | generation which set the destination point when there exists a tracking target object. The schematic diagram explaining the path | route production | generation which set the destination point when parking. 10 is a flowchart showing route generation processing 3; The functional block diagram which shows the driving | running route generation apparatus of 4th Embodiment. The schematic diagram explaining the route production | generation using driving history information at the time of an obstacle passage. The schematic diagram explaining the route production | generation which uses driving history information at the time of lane change. The schematic diagram explaining the route production | generation which uses driving history information at the time of course change. The schematic diagram explaining the route production | generation which uses driving history information at the time of road width change. 10 is a flowchart showing route generation processing 4; The functional block diagram which shows the driving | running route generation apparatus of 5th Embodiment. 10 is a flowchart showing route generation processing 5; The schematic diagram explaining the path | route production | generation when approaching a narrow path. The schematic diagram explaining the other path | route production | generation when approaching a narrow path. The schematic diagram explaining the path | route production | generation when approaching the narrow path by a comparative example. The functional block diagram which shows the driving | running route generation apparatus of 6th Embodiment. 7 is a flowchart showing route generation processing 6. The schematic diagram explaining the path | route production | generation when turning right and left.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[First Embodiment]
The travel route generation device 2 illustrated in FIG. 1 includes a surrounding information acquisition unit 10, a travel information acquisition unit 12, a travelable region detection unit 20, a virtual obstacle setting unit 22, and a route generation unit 30. It is mainly composed of a microcomputer having a CPU, a RAM, a ROM and the like.

The surrounding information acquisition unit 10 includes a front sensor whose detection area is a predetermined angle range centered on a straight traveling direction ahead of the vehicle, and a left side sensor whose detection area is a predetermined angle range centered on the vehicle width direction on the left side of the vehicle. Then, based on a signal output from the right side sensor having a predetermined angular range on the right side of the vehicle (similar to the left side sensor) as a detection area, ambient information representing objects and road conditions around the vehicle is acquired.

  In addition, the surrounding information acquisition unit 10 acquires surrounding information representing objects and road conditions around the vehicle based on signals output from the sensor group and a rear sensor having a specified angle range behind the vehicle as a detection area. May be.

The front sensor, the left and right side sensors, and the rear sensor are composed of at least one of an image sensor such as a camera, a laser radar, a millimeter wave radar, and a sonar.
Objects around the vehicle include lane division protrusions, other vehicles, pedestrians, and the like, as well as terrain and buildings that limit the travelable area of the vehicle. The surrounding information acquisition unit 10 acquires a position, a size, a height, a length along a road, and the like as information on each object.

  Moreover, the surrounding information acquisition part 10 is prescribed | regulated as a road condition based on the kind of lane line drawn on road surfaces, such as a lane boundary line, a lane center line, a lane outside line, and several position coordinates on a lane line. Information on road shapes such as straight lines and curves, and road widths are acquired. The surrounding information acquisition unit 10 may acquire the road shape and the road width from the navigation device as the road situation.

  For example, in FIG. 2, the surrounding information acquisition unit 10 acquires lane markings 200 and 202 and an obstacle 220 such as a parked vehicle as surrounding information that represents objects around the host vehicle 100 and road conditions. The feature points 210, 212, and 222 represent the lane markings 200 and 202 and the obstacle 220, respectively.

  The travel information acquisition unit 12 acquires the vehicle speed of the host vehicle from the vehicle speed sensor, acquires the steering angle of the host vehicle from the steering angle sensor, and acquires the position of the host vehicle (host vehicle position) from a satellite positioning device such as a GPS device. To do. The traveling information acquisition unit 12 may obtain the vehicle speed of the host vehicle from the position information acquired from the GPS device.

  The travel information acquisition unit 12 acquires the traveling direction of the host vehicle as travel information based on the shift position indicating forward or reverse and the steering direction indicated by the steering angle sensor. On the other hand, the course of the host vehicle may be predicted from the steering angle indicated by the steering angle sensor, and the direction of a straight line connecting the point on the course from the host vehicle position may be set as the traveling direction. Further, the travel information acquisition unit 12 may acquire the traveling direction of the host vehicle as the travel information from a change in the host vehicle position acquired from the GPS device.

  The travelable area detection unit 20 recognizes an area in which the host vehicle can travel based on the surrounding information acquired by the surrounding information acquisition unit 10. For example, in FIG. 2, the travelable region detection unit 20 detects a region excluding the obstacle 220 in the region between the lane marking 200 and the lane marking 202 as the travelable region. When viewed from the host vehicle 100, the left and right outer sides of the travelable area become the travel impossible area.

  The virtual obstacle setting unit 22 is based on the traveling direction of the host vehicle 100 when the host vehicle 100 travels away from the normal route 230 set based on the travelable region detected by the travelable region detection unit 20. Virtual obstacles 310 and 312 are set on both the left and right sides of the travel location 300 of the host vehicle 100, respectively.

  The virtual obstacle setting unit 22 recognizes the right side and the left side of the host vehicle 100 based on the traveling direction of the host vehicle 100, sets the virtual obstacle 310 on the right side, and sets the virtual obstacle 312 on the left side. Reference numerals 310 and 312 are also used as feature points representing the virtual obstacles 310 and 312, respectively.

  The travel location 300 when the host vehicle 100 travels off the normal route 230 is, for example, a point on the traveling direction of the host vehicle 100 that is estimated to travel off the normal route 230 based on steering by the driver, a route Or an area. The travel location 300 may be at least one of a location where the host vehicle 100 will travel, a current travel location, and a location where the vehicle has traveled in the past.

  Next, setting of the virtual obstacles 310 and 312 will be described. As shown in FIG. 3, based on the straight line 104 connecting the own vehicle position 102 and the travel point 300 that is the travel point where the host vehicle travels, the travel point is determined based on the straight line 104 and the traveling direction of the host vehicle 100. Virtual obstacles 310 and 312 are set on the left and right sides of 300.

  The number of virtual obstacles 310 and 312 set on both sides of the travel location 300 may be one or more on each of the left and right sides. And it is desirable that it is the same number on both the left and right sides. Thereby, it can reduce that the driving | running route produced | generated in the route production | generation part 30 slip | deviates from the driving | running | working location 300. FIG.

  In addition, it is desirable to set the virtual obstacle 310 and the virtual obstacle 312 at the same distance from the traveling point 300 on both sides of the traveling point 300. Thereby, it can reduce that the driving | running route produced | generated in the route production | generation part 30 slip | deviates from the driving | running | working location 300. FIG.

