JP2020131787A - Control device and vehicle control device - Google Patents

Abstract

To improve controllability in automatic travelling.SOLUTION: A control device includes: an obstacle information acquisition unit used in a system for controlling the travelling of a vehicle in a predetermined region for acquiring obstacle information on an obstacle present in the predetermined region generated based on detection data by a detection unit provided in the predetermined region; a vehicle information acquisition unit for acquiring vehicle information on the vehicle; a generation unit for generating instruction information for causing the vehicle to travel automatically to a target point based on the obstacle information, the vehicle information, and map information at least capable of specifying a route in the predetermined region where the vehicle can move; and a first transmission unit for transmitting the instruction information and the map information to the vehicle.SELECTED DRAWING: Figure 5

Description

Embodiments of the present invention relate to control devices and vehicle control devices.

In recent years, the development of an automatic valley parking system for automatically or semi-automatically traveling a vehicle to a target point such as an empty parking area within a predetermined area such as a parking lot has been promoted.

As a technology related to automatic driving of a vehicle, a technology is disclosed in which a guidance route of a vehicle to a parking area is set based on an output from a sensor mounted on the vehicle, and the vehicle is automatically driven along the guidance route. (Patent Document 1).

In addition, in the vacant parking frame search run that runs in the parking lot while searching for the vacant parking frame, the road width of the traveling path is detected by the speed sensor and the camera mounted on the own vehicle, and the vacant parking frame is set according to the detected road width. A technique for setting a route for searching is disclosed (Patent Document 2).

In addition, in a device having a driving mode that enables automatic driving and performs driving force control and shift control, the engine rotation speed is maintained higher when traveling on a slope than when traveling on a flat road for the purpose of improving driving force responsiveness. (Patent Document 3).

Japanese Unexamined Patent Publication No. 2016-150593 JP-A-2018-39294 JP-A-2018-83602

By using an in-vehicle detection device such as a sensor or a camera mounted on the vehicle, it is possible to perform traveling control according to the situation around the vehicle. However, since the detectable range of the in-vehicle detection device is limited to the range around the vehicle, the driving control that depends only on the detection result of the in-vehicle detection device should perform advanced control in consideration of the situation such as the area away from the vehicle. It is difficult.

The control device according to the embodiment is a control device used in a system for controlling the running of a vehicle in a predetermined area, and is within a predetermined area generated based on detection data by a detection unit provided in the predetermined area. An obstacle information acquisition unit that acquires obstacle information related to obstacles existing in the vehicle, a vehicle information acquisition unit that acquires vehicle information related to a vehicle, obstacle information, vehicle information, and a movable route within a predetermined area. It includes a generation unit that generates instruction information for automatically driving the vehicle to a target point based on at least identifiable map information, and a first transmission unit that transmits the instruction information and map information to the vehicle. .. As a result, for example, it is possible to realize advanced driving control that cannot be realized only by the detection result of the in-vehicle detection device.

Further, in the control device of the embodiment, the first transmission unit provides the first instruction information including the movement route for automatically traveling the vehicle to the target point and the upper limit speed on the movement route, and the map information. After transmitting to the vehicle, the obstacle information acquisition unit indicates an obstacle that is not indicated by the first obstacle information acquired after transmitting the first instruction information and before transmitting the first instruction information. The second obstacle information is acquired, and the generation unit is based on the moving state of the obstacle indicated by the second obstacle information when the obstacle information acquisition unit acquires the second obstacle information. Then, from the first instruction information, the second instruction information in which any one or more of the movement route of the vehicle to the target point and the upper limit speed of the movement route is changed is generated, and the first transmission unit generates the second instruction information. The second instruction information is transmitted to the vehicle.

Further, in the control device according to the embodiment, the map information indicates a topographical feature including at least gradient information regarding the gradient in a predetermined area. Thereby, for example, advanced speed control in consideration of the gradient of a predetermined region can be realized.

