JP2019188932A - Vehicle and control method thereof - Google Patents

Abstract

To stop upon detection of an obstacle, in a manner that facilitates avoidance of the obstacle when moving after the stop.SOLUTION: A vehicle includes: a driving device for making the vehicle travel; a braking device causing the vehicle to stop; a steering device for changing a direction of wheels of the vehicle; a control unit for controlling the driving device, the braking device, and the steering device; an obstacle detector for detecting an obstacle in a travel direction of the vehicle; and a controller for controlling the braking device and the steering device. The controller causes the vehicle to stop by controlling the braking device, when an obstacle is detected by the obstacle detector, and controls the steering device so that the vehicle is directed in a direction for avoiding the obstacle when the vehicle stops.SELECTED DRAWING: Figure 1

Description

  The present invention relates to driving a vehicle when an obstacle is detected.

  In recent years, development of technologies for automatically driving vehicles and driving support technologies has been extensively performed. In addition, various techniques have been developed for the purpose of avoiding a collision of a moving body such as a vehicle. In Patent Document 1, when a vehicle stopped on a road is detected, the position at which the vehicle stops (the position in the horizontal direction and the distance from the stopped vehicle) is changed according to the position in the horizontal direction of the stopped vehicle. Techniques have been disclosed for smoothing overtaking and overtaking after a vehicle stops.

Japanese Patent Laid-Open No. 2006-112911

  However, for example, if the detection of an obstacle in a fallen object is delayed, or if a sudden stop or an accident of the vehicle occurs in front of the host vehicle, after the host vehicle stops, the overtaking driving to avoid these obstacles and the vehicle is performed. There was something I couldn't do smoothly.

  The present invention has been made in view of the above-described problems, and can be realized as the following forms.

  According to one aspect of the invention, a vehicle is provided. The vehicle includes a driving device (162 to 166) for driving the vehicle, a braking device (172 to 176, BD) for stopping the vehicle, and a steering device (182 to 186) for changing the direction of wheels of the vehicle. A control unit (100) for controlling the driving device, the braking device and the steering device, and an obstacle detection unit (122) for detecting an obstacle (20) in the traveling direction of the vehicle, The control unit performs vehicle stop control to stop the vehicle by controlling the braking device when the obstacle detection unit detects the obstacle, and when the vehicle stops, the direction of the vehicle is Stop-time steering control is performed to control the steering device so as to be in a direction suitable for traveling to avoid an obstacle. According to this aspect, when the vehicle stops, the vehicle is oriented in a direction suitable for traveling that avoids the obstacle. Therefore, when the vehicle moves after stopping, the obstacle can be easily avoided.

  Note that the present invention can be realized in various forms, and can be realized, for example, by a vehicle control method in addition to a vehicle.

It is explanatory drawing which shows schematic structure of a vehicle. It is explanatory drawing explaining in detail a control part, a vehicle information acquisition part, a navigation apparatus, and a surrounding environment acquisition part. It is a control flowchart of the automatic driving | operation which a control part performs after the destination of a vehicle is set. It is a flowchart explaining in detail the space detection process of FIG. FIG. 4 is a flowchart for explaining in detail the determination of whether or not to execute the stop-time steering control in FIG. It is explanatory drawing which shows the condition where a space exists in the lane where the vehicle is drive | working. It is explanatory drawing which shows the condition where there is no space in the lane where the vehicle is traveling, and there is a space in the adjacent lane. It is explanatory drawing which shows the example of the avoidance in case the weather is either rain or snow. It is explanatory drawing which shows the example of avoidance in case a slip ratio is more than a predetermined threshold value. It is explanatory drawing which shows the example of avoidance when an obstruction moves to a horizontal direction. It is a flowchart explaining the control which avoids the obstruction after the vehicle which a control part performs stops. It is explanatory drawing which shows the avoidance operation | movement of the obstruction containing a turning-back. It is a control flowchart of the automatic driving | running which a control part performs at a predetermined space | interval after starting of the vehicle in 2nd Embodiment. It is explanatory drawing which shows the avoidance operation | movement in 2nd Embodiment.

First embodiment:
FIG. 1 is an explanatory diagram showing a schematic configuration of the vehicle 10. In the following description, the vehicle 10 capable of automatic driving will be described as an example, but the described content can also be applied to driving assistance for the vehicle. The vehicle 10 includes a control unit 100, a driving ECU 160, a braking ECU 170, a steering ECU 180, a vehicle information acquisition unit 200, a navigation device 250, a surrounding environment acquisition unit 300, and a center communication unit 400. Prepare.

  The control unit 100 acquires various information necessary for automatic driving of the vehicle 10 from the vehicle information acquisition unit 200, the navigation device 250, and the surrounding environment acquisition unit 300, and controls the automatic driving of the vehicle 10.

  The drive ECU 160 receives an instruction from the control unit 100 and controls a drive device that causes the vehicle 10 to travel. The drive device includes a drive motor 162, a differential gear 164, and a drive shaft 166. The output of the drive motor 162 is transmitted to the drive wheel 192 via the differential gear 164 and the drive shaft 166. The drive motor 162 is also used as a generator that regenerates the kinetic energy of the vehicle 10 into electric power.

  The braking ECU 170 receives an instruction from the control unit 100 and controls the braking device. The braking device includes a hydraulic pump 172, a brake hose 174, a brake caliper 176, and a brake disc BD. The braking ECU 170 drives the hydraulic pump 172 and sends the hydraulic pressure to the brake caliper 176 via the brake hose 174. When the hydraulic pressure is sent, the brake caliper 176 brakes the vehicle 10 by pressing a brake pad (not shown) against the brake disc BD. In the present embodiment, the disc brake that presses the brake pad against the brake disc BD has been described as an example, but a drum brake may be used. The travel control device 110 may perform braking by instructing the drive ECU 160 to perform regenerative control.

  Steering ECU 180 receives an instruction from control unit 100 and controls steering device 182. The steering device 182 drives the steering motor 184 and the steering gear 186 to change the direction of the front wheel 190.

  The vehicle information acquisition unit 200 acquires information on the vehicle 10 necessary for automatic driving, for example, the speed and acceleration of the vehicle 10 and the direction of the vehicle 10. The orientation of the vehicle 10 can be acquired by, for example, acquiring an image of a camera of the surrounding environment acquisition unit 300 described later, analyzing the image, and recognizing the boundary line of the lane. Moreover, the vehicle information acquisition part 200 can also detect the direction of the vehicle 10 by providing the two antennas which the vehicle 10 receives the signal from the satellite of GNSS (Global Navigation Satellite System). For example, in real-time kinematic GPS positioning or high-precision positioning using a quasi-zenith satellite, accuracy of several centimeters can be obtained. For example, by arranging two antennas at different positions of the vehicle 10, the vehicle information acquisition unit 200 can acquire the orientation of the vehicle 10 using the coordinates of the two antennas.

