Automatic operation device and automatic operation method

Abstract

To cause a nobile body to travel on a path suited for positioning an obstacle.SOLUTION: An automatic operation device 30 comprises a first determination unit 321 that determines a first potential obtained by digitizing the recommendation degree of traveling of a mobile body on the basis of the position of an obstacle extracted from point group data for each position around the obstacle. The first determination unit 321 determines, as the first potential, an output value output from a potential function by inputting the positions around the obstacle to the potential function including a first coefficient for determining the ratio of a first change amount of the first potential in the advancing direction of the mobile body and a direction opposite to the advancing direction to a second change amount of the first potential in right and left directions with respect to the advancing direction, a second coefficient for determining the radio of a first change amount in the advancing direction from the obstacle to a first change amount in a direction opposite to the advancing direction from the obstacle, and a third coefficient for determining the magnitude of the first potential.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present invention relates to an automatic driving device and an automatic driving method.

Background Art

[0002] The driving support device described in Patent Document 1 sets a potential value, which quantifies the degree to which the running of the vehicle can be recommended, at each position around the vehicle based on the positions of objects around the vehicle, which is a moving body, and the shape of the road, and sets a driving route of the vehicle based on the potential value.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] A conventional driving support device sets the largest potential value (the least recommended for the running of the moving body) at the position of an obstacle existing around the moving body, and sets a smaller potential value at a position farther from the position of the obstacle. That is, in a conventional driving support device, the same potential value spreads concentrically around the position of the obstacle, and the potential value becomes smaller at a position farther from the position of the obstacle.

[0005] Therefore, since the driving route set so that the moving body does not contact an obstacle in front of the traveling direction is semi-circular around the obstacle, the distances between the moving body and the obstacle in the width direction and the traveling direction of the traveling route indicated by the driving route increase together. As a result, even if the moving body runs without contacting the obstacle, there are problems such that the time required to return from the obstacle-avoiding running to the normal running becomes unnecessarily long, or there is a risk of contacting another moving body running in the direction opposite to the traveling direction of the moving body.

[0006] Therefore, the present invention has been made in view of these points, and an object thereof is to cause a moving body to travel along a path suitable for the position of an obstacle.

Means for Solving the Problems

[0007] An automatic driving device according to a first aspect of the present invention includes an acquisition unit that acquires point cloud data generated by measuring a region around a moving body, and based on the position of an obstacle extracted from the point cloud data, a first potential that quantifies the degree of recommending the traveling of the moving body is determined for each position around the obstacle. A first determination unit, wherein the first determination unit determines a first coefficient for determining a ratio between a first change amount of the first potential in the traveling direction of the moving body and the opposite direction of the traveling direction, and a second change amount of the first potential in the right direction and the left direction with respect to the traveling direction, and a second coefficient for determining a ratio between the first change amount in the traveling direction from the obstacle and the first change amount in the opposite direction of the traveling direction from the obstacle, and a third coefficient for determining the magnitude of the first potential. By inputting the position around the obstacle into the potential function, the output value output by the potential function is determined as the first potential.

[0008] A second determination unit that determines a second potential that quantifies the degree of recommending the traveling of the moving body for each position around the obstacle by referring to map information including the position of a travel route, and a combining unit that generates a combined potential obtained by combining the first potential and the second potential for each position around the obstacle, and a setting unit that sets a path along which the moving body travels based on the combined potential. It may further include.

[0009] The first determination unit may determine the output value of the potential function further including a fourth coefficient and a fifth coefficient for determining the first change amount, the second change amount, and the magnitude of the second potential with respect to the first potential as the first potential.

[0010] The first determination unit may input, as a position around the obstacle, a coordinate corresponding to one of a plurality of second coordinates within a predetermined distance from the first coordinate, with one of the plurality of first coordinates indicating the position of the obstacle as the origin, and an angle formed by a straight line passing through the origin and the coordinate corresponding to the one second coordinate and a straight line indicating the traveling direction of the moving body, into the potential function.

[0011] For each of the first coordinates, the first determination unit calculates an output value for each of the second coordinates corresponding to the first coordinate. If the first potential of the second coordinate corresponding to the output value has not been determined before calculating the output value, the output value is determined as the first potential. If the first potential of the second coordinate corresponding to the output value has been determined before calculating the output value, the output value may be added to the first potential.

[0012] The acquisition unit may acquire point cloud data obtained by excluding point clouds generated by reflection at positions different from the position of the obstacle from among a plurality of point clouds included in the point cloud data generated by measuring an area around the moving body.