Further, the control device according to the embodiment has a terminal information acquisition unit that acquires terminal information related to the information processing terminal, and a second transmission unit that transmits running state information indicating the running state of the vehicle in a predetermined area to the information processing terminal. And further prepare. As a result, for example, the running state of the vehicle can be displayed on the information processing terminal used by the occupants of the vehicle.

Further, the vehicle control device according to the embodiment is a vehicle control device used in a system for controlling the running of a vehicle within a predetermined area, and includes instruction information for automatically moving the vehicle to a target point and a predetermined area. A receiver that receives map information indicating topographical features, a target speed setting unit that sets the target speed of the vehicle based on the instruction information and map information, and a target speed setting unit that controls the running of the vehicle based on the target speed. It is equipped with a travel control unit. As a result, for example, it is possible to realize advanced driving control that cannot be realized only by the detection result of the in-vehicle detection device.

Further, in the vehicle control device according to the embodiment, the map information includes the gradient information regarding the gradient in the predetermined region, and the traveling control unit considers the gradient indicated by the gradient information and travels the vehicle so as to follow the target speed. To control. Thereby, for example, advanced speed control in consideration of the gradient of a predetermined region can be realized.

FIG. 1 is a diagram showing an example of a parking lot to which the automatic valley parking system according to the embodiment is applied. FIG. 2 is a block diagram showing an example of the hardware configuration of the automatic valley parking system according to the embodiment. FIG. 3 is a block diagram showing an example of the hardware configuration of the control device according to the embodiment. FIG. 4 is a block diagram showing an example of the hardware configuration of the vehicle control device according to the embodiment. FIG. 5 is a block diagram showing an example of the functional configuration of the infrastructure equipment and the control device according to the embodiment. FIG. 6 is a graph showing an example of the relationship between the traveling route and the upper limit speed according to the embodiment. FIG. 7 is a graph showing an example of a change over time in the upper limit speed according to the embodiment. FIG. 8 is a diagram showing an example of danger avoidance behavior for avoiding contact with a pedestrian. FIG. 9 is a diagram showing an example of a danger avoidance action for avoiding contact with another vehicle during entry / exit. FIG. 10 is a diagram showing an example of a danger avoidance action for avoiding contact with another vehicle at an intersection. FIG. 11 is a diagram showing an example of a danger avoidance action for avoiding contact when passing by another vehicle. FIG. 12 is a block diagram showing an example of the functional configuration of the vehicle control device according to the embodiment. FIG. 13 is a graph showing an example of comparison between the upper limit speed and the target speed according to the embodiment. FIG. 14 is a block diagram showing an example of the functional configuration of the user terminal according to the embodiment. FIG. 15 is a block diagram conceptually showing an example of processing in the automatic valley parking system according to the embodiment. FIG. 16 is a flowchart showing an example of the target speed setting process according to the embodiment.

Hereinafter, exemplary embodiments of the present invention will be disclosed. The configurations of the embodiments shown below, as well as the actions, results, and effects produced by such configurations, are examples. The present invention can be realized by a configuration other than the configurations disclosed in the following embodiments, and at least one of various effects and derivative effects based on the basic configuration can be obtained.

FIG. 1 is an exemplary and schematic diagram for explaining the concept of automatic driving in the automatic valley parking system according to the embodiment. The automatic valley parking system is a system for automatically traveling (including semi-automatic traveling) the vehicle 2 to a predetermined target point in the parking lot 1.

Autonomous driving includes, for example, automatic parking and automatic delivery. Automatic parking means that after a occupant gets off the vehicle 2 in the disembarkation area P1 in the parking lot 1, the vehicle 2 stopped in the disembarkation area P1 automatically moves from the disembarkation area P1 to the empty parking area R according to a predetermined instruction. It is an automatic operation that moves and parks at (see driving route 20A). The automatic warehousing is an automatic operation in which the vehicle 2 stopped in the parking area R leaves the garage in response to a predetermined call, automatically moves from the parking area R to the boarding area P2, and stops after the automatic parking is completed. Yes (see driving route 20B).