  The navigation device 250 has a map database 255, for example, receives a signal from a satellite of GNSS (Global Navigation Satellite System), specifies the position of the vehicle 10, and determines the position of the vehicle 10 for the control unit 100. Guide the route to the ground. In addition to signals from GNSS satellites, the navigation device 250 receives, for example, radio waves from radio beacons provided on the road, radio waves from portable base stations, and radio waves from Wi-Fi base stations. The position of the vehicle 10 on the map may be specified. The map database 255 may include the number of lanes on the road, the width of the lane, the direction of traffic in the lane, and road regulation information.

  The surrounding environment acquisition unit 300 acquires the surrounding environment of the vehicle 10 necessary for automatic driving, for example, the presence or absence of other vehicles, the presence or absence of obstacles, weather, and road conditions. Here, the obstacle includes, for example, a stopped vehicle, a fallen object, a person jumping out on the road, a bicycle, an animal, and an object.

  The center communication unit 400 communicates with a center that manages the operation of the vehicle 10. The control unit 100 uses the center communication unit 400 to notify the center of the vehicle 10 and the surrounding conditions of the vehicle, and obtains information and instructions necessary for automatic driving of the vehicle 10 from the center.

  FIG. 2 is an explanatory diagram illustrating in detail the control unit 100, the vehicle information acquisition unit 200, the navigation device 250, and the surrounding environment acquisition unit 300.

  The vehicle information acquisition unit 200 includes a speed sensor 205 and an acceleration sensor 210. The speed sensor 205 acquires the speed of the vehicle 10. For example, the speed sensor 205 acquires the rotational speed of the wheel 190 and calculates the speed of the vehicle 10 from the rotational speed of the wheel 190. The vehicle information acquisition unit 200 acquires the position of the vehicle 10 specified by the navigation device 250 by receiving a signal from the GNSS satellite, and acquires the speed of the vehicle 10 from the time change of the position of the vehicle 10. Also good. The acceleration sensor 210 acquires the acceleration of the vehicle 10. In the case of deceleration, the acceleration is negative, but the absolute value is adopted as the acceleration. The vehicle information acquisition unit 200 may acquire the acceleration of the vehicle 10 from the time change of the speed of the vehicle 10 obtained from the speed sensor 205. In this case, the acceleration sensor 210 can be omitted.

  The surrounding environment acquisition unit 300 includes a surrounding monitoring sensor 305 and a rain / snow sensor 310. The surrounding monitoring sensor 305 is used to detect the environment around the vehicle 10, for example, the presence or position of another vehicle, the presence or absence of an obstacle, or the position. It is also used to acquire the position of the vehicle 10 on the lane and the direction of the vehicle. The peripheral monitoring sensor 305 includes, for example, a camera and a radar. A monocular camera or a twin-lens camera can be used as the camera. The camera may be a monochrome camera or a color camera. Further, the camera may be a camera including a wide angle lens or a zoom lens. A wide angle may be covered with a plurality of cameras. Moreover, you may provide the rotation apparatus which changes the imaging | photography direction of a camera. As the radar, for example, a millimeter wave radar using millimeter waves, an infrared radar using infrared rays, and a LiDAR (Light Detection and Ranging) radar using light having a shorter wavelength than infrared rays can be used. Note that the periphery monitoring sensor 305 may include a plurality of cameras and radars so that not only the front of the vehicle 10 but also the back and sides can be monitored.

  The rain / snow sensor 310 detects meteorological information such as a raining rain or a snowing snowing at a place where the vehicle 10 is traveling. The rain / snow sensor 310 is provided, for example, on the windshield of the vehicle 10. When it rains, rain adheres to the rain / snow sensor 310. When rain or snow adheres to the rain / snow sensor 310, the electrical resistance between the electrodes of the rain / snow sensor 310 changes and the current flowing through the rain / snow sensor 310 changes, so that it is possible to detect whether rain or snow is falling. As the rain / snow sensor, in addition to the rain / snow sensor 310 that uses electrical resistance, a sensor that detects whether it is raining or snowing by using a change in pressure when rain or snow hits may be used.

  The control unit 100 includes a collision avoidance control unit 120 and a travel control unit 115. The collision avoidance control unit 120 includes an obstacle detection unit 122, a vehicle position specification unit 124, a space detection unit 126, a slip rate calculation unit 130, a road condition determination unit 134, and a travel plan generation unit 136. . These configurations of the control unit 100 may be configured as one device or may be configured as a plurality of devices. The control unit 100 may include the functions of the driving ECU 160, the braking ECU 170, and the steering ECU 180 shown in FIG.

  The obstacle detection unit 122 acquires information from the periphery monitoring sensor 305, for example, image information of the camera and information from the radar, and uses these to detect the obstacle and specify the size and position of the obstacle. To do. The vehicle position specifying unit 124 uses the camera image of the surrounding environment acquisition unit 300 and information from the radar in addition to the position information of the vehicle 10 acquired from the navigation device 250 to determine a more detailed position and orientation of the vehicle 10. Identify. Here, the more detailed position of the vehicle 10 is, for example, a position in the width direction of the lane of the vehicle 10. The vehicle position specifying unit 124 can easily determine the position of the vehicle 10 in the width direction of the lane and the direction of the vehicle 10 by using information from a camera image or radar. Even when radio waves from the GNSS satellite cannot be received, the position of the vehicle 10 in the width direction of the lane and the direction of the vehicle 10 can be determined using information from the camera and information from the radar. When two GNSS antennas are provided, the vehicle position specifying unit 124 determines the position in the width direction of the lane of the vehicle 10 and the direction of the vehicle 10 using the coordinates of the two antennas as described above. May be.

  The space detection unit 126 detects the presence and position of a space (also referred to as “avoidance space”). Here, the space refers to, for example, when the control unit 100 detects an obstacle and stops the vehicle 10 and then returns to normal traveling while avoiding the obstacle, the vehicle 10 travels avoiding the obstacle. Get gaps on the road. For example, the space detection unit 126 determines the size and position of the obstacle using the camera image and information from the radar, obtains the distance from the obstacle to the edge of the lane, and determines the distance from the obstacle to the edge of the lane. The interval and the width of the vehicle 10 are compared to detect whether there is a space. Further, even when there is no space in the lane in which the vehicle 10 is traveling, it is detected whether or not there is a space in the adjacent lane. Here, the traveling direction of the adjacent lane is preferably the same as the traveling direction of the lane in which the vehicle 10 is traveling. However, the traveling direction of the adjacent lane may be opposite to the traveling direction of the lane in which the vehicle 10 is traveling.

  The slip rate calculation unit 130 functions as a slip detection unit that detects the magnitude of the slip of the wheel 190 of the vehicle 10 and calculates the slip rate between the wheel 192 of the vehicle 10 and the road. The slip ratio is calculated by [(speed of vehicle 10−speed of wheel) / (speed of vehicle 10)] × 100 (%). Here, the speed of the vehicle 10 is the speed of the vehicle 10 when the vehicle 10 is braked, and can be acquired from the speed sensor 205, for example. Specifically, the slip ratio calculation unit 130 acquires the speed of the vehicle 10 immediately before braking, and calculates the speed of the vehicle 10 during braking using the deceleration acceleration obtained from the acceleration sensor 210 and the deceleration time. To do. The wheel speed is a linear speed on the outer periphery of the wheel 190 when braking is applied.

