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

Vehicle control device, vehicle control method, and non-transitory computer-readable medium

[0001] The present disclosure relates to a vehicle control device, a vehicle control method, and a non-transitory computer-readable medium.

[0002] Autonomous driving of a vehicle that moves by steering operation is realized by a vehicle control device that uses sensors to recognize the environment around the vehicle, plans a route to a destination point, and follows the planned route. If the vehicle control device cannot move the vehicle to a destination point so that it assumes a target attitude by moving forward only along a circular orbit and in a straight line, it generates a route that reverses the vehicle and turns around.

[0003] Patent Document 1 discloses the configuration of a parking assistance device that assists in parking operations that involve a turning operation when movement to a target parking position is not possible in a single reverse movement.

[0004] Japanese Patent Application Laid-Open No. 2003-237511

[0005] When using the parking assistance system of Patent Document 1, if the distance from the current position to the turning point where the vehicle will turn is short, the amount of change in steering angle is small even when the vehicle moves to the turning point. In this case, even if the vehicle moves backward to the turning point and then moves forward from the turning point to the target position, the vehicle will essentially trace the same trajectory. In this case, a path to the turning point is generated again at the point where the vehicle starts moving backward, resulting in the problem of repeated movement along the same path.

[0006] One object of the present disclosure is to provide a vehicle control device, a vehicle, a vehicle control method, and a non-transitory computer-readable medium that can prevent repeated movement on the same route when a route including a switchback is planned.

[0007] A vehicle control device according to a first aspect of the present disclosure includes a route generation unit that generates a first route for the vehicle to travel from a first point where the vehicle is located to a target point so that the vehicle will assume a target attitude at the target point; a control unit that controls a drive unit so that the vehicle moves along the first route; and, when the first route includes a second route from the first point to a turning point where the vehicle turns around, and a third route 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 route, when it is determined at the second point that the vehicle can be considered to have reached the turning point, and when the control unit determines that the vehicle can be considered to have reached the turning point at the second point, controls the drive unit so that the vehicle proceeds to a relay point on the third route that is located a second distance away from the second point that is longer than the first distance between the first point and the turning point.

[0008] A vehicle control method according to a second aspect of the present disclosure generates a first route for the vehicle to move from a first point where the vehicle is located to a target point so that the vehicle will assume a target attitude at the target point, and if the route includes a turning point where the vehicle turns, determines whether the vehicle has reached the turning point or whether it can reach the turning point, and if it is determined at a second point that the vehicle has reached the turning point or cannot reach the turning point, generates a second route for moving the vehicle from the second point to a position a second distance away that is longer than the first distance between the first point and the second point.

[0009] A program according to a third aspect of the present disclosure causes a computer to generate a first route for the vehicle to move from a first point where the vehicle is located to a target point so that the vehicle will assume a target attitude at the target point; if the route includes a turning point where the vehicle turns around, determine whether the vehicle has reached the turning point or whether it can reach the turning point; and if it is determined at a second point that the vehicle has reached the turning point or cannot reach the turning point, generate a second route for moving the vehicle from the second point to a position a second distance away that is longer than the first distance between the first point and the second point.

[0010] The present disclosure provides a vehicle control device, a vehicle control method, and a non-transitory computer-readable medium that can prevent repeated movement on the same route when a route including a switchback is planned.

[0011] FIG. 1 is a configuration diagram of a vehicle control device according to a first embodiment. FIG. 2 is a flowchart of vehicle control processing according to the first embodiment. FIG. 3 is a configuration diagram of a vehicle control device according to a second embodiment. FIG. 4 is a diagram explaining a switching point according to the second embodiment. FIG. 5 is a diagram explaining an operation mode of a vehicle according to the second embodiment. FIG. 6 is a flowchart of vehicle control processing according to the second embodiment. FIG. 7 is a flowchart of a process for selecting a target according to the second embodiment. FIG. 8 is a flowchart of a process for determining whether a switching point can be reached according to the second embodiment. FIG. 9 is a configuration diagram of a vehicle control device according to each embodiment.