[0013] An automatic driving method according to a second aspect of the present invention includes an acquisition step of acquiring point cloud data generated by measuring an area around a moving body, and a determination step of determining, for each position around the obstacle, a first potential obtained by quantifying the degree of recommending the traveling of the moving body based on the position of the obstacle extracted from the point cloud data. In the determination step, a first coefficient for determining a ratio between a first change amount of the first potential in the traveling direction of the moving body and in the opposite direction of the traveling direction, and a second change amount of the first potential in the right direction and the left direction with respect to the traveling direction, a second coefficient for determining a ratio between the first change amount of the first potential in the traveling direction from the obstacle and the first change amount of the first potential in the opposite direction of the traveling direction from the obstacle, and a third coefficient for determining the magnitude of the first potential are included in a potential function. By inputting the position around the obstacle into the potential function, the output value output by the potential function is determined as the first potential.

Advantages of the Invention

[0014] According to the present invention, there is an effect that a moving body travels along a path suitable for the position of an obstacle.

Brief Description of the Drawings

[0015]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Embodiments for Carrying Out the Invention

[0016] <Outline of the Automatic Driving System S> FIG. 1 is a diagram for explaining the outline of the automatic driving system S. The automatic driving system S is a system for determining a traveling route of a moving body based on information indicating obstacles and a traveling road around the moving body, and for causing the moving body to travel along the traveling route. For example, it is a system provided in the moving body. The moving body is, for example, a vehicle or a robot. In the present embodiment, the case where the moving body is a vehicle will be described. The obstacle is an object in a stationary state on the traveling road, and for example, another vehicle during parking, a falling object, or a safety fence. The traveling road is a road on which the vehicle can travel. The traveling route includes a plurality of traveling positions for causing the vehicle to travel and the direction of the vehicle corresponding to each traveling position.

[0017] First, the operation of the automatic driving system S for determining the traveling route will be described. The automatic driving system S generates a first potential field in which a first potential value is set at positions around the vehicle based on point cloud data generated by measuring obstacles around the vehicle with a LiDAR (Light Detection And Ranging) provided in the vehicle ((1) shown in FIG. 1). The bird's-eye view 1a and the heat map 1b are examples of the first potential field, where the x-axis represents the traveling direction of the vehicle, the y-axis represents the vehicle width direction, and the z-axis represents the first potential value. In the first potential field, the largest first potential value is set at the position corresponding to the obstacle, and a smaller first potential value is set at a position farther from the position corresponding to the obstacle. In the following description, the first potential may sometimes be referred to as the "obstacle risk potential".

[0018] The automatic driving system S generates a second potential field in which a second potential value is set at positions around the vehicle based on the position of the vehicle based on point cloud data and map information including the position of the driving route (shown as (2) in FIG. 1). The bird's-eye view 2a and the heat map 2b are examples of the second potential field, and the x-axis, y-axis, and z-axis are the same as the x-axis, y-axis, and z-axis shown in the bird's-eye view 1a and the heat map 1b. In the second potential field, the smallest second potential value is set at the position of the center of the driving route in the width direction of the driving route, and the largest second potential value is set at a position different from the driving route. In the following description, the second potential may be referred to as the "gravitational potential".

[0019] The automatic driving system S generates a combined potential field in which a combined potential value obtained by combining (adding) the gravitational potential value with the obstacle risk potential value is set at each position around the vehicle (shown as (3) in FIG. 1). The heat map 3 is an example of the combined potential field, and the x-axis and y-axis are the same as the x-axis and y-axis shown in the heat map 1b. The automatic driving system S determines the route K along which the sum of the combined potential values is minimized in the combined potential field as the driving route, and drives the vehicle along the route K.

[0020] Next, the operation of the automatic driving system S for setting the obstacle risk potential will be described. FIG. 2 is a diagram showing the operation of the vehicle when there is an obstacle in front of the traveling direction. In FIG. 2, a host vehicle S1 equipped with the automatic driving system S, another vehicle S2 (obstacle) stopped in front of the traveling direction D1 of the host vehicle S1, and another vehicle S3 (oncoming vehicle) traveling in a lane R2 adjacent to the lane R1 on which the host vehicle S1 travels are shown. The traveling direction D2 of the lane R2 is opposite to the traveling direction D1 of the lane R1. As shown in FIG. 2, the host vehicle S1 starts an operation of traveling along a route for not contacting the other vehicle S2 at the position PB (hereinafter referred to as "contact avoidance driving"), and ends the contact avoidance driving at the position PE.

[0021] FIG. 3 shows an example of the obstacle risk potential set for the host vehicle S1. In FIG. 3, the positions where the obstacle risk potential shows the same value are indicated by dashed lines. FIG. 3(a) shows the obstacle risk potential as a comparative example, and FIG. 3(b) shows the obstacle risk potential according to the present embodiment.