  The road state determination unit 134 determines the state of the road on which the vehicle 10 is traveling, for example, whether the vehicle 10 is likely to slip. For example, the road condition determination unit 134 determines that the vehicle 10 has rained or snowed from the information of the rain / snow sensor 310, or has rained or snowed after a predetermined time before the present. Is judged to be a slippery road. In addition, the road state determination unit 134 analyzes the state of the road photographed by the camera of the surrounding monitoring sensor 305, determines whether the road is wet, and whether the road is covered with snow. It may be determined whether the vehicle 10 is a road on which the vehicle 10 is likely to slip. The road state determination unit 134 may acquire information for determining the road state from the center via the center communication unit 400.

  In this embodiment, the magnitude of the slip of the wheel 190 is determined based on the slip ratio and weather information, but may be determined based on, for example, the friction coefficient μ of the road surface. Alternatively, it may be determined by acquiring data / information corresponding to the magnitude of the slip from the center via the center communication unit 400. The friction coefficient μ of the road surface can be detected by, for example, a sensor that directly contacts the road surface and directly measures the friction coefficient μ, or a non-contact type μ sensor that detects the roughness of the road surface from light reflectance or the like. .

  The travel plan generation unit 136 uses, for example, the presence / absence of a space, the slip rate, the deceleration acceleration of the vehicle 10, and the state of the road, whether the vehicle 10 is avoided, the avoidance direction that the vehicle 10 should avoid, and the vehicle 10 avoids. Determine the avoidance trajectory when.

  FIG. 3 is a control flowchart performed by the control unit 100 after the destination of the vehicle 10 is set. The control unit 100 of the vehicle 10 automatically drives the vehicle 10 using information from the vehicle information acquisition unit 200, the navigation device 250, the vehicle information acquisition unit 200, and the surrounding environment acquisition unit 300. During this automatic operation, the camera or radar included in the periphery monitoring sensor 305 detects an obstacle, and when the obstacle detection unit 122 detects that the obstacle is in the traveling direction of the vehicle 10 (step S10, Yes), the process proceeds to step S15.

  In step S15, it is determined whether or not the vehicle 10 and the obstacle may collide. For example, the control unit 100 uses the traveling direction and speed of the vehicle 10 to obtain a coordinate range that may collide with the vehicle. When the obstacle detected by the obstacle detection unit 122 is present within the coordinate range, the control unit 100 determines that the vehicle 10 and the obstacle may collide. If there is a possibility that the vehicle 10 and the obstacle collide, the control unit 100 shifts the process to step S20, and if there is no possibility that the vehicle 10 and the obstacle collide, the control unit 100 returns to step S10.

  In step S <b> 20, the control unit 100 instructs the braking ECU 170 to brake the vehicle 10, and the braking ECU 170 executes braking of the vehicle 10. First, braking is performed in order to avoid collision with an obstacle, and to reduce damage when colliding with an obstacle even if it collides with an obstacle. Note that the control unit 100 causes the braking ECU 170 to continue braking until the vehicle 10 stops in step S50 described later.

  In step S <b> 30, the control unit 100 causes the space detection unit 126 to detect the presence or absence of a space and the position of the space, and determines the avoidance direction of the vehicle 10. Details of step S30 will be described later.

  In step S40, the control unit 100 determines whether or not to avoid by steering during braking. Specifically, for example, whether the control unit 100 performs stop-time steering control for avoiding by steering during braking in consideration of the slip ratio of the wheels 192 of the vehicle 10, road conditions, and movement of obstacles. Judge whether or not. Details of step S40 will be described later.

  In step S <b> 50, the control unit 100 instructs the steering ECU 180 to perform the avoidance by the steering while maintaining the braking by the braking ECU 170 for the vehicle 10. Specifically, the control unit 100 instructs the steering ECU 180 according to the avoidance direction determined by the travel plan generation unit 136, and stops the vehicle 10 while controlling the direction of the wheels 190. For example, the control unit 100 instructs the braking ECU 170 and the steering ECU 180 only to brake immediately before the obstacle, and turns the wheel 190 to the direction of the space immediately before the obstacle to turn the vehicle 10 in the space. Instruct to turn in the direction, and when stopping, instruct the wheel 190 to turn in the direction along the lane. The reason why the direction of the vehicle 10 does not change until just before the obstacle is because the braking force is considered the first priority in order to stop. That is, there is a limit to the grip force of the wheel 190, and if the grip force of the wheel 190 is used for bending (lateral direction), the grip force for the braking force (vertical direction) becomes correspondingly smaller and exceeds the r limit. If so, it may slip.

  In step S60, the control unit 100 determines whether or not to end the control. For example, in automatic driving, when the vehicle 10 has reached the target value, the process is terminated, and when the vehicle 10 has not arrived, the process returns to step S10.

  FIG. 4 is a flowchart for explaining in detail the space detection process (step S30) of FIG. In step S10 of FIG. 3, when the obstacle detection unit 122 detects an obstacle, the control unit 100 starts braking by the automatic brake in step S20 and executes step S30.

  In step S300, the space detection unit 126 of the control unit 100 is made to determine whether there is a space in which the vehicle 10 can enter the lane in which the vehicle 10 is traveling. If there is a space in the lane in which the vehicle 10 is traveling, entering the space after stopping can avoid obstacles without protruding into other lanes, and is unlikely to collide with other vehicles. is there. The space detection unit 126 is, for example, the size and position of an obstacle detected using the surrounding environment acquisition unit 300 and the obstacle detection unit 122, the position of the vehicle 10 on the lane in which the vehicle 10 is traveling, Whether or not there is a space in the lane in which the vehicle 10 is traveling is determined by using the presence and position of another vehicle in the lane in which the vehicle is traveling, the size of the vehicle 10, and the minimum turning radius of the vehicle 10. . If there is a space in the lane in which the vehicle 10 is traveling, the control unit 100 proceeds to step S330. If there is no space in the lane in which the vehicle 10 is traveling, the process proceeds to step S310. Transition.

  In step S310, the control unit 100 causes the space detection unit 126 to determine whether or not there is a space in the lane adjacent to the lane in which the vehicle 10 is traveling. This is because when the vehicle 10 avoids an obstacle, it may be avoided if it protrudes into an adjacent lane. For example, even if there is an adjacent lane, the space detection unit 126 may switch to an adjacent lane when another vehicle is stopped at a position in the lateral direction of an obstacle in the adjacent lane when viewed from the vehicle 10. Judge that there is no space. If there is a space in the adjacent lane, the space detection unit 126 proceeds to step S320. If there is no space in the adjacent lane, the space detection unit 126 proceeds to processing step S340. The space detection unit 126 may determine whether there is a space by combining both the lane in which the vehicle 10 is traveling and the adjacent lane.

  In step S320, the control unit 100 causes the space detection unit 126 to determine whether or not the vehicle 10 can enter the space. For example, the space detection unit 126 determines that the vehicle 10 is not allowed to enter when the traveling direction of the vehicle in the adjacent lane is opposite to the traveling direction of the vehicle in the lane in which the vehicle 10 was traveling, When the vehicle 10 is traveling in the same direction as the traveling direction of the vehicle in the lane, it is determined that the vehicle 10 can enter. When the vehicle 10 can enter the space, the control unit 100 shifts the process to step S330, and when the vehicle 10 cannot enter the space, the process shifts to step S340. Note that the determination in step S320 can be omitted. In this case, when there is a space in the adjacent lane in step S310, the control unit 100 moves the process to step S330.