  Here, as shown in FIG. 4A, when the interval between the virtual obstacle 310 and the virtual obstacle 312 is narrower than in FIG. 4B, the travel route easily passes the travel location 300. When the travel route may deviate from the travel location 300, the interval between the virtual obstacle 310 and the virtual obstacle 312 may be widened as shown in FIG. As described above, it is desirable to set the interval between the virtual obstacle 310 and the virtual obstacle 312 according to the degree of request for passing through the travel location 300.

  Moreover, you may set not only one point but the travel location 300. For example, as shown in FIG. 5, if there is a travel route 232 on which the host vehicle 100 wants to travel, which is deviated from the normal route 230 (see FIG. 2) but determined from the steering angle of the driver, etc. The travel location 300 is set. Then, based on the straight line 104 connecting the vehicle position 102 and the travel route 232 as a reference, virtual obstacles 310 and 312 are set on both sides of each travel location 300 based on the straight line 104 and the traveling direction of the host vehicle 100. .

  In addition, as shown in FIG. 6, when there is a travel region 110 in the host vehicle 100 that it is desired to travel off the normal route, the center point 112 in the travel region 110 and the host vehicle position 102 are connected by a straight line 104. Then, a plurality of travel locations 300 are set on the straight line 104 in the travel area 110. Then, based on the straight line 104 and the traveling direction, virtual obstacles 310 and 312 are set on both sides of each travel location 300 in the travel area 110 based on the straight line 104.

  As shown in FIG. 7, when defining a range 120 in which the host vehicle 100 can travel without sudden steering indicated by a dotted line with respect to the current steering angle in order to avoid an obstacle 220, both sides of the boundary of the range 120 The virtual obstacles 310 and 312 are set in Since it is the range 120 which can drive | work without carrying out sudden steering with respect to the present steering angle, the range 120 has expanded toward the advancing direction. The travel route 240 is generated between the virtual obstacle 310 and the virtual obstacle 312.

  Here, there is a normal response delay when the actual course is changed with respect to the steering. The method of defining the range 120 that can be traveled without sudden steering shown in FIG. 7 can also be applied to the case of defining the range of course change due to a response delay with respect to steering.

  As shown in FIG. 8, when there is an avoidance location 320 that the user wants to avoid other than the obstacle 220 in the travelable area, the virtual obstacle setting unit 22, for example, sets the avoidance location 320 and the lane markings 200 and 202. A travel location 300 is set between the lane marking 200 and the avoidance location 320 that are widely spaced. Then, a virtual obstacle 312 is set on the avoidance location 320, and the virtual obstacle 310 on the opposite lane line 200 side with respect to the travel location 300 corresponding to the virtual obstacle 312 set on the avoidance location 320. Set.

  In addition, the virtual obstacle setting unit 22 determines whether the avoidance point 320 is on the left or right side with respect to the travel route on which the host vehicle 100 is predicted to travel. Based on the determination result, a virtual obstacle is placed between the avoidance location 320 and the opposite side of the avoidance location across the predicted travel route so that the predicted travel route side of the host vehicle 100 becomes the travel location with respect to the avoidance location 320. It is desirable to install. When the current travel information cannot be acquired, the travel route may be predicted based on the travel information acquired immediately before.

  As shown in FIG. 9, when the vehicle passes along the side of the obstacle 220 and travels on the normal route 230 set between the obstacle 220 and the lane line 200 based on the travelable area, the obstacle If it is determined that it is necessary to deviate from the normal route 230 because the safety may not be ensured because the contact may be in contact with 220, the avoidance point 320 is set at a predetermined distance d from the obstacle 220 in anticipation of the safety margin. Also good.

As a result, the travel route 240 is generated at a position farther from the obstacle 220 than the normal route 230.
As a result, the host vehicle 100 can travel safely without touching the obstacle 220 when passing by the obstacle 220. When the avoidance location 320 is an area, at least one point in the area may be set as a virtual obstacle.

  For example, in the road situation as shown in FIG. 10, the route generation unit 30 classifies the feature point 210 representing the lane marking 200, the feature point 222 representing the obstacle 220, and the feature point 310 representing the virtual obstacle 310 into one class. The feature point 212 representing the lane line 202 and the feature point 312 representing the virtual obstacle 312 are set as different classes, and these feature points 210, 212, 222, 310, 312 are directed toward the traveling direction of the host vehicle 100. Identification surfaces 250 are generated that are classified into different classes on the left and right sides.

  The path generation unit 30 uses, for example, a support vector machine (SVM) as a discriminator, and generates the discriminating surface 250 using a discriminant function so that the distance from the feature point closest to the discriminating surface 250 is maximized. This identification surface 250 becomes the travel route 240 of the host vehicle 100.

(Route generation process 1)
FIG. 11 shows a flowchart of route generation processing 1 executed by the travel route generation device 2. The route generation process 1 is always executed. In FIG. 11, “S” represents a step.

  The surrounding information acquisition unit 10 acquires surrounding information representing objects and road conditions around the host vehicle from the image data of the camera and scanning information scanned by the radar (S400). Based on the surrounding information acquired in S400, the travelable area detection unit 20 detects a travel path and an obstacle on which the host vehicle travels from a lane marking that divides the lane (S402, S404), and the obstacle from the travel path. The area excluding is detected as a travelable area where the host vehicle can travel (S406).

The travel information acquisition unit 12 acquires travel information such as the vehicle speed and the vehicle position from a vehicle speed sensor, a steering angle sensor, a GPS, a navigation device, and the like (S408).
The virtual obstacle setting unit 22 determines whether or not the host vehicle needs to deviate from the normal route set based on the travelable region based on the travel information acquired in S408 (S410). When it is not necessary to deviate from the normal route (S410: No), the virtual obstacle setting unit 22 shifts the process to S416.

  When the host vehicle needs to deviate from the normal route (S410: Yes), the virtual obstacle setting unit 22 sets a travel location indicating the course of the host vehicle (S412). When a travel avoidance location where the host vehicle avoids traveling is set, a travel location for traveling while avoiding the travel avoidance location is set.

  Then, the virtual obstacle setting unit 22 sets virtual obstacles on the left and right sides of the travel location based on the traveling direction of the host vehicle (S414). When there is a travel avoidance location, virtual obstacles are set on the travel avoidance location and on the opposite side of the travel avoidance location across the travel location.