[0012] (First Embodiment) Hereinafter, an embodiment of the present disclosure will be described with reference to the drawings. An example configuration of a vehicle control device 10 according to the first embodiment will be described using FIG. 1. The vehicle control device 10 may be a computer device that operates when a processor executes 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 wheel. The vehicle determines its direction of travel according to a turning radius determined by the angle of the steering wheel relative to the vehicle's forward direction. It is also assumed that the vehicle does not rotate the steering wheel when stopped. Not rotating the steering wheel when stopped can be rephrased as not changing the steering angle when stopped. Rotating the steering wheel when stopped is called stationary steering, and it is assumed that the vehicle described in the embodiments does not perform stationary steering.

[0014] The vehicle may be, for example, a car, 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 that are executed by a processor executing a program stored in a memory, or may be hardware such as a circuit or a chip.

[0016] The path generation unit 11 generates a first path for the vehicle to travel from a first point where the vehicle is present to a target point so that the vehicle will have a target attitude at the target point. The first point may be, for example, a position where the vehicle is present at the time when the path generation unit 11 generates the path. The attitude may be, for example, a direction in which the front of the vehicle is facing with respect to a predetermined reference direction. In other words, the attitude may be an angle formed between a straight line in the predetermined reference direction and a straight line in the front direction of the vehicle. The target attitude is the attitude at the target point.

[0017] The route generation unit 11 generates a route for the vehicle to the destination point before the vehicle starts moving, and further updates the route for the vehicle to the destination point while the vehicle is moving. The route generation unit 11 may periodically update the route for the vehicle while the vehicle is moving, or may update the route for the vehicle at any timing, such as when an instruction to update the route is received. Alternatively, the route generation unit 11 may update the route for the vehicle every time the vehicle moves a predetermined distance. Alternatively, the route generation unit 11 may update the route for the vehicle when, for example, an obstacle is present in an image captured in the direction of travel of the vehicle 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 route generated by the route generation unit 11. The drive unit may be, for example, a system for controlling drive wheels, and controls the rotation speed of the drive wheels, the angle of the drive wheels determined by steering operation, etc. The control unit 12 controls the movement of the vehicle by transmitting information related to the movement of the vehicle, such as the vehicle speed, movement direction, turning direction, turning radius, etc., to the drive unit.

[0019] When the first route includes a turning point, the determination unit 13 determines whether the vehicle can be considered to have reached the turning point. The turning point may be, for example, a point where the traveling direction of the vehicle changes from forward to reverse, or a point where the traveling direction of the vehicle changes from reverse to forward. The turning point may be set when the vehicle cannot move to a target attitude at a target point by moving only forward with a rotating steering wheel or only reverse with a rotating steering wheel.

[0020] The first route may include a second route from the first point to a turning point where the vehicle turns around, 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 that is a predetermined distance from the first point to the turning point. The case where the vehicle can be considered to have reached the turning point may include, for example, a case where the vehicle has reached the turning point and a case where the vehicle is present within a predetermined area. The predetermined area may be, for example, an area specified by a circle having a predetermined radius and centered on the turning point. Alternatively, the predetermined area may be an area specified by a predetermined area and centered on the turning point. The predetermined area may be indicated using coordinates in a predetermined coordinate system.

[0022] Furthermore, the case where it can be considered that the vehicle has reached the turning point may include the case where it is determined that the vehicle cannot reach the turning point.

[0023] When the control unit 12 determines at the second point that the vehicle has reached the turning point, it controls the drive unit to move to an arbitrary position on the third route. The arbitrary position on the third route is a second distance 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 route can also be considered as a relay point. In other words, the arbitrary position on the third route can also be called a relay point.

[0024] Next, the flow of the vehicle control process executed by the vehicle control device 10 will be described using FIG. 2 . First, the route generation unit 11 generates a first route for the vehicle to travel from a first location where the vehicle is located to a target location so that the vehicle will assume a target attitude at the target location (S11). Next, the control unit 12 controls the vehicle's drive unit so that the vehicle travels along the first route (S12). Next, the determination unit 13 determines whether the first route includes a second route from the first location to a turning point where the vehicle makes a turn and a third route from the turning point to the target location (S13). Next, the determination unit 13 determines whether the vehicle can be considered to have reached the turning point at a second location on the second route (S14). Next, if the control unit 12 determines at the second location that the vehicle is considered to have reached the turning point, it controls the drive unit so that the vehicle travels to a relay point on the third route (S15). The relay point is located at a second distance from the turning point that is longer than the first distance between the first point and the turning point.

