Vehicle motion control device and vehicle motion control method

Abstract

This invention provides a vehicle motion control device that, by setting the vehicle's speed considering not only nearby information but also distant information, can suppress sudden vehicle movements during travel. The vehicle motion control device includes: a nearby information acquisition unit that acquires nearby information about the vehicle; a distant information acquisition unit that acquires distant information about the vehicle; and a speed planning unit that generates a speed command value that serves as the vehicle's driving target based on the nearby and distant information.

Description

Technical Field

[0001] This invention relates to a vehicle motion control device and a vehicle motion control method for controlling the movement of a vehicle. Background Technology

[0002] As a type of vehicle motion control technology, represented by driver assistance and autonomous driving, there are known technologies that generate a driving trajectory (also called a driving path) consisting of information such as the driving path and speed that serve as the vehicle's driving target, and control the powertrain, brakes, steering, etc., to make the vehicle travel along the driving trajectory. As the simplest driving path control, there is, for example, lane keeping control, which sets the center of the lane as the driving path.

[0003] Furthermore, as a more advanced driving path control technology, there exists the technology disclosed in Patent Document 1. For example, claim 1 of Patent Document 1 describes a vehicle control device that "has: a speed distribution setting unit that sets a speed limit distribution that defines an upper limit value of the relative speed that can be allowed around the surrounding vehicles detected by the surrounding vehicle detection unit; and a control unit that controls the speed and / or steering of the vehicle to satisfy the speed limit distribution set by the speed distribution setting unit, wherein the speed distribution setting unit sets different speed limit distributions for situations where information about the driving status of surrounding vehicles can be obtained by the vehicle information receiving unit and situations where information about the driving status of surrounding vehicles cannot be obtained." In addition, claim 2 describes a vehicle control device that "reduces the speed limit in the speed limit distribution when information about the driving status of surrounding vehicles cannot be obtained."

[0004] Thus, Patent Document 1 discloses a vehicle control device that controls vehicle motion based on a limit value set between the vehicle and surrounding vehicles traveling around it. The device changes the setting depending on whether information about the driving status of surrounding vehicles can be obtained. If information about the driving status of surrounding vehicles cannot be obtained, the limit speed is reduced, thereby suppressing sudden deceleration and steering of the vehicle due to the actions of surrounding vehicles, which would cause the driver to feel uneasy.

[0005] Existing technical documents

[0006] Patent documents

[0007] Patent Document 1: Japanese Patent Application Publication No. 2019-142303 Summary of the Invention

[0008] The technical problem that the invention aims to solve

[0009] However, the vehicle control device in Patent Document 1 does not improve passenger comfort by setting the vehicle speed based on factors such as distant curves that cannot be detected by the vehicle's sensors. Therefore, if the vehicle control device in this document is used, after setting the vehicle speed based solely on information about the vehicle's surroundings (nearby areas) detected by the vehicle's sensors, if a curve is detected ahead after traveling a predetermined distance, the vehicle speed needs to be significantly reduced compared to the set speed, sometimes resulting in unstable vehicle behavior.

[0010] Therefore, the object of the present invention is to provide a vehicle motion control device and a vehicle motion control method that suppresses unstable vehicle behavior by setting the speed of the vehicle by taking into account not only information about the vehicle's vicinity but also information about the vehicle's distance.

[0011] Technical means for solving technical problems

[0012] To solve the above-mentioned technical problems, the vehicle motion control device of the present invention includes: a proximity information acquisition unit for acquiring proximity information of the vehicle; a distance information acquisition unit for acquiring distance information of the vehicle; and a speed planning unit for generating a speed command value that becomes the driving target of the vehicle based on the proximity information and the distance information.

[0013] The effects of the invention

[0014] According to the vehicle motion control device or method of the present invention, by generating a speed command value considering both near and far information of the vehicle, unstable vehicle movements such as emergency braking can be suppressed. Furthermore, technical problems, structures, and effects other than those described above will become clear through the following description of embodiments. Attached Figure Description

[0015] Figure 1 This is a functional block diagram of the vehicle system in Embodiment 1.

[0016] Figure 2 This is a functional block diagram of the travel track generation unit in Embodiment 1.

[0017] Figure 3 This is a functional block diagram of the speed planning unit in Embodiment 1.

[0018] Figure 4 This is a flowchart illustrating the processing outline of the driving speed generation unit in Embodiment 1.