  In step S330, the control unit 100 causes the travel plan generation unit 136 to determine the trajectory until the vehicle 10 stops and the direction when the vehicle 10 stops. The direction when the vehicle 10 is stopped is a direction facing the space. This is because if the vehicle 10 stops toward the space, the obstacle avoidance operation for moving the vehicle 10 toward the space becomes easier after the vehicle stops.

  In step S340, the control unit 100 notifies the center that there is no space. In this case, the control unit 100 does not instruct the steering ECU 180 to perform steering, and causes the braking ECU 170 to maintain braking.

  FIG. 5 is a flowchart for explaining in detail the determination of whether or not to execute the stop-time steering control in FIG. 3 (step S40). In step S40, the control unit 100 determines whether to perform avoidance by steering determined in step S30. This is because, depending on the situation of the vehicle 10, it may be preferable to continue only braking without avoiding steering. In step S400, the control unit 100 determines whether or not an avoidance direction is determined in step S30. When the avoidance direction is determined, the process proceeds to step S410. If the avoidance direction has not been determined, the process of step S40 ends, and the process proceeds to step S50 of FIG.

  In step S410, the control unit 100 causes the travel plan generation unit 136 to determine whether or not the deceleration acceleration of the vehicle 10 obtained from the acceleration sensor 210 exceeds a predetermined determination value. Control unit 100 proceeds to step S460 when the deceleration acceleration exceeds a predetermined determination value, and proceeds to step S420 when the deceleration acceleration is equal to or less than a predetermined value. To do.

  In step S420, the control unit 100 causes the travel plan generation unit 136 to determine whether the weather is raining or snowing. For example, the control unit 100 may determine the weather using the rain / snow sensor 310 or may acquire weather information from the center. If the weather is either rain or snow, the control unit 100 proceeds to step S460. If the weather is neither rain nor snow, the control unit 100 proceeds to step S430. In addition, the control part 100 transfers a process to step S460 also when the weather is sloppy. Even if the current weather is neither rainfall nor snowfall, the process may proceed to step S460 if the weather after the predetermined time from now is either raining or snowfall.

  In step S430, control unit 100 causes travel plan generation unit 136 to determine whether or not the slip ratio of wheels 190 of vehicle 10 is equal to or greater than a predetermined threshold. If the slip ratio exceeds a predetermined determination value, the process proceeds to step S460, and if the slip ratio is equal to or less than the predetermined value, the process proceeds to step S440. The determination value of the slip ratio is obtained by experiment and is, for example, 20%. However, the determination value of the slip ratio may be a value other than 20%, for example, a value between 20% and 40%.

  In step S440, the control unit 100 causes the obstacle detection unit 122 to determine whether or not the obstacle is moving in the direction intersecting the traveling direction of the vehicle 10, that is, in the lateral direction. For example, the obstacle detection unit 122 obtains an obstacle movement vector using a temporal change in the position of the obstacle, and estimates the movement direction of the obstacle. When the obstacle detection unit 122 determines that the obstacle is moving in the lateral direction, the control unit 100 moves the process to step S460, and detects the obstacle if the obstacle is not moving in the horizontal direction. When the unit 122 determines, the control unit 100 moves the process to step S450.

  In step S450, in addition to stopping the vehicle 10 by braking, the control unit 100 determines to execute stop-time steering control that changes the direction of the vehicle 10 by steering.

  In step S460, it is determined not to perform stop-time steering control, and the center is notified. The reason for avoiding steering by steering is as follows.

  The grip force of the wheels 190 and 192 is distributed to the braking force and the cornering force, and the cornering force is used when changing the direction of the vehicle 10. If the cornering force is used to change the direction of the vehicle 10, the braking force is reduced accordingly. That is, it is difficult to achieve both braking with a large deceleration acceleration and changing the direction of the vehicle 10. Here, when the deceleration acceleration is equal to or greater than a predetermined determination value, the braking is prioritized and the wheel grip force is preferentially distributed to the braking force and is not distributed to the cornering force. That is, the control unit 100 performs control so that avoidance is not performed by steering. The determination value of the deceleration acceleration is obtained by experiment and is, for example, 0.3 G (G is gravitational acceleration). That is, when the deceleration acceleration is 0.3 G or more, the control unit 100 does not change the direction of the vehicle 10 by steering. When the deceleration acceleration is less than 0.3 G, the control unit 100 changes the direction of the vehicle 10 by steering. Execute changing. Note that the deceleration acceleration determination value may be a value other than 0.3 G, for example, a value between 0.2 G and 0.5 G. The deceleration acceleration may be an acceleration calculated using a braking force calculated from the distance between the obstacle and the vehicle 10 in addition to the acceleration acquired by the acceleration sensor 210.

  Further, when the weather is either rain or snow, the frictional force between the wheel and the road is reduced, so that the gripping force of the wheels 190 and 192 is reduced and the braking force is also reduced. In this situation, if the cornering force is increased to change the direction of the vehicle 10 during braking, the braking force is further insufficient. Therefore, in order to distribute as much of the grip force of the wheels 190 and 192 as possible to the braking force, the control unit 100 performs control so that avoidance is not performed by steering.

  When the slip ratio is high and the wheels 190 and 192 are slipping, the frictional force between the wheels 190 and 192 and the road is reduced, so that the wheel 190 is the same as when the weather is rain or snow. , The grip force of 192 is reduced, and the braking force is also reduced. If an attempt is made to change the direction of the vehicle 10 during braking in such a situation, the braking force is further insufficient. Therefore, when the slip ratio is equal to or greater than a predetermined threshold, the control unit 100 distributes as much of the grip force of the wheels 190 and 192 to the braking force as in the case where the road is wet or frozen. Therefore, control is performed so that avoidance is not performed by steering.

  When the obstacle is moving in the lateral direction, the obstacle may be a moving object such as a person, a bicycle, or an animal. These moving objects move to other places after the vehicle 10 stops. Therefore, there is a case where an obstacle can be avoided without performing avoidance by steering.