[0022] In FIG. 3(a), centering on the position of the other vehicle S2 (obstacle), the same obstacle risk potential values spread concentrically, and the farther the position is from the position of the other vehicle S2, the smaller the obstacle risk potential value becomes. In this case, the distance LV between the start position PB and the end position PE of the avoidance driving and the distance LH between the host vehicle S1 and the other vehicle S2 in the width direction of the host vehicle S1 are such that the longer one is, the longer the other is. As a result, as the distance LH increases with the distance LV, the host vehicle S1 may come into contact with the other vehicle S3 shown in FIG. 2 during the avoidance driving with respect to the other vehicle S2, or as the distance LV increases with the distance LH, the distance and time for the avoidance driving may become unnecessarily long.

[0023] Therefore, the automatic driving system S adjusts the amount of change in the obstacle risk potential that changes according to the distance from the position of the obstacle in the traveling direction D1, the opposite direction of the traveling direction D1, and the vehicle width direction of the traveling direction D1. For example, in FIG. 3(b), the amount of change in the obstacle risk potential in the traveling direction D1 is made larger than the amount of change in the obstacle risk potential in the opposite direction of the traveling direction D1. Further, the amount of change in the obstacle risk potential in the vehicle width direction of the traveling direction D1 is made smaller than the amount of change in the obstacle risk potential shown in FIG. 3(a).

[0024] When the automatic driving system S operates in this way, the host vehicle S1 can travel on a route K suitable for the position of the obstacle. As a result, in the collision avoidance driving, the automatic driving system S can cause the host vehicle S1 to travel so as not to collide with another vehicle S2 stopped in front of the traveling direction D1 of the host vehicle S1. Further, in the collision avoidance driving, the automatic driving system S can suppress the host vehicle S1 from colliding with another vehicle S3 traveling in the direction opposite to the traveling direction D1 (traveling direction D2) of the host vehicle S1, or the distance for the host vehicle S1 to perform the collision avoidance driving from becoming unnecessarily long.

[0025] <Configuration of the automatic driving system S> FIG. 4 is a diagram showing the configuration of the automatic driving system S. The automatic driving system S includes a measurement device 10, a travel control device 20, and an automatic driving device 30.

[0026] The measurement device 10 is a three-dimensional laser measuring machine for measuring the distance between an object around the host vehicle S1 and the host vehicle S1, and includes, for example, LiDAR. The measurement device 10 outputs point cloud data generated by measuring the distance between an object included in the area around the host vehicle S1 and the host vehicle S1 to the automatic driving device 30 at a fixed control cycle. The control cycle is, for example, 0.1 second. The area around the host vehicle S1 is, for example, an area including 100 meters in front of the host vehicle S1, 50 meters behind the host vehicle S1, 50 meters to the left of the host vehicle S1, and 50 meters to the right of the host vehicle S1 in the traveling direction D1.

[0027] The travel control device 20 controls the speed and direction of the host vehicle S1. The travel control device 20 controls the direction of the host vehicle S1 according to the steering angle at the time of the next control cycle output by the automatic driving device 30 at a fixed control cycle.

[0028] The automatic driving device 30 determines, at a fixed control cycle, a combined potential value obtained by combining a gravitational potential value based on map information including the position of the driving route with an obstacle risk potential value based on the point cloud data input from the measuring device 10. The automatic driving device 30 determines the driving route of the host vehicle S1 based on the combined potential value, and calculates the steering angle of the host vehicle S1 based on the position of the host vehicle S1 on the driving route. The automatic driving device 30 causes the host vehicle S1 to travel along the driving route by inputting the calculated steering angle to the driving control device 20. The automatic driving device 30 may have a housing including electronic components, or may be a printed circuit board on which the electronic components are mounted. Hereinafter, the configuration and operation of the automatic driving device 30 will be described in detail.

[0029] <Configuration of the automatic driving device 30> As shown in FIG. 4, the automatic driving device 30 includes a storage unit 31 and a control unit 32. The control unit 32 includes an acquisition unit 320, a first determination unit 321, a second determination unit 322, a synthesis unit 323, a setting unit 324, and a driving control unit 325.

[0030] The storage unit 31 has a storage medium such as a ROM (Read Only Memory), a RAM (Random Access Memory), an HDD (Hard Disk Drive), or an SSD (Solid State Drive). The storage unit 31 stores programs executed by the control unit 32. The storage unit 31 stores various types of information for determining the driving route of the host vehicle S1.

