Vehicle control device, vehicle control method, and program

Abstract

The objective of the present invention is to provide a vehicle control device capable of preventing repetition of movement on the same route when a route including back and forth turning has been planned. A vehicle control device (10) according to the present disclosure comprises a route generating unit (11) for generating a first route for moving from a first location to a target location, a control unit (12) for controlling a drive unit to move along the first route, and a determining unit (13) which, if the first route includes a second route to a back and forth turning point and a third route from the back and forth turning point to the target location, determines whether, at a second location, the vehicle can be deemed to have arrived at the back and forth turning point, wherein, if it is determined that the vehicle is deemed to have reached the back and forth turning point at the second location, the control unit (12) controls the drive unit such that the vehicle proceeds to a position on the third route separated a second distance, greater than a first distance between the first location and the back and forth turning point, from the second location.

Description

[Technical Field]

[0001] This disclosure relates to a vehicle control device, a vehicle control method, and a non-temporary computer-readable medium. [Background technology]

[0002] Automated driving of a vehicle that moves by steering is achieved by a vehicle control system that uses sensors to perceive the environment around the vehicle, plans a path to a target location, and follows the planned path. If the vehicle control system cannot move the vehicle to the target position at the target location using only forward movement with circular or straight lines, it generates a path that involves reversing and turning the vehicle.

[0003] Patent Document 1 discloses a configuration for a parking assist device that assists in parking operations involving reversing when it is not possible to move to the target parking position in a single reverse movement. [Prior art documents] [Patent Documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2003-237511 [Overview of the project] [Problems that the invention aims to solve]

[0005] When using the parking assist device described in Patent Document 1, if the distance from the current position to the turning point is short, the change in steering angle is small even when moving to the turning point. In this case, even if the vehicle reverses to the turning point and then moves forward from the turning point to the target position, it will essentially follow the same trajectory. In this case, a path is generated that moves back to the turning point at the point where reverse movement began, resulting in the problem of repeatedly moving along the same path.

[0006] One of the purposes of this disclosure is to provide a vehicle control device, a vehicle, a vehicle control method, and a non-temporary computer-readable medium that can prevent repeated movement along the same route when a route including turns is planned. [Means for solving the problem]

[0007] A vehicle control device according to a first aspect of the present disclosure includes: a path generation unit that generates a first path for the vehicle to move from a first point where the vehicle is located to a target point such that the vehicle assumes a target attitude at the target point; a control unit that controls a drive unit so that the vehicle moves along the first path; and, if the first path includes a second path from the first point to a turning point where the vehicle makes a turn, and a third path from the turning point to the target point, a determination unit that determines whether the vehicle can be considered to have reached the turning point at a second point on the second path, wherein if the control unit determines at the second point that the vehicle can be considered to have reached the turning point, the control unit controls the drive unit so that the vehicle moves from the second point to an intermediate point located at a second distance greater than the first distance between the first point and the turning point, and the intermediate point is on the third path.

[0008] A vehicle control method according to a second aspect of the present disclosure generates a first path for the vehicle to move from a first location where the vehicle is located to a target location such that the vehicle assumes a target attitude at the target location; if the path includes a turning point where the vehicle makes a U-turn, it determines whether the vehicle has reached the turning point or is able to reach the turning point; and if it is determined at a second location that the vehicle has reached the turning point or is unable to reach the turning point, it generates a second path for moving the vehicle from the second location to a location a second distance greater than a first distance between the first location and the second location.

[0009] A program according to a third aspect of the present disclosure causes a computer to generate a first path for the vehicle to move from a first location where the vehicle is located to a target location such that the vehicle assumes a target attitude at the target location; if the path includes a turning point where the vehicle makes a U-turn, the computer determines whether the vehicle has reached the turning point or is able to reach the turning point; and if it is determined at a second location that the vehicle has reached the turning point or is unable to reach the turning point, the computer generates a second path for the vehicle to move from the second location to a location a second distance greater than a first distance between the first location and the second location. [Effects of the Invention]

[0010] This disclosure provides a vehicle control device, a vehicle control method, and a non-temporary computer-readable medium that can prevent repeated movement along the same route when a route including turns is planned. [Brief explanation of the drawing]