In the embodiment, both the predetermined instruction executed at the time of automatic parking and the predetermined call executed at the time of automatic delivery are realized by, for example, the operation of the user terminal 24 used by the occupant. .. Further, in the embodiment, the disembarkation area P1 can be used as a boarding area, and the boarding area P2 can also be used as a disembarkation area. The disembarkation area P1 and the boarding area P2 are provided in the vicinity of the entrance / exit 5 of the parking lot 1.

The parking lot 1 is provided with a traveling path 11 for the vehicle 2 to pass through, a plurality of parking areas R for the vehicle 2 to park, and the like, which are partitioned by the lane marking L. Further, in the parking lot 1, a plurality of cameras 15 for capturing the inside of the parking lot 1 are arranged as detection units for detecting the state of obstacles (other vehicles, pedestrians, etc.). In the present embodiment, a plurality of cameras 15 are arranged on the ceiling of the parking lot 1 which is an indoor parking lot. Each camera 15 includes a wide-angle lens and has a relatively wide imaging range A. The plurality of cameras 15 are arranged so that the parking lot 1 can be imaged over substantially the entire area. Further, in the parking lot 1, a plurality of markers 16 for detecting the position of the vehicle 2 are arranged. Each marker 16 is arranged at a position where it can be imaged by an in-vehicle camera mounted on the vehicle 2.

The automatic valley parking system according to the present embodiment includes a control device 22 that performs processing for controlling the automatic traveling of the vehicle 2 based on the detection data by the detection unit. The control device 22 establishes wireless communication with the vehicle control device 23 mounted on the vehicle 2.

In the embodiment, the number and arrangement of the disembarkation area P1, the boarding area P2, the parking area R, the camera 15, and the marker 16 in the parking lot 1 are not limited to the example shown in FIG. The technique of the embodiment can be applied to parking lots having various configurations different from the parking lot 1 shown in FIG.

The vehicle 2 is a moving body having an automatic traveling function, and its specific configuration is not particularly limited. The vehicle 2 is, for example, a vehicle having an internal combustion engine as a drive source (internal combustion engine vehicle), a vehicle having an electric motor as a drive source (electric vehicle, fuel cell vehicle, etc.), or a vehicle having both of them as a drive source (hybrid vehicle). And so on.

FIG. 2 is a block diagram showing an example of the hardware configuration of the automatic valley parking system according to the embodiment. The automatic valley parking system according to the present embodiment includes an infrastructure facility 21, a control device 22, a vehicle control device 23, and a user terminal 24.

The infrastructure equipment 21 includes a plurality of cameras 15 and an analysis device 31 that analyzes image data acquired by each camera 15. The analysis device 31 is an information processing device that performs various image processing on the image data acquired by each camera 15. The analysis device 31 may be, for example, a computer including a CPU (Central Processing Unit) that performs arithmetic processing according to a program, an FPGA (Field Programmable Gate Array) specialized in image processing, an ASIC (Application Specific Integrated Circuit), and the like. The infrastructure equipment 21 is not limited to the above, and may further include, for example, a sensor that detects the usage status of each parking area R, an information processing device that analyzes the detection signal of the sensor, and the like.

The analysis device 31 has an image recognition process (inference process) for determining the type of an obstacle (vehicle, pedestrian, etc.) imaged by the camera 15, a coordinate conversion process for converting the position of the obstacle into coordinates in the parking lot 1, and the like. I do. The analysis device 31 generates obstacle information indicating the type, position, moving direction, moving speed, moving acceleration, and the like of the obstacle.