[0025] As described above, when the vehicle control device 10 of the first embodiment determines that the vehicle has reached a switching point, it moves the vehicle from the switching point to a position farther away from the first point where the vehicle was located when the route to the destination point was generated. As a result, the vehicle control device 10 updates the route to the destination point before the vehicle reaches the first point, and can prevent the vehicle from moving on a route that returns to the switching point again.

[0026] (Second Embodiment) Next, an example configuration of a vehicle control device 20 according to a second embodiment will be described with reference to FIG. 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 of FIG. 1 . The determination unit 23 corresponds to the determination unit 13 in the vehicle control device 10 of FIG. 1 . The drive control unit 26 corresponds to the control unit 12 in the vehicle control device 10 of FIG. 1 . Each of the components constituting the vehicle control device 20 may be software or a module that performs processing by a processor executing a program stored in a memory. Alternatively, each of the components constituting the vehicle control device 20 may be hardware such as a circuit or a chip.

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

[0028] An environmental map is a map that shows the environment around a vehicle using three-dimensional information. The environment around a vehicle may include, for example, obstacles around the vehicle. Obstacles may be, for example, shelves, desks, walls, etc. indoors, or buildings, etc. outdoors. Three-dimensional information may also be referred to as 3D information, three-dimensional coordinates, etc. The environmental map may be generated by performing structure-from-motion (SfM) using multiple images captured by an imaging device. SfM calculates all feature points in a series of previously acquired two-dimensional images (or frames) and estimates matching feature points from multiple images that occur in succession. Furthermore, SfM accurately estimates the three-dimensional position or orientation of the camera that captured each frame based on the difference in the position on a two-dimensional plane in the frames in which each feature point appears. Alternatively, the environmental map may be generated by performing VSLAM.

[0029] The route generating unit 22 generates a route for the vehicle to travel from the current location where the vehicle is located to the target location so that the vehicle will assume a target attitude at the target location. The route generating unit 22 may update the generated route periodically or at any timing. The route generated by the route generating unit 22 may include a switching point.

[0030] The determination unit 23 determines whether or not the route generated by the route generation unit 22 includes a turning point. Here, the turning point will be explained with reference to FIG. 4. Point P0 is the current point, and point P5 is the destination point. P1 to P4 are relay points on the route. In addition, the route between points on the route is called 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, the route P n-1 P n and route P n P n+1 If the angle between is greater than 90 degrees, point P n is defined as the turning point. n-1 P n and route P n P n+1 The angle between the path P n-1P n Point P at n-1 , the path P n P n+1 Point P at n The overlapping point P is obtained by translating n-1 and point P n 4, the angle formed by the path P2P3 and the path P3P4 is greater than 90 degrees. Therefore, the point P3 is a turning point.

[0031] The determination unit 23 determines whether a switching point is included in the route generated by the route generation unit 22 by setting relay points and determining whether the angle formed by the route between the relay points is greater than 90 degrees. Furthermore, the determination unit 23 determines whether the position of the vehicle can be considered to have reached a switching point. The cases in which the position of the vehicle is considered to have reached a switching point may include, for example, when the vehicle is present in a predetermined area and when it is determined that the vehicle cannot reach a switching point.

[0032] The predetermined 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 traversal judgment distance. When the vehicle is located inside the circle centered on the turning point and having a radius equal to the traversal judgment distance, the determination unit 23 may determine that the vehicle can be considered to have reached the turning point. In other words, when the distance between the vehicle and the turning point is shorter than the traversal judgment distance, the determination unit 23 may determine that the vehicle can be considered to have reached the turning point.

[0033] The travel determination distance may be a changeable distance. For example, the longer the travel determination distance, the wider the area in which the vehicle can be considered to have reached a turning point. On the other hand, the shorter the travel determination distance, the narrower the area in which the vehicle can be considered to have reached a turning point. A state in which the travel determination distance is longer than a predetermined distance is defined as recovery mode, and a state in which the travel determination distance is shorter than the predetermined distance is defined as normal mode.

[0034] Furthermore, the determination unit 23 may determine that the vehicle cannot reach the turning point if the steering wheel cannot be rotated to an angle that will move the vehicle toward the turning point before the vehicle reaches the turning point.