[0011] [Figure 1] This is a configuration diagram of the vehicle control device according to Embodiment 1. [Figure 2] This is a flowchart of the vehicle control process according to Embodiment 1. [Figure 3] This is a configuration diagram of the vehicle control device according to Embodiment 2. [Figure 4] This is a diagram illustrating the turning point according to Embodiment 2. [Figure 5] This diagram illustrates the operating modes of the vehicle according to Embodiment 2. [Figure 6] This is a flowchart of the vehicle control process according to Embodiment 2. [Figure 7] This is a flowchart of the vehicle control process according to Embodiment 2. [Figure 8] This is a flowchart of the process for selecting a target according to Embodiment 2. [Figure 9]It is a flowchart of a process for determining whether or not the switching point according to Embodiment 2 can be reached. [Figure 10] It is a configuration diagram of a vehicle control device according to each embodiment.

Embodiments for Carrying Out the Invention

[0012] (Embodiment 1) Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. A configuration example of the vehicle control device 10 according to Embodiment 1 will be described using FIG. 1. The vehicle control device 10 may be a computer device that operates by a processor executing a program stored in a memory. The vehicle control device 10 may be mounted on a vehicle and control the movement of the vehicle. Alternatively, the vehicle control device 10 may remotely operate or remotely control the vehicle via a network.

[0013] The vehicle is a vehicle that moves by operating the steering. The vehicle determines the traveling direction according to the turning radius determined by the angle of the steering with respect to the front direction of the vehicle. Also, it is assumed that the vehicle does not rotate the steering while it is stopped. Not rotating the steering while the vehicle is stopped may be rephrased as not changing the angle of the steering while the vehicle is stopped. Rotating the steering while the vehicle is stopped is called so-called "positioning", and the vehicle described in the embodiment is assumed not to perform positioning.

[0014] The vehicle may be, for example, an automobile, a forklift, or a mobile robot.

[0015] The vehicle control device 10 includes a route generation unit 11, a control unit 12, and a determination unit 13. The route generation unit 11, the control unit 12, and the determination unit 13 may be software or modules whose processing is performed by a processor executing a program stored in memory. Alternatively, the route generation unit 11, the control unit 12, and the determination unit 13 may be hardware such as a circuit or chip.

[0016] The route generation unit 11 generates a first route for the vehicle to move from a first point where the vehicle is located to a target point such that the vehicle achieves a target attitude at the target point. The first point may be, for example, the position where the vehicle is located at the time the route generation unit 11 generates the route. The attitude may be, for example, the direction in which the front of the vehicle is facing relative to a predetermined reference direction. In other words, the attitude may be the angle between a straight line in the predetermined reference direction and a straight line in the direction of the front of the vehicle. The target attitude is the attitude at the target point.

[0017] The route generation unit 11 generates the vehicle's travel path to the target point before the vehicle starts moving, and further updates the vehicle's travel path to the target point while the vehicle is moving. The route generation unit 11 may periodically update the vehicle's travel path while the vehicle is moving, or it may update the vehicle's travel path at any time, such as when it receives a command to update the travel path. Alternatively, the route generation unit 11 may update the vehicle's travel path each time the vehicle travels a predetermined distance. Alternatively, the route generation unit 11 may update the vehicle's travel path, for example, when an obstacle is present in an image taken in the direction of the vehicle's movement and it becomes necessary to avoid the obstacle.

[0018] The control unit 12 controls the drive unit so that the vehicle moves along the first path generated by the path generation unit 11. The drive unit may be, for example, a system for controlling the drive wheels, and controls the rotational speed of the drive wheels, the angle of the drive wheels determined by the steering operation, etc. The control unit 12 controls the movement of the vehicle by transmitting information about the vehicle's movement, such as the vehicle's speed, direction of movement, turning direction, and turning radius, to the drive unit.

[0019] The determination unit 13 determines whether the vehicle can be considered to have reached a turning point if the first path includes one. A turning point may be, for example, a point where the vehicle changes direction from forward to reverse, or a point where the vehicle changes direction from reverse to forward. A turning point may be provided when the vehicle cannot move to reach the target position at the target point by moving only forward with steering rotation, or only backward with steering rotation.