The control device 22 is an information processing device that generates instruction information for automatically driving the vehicle 2 to be controlled and transmits the instruction information to the vehicle control device 23 mounted on the vehicle 2. The control device 22 generates instruction information corresponding to each vehicle 2 based on vehicle information regarding the vehicle 2 to be controlled, obstacle information acquired from the infrastructure equipment 21, map information regarding the parking lot 1, and the like. The map information is information indicating the topographical features of the parking lot 1, and includes, for example, information indicating the distance of the straight road in the traveling road 11, the curvature of the curved road, the road width, the slope, and the like. The instruction information includes, for example, the upper limit speed when traveling on the traveling routes 20A and 20B and the traveling routes 20A and 20B of the vehicle 2 to be controlled.

In the map information, it is possible to specify information for enabling the travel path 11 on which the vehicle 2 can move in the parking lot 1 and a travel permission area in the travel path 11 according to the parking situation detected by the camera 15. Information is included. As a result, since the movement route can be changed within the width of the road, it is possible to realize control of moving the vehicle 2 to the right or left side or to the shoulder of the road so as to pass the oncoming vehicle. Further, the map information includes information about the marker 16. Therefore, the vehicle control device 22 mounted on the vehicle 2 obtains position information indicating the current position of the vehicle 2 in the parking lot 1 from the marker 16 included in the image captured by the vehicle-mounted camera mounted on the vehicle 2. Can be identified.

Further, the control device 22 generates running state information indicating the running state of the vehicle 2 to be controlled, and transmits the running state information to a predetermined user terminal 24. The traveling state information includes, for example, the position of the vehicle 2 in the parking lot 1, the time required for the vehicle 2 to reach the target point, and the like.

The vehicle control device 23 is an information processing device mounted on the vehicle 2 and performing various processes for realizing automatic traveling of the vehicle 2 based on the instruction information received from the control device 22. The vehicle control device 23 automatically travels the vehicle 2 in cooperation with the traveling mechanism (braking system, acceleration system, steering system, shifting system, etc.) of the vehicle 2. Further, the vehicle control device 23 transmits vehicle information regarding the vehicle 2 to the control device 22 via an appropriate computer network. The vehicle information includes, for example, an identification number for identifying the vehicle 2, position information for specifying the current position of the vehicle 2, and the like. When the vehicle control device 23 transmits the vehicle information to the control device 22 at predetermined time intervals, the control device 22 can grasp the accurate current position of the vehicle 2.

The user terminal 24 is an information processing device mainly used by the occupants of the vehicle 2 to be controlled, and is assumed to be, for example, a smartphone, a tablet terminal, or the like. The user terminal 24 is used in a state in which an application for displaying the traveling state of the vehicle 2 is installed. When the occupant operates the user terminal 24 to transmit terminal information about the user terminal 24, the control device 22 transmits the traveling state information to the user terminal 24, and the user terminal 24 travels the vehicle 2 based on the traveling state information. Display the status.

FIG. 3 is a block diagram showing an example of the hardware configuration of the control device 22 according to the embodiment. The control device 22 includes a CPU 41, a ROM (Read Only Memory) 42, a RAM (Random Access Memory) 43, a communication device 44, an input / output device 45, and a storage 46. These hardware are connected to each other via a bus 47.

The CPU 41 is a hardware processor that collectively controls the control device 22. The CPU 41 reads various control programs (operation system, application program, firmware, etc.) stored in the ROM 42 and the storage 46, and executes a predetermined arithmetic process. The ROM 42 is a non-volatile main storage device, and stores parameters and the like necessary for executing various processes in addition to the control program. The RAM 43 is a volatile main storage device that provides a working area for the CPU 41.

The communication device 44 is an interface for establishing communication between the control device 22 and an external device (analysis device 31, vehicle control device 23, user terminal 24, etc.). For example, the communication device 44 establishes wireless communication according to a standard such as Wi-Fi (registered trademark) between the control device 22 and the external device.

The input / output device 45 is a user interface that enables reception of input operations from the operator and output of information to the operator. The input / output device 45 may be, for example, a keyboard, a mouse, a touch panel mechanism, a microphone, a display, a speaker, or the like.