  FIG. 6 is an explanatory diagram illustrating a situation in which a space 40 exists in the lane 30 in which the vehicle 10 is traveling. An obstacle 20 exists in the lane 30 in which the vehicle 10 is traveling. In the example of FIG. 6, a space 40 where the vehicle 10 can enter is present on the right side of the obstacle 20 in the lane 30 when viewed from the vehicle 10. In this case, when the vehicle 10 stops, the control unit 100 tilts the vehicle 10 with respect to the lane 30 and stops the vehicle 10 so that the front of the vehicle 10 faces the direction of the space 40. Further, the control unit 100 causes the direction of the wheel 190 when the vehicle 10 has just stopped to face in a direction parallel to the lane 30. If the vehicle 10 is stopped in this way, even if the vehicle 10 stops and then a rear-end vehicle collides, the wheel 190 is not directed toward the space 40 and thus is not pushed out toward the space 40. Moreover, since the direction of the wheel 190 is parallel to the lane 30, if the obstacle 20 is removed after the vehicle 10 stops, the vehicle 10 can move forward as it is to avoid the obstacle 20. Further, the vehicle 10 can easily perform turn-back described later. Note that the control unit 100 may make the direction of the wheels 190 face the direction parallel to the lane 30 immediately before the vehicle 10 stops, and the direction of the wheels 190 is parallel to the lane 30 after the vehicle 10 stops. You may make it face in any direction. Alternatively, the direction of the wheel 190 may be changed greatly when the vehicle 10 is moving, and the direction of the wheel 190 may be directed in a direction parallel to the lane 30 after the vehicle 10 is stopped. If the direction of the wheel 190 is changed immediately before the vehicle 10 stops, that is, while the vehicle 10 is moving, the load on the steering motor 184 is small because the force for changing the direction of the wheel 10 is small. If the direction of the wheel 190 is changed after the vehicle 10 is stopped, the direction of the wheel 190 is likely to be parallel to the lane 30.

  FIG. 7 is an explanatory diagram showing a situation where there is no space in the lane 30 in which the vehicle 10 is traveling and there is a space 40 in the adjacent lane 32. The difference from FIG. 6 is that there is an adjacent lane 32 on the right side of the lane 30 in which the vehicle 10 is traveling. In this case, the control unit 100 stops the vehicle 10 so as not to protrude from the lane 30, and moves the vehicle 10 relative to the lane 30 so that the front of the vehicle 10 faces the space 40 of the adjacent lane 32. Tilt to stop. The reason why the vehicle 10 is stopped so as not to protrude from the lane 30 is that there may be a vehicle traveling in the adjacent lane 32. The control unit 100 causes the direction of the wheel 190 when the vehicle 10 is stopped to face a direction parallel to the lane 30. As described with reference to FIG. 6, even if the vehicle 10 is stopped after the vehicle 10 stops, the wheels 190 are not pushed toward the adjacent lane 32 because the wheels 190 do not face the space 40. If the obstacle 20 is removed, the vehicle 10 can move forward as it is to avoid the obstacle 20. In FIG. 7, there is a lane 32 adjacent to the right side of the lane 30 in which the vehicle 10 is traveling, but the same applies to the case where there is a lane adjacent to the left side of the lane 30.

  6 and 7, the control unit 100 sets the direction of the wheels 190 when the vehicle 10 is stopped so as to face the direction parallel to the lane 30, but when the vehicle 10 stops. The direction of the wheel 190 may not be oriented in a direction parallel to the lane 30. For example, in the situation of FIGS. 6 and 7, the vehicle 10 faces the right side with respect to the lane 30, but the control unit 100 determines the wheel 190 when the vehicle 10 stops with respect to the steering ECU 180. It may be instructed to maintain the direction parallel to the lane 30, that is, the direction when the obstacle 20 is avoided without turning the wheel 190 to the left side, that is, the state where the wheel 190 is turned to the right side.

  FIG. 8 is an explanatory diagram showing an example of avoidance when the weather is either rain or snow (step S420 in FIG. 5). The situation in FIG. 8 is almost the same as the situation in FIG. 7 except that rain 50 is falling. When it is raining 50, the road gets wet, and the grip force between the wheel 190 and the road is reduced. If the cornering force is used to change the direction of the vehicle 10 in this state, the braking force becomes smaller. Therefore, in this case, the control unit 100 instructs the steering ECU 180 to maintain the steering angle so that the braking force does not become too small. The same applies to the case where there is a space 40 in the left lane or the lane 30 in which the vehicle is traveling. The same applies to the case where it is not rain 50 but snow and sleet are falling. Further, even if there is no rain 50 or snow or sleet at present, the same applies when rain 50 or snow or sleet has fallen after a predetermined time from now.

  FIG. 9 is an explanatory diagram illustrating an example of avoidance when the slip ratio is equal to or greater than a predetermined threshold (step S430 in FIG. 5). The situation in FIG. 9 is substantially the same as the situation in FIG. 7 except that the slip ratio when braking is greater than or equal to a predetermined determination value. If the vehicle slips, the grip force between the wheel 190 and the road becomes small as in the case where the road gets wet. Also in this case, the control unit 100 instructs the steering ECU 180 to maintain the steering angle so that the braking force does not become too small.

  FIG. 10 is an explanatory diagram illustrating an example of avoidance when the obstacle moves in the horizontal direction (step S440 in FIG. 5). The situation in FIG. 10 is almost the same as the situation in FIG. 7 except that the obstacle 20 moving in the lateral direction is detected and an automatic brake is applied. In this case, there is a possibility of being a person, and there is a possibility that the obstacle 20 moves and disappears after the vehicle 10 stops. Accordingly, when the obstacle 20 moving in the lateral direction is detected, the control unit 100 brakes the vehicle 10 by automatic braking, but instructs the steering ECU 180 to maintain the steering angle.

  5, 8, 9, and 10, when the process proceeds to step S <b> 460 as a result of the determination in steps S <b> 410, S <b> 420, S <b> 430, and S <b> 440, the control unit 100 instructs the steering ECU 180. It explained that steering was not instructed. However, the control unit 100 may instruct the steering ECU 180 to perform steering so that the vehicle 10 faces the space 40. In FIG. 5, the control unit 100 may omit part or all of the determinations in steps S410, S420, S430, and S440. If all of the determinations in steps S410, S420, S430, and S440 are omitted, the control unit 100 may determine whether the vehicle corresponds to “YES” in steps S410, S420, S430, and S440 in FIG. The steering ECU 180 is instructed to steer so that 10 faces the space 40.

  As described above, according to the first embodiment, the control unit 100 controls the steering device 182 so that the direction of the vehicle 10 is suitable for traveling that avoids the obstacle 20 when the vehicle 10 stops. Since the steering control is performed, the obstacle 20 can be easily avoided when the vehicle 10 moves after stopping.

  Further, according to the first embodiment, in the steering control at the time of stop, the control unit 100 further determines the direction of the wheels 190 of the vehicle 10 when the vehicle 10 is stopped, and the traveling direction of the lane 30 where the vehicle 10 is stopped. Since the steering device 182 is controlled so as to face the vehicle, even if the vehicle 10 stops after the vehicle 10 stops, the vehicle does not protrude from the lane 30.

-Modification of the first embodiment:
FIG. 11 is a flowchart for explaining control for avoiding the obstacle 20 after the vehicle 10 stopped executed by the control unit 100. In step S600, the control unit 100 acquires the surrounding environment such as the position when the vehicle 10 stops, the direction of the vehicle 10, the position of the obstacle 20, the position of the space 40, and the like.

  In step S610, the control unit 100 determines whether or not it is possible to generate an avoidance trajectory that avoids the obstacle 20 and returns to normal traveling by moving forward. If it can be generated, the process proceeds to step S630, and if it cannot be generated, the process proceeds to step S620.