[0020] The first route may include a second route from the first point to a turning point where the vehicle reverses direction, and a third route from the turning point to the target point. In this case, the determination unit 13 determines whether the vehicle can be considered to have reached the turning point at the second point on the second route.

[0021] The second point may be a point reached by traveling a predetermined distance from the first point to the turning point. The case in which a vehicle can be considered to have reached the turning point may include, for example, when the vehicle reaches the turning point and when the vehicle is within a predetermined area. The predetermined area may be, for example, an area defined by a circle with a defined radius centered on the turning point. Alternatively, the predetermined area may be an area defined by a predetermined area centered on the turning point. The predetermined area may be indicated using coordinates in a predetermined coordinate system.

[0022] Furthermore, the circumstances under which a vehicle can be considered to have reached the turning point may include cases where it is determined that the vehicle is unable to reach the turning point.

[0023] If the control unit 12 determines that the vehicle has reached the turning point at the second point, it controls the drive unit to move to any position on the third path. The arbitrary position on the third path is a position located a second distance away from the turning point that is longer than the first distance between the first point and the turning point. The arbitrary position on the third path can also be considered an intermediate point. In other words, the arbitrary position on the third path may be rephrased as an intermediate point.

[0024] Next, the flow of vehicle control processing performed in the vehicle control device 10 will be explained using Figure 2. First, the path generation unit 11 generates a first path for the vehicle to move from a first point where the vehicle is located to a target point so that the vehicle assumes a target attitude at the target point (S11). Next, the control unit 12 controls the vehicle's drive unit so that the vehicle moves along the first path (S12). Next, the determination unit 13 determines whether the first path includes a second path from the first point to a turning point where the vehicle reverses direction, and a third path from the turning point to the target point (S13). Next, the determination unit 13 determines whether the vehicle can be considered to have reached the turning point at a second point on the second path (S14). Next, if the control unit 12 determines that the vehicle can be considered to have reached the turning point at the second point, it controls the drive unit so that the vehicle proceeds to an intermediate point on the third path (S15). The relay point is located at a distance from the turning point that is greater than the first distance between the first point and the turning point.

[0025] As described above, when the vehicle control device 10 of Embodiment 1 determines that the vehicle has reached the turning point, it moves the vehicle from the turning point to a position further away from the first point where the vehicle was located when the path to the target point was generated. As a result, the vehicle control device 10 can update the path to the target point before reaching the first point, and prevent the vehicle from moving back to the turning point.

[0026] (Embodiment 2) Next, an example of the configuration of the vehicle control device 20 according to Embodiment 2 will be described using Figure 3. The vehicle control device 20 includes an environment estimation unit 21, a route generation unit 22, a determination unit 23, a mode determination unit 24, a target setting unit 25, and a drive control unit 26. The route generation unit 22 corresponds to the route generation unit 11 in the vehicle control device 10 in Figure 1. The determination unit 23 corresponds to the determination unit 13 in the vehicle control device 10 in Figure 1. The drive control unit 26 corresponds to the control unit 12 in the vehicle control device 10 in Figure 1. Each component constituting the vehicle control device 20 may be software or a module whose processing is executed by a processor executing a program stored in memory. Alternatively, each component constituting the vehicle control device 20 may be hardware such as a circuit or a chip.

[0027] The environmental estimation unit 21 estimates the vehicle's position and orientation and generates an environmental map showing the environment around the vehicle. The environmental estimation unit 21 estimates the vehicle's position and orientation using, for example, multiple images captured using a camera mounted on the vehicle. The environmental estimation unit 21 may also estimate the vehicle's position and orientation by performing VSLAM (Visual Simultaneous Localization and Mapping). For example, VSLAM recognizes the same point included in multiple videos as a feature point in multiple images (still images) that make up those videos, and estimates the position and orientation of the vehicle equipped with the imaging device from the differences between the images of that feature point.