[0019] Figure 5 This is a top view of driving path A.

[0020] Figure 6A This is the path instruction value diagram when using existing control while driving on path A.

[0021] Figure 6B This is a speed command value diagram under the existing control conditions when driving on driving path A.

[0022] Figure 6C This is a remote path map under the control of Example 1 when driving on driving path A.

[0023] Figure 6D This is a speed command value diagram under the control of Example 1 when driving on driving path A.

[0024] Figure 7 This is a functional block diagram of the speed planning unit in Embodiment 2. Detailed Implementation

[0025] Hereinafter, embodiments of the vehicle motion control device of the present invention will be described using the accompanying drawings. Furthermore, substantially identical or similar structures are labeled with the same reference numerals, and descriptions are sometimes omitted where repetition occurs. Additionally, descriptions of known technologies are sometimes omitted as well.

[0026] (Example 1)

[0027] First, use Figures 1 to 6D The vehicle motion control device 2 of Embodiment 1 of the present invention is described.

[0028] <In-vehicle System 1>

[0029] Figure 1 This is a functional block diagram of the vehicle-mounted system 1 with the vehicle motion control device 2 of this embodiment. The vehicle-mounted system 1 is installed in the vehicle and is used to perform vehicle motion control functions such as driving assistance and autonomous driving. As shown in the figure, it includes an external communication device 11, a GNSS (Global Navigation Satellite System) 12, a map information storage unit 13, sensors 14, an HMI (human machine interface) unit 15, the vehicle motion control device 2, a powertrain system 6, a braking system 7, and a steering system 8. These will be described sequentially below.

[0030] <Information source group of vehicle motion control device 2>

[0031] The external communication device 11 performs vehicle-to-vehicle communication with other vehicles or road-to-road communication with the roadside machine via wireless communication, and sends and receives information about vehicles, the surrounding environment, etc.

[0032] GNSS12 receives radio waves transmitted from artificial satellites such as Quasi-Zenith Satellite and GPS (Global Positioning System) satellites to obtain information such as the vehicle's position.

[0033] The map information storage unit 13 stores general road information used in navigation systems, road information including road width and curvature (information about curves), road surface conditions, traffic conditions, and information about the driving status of other vehicles, as well as information about the surrounding environment. The information about vehicles and the surrounding environment is updated sequentially using information obtained via vehicle-to-vehicle communication and road-to-road communication through the external communication device 11.

[0034] Sensor 14 is an external recognition sensor that detects information about the vehicle and its surrounding environment, such as image sensors, millimeter-wave radar, and lidar. It also detects information such as driver input, vehicle speed, acceleration, jerk, angular velocity, and wheel steering angle. The information detected by the external recognition sensor includes various objects such as obstacles, signs, lane boundaries, outer lane lines, buildings, pedestrians, and other vehicles around the vehicle. Additionally, sensor 14 identifies lane boundaries and outer lane lines, for example, based on the brightness difference between the white lines in an image captured by an image sensor and the road surface.

[0035] The HMI unit 15 displays the information needed by the user on the screen and provides audio guidance through the speaker, based on information received from user input such as driving mode selection and destination setting, information acquired through the external communication device 11, GNSS 12, and sensors 14, and information recorded in the map information storage unit 13. Additionally, the HMI unit 15 generates alarms to alert the user.

[0036] Here, driving modes include, for example, comfort mode, economy mode, and sport mode. The driving mode can be arbitrarily set by the user, preset by the user, or set by the operation management unit 3 (described later) based on driving condition information, setting the vehicle's speed, acceleration, jerk, etc. That is, the upper limit of the vehicle's actions (behaviors) varies according to the driving mode. In addition, driving modes include the shortest time mode (minimum travel time) and the shortest distance mode (minimum travel distance).

[0037] <Vehicle Motion Control Device 2>

[0038] like Figure 1As shown, the vehicle motion control device 2 includes an operation management unit 3, a travel trajectory generation unit 4, and a travel control unit 5. Specifically, the vehicle motion control device 2 has hardware such as a CPU (Central Processing Unit), a main storage device such as a semiconductor memory, an auxiliary storage device, and a communication device. It is an ECU (Electronic Control Unit) that comprehensively controls the vehicle, and implements various functions of the operation management unit 3, etc., by executing programs loaded (installed) on the main storage device through the computing device. Furthermore, in this embodiment, for ease of explanation, the operation management unit 3, the travel trajectory generation unit 4, and the travel control unit 5 have separate structures, but they do not necessarily need to be separate. When these units are used in an actual vehicle, their various functions can also be implemented through a higher-level (host) controller.