  In S416, when virtual obstacles are set on both sides of the travel location, the route generation unit 30 passes the feature points representing the travelable area detected in S406 through the virtual obstacles on the left and right sides with respect to the traveling direction. When a virtual obstacle is not set as shown in FIG. 4, a travel route is generated by the discriminator so that the feature points representing the travelable area detected in S406 are classified on the left and right sides with respect to the traveling direction. .

  In the first embodiment described above, by setting virtual obstacles on both the left and right sides of the travel location where the host vehicle is estimated to travel based on the traveling direction of the host vehicle, the travel locations located between the virtual obstacles. A travel route passing through can be easily generated in a short time.

[Second Embodiment]
In the travel route generation device 4 of the second embodiment shown in FIG. 12, a vehicle speed setting unit 24 is added to the travel route generation device 2 of the first embodiment. Other configurations are substantially the same as those of the first embodiment.

  As shown in FIG. 13, when it is necessary to set the vehicle speed (α km / h) when the host vehicle 100 passes through the travel location 300, the vehicle speed setting unit 24 uses the virtual obstacle setting unit 22 based on the traveling direction. When the virtual obstacles 310 and 312 are set on the left and right sides of the travel location 300, the vehicle speed (α km / h) when passing through the travel location 300 is set in the virtual obstacles 310 and 312.

  For example, as shown in FIG. 9 of the first embodiment, the vehicle speed setting unit 24 has a narrower width through which the host vehicle 100 can pass when passing by the side of the obstacle 220, and the vehicle speed is lowered than usual. When it is determined that it is better to pass the vehicle, the vehicle speed at which the host vehicle 100 passes the travel location 300 is set as the vehicle speed information in the virtual obstacles 310 and 312.

  Then, as illustrated in FIG. 14, when the route generation unit 30 generates a travel route 240 that passes between the virtual obstacle 310 and the virtual obstacle 312, the vehicle speed setting unit 24 includes the virtual obstacle 310 and the virtual obstacle 312. It is desirable to set α km / h as vehicle speed information at the intersection of the straight line connecting the two and the travel route 240.

  The virtual obstacle 310, not only when it is better to travel the traveling location 300 with a lower vehicle speed than normal, but also when it is better to travel the traveling location 300 with a higher vehicle speed than normal. Vehicle speed information may be set in 312.

(Route generation process 2)
FIG. 15 shows a flowchart of route generation processing 2 executed by the travel route generation device 4. The route generation process 2 is always executed. In FIG. 15, “S” represents a step. S420 to S434 and S440 in FIG. 15 are substantially the same processing as S400 to 416 in FIG.

When it is not necessary to set the vehicle speed when the host vehicle 100 passes the travel location 300 as vehicle speed information (S436: No), the vehicle speed setting unit 24 shifts the process to S440.
When it is necessary to set the vehicle speed when the host vehicle 100 passes the travel location 300 as vehicle speed information (S436: Yes), the vehicle speed setting unit 24 is set on both the left and right sides of the travel location 300 based on the traveling direction. The vehicle speed of the host vehicle when passing the travel location 300 is set in the virtual obstacles 310 and 312, and the process proceeds to S440.

  In the second embodiment described above, the vehicle speed when the host vehicle 100 passes through the travel location 300 is set in the virtual obstacles 310 and 312 as vehicle speed information, and therefore the host vehicle 100 is set at the travel location 300 at the set vehicle speed. Can pass through.

[Third Embodiment]
In the travel route generation device 6 of the third embodiment shown in FIG. 16, a destination setting unit 14 and a route correction unit 32 are added to the travel route generation device 2 of the second embodiment. Other configurations are substantially the same as those of the second embodiment.

  As shown in FIG. 17, when the virtual obstacle setting unit 22 acquires and sets the destination point 330 of the host vehicle as the travel location 300, the vehicle speed setting unit 24 sets the destination location 330 as the travel location 300 in the traveling direction. Based on the virtual obstacles 310 and 312 set on both the left and right sides of the destination point 330, the vehicle speed of the host vehicle when passing the destination point 330 is set.

  When the host vehicle 100 stops using the destination point 330 as a stop point, the virtual obstacle setting unit 22 sets 0 km as vehicle speed information in the virtual obstacles 310 and 312 as shown in FIG. Then, when α km / h set as the vehicle speed information in the description of FIG. 14 described above is replaced with 0 km / h, the route generation unit 30 generates a travel route 240 passing between the virtual obstacle 310 and the virtual obstacle 312. It is desirable to set 0 km / h as vehicle speed information at the intersection of a straight line connecting the virtual obstacle 310 and the virtual obstacle 312 and the travel route 240.

  When the host vehicle 100 uses the destination point 330 as a passing point, the virtual obstacle setting unit 22 sets a vehicle speed other than 0 km / h as the passing speed of the destination point 330 in the virtual obstacles 310 and 312.

  When stopping at the destination point 330, a travel route ahead of the destination point 330 is not necessary, so the route correction unit 32 takes a route ahead of the destination point 330 as shown in FIG. The travel route generated by the generation unit 30 may be deleted.

  Further, when it is assumed that the vehicle cannot be stopped at the destination point 330, the route correction unit 32 is configured to maintain the traveling direction when the destination point 330 is reached, as shown in FIG. The travel route generated by 30 prior to the destination point 330 may be corrected.

  Further, as shown in FIG. 19A, when the vehicle stops as an obstacle, for example, behind the parked vehicle 130, the virtual obstacle setting unit 22 is separated by a predetermined distance behind the parked vehicle 130 in anticipation of the safety margin. A destination point 330 is set as a travel location at the position. The virtual obstacle setting unit 22 sets virtual obstacles 310 and 312 on both sides of the destination point 330, and sets 0 km as vehicle speed information for the virtual obstacles 310 and 312.

  At this time, as shown in FIG. 19B, in addition to the travel route 240 indicated by the solid line to the destination point 330, the route generation unit 30 generates the travel route 240 indicated by the dotted line ahead of the destination point 330. Thus, it is possible to prepare for a case where the vehicle cannot park at the destination point 330 and is likely to collide with the parked vehicle 130.

  In addition, as shown in FIG. 20, when traveling following the forward vehicle 132, the virtual obstacle setting unit 22 sets the traveling location 300 at a position with a predetermined inter-vehicle distance behind the forward vehicle 132, Virtual obstacles 310 and 312 are set on both sides of the travel location 300. Assuming that the vehicle speed of the front vehicle 132 detected by a radar or the like is α km / h, the vehicle speed setting unit 24 sets the same α km as the vehicle speed of the front vehicle 132 as the vehicle speed information in the virtual obstacles 310 and 312.