[0031] The control unit 32 is a processor such as a CPU (Central Processing Unit) or an ECU (Electronic Control Unit), for example. The control unit 32 functions as the acquisition unit 320, the first determination unit 321, the second determination unit 322, the synthesis unit 323, the setting unit 324, and the driving control unit 325 by executing the programs stored in the storage unit 31. Note that the control unit 32 may be configured by one processor, or may be configured by a combination of a plurality of processors or one or more processors and an electronic circuit. The configuration of each unit realized by the control unit 32 will be described below.

[0032] The acquisition unit 320 acquires point cloud data generated by measuring an area around the host vehicle S1 from the measuring device 10 at a fixed control cycle. The acquisition unit 320 may acquire point cloud data obtained by excluding point clouds generated by reflecting at positions different from the position of the obstacle among a plurality of point clouds included in the point cloud data generated by measuring an area around the host vehicle S1.

[0033] As an example, for each point cloud included in the point cloud data acquired from the measuring device 10, the acquisition unit 320 determines whether a value corresponding to the measured distance indicated by the point cloud is equal to or less than a threshold value, and acquires, as the point cloud data, data obtained by excluding point clouds indicating values equal to or less than the threshold value from the point cloud data. The threshold value is, for example, the maximum value of a value that can be estimated as the distance reflected on the ground. As another example, the acquisition unit 320 acquires, as the point cloud data, data obtained by extracting point clouds indicating values different from the value that can be estimated as the ground from among a plurality of point clouds included in the point cloud data acquired from the measuring device 10. By operating in this way, the first determination unit 321 can easily extract the position of the obstacle from the point cloud data. Note that the acquisition unit 320 may acquire, from the measuring device 10 at a fixed control cycle, point cloud data obtained by excluding point clouds generated by reflecting at positions different from the position of the obstacle.

[0034] The first determination unit 321 determines, for each position around the obstacle, an obstacle risk potential obtained by quantifying the degree of recommending the running of the host vehicle S1 based on the position of the obstacle extracted from the point cloud data. The first determination unit 321 extracts, for example, at a fixed control cycle, the position of the outer contour line of the obstacle from the point cloud data acquired by the acquisition unit 320, and determines the obstacle risk potential for each position around the obstacle. The position around the obstacle is a position included in a circle with a predetermined radius centered on the point cloud corresponding to the outer contour line of the obstacle. The predetermined radius is, for example, a fixed value of 5 meters or more and 10 meters or less. In the following description, among a plurality of positions corresponding to the outer contour line of the obstacle, the position extracted from the point cloud data (that is, the position where the light irradiated by the measuring device 10 is reflected by the obstacle) may be referred to as an "observation point".

[0035] The first determination unit 321 determines the output value output by the potential function as the obstacle risk potential value by inputting the position around the obstacle into a potential function including a plurality of coefficients. The potential function can be given as in Formula (1), Formula (2), and Formula (3).

Equation

[0036] First, information indicating positions around an obstacle will be described. FIG. 5 is a diagram for explaining information indicating positions around an obstacle. In FIG. 5, a coordinate A1(0,0) corresponding to one of a plurality of first coordinates indicating the position of the obstacle and a coordinate A2(x1,y1) corresponding to one of a plurality of second coordinates within a predetermined distance from the first coordinate are shown. The first coordinate is a coordinate indicating the position of the observation point, and the second coordinate is a coordinate indicating the position around the obstacle at the observation point. The predetermined distance is, for example, a fixed value of 5 meters or more and 10 meters or less. The first determination unit 321 inputs, as the position around the obstacle, for example, the coordinate (coordinate A2) corresponding to the second coordinate when the first coordinate is taken as the origin (coordinate A1), and the angle θ formed by the straight line passing through coordinates A1 and A2 and the straight line indicating the traveling direction D1 of the host vehicle S1 into a potential function.

[0037] The first determination unit 321 calculates, for example, the output value for each second coordinate corresponding to each first coordinate. That is, in the plurality of point group data forming the outer contour line of the obstacle, the first determination unit 321 specifies the second coordinate corresponding to each position within a predetermined distance from the position of the point group data for each first coordinate corresponding to the point group data. The first determination unit 321 inputs the coordinate A2 and the angle θ corresponding to the second coordinate for each second coordinate at each first coordinate into the potential function, and calculates the obstacle risk potential for each second coordinate.