[0039] The operation management unit 3 generates vehicle position information, information about various objects surrounding the vehicle (vehicle, surrounding environment, etc.), lateral acceleration, yaw rate, and lateral jerk, etc., based on information acquired by the external communication device 11, GNSS 12, and sensor 14, and map information recorded in the map information storage unit 13. Furthermore, the operation management unit 3 periodically transmits this vehicle position information, object information, and vehicle movement information to other vehicles and roadside vehicles via the external communication device 11, and also to the map information storage unit 13, updating the map information stored in the map information storage unit 13 accordingly. Moreover, based on this vehicle position information, object information, vehicle movement information, and information received by the HMI unit 15 (e.g., driving mode, destination), the operation management unit 3 sets information on the path from the vehicle's current position to the destination. Hereinafter, the information generated and set by the operation management unit 3 will sometimes be referred to as "driving status information."

[0040] like Figure 2As shown, the driving trajectory generation unit 4 includes an information acquisition unit 41, a path planning unit 42, a speed planning unit 43, and an information output unit 44. Based on driving status information sent from the operation management unit 3 and acquired by the information acquisition unit 41, the driving trajectory generation unit 42 generates a path (hereinafter referred to as "path command value P") that is the driving target of the vehicle when driving on the road. Here, the path command value P is generated, for example, based on information about the vehicle's proximity obtained by sensors 14, or by combining distant map information recorded in a map information storage unit 13 with the aforementioned proximity information; however, the method of generating the path command value P is not limited. Furthermore, the speed planning unit 43 generates a speed (hereinafter referred to as "speed command value") that is the driving target of the vehicle when driving on the road based on the path command value P and the driving path information, and outputs a driving trajectory composed of the path command value P and the speed command value in the information output unit 44. Details of the speed planning unit 43 will be described later.

[0041] The driving control unit 5 sets the target driving force, target braking force, target steering angle, etc., and controls the power transmission system 6, braking system 7, and steering system 8 so that the vehicle follows the driving trajectory output from the driving trajectory generation unit 4.

[0042] <Controlled object group of vehicle motion control device 2>

[0043] The powertrain system 6 controls the driving force generated by the internal combustion engine, electric motor, etc., based on the driver's operation and the target driving force output from the driving control unit 5.

[0044] The braking system 7 controls the braking force generated by the brake calipers, etc., based on the driver's operation and the target braking force output from the driving control unit 5.

[0045] The steering system 8 controls the wheel steering angle based on the driver's operation and the target steering angle output from the driving control unit 5.

[0046] <Speed ​​Planning Department 43>

[0047] Next, use Figure 3 This section details the speed planning department 43. Figure 3 This is a functional block diagram of the speed planning unit 43. The speed planning unit 43 generates the vehicle's speed command value based on the vehicle's position, speed, upper limit of movement, path command value P, etc., and includes an information acquisition unit 43a, a remote path generation unit 43b, a remote speed generation unit 43c, a driving speed generation unit 43d, and an information output unit 43e. These will be described sequentially below.

[0048] The information acquisition unit 43a acquires driving status information from the operation management unit 3 and obtains the path instruction value P from the path planning unit 42, and outputs them to the various units in the speed planning unit 43.

[0049] The distant path generation unit 43b generates a path (hereinafter referred to as "distant path F") to a distant location (e.g., 200m ahead of the vehicle) that cannot be detected by the sensor 14, based on the surrounding map included in the driving condition information obtained from the information acquisition unit 43a. Furthermore, when the path planning unit 42 generates the path command value P, it needs to consider avoiding collisions between the vehicle and surrounding vehicles, resulting in a high computational load and making it impossible to generate a path command value P corresponding to long distances. Therefore, in this embodiment, the distant path generation unit 43b generates a distant path F with a lower computational load to supplement the distant path information that cannot be handled under the path command value P. Here, the distant path F generated by the distant path generation unit 43b can be a path with the same starting point as the path command value P, or a path with the same starting point as the ending point of the path command value P; the definition of the distant path F is not limited.