  Furthermore, in order to avoid a collision with the preceding vehicle 132, the virtual obstacle setting unit 22 is closer to the preceding vehicle 132 than the virtual obstacle in which α km / h is set as the vehicle speed information behind the preceding vehicle 132 in anticipation of a safety margin. A destination point 330 is set at a position separated by a predetermined distance. The virtual obstacle setting unit 22 sets virtual obstacles 310 and 312 on both sides of the destination point 330, and the vehicle speed setting unit 24 sets 0 km as vehicle speed information for the virtual obstacles 310 and 312.

In addition to the destination 330 where 0 km is set as the vehicle speed information, the travel location 300 where the same α km as the vehicle speed of the preceding vehicle 132 is set as the destination.
At this time, in addition to the travel route 240 indicated by the solid line to the destination point 330 where 0 km is set, the route generation unit 30 generates the travel route 240 indicated by the dotted line ahead of the destination point 330, so that the destination point 330 It is possible to prepare for a case where the vehicle is likely to collide with the preceding vehicle 132 without being able to stop.

  Further, as shown in FIG. 21, when the host vehicle 100 parks in the parking area 140, the travel location 300 is in the center of the entrance of the parking area 140, and the virtual obstacle 310 is located at both ends of the entrance of the parking area 140 on both sides of the travel location 300. , 312 are set. The vehicle speed information set in the virtual obstacles 310 and 312 on both sides of the travel location 300 is set to, for example, 5 km / h so that the parking area 140 can be parked safely.

  Then, at the position where the host vehicle 100 stops in the parking area 140, the destination 330 is set as the travel location 300, and the virtual obstacles 310 and 312 are set on both sides of the destination 330. The interval between the virtual obstacle 310 and the virtual obstacle 312 set on both sides of the destination point 330 is preferably shorter than the entrance interval in order to stop in the middle of the parking area 140. Further, the vehicle speed information set in the virtual obstacles 310 and 312 on both sides of the destination point 330 is set to 0 km / h.

  When the host vehicle 100 enters the parking area 140, the virtual obstacle 310 and the virtual obstacle 312 set on both sides of the travel location 300 so that the approach direction of the host vehicle 100 is parallel along the parking area 140. Gradually correct the slope of the straight line connecting

(Route generation process 3)
FIG. 22 shows a flowchart of route generation processing 3 executed by the travel route generation device 6. The route generation process 3 is always executed. In FIG. 22, “S” represents a step. Since S450 to S458 in FIG. 22 are substantially the same processing as S400 to 408 in FIG.

The virtual obstacle setting unit 22 determines whether or not the host vehicle needs to deviate from the normal route set based on the travelable area based on the travel information acquired in S458 (S4).
60). When it is not necessary to deviate from the normal route (S460: No), the virtual obstacle setting unit 22 shifts the process to S478.

  When the own vehicle needs to deviate from the normal route (S460: Yes), the virtual obstacle setting unit 22 determines whether or not the own vehicle follows the moving object such as the preceding vehicle (S462). When the host vehicle travels following a moving object (S462: Yes), the travel route generation device 6 shifts the process to S472.

  When the own vehicle does not follow the moving object (S462: No), the virtual obstacle setting unit 22 detects the destination point of the own vehicle (S464). The destination point is, for example, a stop point of the host vehicle, as described above, a predetermined distance behind the parked vehicle or the following vehicle, a stop position of the parking area, or the like.

  If there is no destination point (S466: No), the virtual obstacle setting unit 22 sets a travel location indicating the course of the host vehicle (S468). When a travel avoidance location where the host vehicle avoids traveling is set, a travel location for traveling while avoiding the travel avoidance location is set.

  Then, virtual obstacles are set on both sides of the travel location based on the traveling direction of the host vehicle (S470). If there is a travel avoidance location, virtual obstacles are set on the travel avoidance location and the opposite side of the travel avoidance location across the travel location, and the process proceeds to S478.

If there is a destination point (S466: Yes), the virtual obstacle setting unit 22 proceeds to S474.
In S472, the virtual obstacle setting unit 22 detects the tracking target object based on the image data of the camera or the scanning information of the radar, and the process proceeds to S474.

  In S474, the virtual obstacle setting unit 22 sets the destination 330 as a travel location, and sets the virtual obstacles 310 and 312 on both sides of the destination 330. In S476, the vehicle speed setting unit 24 sets the vehicle speed of the host vehicle 100 at the destination point 330 in the virtual obstacles 310 and 312 and proceeds to S478.

  In S478, the route generation unit 30 detects in S456 when a virtual obstacle is not set so as to pass between the virtual obstacles when a virtual obstacle is set on both sides of the travel location. A travel route is generated by the discriminator so that the feature points representing the travelable area are classified on the left and right sides with respect to the traveling direction.

  In the third embodiment described above, for example, when stopping behind a parked vehicle, following a preceding vehicle as a tracking target, or parking in a parking area, the third embodiment is set based on the travelable area. When there is a destination point on the host vehicle that deviates from the normal route, the destination point is set as a travel point where the host vehicle travels, and virtual obstacles are set on both sides of the destination point. And the vehicle speed information which the own vehicle passes the destination point was set to the virtual obstacle. Accordingly, the host vehicle can stop at the destination point or pass through the destination point at the set vehicle speed.

[Fourth Embodiment]
In the travel route generation device 8 of the fourth embodiment shown in FIG. 23, a travel history storage unit 26 is added to the travel route generation device 2 of the first embodiment. Other configurations are substantially the same as those of the first embodiment.

The travel history storage unit 26 stores, as the travel history information on which the host vehicle has traveled, at least one of the lane markings and obstacles that define the travelable area, and the travel route on which the host vehicle has traveled, such as a RAM. Store in the storage unit.

  As shown in FIG. 24, while the host vehicle 100 passes while avoiding the obstacle 220, the lane markings 200 and 202 and the obstacle 220 located behind or beside the host vehicle 100 acquire surrounding information. And it may become a blind spot of radar. When a travel route is generated based only on the surrounding information of the front that is not a blind spot without considering the lane markings 200, 202 and the obstacle 220 in the blind zone 260, due to a change in the course of the host vehicle 100, etc. The host vehicle 100 may come into contact with the lane markings 200 and 202 or the obstacle 220 in the blind area 260.