  In step S620, the control unit 100 determines whether or not the travel plan generation unit 136 can generate an avoidance trajectory that avoids the obstacle 20 and returns to normal travel by performing turnover in addition to forward travel. . At this time, the travel plan generation unit 136 acquires not only the front of the vehicle 10 but also the rear and side conditions with the camera and radar of the periphery monitoring sensor 305, and determines whether or not an avoidance trajectory can be generated. . If the avoidance trajectory can be generated, the process proceeds to step S630, and if it cannot be generated, the process proceeds to step S650. Switching back means moving backward while rotating the direction of the wheel in the direction opposite to the direction in which the user wants to move forward. Thereby, the direction of the vehicle 10 can be advanced and can be made to go to the direction which wants to move. When the vehicle 10 stops, the control unit 100 tilts the vehicle 10 with respect to the lane 30 so that the front of the vehicle 10 faces the direction of the space 40, and stops the direction of the wheels 190 of the vehicle 10. If the direction is parallel to the lane 30, even if a rear-end collision occurs, the wheel 190 does not face the space 40 and is not pushed out to the adjacent lane 32. Furthermore, it becomes easy to cut back.

  In step S630, the control unit 100 generates a track that can avoid the obstacle 20 to the travel plan generation unit 136. In step S640, the control unit 100 controls the vehicle 10 according to the generated track to avoid the obstacle 20.

  In step S650, the control unit 100 notifies the center using the center communication unit 400 that the avoidance trajectory that avoids the obstacle 20 and returns to the normal traveling cannot be generated by switching back. In step S660, the vehicle 10 is moved by performing a remote operation on the control unit 100 from the center, and the obstacle 20 is avoided. Remote operation from the center can cope with more complicated events.

  FIG. 12 is an explanatory diagram illustrating an avoidance operation of the obstacle 20 including turning back. In this state, the control unit 100 of the vehicle 10 avoids the obstacle 20 while rotating the direction of the wheel 190 rightward using the steering ECU 180 while moving the vehicle 10 forward using the drive ECU 160. When turning the vehicle 10, the vehicle 10 is first moved backward using the driving ECU 160 while rotating the direction of the wheels 190 leftward using the steering ECU 180, and then the vehicle 10 is driven using the driving ECU 160. The obstacle 20 is avoided while rotating the direction of the wheel 190 to the right by using the steering ECU 180 while moving forward.

  As described above, according to the modification of the first embodiment, the control unit 100 can avoid the obstacle 20 after stopping the vehicle 10.

Second embodiment:
FIG. 13 is a control flowchart of automatic driving executed by the control unit 100 at predetermined intervals after the vehicle 10 is started in the second embodiment. Compared with the control flowchart shown in FIG. 3, steps S110 and S120 are provided, but the steps provided for steps S30 and S40 in FIG. 3 are not provided. FIG. 14 is an explanatory diagram showing an avoidance operation in the second embodiment.

  In step S <b> 110, the control unit 100 notifies the center 60 of information on the vehicle 10 and the surrounding environment of the vehicle 10. The information on the vehicle 10 includes, for example, the position and speed of the vehicle 10. The surrounding environment includes, for example, the state of other vehicles around the vehicle 10 and the state of the road.

  The center 60 uses the information on the vehicle 10 acquired in step S110 and the surrounding environment of the vehicle 10 to determine whether to execute avoidance control when the obstacle 20 is detected in front of the vehicle 10 (presence of avoidance control). ) And an avoidance direction for executing the avoidance control. In step S120, the control unit 100 receives in advance whether or not to perform avoidance control (presence / absence of avoidance control) and the avoidance direction when executing avoidance control.

  The control in steps S130 and S140 is the same as the control in steps S10 and S20 in FIG. In step S150, the control unit 100 controls the direction of the vehicle 10 and the direction of the wheels 190 according to the avoidance direction received in step S120. Step S160 is the same as step S60 in FIG.

  According to the second embodiment, the center 60 that manages the operation of the vehicle 10 or the like knows the position of the vehicle 10, the road environment around the vehicle 10, the state of the road, and the like. Then, based on the position of the vehicle 10, the road environment around the vehicle 10, etc., the presence or absence and avoidance direction of the vehicle 10 are determined in advance and transmitted to the vehicle 10. If it does in this way, when the obstacle detection part 122 of the vehicle 10 detects the obstacle 20, the control part 100 does not need to look for a space or to determine the avoidance direction of the vehicle 10. Since the center 60 controls a plurality of vehicles, the obstacle 20 after stopping can be easily avoided by controlling the plurality of vehicles.

・ Modification:
In each of the above embodiments, in step S420 in FIG. 5, it is determined whether the weather is rain or snow, but whether the road is wet or not and whether or not it is frozen. It may be judged.

  In the above embodiment, when performing the avoidance control, the control unit 100 may turn on the blinker of the vehicle 10 to notify the following vehicle of the avoidance direction.

  Although the case where the vehicle 10 is an autonomous driving vehicle has been described as an example in the above embodiment, the technology described in the above embodiment can also be applied to driving assistance of the vehicle 10. In the case of driving assistance, the control of FIG. 3 is started after the driver turns on the power switch of the vehicle 10, and the driver turns off the power switch of the vehicle 10, thereby completing the control in step S <b> 60. Is executed.

  The present invention is not limited to the above-described embodiment, and can be realized with various configurations without departing from the spirit of the present invention. For example, the technical features of the embodiments corresponding to the technical features in each embodiment described in the summary section of the invention are intended to solve part or all of the above-described problems, or part of the above-described effects. Or, in order to achieve the whole, it is possible to replace or combine as appropriate. Further, if the technical feature is not described as essential in the present specification, it can be deleted as appropriate. For example, a part of the configuration realized by hardware in the above embodiment can be realized by software. Further, at least a part of the configuration realized by software can be realized by a discrete circuit configuration.

  The present invention has been made to solve the above-described problems, and can be realized as the following forms.

  According to one aspect of the invention, a vehicle is provided. The vehicle includes a driving device (162 to 166) for driving the vehicle, a braking device (172 to 176, BD) for stopping the vehicle, and a steering device (182 to 186) for changing the direction of wheels of the vehicle. A control unit (100) for controlling the driving device, the braking device and the steering device, and an obstacle detection unit (122) for detecting an obstacle (20) in the traveling direction of the vehicle, The control unit performs vehicle stop control to stop the vehicle by controlling the braking device when the obstacle detection unit detects the obstacle, and when the vehicle stops, the direction of the vehicle is Stop-time steering control is performed to control the steering device so as to be in a direction suitable for traveling to avoid an obstacle. According to this aspect, when the vehicle stops, the vehicle is oriented in a direction suitable for traveling that avoids the obstacle. Therefore, when the vehicle moves after stopping, the obstacle can be easily avoided.

  In the vehicle of the above aspect, in the steering control at the time of stop, the control unit further determines that the direction of the wheel (190) of the vehicle is the travel direction of the lane in which the vehicle is stopped when the vehicle stops. The steering device may be controlled so as to face. According to this aspect, even if the vehicle collides from the following vehicle after the vehicle stops, it does not protrude from the lane.