[0028] The environmental map is a map that shows the environment around the vehicle using three-dimensional information. The environment around the vehicle may include, for example, obstacles around the vehicle. The obstacles may be, for example, shelves, desks, walls, etc. if indoors, or buildings, etc. if outdoors. The three-dimensional information may be referred to as 3D information, three-dimensional coordinates, etc. The environmental map may be generated by executing SfM (Structure from Motion) using a plurality of images captured by an imaging device. SfM calculates all feature points of a series of already acquired two-dimensional images (or frames), and estimates matching feature points from a plurality of images that are temporally before and after. Further, SfM accurately estimates the three-dimensional position or orientation of the camera that captured each frame based on the difference in position on the two-dimensional plane in the frame where each feature point appears. Or, the environmental map may be generated by executing VSLAM.

[0029] The route generation unit 22 generates a route for the vehicle to move from the current location where the vehicle is present to the target location so as to have the target orientation at the target location. The route generation unit 22 may update the generated route periodically or at an arbitrary timing. The route generated by the route generation unit 22 may include a turning point.

[0030] The determination unit 23 determines whether a turning point is included in the route generated by the route generation unit 22. Here, the turning point will be described using FIG. 4. Let point P0 be the current location and point P5 be the target location. Let P1 to P4 be relay points existing on the route. Also, the route between points on the route is denoted as route P n P n+1 Let n = 0 to 4, and for example, when n = 0, the route P0P1 is the route from P0 to P1. Here, when the angle formed by route P n-1 P n and route P n P n+1 is greater than 90 degrees, point P n is defined as the turning point. Route P n-1 P n and route P n P n+1The angle it makes with, for example, path P n-1 P n Point P n-1 Route P n P n+1 Point P n The point P that coincides with it is obtained by translating it parallel to the original point. n-1 and point P n The narrower of the angles formed at this point may also be used. In the example in Figure 4, it is shown that the angle between path P2P3 and path P3P4 is greater than 90 degrees. Therefore, point P3 becomes the turning point.

[0031] The determination unit 23 sets intermediate points in the path generated by the path generation unit 22 and determines whether a turning point is included by determining whether the angle between the intermediate points is greater than 90 degrees. Furthermore, the determination unit 23 determines whether the vehicle's position can be considered to have reached the turning point. Cases in which the vehicle's position can be considered to have reached the turning point may include, for example, when the vehicle is within a predetermined area, and when it is determined that the vehicle cannot reach the turning point.

[0032] The designated area may be, for example, an area indicated by a circle centered on the turning point. The radius of the circle centered on the turning point is defined as the distance to be traversed. If the vehicle is located inside the circle centered on the turning point with a radius equal to the distance to be traversed, the determination unit 23 may determine that the vehicle has reached the turning point. In other words, if the distance between the vehicle and the turning point is shorter than the distance to be traversed, the determination unit 23 may determine that the vehicle has reached the turning point.

[0033] The distance for determining whether a vehicle has been completed may be a changeable distance. For example, the longer the distance for determining whether a vehicle has been completed, the wider the area in which the vehicle can be considered to have reached a turning point. Conversely, the shorter the distance for determining whether a vehicle has been completed, the narrower the area in which the vehicle can be considered to have reached a turning point. When the distance for determining whether a vehicle has been completed is longer than a predetermined distance, it is considered recovery mode, and when the distance for determining whether a vehicle has been completed is shorter than a predetermined distance, it is considered normal mode.

[0034] Furthermore, the determination unit 23 may determine that a vehicle is unable to reach a turning point if it is unable to rotate the steering wheel to an angle toward the turning point before the vehicle reaches the turning point.

[0035] The mode determination unit 24 determines whether the vehicle's operating mode is recovery mode or normal mode. For example, if the mode determination unit 24 determines that a vehicle operating in normal mode has reached a turning point, it may change the vehicle's operating mode to recovery mode. By changing the vehicle's operating mode to recovery mode, the distance to be determined for traversal becomes longer, and the area in which the vehicle can be considered to have reached a turning point becomes wider.