The storage 46 is a rewritable non-volatile auxiliary storage device. The storage 46 may be, for example, an SSD (Solid State Drive), an HDD (Hard Disk Drive), or the like.

The hardware configuration shown in FIG. 3 is merely an example, and the control device 22 should be constructed by using appropriate hardware and software according to the usage situation.

FIG. 4 is a block diagram showing an example of the hardware configuration of the vehicle control device 23 according to the embodiment. In FIG. 4, the configuration of the traveling system 50 of the vehicle 2 including the vehicle control device 23 is illustrated. The traveling system 50 includes a vehicle control device 23, a braking system 51, an acceleration system 52, a steering system 53, a speed change system 54, an obstacle sensor 55, a traveling state sensor 56, a communication interface (I / F) 57, and an in-vehicle camera 58. The monitoring device 59 and the in-vehicle network 60 are included.

The braking system 51 is a unit that controls the deceleration of the vehicle 2. The braking system 51 includes a braking unit 51A, a braking control unit 51B, and a braking unit sensor 51C.

The braking unit 51A is a mechanism including a member for decelerating the vehicle 2, such as a brake pedal. The braking control unit 51B is an ECU (Electronic Control Unit) including, for example, a CPU and the like. The braking control unit 51B controls the deceleration of the vehicle 2 by driving the actuator based on the instruction from the vehicle control device 23 to operate the braking unit 51A. The braking unit sensor 51C is a device for detecting the state of the braking unit 51A. For example, when the braking unit 51A includes a brake pedal, the braking unit sensor 51C detects the position of the brake pedal, the pressure acting on the brake pedal, and the like as the state of the braking unit 51A. The braking unit sensor 51C outputs the detected state of the braking unit 51A to the vehicle-mounted network 60.

The acceleration system 52 is a unit that controls the acceleration of the vehicle 2. The acceleration system 52 includes an acceleration unit 52A, an acceleration control unit 52B, and an acceleration unit sensor 52C.

The acceleration unit 52A is a mechanism including a member for accelerating the vehicle 2 such as an accelerator pedal. The acceleration control unit 52B is an ECU including, for example, a CPU. The acceleration control unit 52B controls the acceleration ratio of the vehicle 2 by driving the actuator based on the instruction from the vehicle control device 23 to operate the acceleration unit 52A. The acceleration unit sensor 52C is a device for detecting the state of the acceleration unit 52A. For example, when the acceleration unit 52A includes an accelerator pedal, the acceleration unit sensor 52C detects the position of the accelerator pedal, the pressure acting on the accelerator pedal, and the like. The acceleration unit sensor 52C outputs the detected state of the acceleration unit 52A to the vehicle-mounted network 60.

The steering system 53 is a unit that controls the traveling direction of the vehicle 2. The steering system 53 includes a steering unit 53A, a steering control unit 53B, and a steering unit sensor 53C.

The steering unit 53A is a mechanism including, for example, a steering wheel, a steering wheel, and other members for steering the steering wheel of the vehicle 2. The steering control unit 53B is an ECU including, for example, a CPU. The steering control unit 53B controls the traveling direction of the vehicle 2 by driving the actuator based on the instruction from the vehicle control device 23 to operate the steering unit 53A. The steering unit sensor 53C is a device for detecting the state of the steering unit 53A. For example, when the steering unit 53A includes the steering wheel, the steering unit sensor 53C detects the position of the steering wheel, the rotation angle of the steering wheel, and the like. When the steering wheel 53A includes the steering wheel, the steering wheel sensor 53C may detect the position of the steering wheel, the pressure acting on the steering wheel, and the like. The steering unit sensor 53C outputs the detected state of the steering unit 53A to the vehicle-mounted network 60.

The speed change system 54 is a unit that controls the speed change ratio of the vehicle 2. The shifting system 54 includes a shifting section 54A, a shifting control section 54B, and a shifting section sensor 54C.