  A space detection unit (126) that detects a space (40) in which the vehicle can travel avoiding the obstacle using the map database (255) and the surrounding monitoring sensor (305), using the map database (255). The control unit may set the direction of the space to a direction suitable for traveling that avoids the obstacle. According to this aspect, since the control unit sets the direction of the space to a direction suitable for traveling that avoids the obstacle, the obstacle can be easily avoided by moving in the direction of the space.

  It is a vehicle of the said form, Comprising: When the said space detection part detects the said space in the lane (30) where the said vehicle drive | works, the said control part of the said space in the lane where the said vehicle drive | works The direction may be a direction suitable for traveling that avoids the obstacle. If a space is detected in the lane in which the vehicle travels, it will not protrude into other lanes when avoiding obstacles.

It is a vehicle of the said form, Comprising: When the said space detection part detects the said space in the lane (32) adjacent to the lane where the said vehicle drive | works, it adjoins the lane where the said vehicle drive | works. The direction of the space of the lane to be used may be a direction suitable for traveling that avoids the obstacle. This is because, when an obstacle is avoided, it may be avoided if it protrudes into an adjacent lane.

  The vehicle according to the above aspect further includes an acceleration sensor (210), and the control unit performs the stop-time steering control when the acceleration of the vehicle in the vehicle stop control is less than a predetermined determination value. When the acceleration of the vehicle in the vehicle stop control is greater than or equal to the determination value, the stop-time steering control may not be executed. When the acceleration of the vehicle exceeds a predetermined magnitude, the control unit distributes the wheel grip force to the braking force, but does not avoid the steering force and avoids distributing it to the cornering force. The steering control is performed when the vehicle is stopped.

  The vehicle according to the above aspect further includes a slip detection unit (130) that detects the magnitude of slip of the wheel of the vehicle, and the control unit has a slip magnitude of the wheel equal to or greater than a predetermined threshold value. In this case, the stop-time steering control may not be executed, and the stop-time steering control may be executed when the magnitude of the wheel slip is less than the threshold value. When the slip of the wheel exceeds a predetermined threshold, the grip force of the wheel is lowered, so that the control unit does not perform the stop-time steering control.

  It is a vehicle of the said form, Comprising: The said slip detection part is a slip ratio detection part (130) which detects the slip ratio of the said wheel as a magnitude | size of the slip of the said wheel of the said vehicle, The said control part is the said wheel The magnitude of the slip may be determined from the slip ratio. When the slip ratio exceeds a predetermined magnitude, the grip force of the wheel is lowered, so that the control unit does not perform the stop-time steering control.

  In the vehicle of the above aspect, the slip detection unit is a sensor (310) that detects weather information of a place where the vehicle is traveling, and the control unit is configured to detect at least rainfall and the sensor as the weather information. When any one of snowfall is detected, it is determined that the magnitude of the slip exceeds the threshold value, and when the sensor detects neither rain nor snowfall as the weather information, the magnitude of the slip is You may judge that it is less than a threshold value. When the weather is raining or snowing, the control unit does not perform stop-time steering control because slipping easily occurs and the wheel grip force decreases.

  In the vehicle according to the above aspect, the control unit may use the transition of the position of the obstacle obtained from the obstacle detection unit to calculate a movement vector of the obstacle in a lateral direction with respect to the traveling direction of the vehicle. When the obstacle does not have the lateral movement vector, the stop-time steering control is executed, and when the obstacle has the lateral movement vector, the stop-time steering control. It is not necessary to execute. If the obstacle has a lateral movement vector, it may not exist after the vehicle stops, so the control unit does not perform the steering control at the time of stop.

  In the vehicle according to the above aspect, the control unit acquires the position of the obstacle by the obstacle detection unit after stopping the vehicle, and uses the minimum turning radius of the vehicle to advance the vehicle. An avoidance trajectory that avoids the obstacle may be generated only by moving the vehicle, and the vehicle may be moved according to the avoidance trajectory. If the obstacle can be avoided only by advancing the vehicle after the vehicle stops, the avoidance is easy.

  In the vehicle of the above aspect, when the control unit cannot generate the avoidance trajectory only by the forward movement of the vehicle, the control unit generates an avoidance trajectory including a trajectory that reverses while turning back, and the vehicle The vehicle may be moved according to an avoidance trajectory including a trajectory that moves backward while turning back. If the vehicle is turned over after the vehicle is stopped, the obstacle can be avoided even when the obstacle cannot be avoided only by the forward movement of the vehicle.

  The vehicle according to the above aspect further includes a center communication unit (400) that communicates with a center (50) that manages the operation of the vehicle, and the control unit moves along a trajectory in which the vehicle moves backward while turning back. If an avoidance trajectory including the above cannot be generated, the center communication unit may be used to notify the center to that effect. The center can know that an obstacle cannot be avoided only by a vehicle. For example, the center can control the subsequent vehicle.

  In the vehicle according to the above aspect, the control unit detects the obstacle when the obstacle detection unit detects that the obstacle has been removed after stopping the vehicle. The track on which the vehicle has traveled before may be used as the avoidance track. When the obstacle is removed, it is easy for the vehicle to travel on the track on which the vehicle was traveling before detecting the obstacle.

    DESCRIPTION OF SYMBOLS 10 ... Vehicle 20 ... Obstacle 30 ... Lane 32 ... Lane 40 ... Space 50 ... Rain 60 ... Center 100 ... Control part 115 ... Traveling control part 120 ... Collision avoidance control part 122 ... Obstacle detection part 124 ... Vehicle position specific part 126 DESCRIPTION OF SYMBOLS ... Space detection part 130 ... Slip rate calculation part 134 ... Road condition judgment part 136 ... Travel plan production | generation part 160 ... Driving ECU 162 ... Driving motor 164 ... Differential gear 166 ... Drive shaft 170 ... Braking ECU 172 ... Hydraulic pump 174 Brake hose 176 Brake caliper 180 Steering ECU 182 Steering device 184 Steering motor 186 Steering gear 190 Wheel 192 Wheel (drive wheel) 200 Vehicle information acquisition unit 205 Speed sensor 210 The acceleration sensor 250 ... navigation device 255 ... map database 300 ... surrounding environment acquisition unit 305 ... peripheral monitoring sensor 310 ... rain and snow sensor 400 ... center communication unit BD ... brake disc

Claims (28)