[0036] Here, we will explain the impact of longer traversal distances on vehicle operation. When a vehicle moves towards a target destination after making a U-turn, a path including the U-turn point that was deemed to have been reached may be regenerated. Even in such cases, if the vehicle is moving within an area where it can be considered to have reached the U-turn point, it will be considered to have reached the U-turn point, and the vehicle will proceed towards the target destination instead of returning to the U-turn point. As a result, the vehicle will not return to the U-turn point until it has moved outside the area where it can be considered to have reached the U-turn point. This allows the vehicle to move to a position sufficiently far from the U-turn point.

[0037] Furthermore, the mode determination unit 24 may change the vehicle's operating mode from recovery mode to normal mode when the vehicle meets predetermined conditions. The predetermined conditions may be, for example, that the vehicle has traveled a certain distance since the vehicle's operating mode was changed to recovery mode. The certain distance may be, for example, the value obtained by multiplying the time it takes to move the steering wheel from the maximum right angle when turning right to the maximum left angle when turning left by the vehicle's minimum speed. The time it takes to move the steering wheel from the maximum right angle when turning right to the maximum left angle when turning left, and the vehicle's minimum speed may be predetermined as performance values ​​of the vehicle. Alternatively, the vehicle's minimum speed may be a predetermined minimum speed in the area in which the vehicle travels.

[0038] Furthermore, the vehicle's route may be updated while it is moving, and the updated route may include a turning point. In such cases, if the vehicle is moving outside the area centered on the turning point where it can be considered that the vehicle has reached the turning point, the vehicle's operating mode may be changed from recovery mode to normal mode. This is because, if the vehicle is located at a distance greater than the distance to be determined from the turning point, the distance between the current location and the turning point is sufficiently large, making it unlikely that the vehicle will move in small increments near the turning point, thereby reducing its movement efficiency.

[0039] The predetermined conditions used when changing the vehicle's operating mode from recovery mode to normal mode may also be called the conditions for exiting recovery mode.

[0040] The target setting unit 25 designates any point on the path generated by the path generation unit 22 as a target. For example, if the target setting unit 25 determines that a turning point has been reached, it designates any point on the path to the target location as a target. The target corresponds to the relay point explained in Figure 4. The drive control unit 26 controls the drive unit to bring the vehicle closer to the target.

[0041] Here, we will explain the vehicle's operating modes using Figure 5. Figure 5 illustrates an example of a vehicle traveling along a path that includes a turning point. The path that includes a turning point C and a target point G is the path that includes the turning point C and the target point G.

[0042] Figure 5(A) shows the vehicle moving from the intermediate point M to the turning point C. In Figure 5(A), the vehicle is operating in normal mode, and the distance to be determined is set to 0. The distance to be determined is not limited to 0, and a distance shorter than the predetermined distance may be set. The determination unit 23 determines whether the vehicle can be considered to have reached the turning point C at the intermediate point M.

[0043] Figure 5(B) shows the situation when the determination unit 23 determines that the vehicle has reached the turning point C. Specifically, the determination unit 23 determines that the vehicle has reached the turning point C because it is unable to reach it. When the determination unit 23 determines that the vehicle has reached the turning point C, the mode determination unit 24 changes the vehicle's operating mode to recovery mode. At this time, the mode determination unit 24 extends the distance to be determined to be covered to distance D. In Figure 5(B), the circle with radius D centered on the turning point C indicates the area where the vehicle can be considered to have reached the turning point C. When the determination unit 23 determines that the vehicle has reached the turning point C, the target setting unit 25 sets a target T between the turning point C and the target point G. The target T may be set inside the circle with radius D centered on the turning point C, or it may be set outside the circle.

[0044] Figure 5(C) shows that the vehicle's operating mode has changed from recovery mode to normal mode because the target T has approached the target point G and the vehicle has met predetermined conditions. The distance at which the vehicle is determined to have completed the journey when the vehicle changes from recovery mode to normal mode may be set to 0, as in Figure 5(A), or it may be set to a distance D that is sufficiently shorter than the distance at which the vehicle is determined to have completed the journey in recovery mode.