[0035] The mode determination unit 24 determines whether the operation mode of the vehicle is the recovery mode or the normal mode. For example, the mode determination unit 24 may change the operation mode of the vehicle to the recovery mode when the vehicle operating in the normal mode is deemed to have reached a turning point. By changing the operation mode of the vehicle to the recovery mode, the travel determination distance becomes longer and the area in which the vehicle can be deemed to have reached a turning point becomes wider.

[0036] Here, we will explain the effect on vehicle operation of an increase in the travel distance determination distance. When the vehicle heads toward a destination point after a turnaround operation, a route including the turnaround point that was deemed to have been reached may be generated again. Even in such a case, if the vehicle is moving within an area where it can be deemed to have reached the turnaround point, the turnaround point is deemed to have been reached, and the vehicle will head toward the destination point instead of toward the turnaround point. As a result, the vehicle will not return to the turnaround point until it moves outside the area where it can be deemed to have reached the turnaround point. This allows the vehicle to move to a position sufficiently far away from the turnaround point.

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

[0038] In addition, the route may be updated while the vehicle is moving, and the updated route may include a turning point. In such a case, if the vehicle is moving outside an area centered on the turning point where it can be assumed that the vehicle has reached the turning point, the vehicle's operation mode may be changed from recovery mode to normal mode. This is because, if the vehicle is located at a distance greater than the travel determination distance from the turning point, the distance between the current position and the turning point is sufficiently far, and therefore it is unlikely that the vehicle will make small movements near the turning point, which would reduce the vehicle's movement efficiency.

[0039] The predetermined conditions used when changing the vehicle's operation mode from the recovery mode to the normal mode may be referred to as recovery mode exit conditions.

[0040] The target setting unit 25 sets any point on the route generated by the route generation unit 22 as a target. For example, when it is determined that a turning point has been reached, the target setting unit 25 sets any point on the route to the destination point as a target. The target corresponds to the relay point described with reference to FIG. 4. The drive control unit 26 controls the drive unit so as to move the vehicle closer to the target.

[0041] Here, the operation mode of the vehicle will be described with reference to Fig. 5. Fig. 5 illustrates an example in which the vehicle travels on a route that includes a switching point. The route that includes a switching point is a route that includes a switching point C and a target point G.

[0042] FIG. 5A shows the vehicle proceeding via relay point M to switching point C. In FIG. 5A, the vehicle is operating in normal mode, and the travel determination distance is set to 0. The travel determination distance is not limited to 0, and may be set to a distance shorter than a predetermined distance. At relay point M, determination unit 23 determines whether the vehicle can be considered to have reached switching point C.

[0043] FIG. 5B illustrates a case where the determination unit 23 determines that the vehicle has reached the turning point C. Specifically, the determination unit 23 determines that the vehicle can be considered to have reached the turning point C because the vehicle is unable to reach the turning point C. When the determination unit 23 determines that the vehicle has reached the turning point C, the mode determination unit 24 changes the vehicle's operation mode to the recovery mode. At this time, the mode determination unit 24 extends the travel determination distance to a distance D. In FIG. 5B, a circle with a radius D centered on the turning point C indicates an 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 destination point G. The target T may be set inside or outside the circle with a radius D centered on the turning point C.

[0044] 5C shows that the vehicle operation mode is changed from recovery mode to normal mode as the target T approaches the goal point G and the vehicle satisfies a predetermined condition. The travel determination distance when the recovery mode is changed to normal mode may be set to 0 as in FIG. 5A, or may be set to a distance D that is sufficiently shorter than the travel determination distance D in the recovery mode.

[0045] Next, the flow of vehicle control processing in the vehicle control device 20 according to the second embodiment will be described with reference to FIGS. 6 and 7 . First, the determination unit 23 determines whether the vehicle has reached the target point (S21). If the determination unit 23 determines that the vehicle has reached the target point, the process ends. If the determination unit 23 determines that the vehicle has not reached the target point, the determination unit 23 determines whether the vehicle's operation mode is the recovery mode (S22). If the determination unit 23 determines that the vehicle's operation mode is the recovery mode, the mode determination unit 24 determines whether the vehicle satisfies a condition for exiting the recovery mode (S23). If the mode determination unit 24 determines that the exit condition is satisfied, the mode determination unit 24 changes the vehicle's operation mode from the recovery mode to the normal mode (S24). Next, the target setting unit 25 selects a target point between the turning point and the target point (S25). Next, the drive control unit 26 controls the drive unit to move the vehicle closer to the target (S26). After the process of step S26 is executed, the processes from step S21 onward are repeated.