  Therefore, for example, when the vehicle is traveling while avoiding the obstacle 220, the virtual obstacle setting unit 22 reads the travel history information stored immediately before, and defines the lane marking that defines the travelable area that is a blind spot. The virtual obstacles 310 and 312 are set in the 200 and 202 and the obstacle 220, respectively.

  As a result, the travel route 240 of the host vehicle 100 is generated based on the lane markings 200 and 202 and the obstacle 220 that are blind spots, and the surrounding information that is acquired from the camera and the radar and is not blind spots. As a result, the host vehicle 100 can travel without contacting the lane markings 200 and 202 and the obstacles 220 that are blind spots.

  Also, as shown in FIG. 25, when the host vehicle 100 changes lanes, the lane markings 200, 202, and 204 of the area 260 that is a blind spot are not taken into consideration, and the forward lane marking 200 that is not a blind spot. If the travel route is generated based only on the surrounding information such as 202, 204, etc., a sudden lane change indicated by the normal route 230 may occur.

  Therefore, the virtual obstacle setting unit 22 reads the travel history information of the travelable area stored immediately before, and the virtual obstacle 310 is displayed on the lane line 200, 202, 204 that defines the travelable area that is a blind spot. , 312 are set. Thus, the travel route 240 of the host vehicle 100 is generated based on the lane markings 200, 202, and 204 that are blind spots and the surrounding information that is acquired from the camera and the radar and is not blind spots. As a result, it is possible to perform a smooth lane change in consideration of the lane markings 200, 202, and 204 that are blind spots and obstacles.

  In addition, as shown in FIG. 26, when the host vehicle 100 has traveled a travel locus 234 as a travel route before reaching the current vehicle position 102, and the course is changed toward the travel location 300 from now on, When the virtual obstacles 310 and 312 are set on both the left and right sides of the traveling point 300 based on the straight line 104 and the traveling direction of the own vehicle 100 with the straight line 104 connecting the own vehicle position 102 and the traveling point 300 as a reference, a dotted line indicates There is a case where the steering becomes sudden like the normal route 230.

  Therefore, the virtual obstacle setting unit 22 reads the travel history information of the travel locus 234 stored immediately before, and sets a plurality of travel locations 300 on the travel locus 234. Then, virtual obstacles 310 and 312 are set on both sides of each travel location 300.

  As a result, a smooth travel route 240 toward the travel location 300 is generated following the shape of the travel locus 234 that has traveled just before, so that the host vehicle 100 can perform a smooth route change.

In addition, as shown in FIG. 27, an emergency parking zone, a rest area or a normal driving outside area 270 such as a car pool lane is provided on one side of the road on which the host vehicle 100 travels, and the road width changes rapidly. When the lane line on the normal travel outside area 270 side is unclear or there is no lane line, the area including the normal travel outside area 270 may be detected as a travelable area. In this case, the travel route that has moved to the normal travel outside region 270 side is generated as the normal route 230, and the travel route with useless movement is taken for the host vehicle 100.

  Therefore, the virtual obstacle setting unit 22 reads the travel history information that defines the travelable area stored immediately before, and sets the road width that travels in front of the normal travel outside area 270 so that the road width is the normal travel outside area. A virtual obstacle 310 is set at a position where it is considered that there is a lane marking that divides the region 270, and the front of the traveling direction of the host vehicle 100 is set as a traveling location 300, and the virtual location is virtually opposite to the virtual obstacle 310 with respect to the traveling location 300. An obstacle 312 is set. The virtual obstacle 312 may be set on the lane line 202. As a result, the travel route 240 is generated according to the road width that was traveled immediately before, without considering the region of the normal travel outside region 270.

(Route generation process 4)
FIG. 28 shows a flowchart of route generation processing 4 executed by the travel route generation device 8. The route generation process 4 is always executed. In FIG. 28, “S” represents a step. Since S480 to S486 and S504 to S512 in FIG. 28 are substantially the same processing as S400 to S416 in FIG.

  In S488, the travel history storage unit 26 determines whether there is a missing lane line or the like in the detection result of the travel path in the travelable region where the host vehicle is traveling based on the surrounding information acquired in S480. . If there is no omission in the detection result of the travel path (S488: No), the travel history storage unit 26 stores the detection result of the travel path as travel history information (S490), and the process proceeds to S494.

  When the travel history storage unit 26 determines that the detection result of the travel path is missing (S488: Yes), the virtual obstacle setting unit 22 reads the travel history information before the lack of the travel path stored in the RAM. Travel route information that compensates for the missing portion is created (S492), and the process proceeds to S494.

  In S494, the travel history storage unit 26 determines whether or not there is a missing obstacle detection result in the travelable area where the host vehicle is traveling based on the surrounding information acquired in S480. If there is a missing obstacle detection result (S494: Yes), the virtual obstacle setting unit 22 moves the process to S500.

  When there is no omission in the obstacle detection result (S494: No), the travel history storage unit 26 determines whether there is a possibility of erroneous detection due to an abnormality in the camera, laser, or the like when detecting the obstacle. (S496). When there is a possibility of erroneous detection of the obstacle (S496: Yes), the traveling history storage unit 26 proceeds to S500.

  If there is no possibility of erroneous detection of the obstacle (S496: No), the travel history storage unit 26 stores the detection result of the obstacle as travel history information (S498), and the process proceeds to S502.

  In S500, the virtual obstacle setting unit 22 reads the travel history information before missing obstacles stored in the RAM, creates obstacle information that compensates for the missing parts, and shifts the processing to S502.

In S <b> 502, when there is a lack in the detection result of the travelable area including the travel path and the obstacle, the travel route generation device 8 defines the travelable area by supplementing the missing part with the travel history information before the lack. The following processing is substantially the same as S408 to S416 in FIG.

  In the fourth embodiment described above, the travel history information of at least one of the travelable region and the travel locus on which the host vehicle has traveled is stored, and the travel history information stored is read out as necessary. Define possible areas or travel trajectories. Thereby, an appropriate travel route can be generated based on the stored travel history information.

[Fifth Embodiment]
In the travel route generation device 150 of the fifth embodiment shown in FIG. 29, a narrow road determination unit 28 is added to the travel route generation device 2 of the first embodiment. Other configurations are substantially the same as those of the first embodiment. The travel route generation device 150 generates a travel route when the travelable region in the traveling direction of the host vehicle is a narrow road.

(Route generation process 5)
FIG. 30 shows a flowchart of route generation processing 5 executed by the travel route generation device 150. The route generation process 5 is always executed. In FIG. 30, “S” represents a step. 30 are substantially the same processing as S400 to 408 and S416 in FIG.