[0045] Next, the flow of vehicle control processing in the vehicle control device 20 according to Embodiment 2 will be explained using Figures 6 and 7. First, the determination unit 23 determines whether or not the vehicle has reached the target point (S21). If the determination unit 23 determines that the vehicle has reached the target point, it terminates the process. If the determination unit 23 determines that the vehicle has not reached the target point, it determines whether or not the vehicle's operating mode is recovery mode (S22). If the determination unit 23 determines that the vehicle's operating mode is recovery mode, the mode determination unit 24 determines whether or not the vehicle satisfies the conditions for leaving recovery mode (S23). If the mode determination unit 24 determines that the conditions for leaving are met, it changes the vehicle's operating mode from recovery mode to normal mode (S24). Next, the target setting unit 25 selects a target point from between the turning point and the target point (S25). Next, the drive control unit 26 controls the drive unit to bring the vehicle closer to the target (S26). After the processing in step S26 is executed, the processing from step S21 onwards is repeated.

[0046] If, in step S23, the mode determination unit 24 determines that the vehicle does not meet the conditions for exiting recovery mode, the process in step S24 is not executed, and the process in step S25 is executed instead.

[0047] In step S22, if the determination unit 23 determines that the operating mode is not recovery mode, the process moves to Figure 7 and determines whether the route to the target point includes a turning point (S31). If the determination unit 23 determines that the route to the target point includes a turning point, the mode determination unit 24 determines whether the vehicle can be considered to have reached the turning point at its current location (S32). Details of step S32 will be described later with reference to Figure 9.

[0048] If the mode determination unit 24 determines that the vehicle can be considered to have reached a turning point at its current location, it changes the vehicle mode to recovery mode and proceeds to the process of step S25 (S33). If, in step S31, the determination unit 23 determines that the route to the target location does not include a turning point, it proceeds to the process of step S25 without changing the operating mode. Alternatively, if, in step S32, the mode determination unit 24 determines that the vehicle cannot be considered to have reached a turning point at its current location, it proceeds to the process of step S25 without changing the operating mode.

[0049] Here, using Figure 8, we will explain in detail the process of selecting the target in step S25 of Figure 6.

[0050] First, the target setting unit 25 defines a plurality of candidate points on the path (S41). For example, if the number of candidate points for targets is predetermined, the target setting unit 25 may define a plurality of candidate points on the path from the current location to the target location such that the distances between the candidate points are equal. Alternatively, the target setting unit 25 may define the distances between the candidate points for targets and then define a plurality of candidate points for targets. Alternatively, the target setting unit 25 may define a plurality of candidate points on the path from the current location to the target location such that the distances between the candidate points for targets increase as the path approaches the target location. Alternatively, the target setting unit 25 may define a plurality of candidate points on the path from the current location to the target location such that the distances between the candidate points for targets decrease as the path approaches the target location.

[0051] Next, the target setting unit 25 determines whether or not there is a turning point on the route from the current location to the target location (S42). If the target setting unit 25 determines that there is a turning point on the route from the current location to the target location, it determines whether or not the current location is within the distance to be completed, with the turning point as the starting point (S43). The current location being within the distance to be completed, with the turning point as the starting point, may mean that the current location is inside a circle with the turning point as the center and the distance to be completed as the radius.

[0052] If the target setting unit 25 determines that the current location is within the distance to be covered starting from the turning point, it selects a target from among the candidate targets set between the turning point and the target location (S44).

[0053] If the target setting unit 25 determines that the current location is not within the distance to be covered starting from the turning point, it selects a target from among the candidate targets set between the current location and the turning point (S45).

[0054] In step S42, if the target setting unit 25 determines that there are no turning points on the route from the current location to the target location, it selects a target from the set target candidates (S46).

[0055] In steps S44 to S46, the target setting unit 25 may, for example, select the candidate closest to the current location from among the selectable target candidates. Alternatively, the target setting unit 25 may select a target from among the selectable target candidates according to the pure pursuit algorithm, which is a known path-following algorithm. Alternatively, the target setting unit 25 may select a target from among the selectable target candidates according to any algorithm.

[0056] Next, using Figure 9, we will explain in detail the process of determining whether or not it is possible to reach the turning point in step S32 of Figure 7. First, the determination unit 23 calculates the maximum time t1 required to move from the current location to the turning point (S51). For example, the determination unit 23 may calculate time t1 using the minimum speed defined as a performance characteristic of the vehicle, or a predetermined travel speed, and the distance from the current location to the turning point. The distance from the current location to the turning point may be the distance between the current location and a location at a distance from the turning point that is determined to be covered. In other words, the distance from the current location to the turning point may be the distance between the current location and a point on the circumference of a circle with the turning point as the center and the radius as the determined to be covered.