[0050] The remote speed generation unit 43c generates a speed (hereinafter referred to as "remote speed") within a predetermined value, relating to the physical quantity of vehicle movement generated by the vehicle while traveling on the remote path F, based on the driving condition information from the information acquisition unit 43a and the remote path F from the remote path generation unit 43b. Here, the predetermined value may be a predetermined value determined in advance considering ride comfort, or a vehicle limit value based on the road friction coefficient obtained by the sensor 14, etc.; the definition of the predetermined value is not limited. Furthermore, the speed within the predetermined value relating to vehicle movement may be, for example, the speed obtained by taking the square root of the predetermined value of lateral acceleration divided by the curvature of the driving path to achieve a stable rotation, or the speed obtained by integrating the predetermined value of front and rear acceleration, or the legally mandated maximum speed or arbitrarily determined speed limit on a general road; the method for obtaining the speed within the predetermined value relating to vehicle movement is not limited.

[0051] The driving speed generation unit 43d generates a speed command value for the vehicle traveling according to the path command value P based on the driving condition information and path command value P from the information acquisition unit 43a and the distance speed from the distance speed generation unit 43c. Here, when the length of the path command value P is approximately the same as the length of the distance path F, the driving speed generation unit 43d can generate the speed command value based solely on the path command value P. The type of input values ​​used by the driving speed generation unit 43d to generate the speed command value is not limited. Furthermore, the driving speed generation unit 43d can also be configured to reduce the priority of using the distance path F or generate the speed command value without using the distance path F when the computational load of the vehicle motion control device 2 is very high or the accuracy of the distance path F is very low. The method for selecting the input values ​​used by the driving speed generation unit 43d to generate the speed command value is not limited.

[0052] The information output unit 43e outputs the speed command value from the driving speed generation unit 43d to the information output unit 44.

[0053] <Processing of the speed generation unit 43d>

[0054] Next, use Figure 4 The flowchart illustrates the processing overview of the speed generation unit 43d.

[0055] First, in step S1, the driving speed generation unit 43d obtains driving status information and path instruction value P from the information acquisition unit 43a, and obtains the remote speed from the remote speed generation unit 43c.

[0056] Next, in step S2, the driving speed generation unit 43d generates a speed (hereinafter referred to as "near speed") based on the driving condition information and path instruction value P obtained in step S1, which is within a specified value of the physical quantity of the vehicle's movement when driving only according to the path instruction value P.

[0057] In step S31, the driving speed generation unit 43d determines, based on the distant speed obtained in step S1 and the nearby speed generated in step S2, whether the nearby speed is greater than the distant speed within the overlap range of the path command value P and the distant path F. If the nearby speed is greater than the distant speed (step S31, yes), the process proceeds to step S32; if the nearby speed is less than or equal to the distant speed (step S31, no), the process proceeds to step S33. Here, the range within which the magnitudes of the nearby speed and the distant speed are compared can be the entire overlap range of the path command value P and the distant path F, or only the endpoint of the path command value P; the definition of the range within which the magnitudes of the nearby speed and the distant speed are compared is not limited.

[0058] In step S32, the driving speed generation unit 43d selects a relatively low distant speed, while in step S33, the driving speed generation unit 43d selects a relatively low nearby speed.

[0059] In step S4, based on the selected distant speed or near speed, a speed, i.e. a speed command value, is generated that is within a specified value for the physical quantity of the vehicle's behavior when traveling on the path command value P and the distant path F ahead.

[0060] In step S5, the speed command value generated in step S4 is output to the information output unit 43e.

[0061] <Driving Route A>

[0062] Next, use Figures 6A to 6D For this vehicle V press Figure 5 The path command value P and speed command value generated at each moment under the driving condition of the driving path A are explained.

[0063] Figure 5 This is a top view of the travel path A of vehicle V, illustrating a point in time T. n The path instruction value P and the distant path F are set within the drivable area R of this vehicle V. Within this drivable area R, there is an inflection point I at the starting point of a right turn. The section up to inflection point I is defined as a straight road S, and the section after inflection point I is defined as a curve C. Figure 5 The time T shown n The sensor 14 of this vehicle V can only detect the straight road S area in the drivable area R. Therefore, the path command value P generated by the path planning unit 42 of this vehicle V is straight as shown by the arrow in the figure. However, when this vehicle V moves forward and approaches the inflection point I, the sensor 14 detects the curve C, so the path command value P changes in a curved shape.