  In S530, the narrow road determination unit 28 calculates the travel path width of the travelable area in the traveling direction of the host vehicle based on the map information of the navigation device and the image information of the camera. And it is determined whether the driving | running | working area | region of the advancing direction of the own vehicle is a narrow road (S532). Whether or not the road is a narrow road is determined by whether or not the travel road width of the travelable area is within a predetermined range.

  The lower limit value of the predetermined range is a lower limit width of the traveling road width set based on the vehicle width of the host vehicle and a safety margin when passing through a narrow road. The upper limit value of the predetermined range is a value that allows the host vehicle to pass through a normal route that is generated without setting a virtual obstacle when the traveling road width is exceeded.

  The lower limit value and the upper limit value of the predetermined range for determining whether or not the road is a narrow road may be set in advance as a fixed value based on the vehicle width or the like of the host vehicle, or the travelable area based on surrounding information Depending on the risk level of the vehicle and the vehicle speed based on the travel information, it may be set to be variable as appropriate.

When it is not a narrow road (S532: No), the narrow road determination part 28 transfers a process to S538. In this case, a travel route is generated without setting a virtual obstacle.
In the case of a narrow road (S532: Yes), the virtual obstacle setting unit 22 sets a travel location and virtual obstacles on both sides of the travel location in front of the narrow road, which is an approach path into which the host vehicle enters ( The process proceeds to S534, S536), and S538.

  As illustrated in FIG. 31, when the travelable area defined by the obstacle 220 in the traveling direction of the host vehicle 100 is a narrow road 280, for example, in S534 and S536, the virtual obstacle setting unit 22 may Before the narrow road 280, a traveling point 300 is set along the narrow road 280 along the narrow road 280 on the center line 282 of the narrow road 280 from the entrance of the narrow road 280 to a distance of at least L0. L 0 is the length from the front end of the host vehicle 100 to the center 108 of the rear wheel shaft 106.

  The virtual obstacle setting unit 22 then travels on both sides of the travel location 300 from the entrance of the narrow street 280 to at least L0 in parallel with the narrow street 280 along the narrow street 280 before the narrow street 280 for the host vehicle 100. Virtual obstacles 310 and 312 are set at equal distances from 300.

  Further, the interval between the virtual obstacle 310 and the virtual obstacle 312 is generated along the narrow road 280 along the narrow road 280 on the travel spot 300 without being shifted from the travel spot 300. It is desirable to set it as narrow as possible. In FIG. 31, the distance between the virtual obstacle 310 and the virtual obstacle 312 is set to be narrower than the width of the narrow road 280 and wider than the vehicle width of the host vehicle 100. Also good.

  In S538, when the travel location 300 and the virtual obstacles 310 and 312 are set as shown in FIG. 31, the route generation unit 30 has feature points on the side of the left and right obstacles 220 that divides the narrow road 280, respectively. 222 and 224 are set. The route generation unit 30 sets the feature point 222 and the feature point 310 representing the virtual obstacle 310 as one class, and sets the feature point 224 and the feature point 312 representing the virtual obstacle 312 as another class. 310 and feature points 224 and 312 are generated so as to be classified into different classes on the left and right sides in the traveling direction of the host vehicle 100.

  Thus, when the front end of the host vehicle 100 reaches the entrance of the narrow road 280, the host vehicle 100 is positioned in parallel along the narrow path 280. Then, if the host vehicle 100 travels so that the center 108 of the rear wheel axis coincides with the travel route 240, the host vehicle 100 can pass through the narrow road 280 without contacting the left and right obstacles 220.

  When the traveling road width of the narrow road 280 is wide, the approach direction of the host vehicle 100 may be inclined with respect to the narrow road 280 as shown in FIG. In this case, when the distance to the virtual obstacle installed at the farthest position from the entrance of the narrow path 280 is X, the narrow path along the narrow path 280 on the center line 282 to the distance X satisfying the following expression (1). The travel location 300 is set in parallel with the vehicle 280, and the vehicle 100 is set to an equal distance from the travel location 300 on both sides of the travel location 300 to the distance X along the narrow street 280 in parallel with the narrow street 280 before the narrow street 280. Virtual obstacles 310 and 312 are set.

X> (L1 ² −W ² ) ^1/2 (1)
The distance between the virtual obstacle 310 and the virtual obstacle 312 is as narrow as possible so that the travel route 240 is generated along the narrow road 280 and parallel to the narrow road 280 on the travel location 300 without being displaced from the travel location 300. It is desirable to set so that In FIG. 32, the interval between the virtual obstacle 310 and the virtual obstacle 312 is set to be narrower than the width of the narrow road 280 and wider than the vehicle width of the host vehicle 100. May be.

  In Expression (1), L1 represents the length from the center 108 of the rear wheel shaft 106 to the front left corner or the front right corner of the host vehicle 100, and W represents half of the traveling road width of the narrow road 280. When W is larger than (lower limit value / 2), X can be made shorter than L0 by making X as small as possible within the range satisfying the expression (1). L1 and L0 described above are vehicle constants representing the size of the host vehicle.

  Thereby, when W is larger than (lower limit value / 2), the travel route 240 is generated based on the virtual obstacles 310 and 312 from a position closer to the narrow road 280 than in FIG. Can enter the narrow street 280 without going around.

  As shown in FIG. 32, even when the host vehicle 100 enters the narrow road 280 obliquely, if the host vehicle 100 travels so that the center 108 of the rear wheel shaft 106 coincides with the travel path 240, FIG. By making the direction of the host vehicle 100 parallel to the narrow road 280 while entering the narrow road 280 from the state shown, the narrow road 280 can be safely passed without contacting the obstacle 220.

31 and 32, an example in which the obstacle 220 partitions the narrow path 280 is illustrated.
In addition, for example, the narrow road 280 may be defined by a lane line.
[Comparative example]
In contrast to the fifth embodiment, as shown in FIG. 33, in the comparative example in which the virtual obstacles 310 and 312 are not set before the narrow path 280, the feature points 222 and 224 are provided on the obstacle 220 that partitions the narrow path 280. It is only set. In this case, since the direction of the own vehicle 100 is corrected along the narrow road 280 after the own vehicle 100 enters the narrow road 280, the own vehicle 100 is obstructed on the left and right obstacles 220 while passing through the narrow road 280. May come in contact with any of the above.