[0038] The first determination unit 321 determines, for example, the output value as the obstacle risk potential if the obstacle risk potential of the second coordinate corresponding to the output value has not been determined before calculating the output value. Further, the first determination unit 321 adds, for example, the output value to the obstacle risk potential if the obstacle risk potential of the second coordinate corresponding to the output value has been determined before calculating the output value. That is, at one position around the obstacle, the first determination unit 321 causes the output value obtained by inputting the one position into the potential function to be output for each first coordinate having the one position as the second coordinate, and determines the sum of the output values for each first coordinate as the obstacle risk potential of the one position.

[0039] Next, the coefficients included in the potential function will be described. As shown in equations (1), (2), and (3), the potential function includes coefficient a, coefficient σ, coefficient β, and coefficient S0. Coefficient a is the first coefficient for determining the ratio of the first change amount of the obstacle risk potential in the traveling direction D1 of the host vehicle S1 and the opposite direction of the traveling direction D1, and the second change amount of the obstacle risk potential in the right direction and the left direction with respect to the traveling direction D1. Coefficient a is, for example, a value of 1 or more, and the larger the coefficient a, the larger the ratio of the second change amount to the first change amount. Here, coefficient a will be described with reference to the potential fields shown in FIGS. 6 and 7.

[0040] FIG. 6 shows an example of a potential field when each coefficient is set. FIG. 6(a) is a top view of the potential field, and FIG. 6(b) is a heat map of the potential field. The x-axis, y-axis, and z-axis shown in FIG. 6 are the same as the x-axis, y-axis, and z-axis shown in FIG. 1. In FIG. 6, a potential field of obstacle risk potential values calculated by setting coefficient a = 2.0, coefficient σ = 0.0, coefficient β = 0.0, and coefficient S0 = 3.0 in the potential function is shown. The origin (0, 0) shown in FIG. 6 is the coordinate indicating the position corresponding to the observation point (that is, coordinate A1 shown in FIG. 5).

[0041] In FIG. 6(b), coefficient a is the coefficient for determining the ratio of the first change amount in the ±x direction and the second change amount in the ±y direction. That is, coefficient a is the coefficient for determining the ratio of the width RX6 corresponding to the first change amount (the width corresponding to the distance LV shown in FIG. 3) and the width RY6 corresponding to the second change amount (the width corresponding to the distance LH shown in FIG. 3). In FIG. 6(b), the larger the first change amount, the smaller the width RX6, and the larger the second change amount, the smaller the width RY6. That is, the larger the coefficient a, the smaller the width RY6 with respect to the width RX6.

[0042] FIG. 7 shows an example of the potential field when the value of coefficient a is increased. The potential field shown in FIG. 7 is different from the potential field shown in FIG. 6(b) at the point where coefficient a = 4.0 is set, and is the same at other points. As shown in FIG. 7, the ratio of width RY7 to width RX7 is smaller than the ratio of width RX6 to width RY6 shown in FIG. 6. In this way, by using the potential function including coefficient a in the first determination unit 321, the setting unit 324 can set a travel route for the host vehicle S1 in which the ratio of the distance LV corresponding to the first change amount to the distance LH corresponding to the second change amount shown in FIG. 3 is adjusted.

[0043] Coefficient σ and coefficient β are second coefficients for determining the ratio between the first forward change amount in the traveling direction D1 (+x direction) from the obstacle and the first backward change amount in the direction opposite to the traveling direction D1 (-x direction) from the obstacle. Coefficient σ is, for example, a value between -1 and 1. When coefficient σ > 0, the first forward change amount is larger than the first backward change amount. When coefficient σ < 0, the first backward change amount is larger than the first forward change amount. When coefficient σ = 0, the first forward change amount and the first backward change amount are the same. For example, in FIG. 6(a), since coefficient σ = 0, the width PZ6 corresponding to the first forward change amount (the width corresponding to the distance LV1 shown in FIG. 3) and the width MZ6 corresponding to the first backward change amount (the width corresponding to the distance LV2 shown in FIG. 3) are the same width.

[0044] FIG. 8 shows an example of the potential field when the value of coefficient σ is increased. The potential field shown in FIG. 8 is different from the potential field shown in FIG. 6(a) at the point where coefficient σ = 0.6 is set, and is the same at other points. As shown in FIG. 8, when coefficient σ = 0.6, the first forward change amount is larger than the first backward change amount, so the width MZ8 corresponding to the first backward change amount becomes larger than the width PZ8 corresponding to the first forward change amount. In this way, by using the potential function including coefficient σ in the first determination unit 321, the setting unit 324 can set a travel route for the host vehicle S1 in which the ratio of the distance LV1 corresponding to the first forward change amount to the distance LV2 corresponding to the first backward change amount shown in FIG. 3 is adjusted.