[0064] Figure 6A Is Figure 5 A graph showing the curvature of the path command value P for the vehicle V using existing control. Figure 6B Based on Figure 6A An example of a speed command value generated from a path command value P.

[0065] in addition, Figure 6C Is Figure 5 A graph showing the curvature of the distant path F when the vehicle V uses the control described in this embodiment. Figure 6D Is Figure 5 The speed command value of the vehicle V when using the control of this embodiment. Furthermore, the figures illustrate the speed command value from time T. n Time T n+4The path instruction values ​​generated during this period, etc., are represented by dashed lines in each diagram, indicating time T. n The value, the dotted line represents time T. n+1 The value, with the dashed line representing time T. n+2 The value, the long dashed line represents time T. n+3 The value, the long double-dotted line represents time T. n+4 The value of .

[0066] like Figure 6A As shown, vehicle V is located Figure 5 Location Time T n The curvature of the path instruction value P is 0 (a straight line). At time T n In existing control systems that generate speed command values ​​solely based on path command values ​​P, because the speed command values ​​are generated based on predetermined values ​​primarily relating to the forward and backward motion of the vehicle V, such as front and rear acceleration, there is a margin relative to the predetermined value, such as... Figure 6B Time T n The speed command value (dashed line) is shown, which generates the speed command value for increasing speed.

[0067] When the vehicle V moves forward and approaches curve C, if Figure 6A Time T n+2 Up to time T n+4 As shown in the path instruction value P, a path instruction value P corresponding to the curvature of curve C is generated. Based on the curvature of the path instruction value P, a speed instruction value for rapid deceleration based on a specified value including lateral acceleration and other lateral motion of the vehicle V is generated (refer to...). Figure 6B ).

[0068] Thus, in Figure 6A , Figure 6B In the existing control described, because the speed command value changes significantly before and after the time when sensor 14 detects curve C, it sometimes cannot follow the rapid deceleration specified by the speed command value when decelerating within the specified value of acceleration, resulting in abrupt speed changes that impair the riding comfort of the occupants.

[0069] On the other hand, in the speed control of this embodiment, such as using Figure 4 As illustrated in the flowchart, from time T n In addition to considering the time from which it is generated Figure 6A In addition to the curvature of the illustrated path instruction value P, factors including... Figure 6C The illustrated speed command value for the curvature of the distant path F of curve C. The result is as follows: Figure 6DAs illustrated, because the speed command value generated at one time is always approximately the same as the speed command value generated at the next time, compared with existing control, not only is the speed change slower, but it also keeps the physical quantities related to vehicle movement within specified values ​​that do not impair the riding comfort of the occupants.

[0070] Therefore, as can be seen from this embodiment, not only can the change in speed be smoothed out, but the physical quantities related to vehicle movement can also converge to a predetermined value. That is, compared with existing methods, the speed control of this embodiment can suppress the generation of unstable movements of the vehicle caused by emergency braking, etc., thus improving the riding comfort of the occupants.

[0071] (Example 2)

[0072] Next, use Figure 7 The vehicle motion control device 2 of Embodiment 2 of the present invention will be described below. Furthermore, the descriptions are omitted as they are the same as those in Embodiment 1.

[0073] Figure 7 This is a functional block diagram of the speed planning unit 43 in Embodiment 2. The speed planning unit 43 of this embodiment shown here is for... Figure 3 The speed planning unit 43 of Embodiment 1 shown changes the driving speed generation unit 43d to a driving speed candidate generation unit 43f, and adds a driving speed selection unit 43g.

[0074] The driving speed candidate generation unit 43f generates multiple speed command values ​​within a predetermined value for the physical quantity of the vehicle's behavior when traveling on either or both of the path command value P and the distant path F, based on the driving condition information and path command value P from the information acquisition unit 43a and the distant speed from the distant speed generation unit 43c, and outputs them to the driving speed selection unit 43g.

[0075] The driving speed selection unit 43g selects a speed command value based on the current driving mode (shortest time mode, economy mode, etc.) indicated by the driving condition information from the information acquisition unit 43a and multiple speed command value candidates from the driving speed candidate generation unit 43f. The information output unit 43e then outputs this value to the driving control unit 5. For example, if the driving condition information indicates the shortest time mode, the unit selects the speed command value candidate with the shortest travel time from the multiple speed command value candidates generated by the driving speed candidate generation unit 43f. If the driving condition information indicates the economy mode, the unit selects the speed command value candidate with the lowest energy consumption from the multiple speed command value candidates. In other words, the driving speed selection unit 43g selects either the speed command value with the shortest travel time or the speed command value with the lowest energy consumption from the multiple speed command value candidates.