A vehicle (10),
A driving device (162) for running the vehicle;
A braking device (172 to 176, BD) for stopping the vehicle;
A steering device (182 to 186) for changing the direction of the wheels of the vehicle;
A control unit (100) for controlling the driving device, the braking device, and the steering device;
An obstacle detection unit (122) for detecting an obstacle (20) in the traveling direction of the vehicle;
With
The controller is
When the obstacle detection unit detects the obstacle, the vehicle is controlled to stop the vehicle by controlling the braking device, and the direction of the vehicle avoids the obstacle when the vehicle stops. Performing a steering control at the time of stopping to control the steering device to be in a direction suitable for traveling,
vehicle. The vehicle according to claim 1,
In the steering control at the time of stop, the control unit further controls the steering device so that when the vehicle stops, the direction of the wheels (190) of the vehicle faces the traveling direction of the lane where the vehicle stops. To control the
vehicle. The vehicle according to claim 1, further comprising:
A space detection unit (126) for detecting a space (40) in which the vehicle can travel to avoid the obstacle using a map database (255) and a surrounding monitoring sensor (305);
The control unit sets the direction of the space to a direction suitable for traveling to avoid the obstacle,
vehicle. The vehicle according to claim 3,
When the space detection unit detects the space in the lane (30) in which the vehicle travels, the control unit avoids the obstacle in the direction of the space in the lane in which the vehicle travels. The direction is suitable for traveling
vehicle. The vehicle according to claim 3,
When the space detection unit detects the space in the lane (32) adjacent to the lane in which the vehicle travels, the control unit determines the direction of the space in the lane adjacent to the lane in which the vehicle travels. , And a direction suitable for traveling to avoid the obstacle,
vehicle. The vehicle according to any one of claims 1 to 5, further comprising:
An acceleration sensor (210),
The controller is
When the acceleration of the vehicle in the vehicle stop control is less than a predetermined determination value, the stop-time steering control is executed,
When the acceleration of the vehicle in the vehicle stop control is greater than or equal to the determination value, the stop-time steering control is not executed.
vehicle. The vehicle according to any one of claims 1 to 5, further comprising:
A slip detection unit for detecting the magnitude of slippage of the vehicle wheel;
The controller is
When the magnitude of the slip of the wheel is equal to or greater than a predetermined threshold, the stop-time steering control is not executed,
When the magnitude of the wheel slip is less than the threshold value, the steering control at the time of stop is executed.
vehicle. The vehicle according to claim 7,
The slip detection unit is a slip rate detection unit (130) that detects the slip rate of the wheel as the magnitude of the slip of the wheel of the vehicle,
The control unit determines the magnitude of slipping of the wheel based on the slip rate.
vehicle. The vehicle according to claim 7,
The slip detection unit is a sensor that detects weather information of a place where the vehicle is traveling,
The controller is
When the sensor detects at least one of rain and snow as the weather information, it is determined that the size of the wheel slip exceeds the threshold,
When the sensor detects neither rain nor snow as the weather information, it is determined that the size of the wheel slip is less than the threshold.
vehicle. The vehicle according to any one of claims 1 to 9,
The controller is
Using the transition of the position of the obstacle obtained from the obstacle detection unit, calculate a movement vector of the obstacle in the lateral direction with respect to the traveling direction of the vehicle,
When the obstacle does not have the lateral movement vector, the stop steering control is executed,
If the obstacle has the lateral movement vector, the stop steering control is not executed.
vehicle. A vehicle according to any one of claims 1 to 10,
The control unit, after stopping the vehicle, acquires the position of the obstacle by the obstacle detection unit, and uses the minimum turning radius of the vehicle to move the obstacle by moving only the vehicle forward. Generating an avoidance trajectory and moving the vehicle according to the avoidance trajectory;
vehicle. The vehicle according to claim 11,
If the avoidance trajectory cannot be generated by only forward movement of the vehicle, the control unit generates an avoidance trajectory including a trajectory in which the vehicle retreats while turning back. Moving the vehicle according to an avoidance path including:
vehicle. The vehicle according to claim 12, further comprising:
A center communication unit (400) for communicating with the center (50) for managing the operation of the vehicle;
When the control unit cannot generate an avoidance trajectory including a trajectory that moves backward while turning back, the center communication unit notifies the center to that effect,
vehicle. The vehicle according to any one of claims 1 to 10, further comprising:
When the control unit detects that the obstacle has been removed by the obstacle detection unit after stopping the vehicle, the track traveled by the vehicle before detecting the obstacle As an avoidance trajectory,
vehicle. A control method for controlling travel of a vehicle,
When an obstacle is detected, vehicle stop control is performed to stop the vehicle, and when the vehicle stops, the direction of the vehicle is set to a direction suitable for traveling that avoids the obstacle. A control method for performing steering control at the time of stopping to control the vehicle. The control method according to claim 15, comprising:
In the stop-time steering control, the control method further controls the steering device so that when the vehicle stops, the direction of the wheels of the vehicle faces the traveling direction of the lane where the vehicle stops. The control method according to claim 15 or 16, comprising:
Using the figure database (255) and the surrounding monitoring sensor (305), the space (40) in which the vehicle can travel to avoid the obstacle is detected,
A control method, wherein the direction of the space is set to a direction suitable for traveling to avoid the obstacle. The control method according to claim 17, comprising:
When the space is detected in the lane (30) in which the vehicle travels, the direction of the space in the lane in which the vehicle travels is set to a direction suitable for travel that avoids the obstacle. . The control method according to claim 17, comprising:
When the space is detected in the lane (32) adjacent to the lane in which the vehicle travels, the direction of the space in the lane adjacent to the lane in which the vehicle travels is suitable for travel that avoids the obstacle. A control method with direction. A control method according to any one of claims 15 to 19, comprising:
When the acceleration of the vehicle in the vehicle stop control is less than a predetermined determination value, the stop-time steering control is executed,
When the acceleration of the vehicle in the vehicle stop control is greater than or equal to the determination value, the stop-time steering control is not executed.
Control method. A control method according to any one of claims 15 to 19, comprising:
Detecting the amount of slippage of the vehicle wheel,
When the magnitude of the slip of the wheel is equal to or greater than a predetermined threshold, the stop-time steering control is not executed,
When the magnitude of the wheel slip is less than the threshold value, the steering control at the time of stop is executed.
Control method. The control method according to claim 21, wherein
Detects the slip ratio of the wheels,
Judging the size of the wheel slip by the slip ratio,
Control method. The control method according to claim 22, wherein
Detects weather information where the vehicle is running,
When at least one of rain and snow is detected as the weather information, it is determined that the size of the wheel slip exceeds the threshold,
When neither rain nor snow is detected as the weather information, it is determined that the size of the wheel slip is less than the threshold value.
Control method. A control method according to any one of claims 15 to 23, wherein
Using the transition of the position of the obstacle, calculate a movement vector of the obstacle in the lateral direction with respect to the traveling direction of the vehicle,
When the obstacle does not have the lateral movement vector, the stop steering control is executed,
If the obstacle has the lateral movement vector, the stop steering control is not executed.
Control method. A control method according to any one of claims 15 to 24, wherein
After stopping the vehicle, the obstacle detection unit acquires the position of the obstacle, and generates an avoidance trajectory that avoids the obstacle by moving only the vehicle forward using the minimum turning radius of the vehicle. And moving the vehicle according to the avoidance track,
Control method. The control method according to claim 11, comprising:
When the avoidance trajectory cannot be generated only by the forward movement of the vehicle, an avoidance trajectory including a trajectory in which the vehicle retreats while turning back is generated, and the avoidance trajectory including a trajectory in which the vehicle moves backward while turning back Move the vehicle,
Control method. The control method according to claim 26, further comprising:
If it is not possible to generate an avoidance trajectory including a trajectory that moves backward while turning back, the center communication unit is used to notify the center that manages the operation of the vehicle.
Control method. The control method according to any one of claims 15 to 27, further comprising:
After the vehicle is stopped, when the obstacle detection unit detects that the obstacle has been removed, the trajectory on which the vehicle was traveling before detecting the obstacle is set as an avoidance trajectory. Control method.

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