The transmission unit 54A is a mechanism including a member for changing the gear ratio of the vehicle 2, such as a shift lever. The shift control unit 54B is an ECU including, for example, a CPU. The shift control unit 54B controls the gear ratio of the vehicle 2 by driving the actuator based on the instruction from the vehicle control device 23 to operate the shift unit 54A. The transmission sensor 54C is a device for detecting the state of the transmission 54A. For example, when the transmission unit 54A includes a shift lever, the transmission unit sensor 54C detects the position of the shift lever, the pressure acting on the shift lever, and the like. The speed change sensor 54C outputs the detected state of the speed change 54A to the vehicle-mounted network 60.

The obstacle sensor 55 is a device for detecting information about obstacles existing around the vehicle 2. The obstacle sensor 55 includes, for example, a distance measuring sensor such as a sonar that detects the distance from the vehicle 2 to the obstacle. The obstacle sensor 55 outputs the detected information to the in-vehicle network 60.

The traveling state sensor 56 is a device for detecting the traveling state of the vehicle 2. The traveling state sensor 56 is, for example, a wheel speed sensor that detects the wheel speed of the vehicle 2, a steering angle sensor that detects the steering angle of the vehicle 2, an acceleration sensor that detects the acceleration in the front-rear direction or the left-right direction of the vehicle 2, and the vehicle 2. Includes a gyro sensor and the like that detect the turning speed (angular velocity). The traveling state sensor 56 outputs the detected traveling state to the vehicle-mounted network 60.

The communication interface 57 is an interface for establishing communication between the traveling system 50 and the external device. The communication interface 57 realizes, for example, transmission / reception of data by wireless communication between the vehicle control device 23 and the control device 22, data transmission / reception by wireless communication between the vehicle control device 23 and the user terminal 24, and the like. The communication interface 57 is connected to the CPU 23A of the vehicle control device 23.

The in-vehicle camera 58 is a sensor that detects the situation around the vehicle 2 by capturing the situation around the vehicle 2. For example, a plurality of in-vehicle cameras 58 are provided so as to image an area including the front, rear, and side (both left and right) road surfaces of the vehicle 2. The image data obtained by the in-vehicle camera 58 is used for monitoring the situation around the vehicle 2 (including detection of obstacles). The in-vehicle camera 58 outputs the obtained image data to the vehicle control device 23.

The monitor device 59 is a unit provided on a dashboard or the like in the vehicle interior of the vehicle 2. The monitor device 59 includes a display unit 59A, an audio output unit 59B, and an operation input unit 59C.

The display unit 59A is a device that displays an image in response to an instruction from the vehicle control device 23. The display unit 59A is configured by using, for example, a liquid crystal display, an organic EL display, or the like. The voice output unit 59B is a device that outputs voice in response to an instruction from the vehicle control device 23. The audio output unit 59B includes, for example, a speaker. The operation input unit 59C is a device that receives input from the occupants in the vehicle 2. The operation input unit 59C is configured by using, for example, the touch panel mechanism of the display unit 59A, an input button, or the like. The operation input unit 59C outputs the received input to the vehicle-mounted network 60.

The vehicle control device 23 is a device that comprehensively controls the traveling system 50. The vehicle control device 23 has a function of estimating the current position of the vehicle 2, a function of controlling the running of the vehicle 2 in consideration of the estimated current position, and the like, and realizes automatic running in the parking lot 1 by these functions. To do.

The vehicle control device 23 according to the present embodiment is configured as an ECU including a CPU 23A, a ROM 23B, a RAM 23C, an SSD 23D, a display control unit 23E, and a voice control unit 23F.