[Sixth Embodiment]
In the travel route generation device 160 of the sixth embodiment shown in FIG. 34, a right / left turn determination unit 34 is added to the travel route generation device 2 of the first embodiment. Other configurations are substantially the same as those of the first embodiment. The travel route generation device 160 generates a travel route when the host vehicle turns right or left.

(Route generation process 6)
FIG. 35 shows a flowchart of the route generation process 6 executed by the travel route generation device 160. The route generation process 6 is always executed. In FIG. 35, “S” represents a step. 35 are substantially the same as S400 to 408 and S416 in FIG.

  In S550, the right / left turn determination unit 34 determines whether or not the host vehicle makes a right / left turn. This determination is made based on whether a right turn road or a left turn road exists in the traveling direction of the own vehicle and the own vehicle enters the right turn road or the left turn road.

  The presence of the right turn road or the left turn road is determined based on, for example, map information of the navigation device and image information of the camera. Whether to enter a right turn road or a left turn road is determined based on, for example, route information from the navigation device, a driver's steering operation, turn-on of a blinker, and the like.

If the vehicle does not turn right or left (S550: No), the right / left turn determination unit 34 proceeds to S556. In this case, a travel route is generated without setting a virtual obstacle.
When making a right or left turn (S550: Yes), the virtual obstacle setting unit 22 sets a virtual obstacle on both sides of the traveling place and both sides of the traveling place in front of the approach road to make a right and left turn (S552, S554), and processes to S556 To migrate.

  As shown in FIG. 36, when the host vehicle 100 makes a left turn, in S552 and S554, the virtual obstacle setting unit 22 makes the vehicle 100 before the approach path 290, for example, from the entrance of the approach path 290 to at least L0. A travel location 300 is set on the center line 292 of the approach path 290 along the approach path 290 in parallel with the approach path 290. L0 is the length from the front end of the host vehicle 100 to the center 108 of the rear wheel shaft 106 as described above.

  Then, the virtual obstacle setting unit 22 is provided on both sides of the travel location 300 from the entrance of the approach path 290 to at least the length L0 in parallel with the approach path 290 along the approach path 290 before the approach path 290 for the host vehicle 100. Virtual obstacles 310 and 312 are set at equal distances from the travel location 300.

The interval between the virtual obstacle 310 and the virtual obstacle 312 is as small as possible so that the travel route 240 is generated on the travel location 300 in parallel with the approach route 290 on the travel location 300 without being deviated from the travel location 300. It is desirable to set so that In FIG. 36, the interval between the virtual obstacle 310 and the virtual obstacle 312 is set so as to be narrower than the width of the approach path 290 and wider than the vehicle width of the host vehicle 100, but smaller than the vehicle width. May be.

  In S556, the route generation unit 30 sets feature points 222 and 224 on the road side of the left and right obstacles 220 before turning left and the left and right obstacles 220 that define the approach path 290, respectively. The route generation unit 30 sets the feature point 222 and the feature point 310 representing the virtual obstacle 310 as one class, and sets the feature point 224 and the feature point 312 representing the virtual obstacle 312 as another class. 310 and feature points 224 and 312 are generated so as to be classified into different classes on the left and right sides in the traveling direction of the host vehicle 100.

  Thereby, when the front end of the host vehicle 100 reaches the entrance of the approach path 290 that turns left, the direction of the host vehicle 100 can be made as parallel as possible along the approach path 290. And if the own vehicle 100 is made to drive | work so that it may correspond to the driving | running route 240, the own vehicle 100 will approach the approach path 290, and can drive | work safely, without contacting the obstruction 220 on either side.

36 shows an example in which the obstacle 220 divides the approach path 290, but the approach path may be defined by a lane line other than the obstacle 220, for example.
[Other Embodiments]
In addition to the SVM described in the above embodiment, a perceptron or a neural network may be used as an identifier for generating a travel route.

  In the above embodiment, the position of the host vehicle is acquired from a satellite positioning device such as a GPS device. In addition to this, as the surrounding information acquired by the surrounding information acquisition unit 10, for example, the position of the host vehicle may be acquired by collating information such as an actual building, a pedestrian crossing, and a signal with information indicated by the map DB. .

Further, the travelable region detection unit 20 may recognize the shape of the travelable region across the road lane marking based on the driver's operation such as lane change, merge, or diversion.
The present invention is effective when applied to a vehicle that automatically drives based on the generated travel route, because the vehicle generates an appropriate travel route even if the vehicle deviates from the normal route.

  In the fifth embodiment and the sixth embodiment, a plurality of traveling places 300 and virtual obstacles 310 and 312 are installed along the narrow road 280 and the approach path 290, respectively, before the narrow path 280 and the approach path 290. On the other hand, only one traveling location 300 and virtual obstacles 310 and 312 may be installed. Further, in the fifth and sixth embodiments, the traveling location 300 and the virtual obstacles 310 and 312 are installed on a curve instead of on a straight line, and the vehicle travels on a curve when entering the narrow road 280 or the approach road 290. The path 240 may be generated.

Further, the narrow road 280 in the fifth embodiment is not limited to a road as long as the travel road width of the travelable area in the traveling direction of the host vehicle 100 is a predetermined range, and may be a parking area or the like.
As described above, the present invention is not limited to the above-described embodiment, and can be applied to various embodiments without departing from the gist thereof. For example, the travel route generation devices 4, 6, 150, and 160 of the second embodiment, the third embodiment, the fifth embodiment, and the sixth embodiment may include the travel history storage unit 26 of the fourth embodiment.

2, 4, 6, 8, 150, 160: travel route generation device, 10: surrounding information acquisition unit (ambient information acquisition means), 12: travel information acquisition unit (travel information acquisition means), 14: destination point setting unit ( Virtual obstacle setting means), 20: travelable area detection unit (travelable area detection means), 22: virtual obstacle setting unit (virtual obstacle setting means), 24: vehicle speed setting unit (vehicle speed setting means), 26: Travel history storage unit (history storage unit), 28: Narrow road determination unit (narrow road determination unit), 30: Route generation unit (route generation unit, feature point setting unit, identification plane generation unit), 32: Route correction unit ( Route generation means)
, 34: right / left turn determination unit (right / left turn determination means), 100: own vehicle, 106: rear wheel axle, 108: center, 110: travel area, 210, 212, 222, 224, 310, 312: feature points, 230: Normal route, 232, 240: Travel route, 234: Travel track, 250: Identification plane, 280: Narrow road (entrance route), 290: Approach route, 300: Travel location, 310, 312: Virtual obstacle, 320: Avoidance Location, 330: destination point