[0045] The coefficient β has a value of, for example, 0 or greater, and the larger the value of the coefficient β, the greater the difference between the first forward change amount and the first backward change amount. That is, when the coefficient σ > 0, the larger the value of the coefficient β, the larger the first forward change amount compared to the first backward change amount. When the coefficient σ < 0, the larger the value of the coefficient β, the larger the first backward change amount compared to the first forward change amount.

[0046] FIG. 9 shows an example of a potential field when the value of the coefficient β is increased. The potential field shown in FIG. 9 is different from the potential field shown in FIG. 8 at the point where β = 1.0 and is the same at other points. The width PZ9 shown in FIG. 9 is the distance corresponding to the first forward change amount, and the width MZ9 is the distance corresponding to the first backward change amount. As shown in FIG. 9, when the coefficient β = 1.0 and the coefficient σ = 0.6, the ratio of the width MZ9 to the width PZ9 is larger than the ratio of the width MZ8 to the width PZ8 when the coefficient β = 0.0 and the coefficient σ = 0.6 shown in FIG. 8. Thus, by using the potential function including the coefficient β in the first determination unit 321, the setting unit 324 can set a travel route for the host vehicle S1 such that the ratio of the distance LV1 corresponding to the first forward change amount to the distance LV2 corresponding to the first backward change amount shown in FIG. 3 is further increased.

[0047] The coefficient S0 is a third coefficient for determining the magnitude of the obstacle risk potential. In the potential function given by equations (1), (2), and (3), the larger the coefficient S0, the larger the obstacle risk potential value at each position. FIG. 10 shows an example of a potential field when the coefficient S0 is increased. The potential field shown in FIG. 10 is different from the potential field shown in FIG. 6(b) at the point where the coefficient S0 = 6.0 and is the same at other points. The width RX10 shown in FIG. 10 is the distance corresponding to the first change amount and is the distance corresponding to the distance LV shown in FIG. 3. The width RY10 shown in FIG. 10 is the distance corresponding to the second change amount and is the distance corresponding to the distance LH shown in FIG. 3.

[0048] As shown in FIG. 10, by increasing the coefficient S0, the absolute value of the width RX10 is larger than the absolute value of the width RX6 shown in FIG. 6, and the absolute value of the width RY10 is larger than the absolute value of the width RY6 shown in FIG. 6. Thus, since the first determination unit 321 can increase the potential value around the obstacle by using the potential function including the coefficient S0, the setting unit 324 can set a travel route in which the distance between the position where the host vehicle S1 travels and the obstacle is adjusted.

[0049] As described above, by determining the obstacle risk potential using the potential function in which the first determination unit 321 sets the coefficient a, the coefficient σ, the coefficient β, and the coefficient S0, the obstacle risk potential value around the obstacle can be adjusted. As a result, since the positions of the position PB and the position PE shown in FIG. 3 can be adjusted, or the distances of the distance LV1, the distance LV2, and the distance LH can be adjusted, the automatic driving device 30 can adjust the route for the host vehicle S1 to perform contact avoidance driving with respect to the obstacle. As described above, the information indicating the position around the obstacle and the above coefficients have been described in detail.

[0050] The first determination unit 321 may determine the obstacle risk potential as the output value of the potential function further including the fourth coefficient p and the fifth coefficient q for determining the first change amount, the second change amount, and the magnitude of the attractive potential with respect to the obstacle risk potential. The potential function using the fourth coefficient p and the fifth coefficient q can be provided by replacing Equation (1) with Equation (4).

Equation

[0051] Returning to FIG. 4, the second determination unit 322 determines a gravitational potential obtained by quantifying the degree of recommending the travel of the host vehicle S1 for each position around the obstacle by referring to map information including the position of the travel route. The second determination unit 322 determines the gravitational potential, for example, at a fixed control cycle. The second determination unit 322 estimates the position of the host vehicle S1, for example, based on the point cloud data acquired by the acquisition unit 320. The second determination unit 322 specifies the position of the travel route around the estimated position of the host vehicle S1 by referring to the map information stored in the storage unit 31. The second determination unit 322 determines the gravitational potential for each position around the obstacle based on the specified position of the travel route. Note that the gravitational potential value is the smallest at the position of the center of the travel route and the largest at a position different from the travel route.

[0052] The combining unit 323 generates a combined potential obtained by combining the obstacle risk potential and the gravitational potential for each position around the obstacle. The combining unit 323 calculates, for example, at a fixed control cycle, an addition value obtained by adding the gravitational potential value determined by the second determination unit 322 to the obstacle risk potential value determined by the first determination unit 321 for each position around the obstacle, and determines the addition value as the combined potential value.