[0046] If the mode determination unit 24 determines in step S23 that the vehicle does not satisfy the conditions for exiting the recovery mode, the process proceeds to step S25 without executing the process of step S24.

[0047] If the determination unit 23 determines in step S22 that the operation mode is not the recovery mode, the process proceeds to Fig. 7, where it determines whether the route to the destination point includes a turning point (S31). If the determination unit 23 determines that the route to the destination point includes a turning point, the mode determination unit 24 determines whether the vehicle's current position can be considered to have reached the turning point (S32). Details of step S32 will be described later with reference to Fig. 9.

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

[0049] Here, the target selection process in step S25 of FIG. 6 will be described in detail with reference to FIG.

[0050] First, the target setting unit 25 determines multiple candidate target points on the route (S41). For example, if the number of candidate target points is predetermined, the target setting unit 25 may determine multiple candidate target points on the route from the current location to the destination location so that the distance between each candidate target point is equal. Alternatively, the target setting unit 25 may determine the distance between each candidate target point and then determine multiple candidate target points. Alternatively, the target setting unit 25 may determine multiple candidate target points on the route from the current location to the destination location so that the distance between each candidate target point increases as the user approaches the destination location. Alternatively, the target setting unit 25 may determine multiple candidate target points on the route from the current location to the destination location so that the distance between each candidate target point decreases as the user approaches the destination location.

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

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

[0053] When the target setting unit 25 determines that the current position is not within the distance determined by the travel determination process starting from the turning point, it selects a target from among the candidate targets set between the current position and the turning point (S45).

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

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

[0056] Next, details of the process of determining whether the turning point can be reached in step S32 of FIG. 7 will be described using FIG. 9 . First, the determination unit 23 calculates the maximum time t1 required to travel from the current point to the turning point (S51). For example, the determination unit 23 may calculate the time t1 using a minimum speed determined as a performance characteristic of the vehicle or a predetermined travel speed and the distance from the current point to the turning point. The distance from the current point to the turning point may be the distance between the current point and a position away from the turning point by the travel determination distance. In other words, the distance from the current point to the turning point may be the distance between the current point and a point on the circumference of a circle centered on the turning point and having a radius equal to the travel determination distance.

[0057] Next, the determination unit 23 calculates the steering operation time t2 required to angle the vehicle toward the turning point (S52). In other words, the steering operation time t2 may be the time required to turn the steering wheel to a steering position that angles the vehicle toward the turning point.

[0058] Next, the determination unit 23 determines whether the time t2 is greater than the time t1 (S53). If the determination unit 23 determines that the time t2 is greater than the time t1, it determines that the vehicle cannot reach the turning point (S54). If the determination unit 23 determines that the time t2 is less than the time t1 or that the time t2 and the 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 the second embodiment increases the travel distance when it is determined that the vehicle has reached a turning point. This allows the vehicle to move to a position far enough away after turning, thereby avoiding a decrease in travel efficiency caused by moving to the turning point again immediately after turning.

[0060] FIG. 10 is a block diagram showing an example configuration of the vehicle control device 10 and vehicle control device 20 (hereinafter referred to as the vehicle control device 10, etc.) described in the above-described embodiment. Referring to FIG. 10, the vehicle control device 10, etc. includes a network interface 1201, a processor 1202, and a 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) conforming to 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 to perform the processing of the information processing device 10 and the like described using flowcharts in the above-described embodiments. The processor 1202 may be, for example, a microprocessor, an MPU, or a CPU. The processor 1202 may include multiple processors.

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

[0063] 10, the memory 1203 is used to store software modules. The processor 1202 reads and executes these software modules from the memory 1203, thereby performing the processing of the vehicle control device 10 and the like described in the above-described embodiment.

[0064] As explained using Figure 10, each of the processors possessed by the vehicle control device 10, etc. in the above-mentioned embodiments executes one or more programs including a group of instructions for causing a computer to perform the algorithm explained using the drawings.