[0057] Next, the determination unit 23 calculates the steering operation time t2 required to set the vehicle at an angle toward the turning point (S52). In other words, the steering operation time t2 may be the time it takes to rotate the steering wheel to the position that sets the vehicle at an angle toward the turning point.

[0058] Next, the determination unit 23 determines whether time t2 is greater than time t1 (S53). If the determination unit 23 determines that time t2 is greater than time t1, it determines that the vehicle cannot reach the turning point (S54). If the determination unit 23 determines that time t2 is less than time t1, or that time t2 and time t1 are the same, it determines that the vehicle can reach the turning point (S55).

[0059] As described above, the vehicle control device 20 according to Embodiment 2 increases the distance to be determined when it can be determined that the vehicle has reached the turning point. As a result, the vehicle can move to a sufficiently distant position after turning around, thus avoiding a decrease in movement efficiency caused by moving back to the turning point immediately after turning around.

[0060] Figure 10 is a block diagram showing an example configuration of the vehicle control device 10 and vehicle control device 20 (hereinafter referred to as "vehicle control device 10, etc.") described in the above-described embodiment. Referring to Figure 10, the vehicle control device 10, etc. includes a network interface 1201, a processor 1202, and memory 1203. The network interface 1201 may be used to communicate with a network node. The network interface 1201 may include, for example, a network interface card (NIC) compliant with the IEEE 802.3 series. IEEE stands for Institute of Electrical and Electronics Engineers.

[0061] The processor 1202 reads and executes software (computer programs) from the memory 1203, thereby performing the processing of the information processing device 10, etc., as described using a flowchart in the above embodiment. The processor 1202 may be, for example, a microprocessor, an MPU, or a CPU. The processor 1202 may include multiple processors.

[0062] Memory 1203 is composed of a combination of volatile and non-volatile memory. Memory 1203 may also include storage located away from the processor 1202. In this case, the processor 1202 may access memory 1203 via an I / O (Input / Output) interface, which is not shown.

[0063] In the example shown in Figure 10, memory 1203 is used to store a group of software modules. The processor 1202 can read these software modules from memory 1203 and execute them, thereby enabling the vehicle control device 10 and other processes described in the above embodiment.

[0064] As explained with reference to Figure 10, each of the processors in the vehicle control device 10, etc., in the above-described embodiment executes one or more programs that include a set of instructions for causing a computer to perform the algorithm described with reference to the drawings.

[0065] In the examples described above, the program includes a set of instructions (or software code) that, when loaded into a computer, cause the computer to perform one or more of the functions described in the embodiments. The program may be stored on a non-temporary computer-readable medium or a physical storage medium. Examples, but not limited to, include random-access memory (RAM), read-only memory (ROM), flash memory, solid-state drive (SSD) or other memory technologies, CD-ROM, digital versatile disc (DVD), Blu-ray® disc or other optical disc storage, magnetic cassette, magnetic tape, magnetic disk storage or other magnetic storage devices. The program may be transmitted over a temporary computer-readable medium or a communication medium. Examples, but not limited to, include temporary computer-readable medium or a communication medium that includes electrically, optically, acoustically or otherwise propagating signals.

[0066] Furthermore, the technical concepts in this disclosure are not limited to the embodiments described above, and may be modified as appropriate without departing from the spirit of the invention. [Explanation of symbols]

[0067] 10. Vehicle control system 11 Path generation unit 12 Control Unit 13 Judgment section 20 Vehicle control system 21 Environmental Estimation Department 22 Route generation unit 23 Judgment section 24 Mode Determination Unit 25 Target setting section 26 Drive control unit