Claims (21)

Surrounding information acquisition means (10, S400, S420, S450, S480) for acquiring surrounding information of the host vehicle (100);
Travel information acquisition means (12, S408, S428, S458, S504) for acquiring the travel information of the host vehicle;
A travelable area detection means (20, S406, S426, S456, S486) for detecting a travelable area in which the host vehicle can travel based on the ambient information acquired by the ambient information acquisition means;
When the vehicle travels outside the normal route (230) set based on the travelable area detected by the travelable area detection means, the travel information acquisition means acquires the travel information as the travel information. Virtual obstacle setting means (22, S412, S414, S432, S434, S468, S470) for setting virtual obstacles (310, 312) on both sides of the travel location (300) of the host vehicle based on the traveling direction of the vehicle. S474, S508, S510),
Route generating means (30, S416, S440, S478, S512) for generating a travel route (240) passing between the virtual obstacles set on both sides of the travel location by the virtual obstacle setting means. A travel route generating device (2, 4, 6, 8, 150, 160) characterized by   The virtual obstacle setting means (S412, S432, S468, S508) is configured to set the location (320) where the host vehicle avoids traveling on both sides of the traveling location, at least one of the virtual obstacles. The travel route generation device according to claim 1, wherein the travel route generation device is set as an obstacle.   The travel route generation device according to claim 1 or 2, further comprising vehicle speed setting means (24, S438) for setting the vehicle speed of the host vehicle at the travel location. The virtual obstacle setting means (S474) uses the destination point (330) of the host vehicle as the travel location,
Vehicle speed setting means (24, S476) for setting the vehicle speed of the host vehicle at the destination point;
The route generation means (32) deletes the travel route generated before the destination point when the host vehicle uses the destination point as a stop point, and the host vehicle uses the destination point as a passing point. In the case of correcting the travel route generated before the destination point,
The travel route generation device according to any one of claims 1 to 3, wherein History storage means (26, S490, S498) for storing in the storage unit at least one of the travelable area traveled by the host vehicle and the travel locus (234) traveled by the host vehicle as travel history information,
The virtual obstacle setting means sets the virtual obstacle based on the stored travel history information when the travelable area is stored as the travel history information in the storage unit. When the travelable area in which the host vehicle has traveled is defined and the travel locus is stored as the travel history information in the storage unit, one or more points on the travel locus stored are stored. Set the virtual obstacles on both sides,
The travel route generation device according to any one of claims 1 to 4, wherein   6. The virtual obstacle setting means sets the virtual obstacle on both sides of the travel point, with the travel point where the host vehicle travels as the travel point. The travel route generation device according to claim 1.   The virtual obstacle setting means sets the virtual obstacle on both sides of one or more points on the travel route, with the travel route on which the host vehicle travels as the travel location. The travel route generation device according to any one of claims 1 to 6.   The virtual obstacle setting means sets the virtual obstacle on both sides of one or more points in the travel area, with the travel area (110) in which the host vehicle travels as the travel location. The travel route generation device according to any one of claims 1 to 7.   The virtual obstacle setting unit recognizes whether the vehicle is on the right side or the left side of the host vehicle based on the position and the traveling direction of the host vehicle acquired by the driving information acquisition unit as the driving information. The travel route generation device according to any one of claims 1 to 8, wherein an object is set.   The travel route generation apparatus according to any one of claims 1 to 9, wherein the virtual obstacle setting unit sets one or more virtual obstacles on both sides of the travel location.   11. The travel route generation device according to claim 1, wherein the virtual obstacle setting unit sets the virtual obstacle at an equal distance from the travel location on both sides of the travel location. .   The virtual obstacle setting means sets the interval between the virtual obstacle and the virtual obstacle to be set on both sides across the travel location so as to be narrower as the degree of request for passing the travel location is higher. The travel route generation device according to any one of claims 1 to 11. Based on the surrounding information and the travel information, the vehicle includes right / left turn determination means (34) for determining whether or not the vehicle turns right or left.
When the vehicle turns right or left, the virtual obstacle setting means sets the travelable area to be entered by making a right or left turn as an approach path (290) and before the approach path. Installing the travel location and setting the virtual obstacle on both sides of the travel location;
The travel route generation device according to any one of claims 1 to 12, wherein Narrow road determination means (28) for determining whether or not the travelable area where the host vehicle enters is a narrow road,
The virtual obstacle setting means, when the narrow road determining means determines that the travelable area is a narrow road (280), installs the travel spot before the narrow road that is an approach road, and the travel spot Set the virtual obstacles on both sides of the
The travel route generation device according to any one of claims 1 to 13, wherein   15. The travel route generation device according to claim 14, wherein the narrow road determination unit determines that the travel possible region is a narrow road if a travel route width of the travelable region is within a predetermined range. .   The travel route generation device according to claim 14 or 15, wherein the virtual obstacle setting means sets the virtual obstacle on both sides of the travel location based on the size of the host vehicle. Half of the width of the narrow road is W, the length from the center (108) of the rear wheel shaft (106) of the host vehicle to the front left corner or the front right corner of the host vehicle is L, from the entrance of the narrow street Assuming that the distance to the virtual obstacle installed at the farthest position is X, the virtual obstacle setting means is a distance X satisfying X> (L ² −W ² ) ^1/2 from the entrance of the narrow path. The travel route generation device according to any one of claims 14 to 16, wherein the virtual obstacle is set along the narrow road before the narrow road.   The virtual obstacle setting means, when installing a plurality of the travel locations before the approach path (280, 290), installs the travel locations along the approach path, and places the virtual locations on both sides of the travel location. The travel route generating device according to any one of claims 13 to 17, wherein an obstacle is set.   The travel route generation device according to any one of claims 13 to 18, wherein the route generation unit generates the travel route through which a center of a rear wheel shaft of the host vehicle passes. The route generation means includes
Feature point setting means for setting a point representing the boundary of the travelable area and a point representing the virtual obstacle as feature points (210, 212, 222, 224, 310, 312);
An identification surface (250) for classifying the feature points set by the feature point setting means on both sides with respect to the traveling direction of the host vehicle, wherein the distance from the feature point closest to the identification surface is maximized. An identification surface generating means for generating an identification surface;
Have
The route generation means uses the identification surface generated by the identification surface generation means as the travel route.
The travel route generation device according to any one of claims 1 to 19, wherein   21. The travel route generation device according to claim 20, wherein the identification surface generation unit generates the identification surface by a discriminator using a discrimination function.

Images