[0065] In the above examples, the program includes instructions (or software code) that, when loaded into a computer, cause the computer to perform one or more functions described in the embodiments. The program may be stored on a non-transitory computer-readable medium or a tangible storage medium. By way of example and not limitation, computer-readable medium or tangible storage medium includes random-access memory (RAM), read-only memory (ROM), flash memory, solid-state drive (SSD) or other memory technology, CD-ROM, digital versatile disc (DVD), Blu-ray disc or other optical disk storage, magnetic cassette, magnetic tape, magnetic disk storage or other magnetic storage device. The program may also be transmitted on a transitory computer-readable medium or communication medium. By way of example and not limitation, transitory computer-readable medium or communication medium includes electrical, optical, acoustic, or other forms of propagated signals.

[0066] The technical ideas of the present disclosure are not limited to the above-described embodiments, and can be modified as appropriate within the scope of the gist of the present disclosure.

[0067] REFERENCE SIGNS LIST 10 Vehicle control device 11 Route generation unit 12 Control unit 13 Determination unit 20 Vehicle control device 21 Environment estimation unit 22 Route generation unit 23 Determination unit 24 Mode determination unit 25 Target setting unit 26 Drive control unit

Claims

1. a route generating unit that generates a first route for the vehicle to move from a first point where the vehicle is present to a target point so as to have a target attitude at the target point; A control unit that controls a drive unit so that the vehicle moves along the first route; a determination unit that, when the first route includes a second route from the first point to a turning point where the vehicle turns around, and a third route from the turning point to the target point, determines whether or not the vehicle can be regarded as having reached the turning point at a second point on the second route, The control unit is A vehicle control device that, when it is determined that the vehicle is deemed to have reached the switching point at the second point, controls the drive unit so that the vehicle proceeds to a position on the third route that is a second distance away from the second point, the second distance being longer than a first distance between the first point and the switching point.

2. The determination unit is The vehicle control device according to claim 1 , wherein the vehicle is determined to have reached the switching point when the vehicle has reached the switching point and when the vehicle is unable to reach the switching point.

3. The determination unit is The vehicle control device according to claim 1 or 2, further comprising: determining that the vehicle is deemed to have reached the switching point when a distance between the second point and the switching point is shorter than a predetermined travel determination distance.

4. The determination unit is The vehicle control device according to claim 3 , wherein when it is determined that the vehicle is deemed to have reached the switching point, the value of the travel determination distance is changed to a value greater than a current value.

5. The determination unit is The vehicle control device according to claim 3 , wherein when the vehicle moves to a position away from the switching point by a predetermined distance, the value of the travel determination distance is changed to a value smaller than a current value.

6. The path generation unit generating a fourth route by updating the first route when the vehicle reaches a third point; The determination unit is 4. The vehicle control device according to claim 3, wherein, when the fourth route includes a fifth route from the third point to a second turning point where the vehicle turns, and a sixth route from the second turning point to the target point, if the distance of the fifth route is longer than the travel judgment distance, the value of the travel judgment distance is changed to a value smaller than the current value.

7. The control unit is Controlling the direction in which the vehicle travels by determining the steering angle; The determination unit is 3. The vehicle control device according to claim 1, further comprising: a steering angle control unit that determines that the vehicle cannot reach the turning point if the time required for the vehicle to reach the turning point from the current steering angle is longer than the maximum time required for the vehicle to move to the turning point.

8. generating 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 has a target attitude at the target point; If the first route includes a turning point at which the vehicle turns, determining whether the vehicle has reached the turning point or whether the vehicle can reach the turning point; A vehicle control method, when it is determined at a second point that the vehicle has reached the turning point or is unable to reach the turning point, generating a second route for moving the vehicle from the second point to a position a second distance away, the second distance being longer than a first distance between the first point and the second point.

9. generating 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 has a target attitude at the target point; If the first route includes a turning point at which the vehicle turns, determining whether the vehicle has reached the turning point or whether the vehicle can reach the turning point; A program that causes a computer to execute the following: when it is determined at a second point that the vehicle has reached the turning point or is unable to reach the turning point, a second route is generated to move the vehicle from the second point to a position a second distance away, the second distance being longer than a first distance between the first point and the second point.