Claims

1. A path generation unit generates a first path for the vehicle to move from a first location where the vehicle is located to a target location such that the vehicle assumes a target orientation at the target location. The vehicle includes a control unit that controls the drive unit so that it moves along the first path, If the first route includes a second route from the first point to a turning point where the vehicle reverses direction, and a third route from the turning point to the target point, the system includes a determination unit that determines whether the vehicle can be considered to have reached the turning point at the second point on the second route. The control unit, If it is determined that the vehicle has reached the turning point at the second point, the drive unit is controlled to move the vehicle from the second point to the position on the third path, which is a second distance away from the second point and is longer than the first distance between the first point and the turning point. The determination unit, If the distance between the second point and the turning point is shorter than a predetermined distance for determining the distance traveled, it is determined that the vehicle has reached the turning point, and if it is determined that the vehicle has reached the turning point, the value of the distance traveled is changed to a value greater than the current value. The vehicle control device is a point on the first path where the direction of travel of the vehicle is changed from forward to reverse, or from reverse to forward.

2. The determination unit, The vehicle control device according to claim 1, which determines that the vehicle has reached the turning point when the vehicle has reached the turning point and when it is mechanically or programmatically impossible to rotate the steering wheel to change the direction of the vehicle toward the turning point.

3. The determination unit, The vehicle control device according to claim 1, wherein when the vehicle moves to a position a predetermined distance away from the turning point, the value of the distance to be determined to have been traversed is changed to a value smaller than the current value.

4. The aforementioned path generation unit, When the vehicle reaches the third point, a fourth route is generated by updating the first route. The determination unit, If the fourth route includes a fifth route from the third point to a second turning point where the vehicle is turned around, and a sixth route from the second turning point to the target point, and the distance of the fifth route is longer than the distance to be determined to be completed, the vehicle control device according to claim 1 changes the value of the distance to be determined to be completed to a value smaller than the current value.

5. The control unit, The steering angle is determined, and the direction in which the vehicle moves is controlled by controlling the steering to the determined angle. The determination unit, The vehicle control device according to claim 1 or 2, which determines that the vehicle cannot reach the turning point if the time from the current steering angle to the steering angle required for the vehicle to move toward the turning point is longer than the maximum time required for the vehicle to move toward the turning point.

6. A first path is generated for the vehicle to move from a first location where the vehicle is located to the target location such that the vehicle assumes the target orientation at the target location. The drive unit is controlled so that the vehicle moves along the first path. If the first route includes a second route from the first point to a turning point where the vehicle reverses direction, and a third route from the turning point to the target point, then it is determined whether the vehicle can be considered to have reached the turning point at the second point on the second route. If it is determined that the vehicle has reached the turning point at the second point, the drive unit is controlled to move the vehicle from the second point to the position on the third path, which is a second distance away from the second point and is longer than the first distance between the first point and the turning point. The aforementioned turning point is a point on the first path where the direction of travel of the vehicle is changed from forward to reverse, or where the direction of travel of the vehicle is changed from reverse to forward. A vehicle control method that, when determining whether the vehicle can be considered to have reached the turning point, determines that the vehicle has reached the turning point if the distance between the second point and the turning point is shorter than a predetermined distance for determining the distance traveled, and changes the value of the distance for determining the distance traveled to a value greater than the current value when determining whether the vehicle has reached the turning point.

7. A first path is generated for the vehicle to move from a first location where the vehicle is located to the target location such that the vehicle assumes the target orientation at the target location. The drive unit is controlled so that the vehicle moves along the first path. If the first route includes a second route from the first point to a turning point where the vehicle reverses direction, and a third route from the turning point to the target point, then it is determined whether the vehicle can be considered to have reached the turning point at the second point on the second route. If it is determined that the vehicle has reached the turning point at the second point, the drive unit is controlled to move the vehicle from the second point to the position on the third path, which is a second distance away from the second point and is longer than the first distance between the first point and the turning point. The aforementioned turning point is a point on the first path where the direction of travel of the vehicle is changed from forward to reverse, or where the direction of travel of the vehicle is changed from reverse to forward. A program that, when determining whether the vehicle can be considered to have reached the turning point, determines that the vehicle has reached the turning point if the distance between the second point and the turning point is shorter than a predetermined distance for determining the distance traveled, and if it is determined that the vehicle has reached the turning point, causes the computer to change the value of the distance for determining the distance traveled to a value greater than the current value.

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