[0053] The setting unit 324 sets a route K along which the host vehicle S1 travels based on the combined potential. The setting unit 324 sets, for example, at a fixed control cycle, as the travel route, a route K for which the total of the combined potential values is minimized in a combined potential field in which the combined potential values determined by the combining unit 323 are set for each position around the obstacle.

[0054] The travel control unit 325 calculates the steering angle of the steering wheel or tires of the host vehicle S1 at a fixed control cycle based on the position of the host vehicle S1 estimated by the second determination unit 322 and the travel route set by the setting unit 324, and outputs the steering angle to the travel control device 20. For example, the travel control unit 325 specifies the position of the host vehicle S1 estimated by the second determination unit 322 on the travel route set by the setting unit 324. The travel control unit 325 calculates the steering angle for driving the host vehicle S1 along the travel route from the specified position, and outputs it to the travel control device 20.

[0055] <Processing sequence in the automatic driving device 30> FIG. 11 is a diagram showing an example of a processing sequence in the automatic driving device 30. The processing sequence in FIG. 11 is a processing sequence showing the operation of the automatic driving device 30 for determining the obstacle risk potential value. The automatic driving device 30 executes the processing sequence shown in FIG. 11 at a fixed control cycle.

[0056] The acquisition unit 320 acquires point cloud data from the measuring device 10 (S11). The first determination unit 321 extracts the positions of obstacles from the point cloud data to specify a plurality of first coordinates indicating the positions of the obstacles (S12). The first determination unit 321 selects one of the plurality of first coordinates (S13). The first determination unit 321 specifies a plurality of second coordinates corresponding to the selected first coordinate (S14). The plurality of second coordinates are coordinates within a predetermined range from the selected first coordinate, for example, coordinates at a position within 5 meters from the first coordinate.

[0057] The first determination unit 321 selects one of the specified plurality of second coordinates (S15), and inputs the position information corresponding to the selected second coordinate into the potential function to cause the potential function to output an output value (S16). The position information is the coordinate value (x1, y1) of the second coordinate selected in step S15 with the first coordinate selected in step S13 as the origin, and the angle θ formed by the straight line passing through the origin and the coordinate value and the straight line indicating the traveling direction of the host vehicle S1.

[0058] When the obstacle risk potential corresponding to the second coordinate selected in step S15 has been determined (YES in S17), the first determination unit 321 adds the output value output to the potential function to the obstacle risk potential value (S18). When the obstacle risk potential corresponding to the second coordinate selected in step S15 has not been determined (NO in S17), the first determination unit 321 determines the output value output from the potential function as the obstacle risk potential value (S19).

[0059] When the first determination unit 321 has not finished selecting all of the plurality of second coordinates specified in step S14 (NO in S20), it repeats the processes from step S15 to step S19. When the first determination unit 321 has finished selecting all of the plurality of second coordinates specified in step S14 (YES in S20), it proceeds to the process of step S21. When the first determination unit 321 has not finished selecting all of the plurality of first coordinates specified in S12 (NO in S21), it repeats the processes from step S13 to step S20. When the first determination unit 321 has finished selecting all of the plurality of first coordinates specified in S12 (YES in S21), it ends the process.

[0060] <Effect of the automatic driving device 30> As described above, the automatic driving device 30 includes an acquisition unit 320 that acquires point cloud data generated by measuring the front in the traveling direction of the host vehicle S1, and a first determination unit 321 that determines an obstacle risk potential obtained by quantifying the degree of recommending the traveling of the host vehicle S1 based on the positions of obstacles extracted from the point cloud data for each position around the obstacles.

[0061] Then, the first determination unit 321 determines a first coefficient for determining the ratio of the first change amount of the obstacle risk potential in the traveling direction of the host vehicle S1 and the opposite direction of the traveling direction, and the second change amount of the obstacle risk potential in the right direction and the left direction with respect to the traveling direction, a second coefficient for determining the ratio of the first change amount in the traveling direction of the host vehicle S1 from the obstacle and the first change amount in the opposite direction of the traveling direction of the host vehicle S1 from the obstacle, and a third coefficient for determining the magnitude of the obstacle risk potential. By inputting the position around the obstacle into the potential function including these coefficients, the output value output by the potential function is determined as the obstacle risk potential.

[0062] With the automatic driving device 30 configured in this way, in the path K for the host vehicle S1 to travel so as not to contact an obstacle in front in the traveling direction (traveling lane), the automatic driving device 30 can adjust the start position and the end position of the travel for the host vehicle S1 not to contact the obstacle, and the distance between the host vehicle S1 and the obstacle. As a result, the automatic driving device 30 can suppress the host vehicle S1 from contacting another vehicle S3 traveling in the direction opposite to the traveling direction D1 of the host vehicle S1 or the distance traveled for not contacting the obstacle from becoming unnecessarily long, and thus can make the host vehicle S1 travel along the path K suitable for the position of the obstacle.