[0076] Thus, the vehicle motion control device according to Embodiment 2 can not only achieve the same effect as Embodiment 1, but also control the vehicle motion according to the selection of the driving mode.

[0077] Furthermore, the present invention is not limited to the above embodiments, but includes various modifications.

[0078] For example, the embodiments described above are examples specifically illustrated to facilitate understanding of the invention and are not limited to having all the described structures. Furthermore, a portion of the structure of one embodiment can be replaced with a portion of the structure of another embodiment. Additionally, the structure of another embodiment can be added to the structure of one embodiment. Furthermore, a portion of the structure of each embodiment can be deleted, a portion of another structure can be added, or a portion of another structure can be replaced.

[0079] Explanation of reference numerals in the attached figures

[0080] 1…Onboard system; 11…External communication device; 12…GNSS; 13…Map information storage unit; 14…Sensor; 15…HMI unit; 2…Vehicle motion control device; 3…Operation management unit; 4…Trajectory generation unit; 41…Information acquisition unit; 42…Path planning unit; 43…Speed ​​planning unit; 43a…Information acquisition unit; 43b…Distant path generation unit; 43c…Distant speed generation unit; 43d…Driving speed generation unit; 43e…Information output unit; 43f…Driving speed candidate generation unit; 43g…Driving speed selection unit; 44…Information output unit; 5…Driving control unit; 6…Power transmission system; 7…Braking system; 8…Steering system; C…Curve; I…Inflection point; P…Path command value; F…Distant path; R…Drivable area; S…Straight road; V…This vehicle.

Claims

1. A vehicle motion control device, characterized in that, include: Nearby information acquisition unit for acquiring vehicle proximity information; Remote information acquisition unit that acquires remote information about the vehicle; A speed planning unit generates a speed command value that serves as the driving target of the vehicle based on the nearby information and the distant information. The path planning unit generates path instruction values ​​as the path to which the vehicle is the driving target based on the proximity information. and The remote path generation unit generates a remote path, which is a path to a location farther than the path instruction value, based on the remote information. The speed planning unit selects the lower speed command value from the speed command value based on the path command value and the speed command value based on the distant path, and outputs it. The speed planning unit determines whether the near speed is greater than the far speed within the overlap range between the path command value and the far path based on the far speed based on the far path and the near speed based on the path command value. If the near speed is greater than the far speed, the far speed is selected; if the near speed is less than the far speed, the near speed is selected.

2. The vehicle motion control device as described in claim 1, characterized in that: The speed planning unit generates a speed command value that keeps the physical quantities relating to the vehicle's behavior when traveling along the path command value and the distant path within a specified value.

3. The vehicle motion control device as described in claim 1 or 2, characterized in that: The speed planning unit changes the priority of the information used to generate the speed command value or selects the information used to generate the speed command value based on the magnitude of the computational load or the accuracy of the remote information.

4. The vehicle motion control device as described in claim 1 or 2, characterized in that: The proximity information is information about the vehicle's surroundings obtained from sensors that detect the vehicle's surrounding environment. The distant information is information about the vehicle's surroundings obtained from a map information storage unit that records map information.

5. A vehicle motion control method, characterized in that, include: Steps to obtain proximity information of a vehicle; The steps for obtaining remote information about the vehicle; Based on the nearby information and the distant information, a speed command value generation step is performed to generate a speed command value that becomes the driving target of the vehicle. The path planning step generates a path instruction value as the path to which the vehicle will become the driving target, based on the proximity information. and The distant path generation step involves generating a distant path, based on the distant information, that serves as a path to a location farther than the path instruction value. In the speed command value generation step, the lower speed command value between the speed command value based on the path command value and the speed command value based on the distant path is selected and output. In the speed command value generation step, based on the distance speed based on the distance path and the proximity speed based on the path command value, it is determined whether the proximity speed is greater than the distance speed within the overlap range between the path command value and the distance path. If the proximity speed is greater than the distance speed, the distance speed is selected; if the proximity speed is less than the distance speed, the proximity speed is selected.

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