[0063] Furthermore, the automatic driving device 30 generates a potential field based on the position (of the obstacle) extracted from the point cloud data without specifying the size, shape, or type of the obstacle from the point cloud data measured and generated by the measuring device 10. Therefore, it is possible to prevent the automatic driving device 30 from setting an incorrect path K due to misidentifying the obstacle and the host vehicle S1 from traveling along the incorrect path K.

[0064] As described above, the present invention has been explained using embodiments. However, the technical scope of the present invention is not limited to the scope described in the above embodiments, and various modifications and changes are possible within the scope of the gist. For example, all or part of the device can be configured by functionally or physically dispersing and integrating it in any unit. Also, new embodiments resulting from any combination of a plurality of embodiments are included in the embodiments of the present invention. The effects of the new embodiments resulting from the combination have the effects of the original embodiments combined.

Explanation of Reference Numerals

[0065] 10 Measuring device 20 Travel control device 30 Automatic driving device 31 Storage unit 32 Control unit 320 Acquisition unit 321 First determination unit 322 Second determination unit 323 Synthesis unit 324 Setting unit 325 Travel control unit

Claims

1. An acquisition unit that acquires point cloud data generated by measuring an area around a moving body; A first determination unit that determines, for each position around the obstacle, a first potential obtained by quantifying the degree of recommending the travel of the moving body based on the position of the obstacle extracted from the point cloud data. The first determination unit A first coefficient for determining a ratio between a first change amount of the first potential in the traveling direction of the moving body and an opposite direction of the traveling direction, and a second change amount of the first potential in a right direction and a left direction with respect to the traveling direction, a second coefficient for determining a ratio between the first change amount in the traveling direction from the obstacle and the first change amount in the opposite direction of the traveling direction from the obstacle, and a third coefficient for determining the magnitude of the first potential, into a potential function, By inputting the position around the obstacle, determines the output value output by the potential function as the first potential. An automatic driving device.

2. A second determination unit that determines, for each position around the obstacle, a second potential obtained by quantifying the degree of recommending the travel of the moving body by referring to map information including the position of the travel route; A combining unit that generates a combined potential by combining the first potential and the second potential for each position around the obstacle; Further includes a setting unit that sets a route along which the moving body travels based on the combined potential. The automatic driving device according to claim 1.

3. The first determination unit determines the output value of the potential function, which further includes a fourth coefficient and a fifth coefficient for determining the first change amount and the second change amount, and the magnitude of the second potential with respect to the first potential, as the first potential. The automatic driving device according to claim 2.

4. The first determination unit inputs, as a position around the obstacle, a coordinate corresponding to one of a plurality of second coordinates within a predetermined distance from the first coordinate, with one of the first coordinates indicating the position of the obstacle as the origin, and an angle formed by a straight line passing through the origin and the coordinate corresponding to the one second coordinate and a straight line indicating the traveling direction of the moving body, into the potential function. The automatic driving device according to any one of claims 1 to 3.

5. The first determination unit For each of the first coordinates, calculates the output value for each of the second coordinates corresponding to the first coordinate, If the first potential of the second coordinate corresponding to the output value has not been determined before calculating the output value, determines the output value as the first potential, If the first potential of the second coordinate corresponding to the output value has been determined before calculating the output value, adds the output value to the first potential. The automatic driving device according to claim 4.

6. The acquisition unit acquires point cloud data obtained by excluding point clouds generated by reflection at positions different from the position of the obstacle from among a plurality of point clouds included in the point cloud data generated by measuring the area around the moving body. The automatic driving device according to any one of claims 1 to 3.

7. An acquisition step of acquiring point cloud data generated by measuring the area around the moving body; A determination step of determining, for each position around the obstacle, a first potential obtained by quantifying the degree of recommending the traveling of the moving body based on the position of the obstacle extracted from the point cloud data. In the determination step, a first coefficient for determining a ratio between a first change amount of the first potential in the traveling direction of the moving body and the opposite direction of the traveling direction, and a second change amount of the first potential in the right direction and the left direction with respect to the traveling direction, a second coefficient for determining a ratio between the first change amount in the traveling direction from the obstacle and the first change amount in the opposite direction of the traveling direction from the obstacle, and a third coefficient for determining the magnitude of the first potential are included in the potential function. By inputting the position around the obstacle into the potential function, the output value output by the potential function is determined as the first potential. Automatic driving method.

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