The CPU 23A is a hardware processor that collectively controls the vehicle control device 23. The CPU 23A reads various control programs stored in the ROM 23B or the like and executes a predetermined arithmetic process. The ROM 23B is a non-volatile main storage device, and stores parameters and the like necessary for executing various processes in addition to the control program. The RAM 23C is a volatile main storage device that provides a working area for the CPU 23A. The SSD 23D is a rewritable non-volatile auxiliary storage device. As an auxiliary storage device, an HDD may be provided in place of the SSD 23D or in addition to the SSD 23D. Among the various processes executed by the vehicle control device 23, the display control unit 23E mainly performs image processing on the image data obtained from the in-vehicle camera 58, generation of image data to be output to the display unit 59A of the monitor device 59, and the like. It is a circuit that performs. The voice control unit 23F is a circuit that mainly generates voice data to be output to the voice output unit 59B of the monitor device 59 among various processes executed by the vehicle control device 23.

The vehicle-mounted network 60 communicatively connects the vehicle control device 23, the braking system 51, the acceleration system 52, the steering system 53, the speed change system 54, the obstacle sensor 55, the traveling state sensor 56, and the operation input unit 59C of the monitor device 59. To do.

FIG. 5 is a block diagram showing an example of the functional configuration of the infrastructure equipment 21 and the control device 22 according to the embodiment.

The infrastructure equipment 21 includes an image pickup unit 101, an image acquisition unit 102, an image recognition unit 103, and a coordinate conversion unit 104.

The imaging unit 101 images the inside of the parking lot 1. The imaging unit 101 images, for example, a vehicle 2 traveling on a traveling path 11, a pedestrian walking in a parking lot 1, a building provided in the parking lot 1, and the like. The imaging unit 101 is composed of a plurality of cameras 15 and the like. In this embodiment, the image pickup unit 101 is used as an example of a detection unit for detecting an obstacle existing in the parking lot 1 which is an example of a predetermined area. In this embodiment, the detection unit for detecting an obstacle is not limited to the imaging unit 101 (camera 15), and for example, ultrasonic sonar, millimeter wave radar, or the like may be applied.

The image acquisition unit 102 acquires image data of the image captured by the image pickup unit 101. The image acquisition unit 102 is composed of an analysis device 31 and the like.

The image recognition unit 103 performs an image recognition process (inference process) for determining the type of an object (obstacle) imaged by the image pickup unit 101 on the image data acquired by the image acquisition unit 102. The image recognition unit 103 is composed of an analysis device 31 and the like.

The coordinate conversion unit 104 performs a coordinate conversion process for converting the position of the obstacle into the coordinates in the parking lot 1. The coordinate conversion unit 104 is composed of an analysis device 31 and the like.

The control device 22 includes a data acquisition unit 111, another vehicle state estimation unit 112, an instruction information generation unit 113, a map information management unit 114, a parking status display unit 115, and a transmission unit 116.

The data acquisition unit 111 acquires data from an external device. The data acquisition unit 111 is an obstacle information acquisition unit 121 that acquires obstacle information from the infrastructure equipment 21, a vehicle information acquisition unit 122 that acquires vehicle information from the vehicle control device 23, and a terminal that acquires terminal information from the user terminal 24. The information acquisition unit 123 is included. The data acquisition unit 111 is configured by the cooperation of the communication device 44, the CPU 41, the ROM 42, the RAM 43, and the like.

The other vehicle state estimation unit 112 estimates the state of another vehicle (vehicle 2 other than the vehicle 2 to be controlled) existing in the parking lot 1 based on the obstacle information or the like acquired by the data acquisition unit 111. .. The other vehicle state estimation unit 112 estimates, for example, the traveling direction, speed, acceleration, etc. of the other vehicle. The other vehicle state estimation unit 112 is configured by the cooperation of the CPU 41, ROM 42, RAM 43, and the like.

The instruction information generation unit 113 generates instruction information for realizing automatic traveling of the vehicle 2 based on the information acquired by the data acquisition unit 111, the estimation result by the other vehicle state estimation unit 112, and the like. The instruction information generation unit 113 includes a travel route setting unit 131, a travel point setting unit 132, an upper limit speed setting unit 133, and an emergency determination unit 134. The instruction information generation unit 113 is configured by cooperation of the CPU 41, ROM 42, RAM 43, and the like.

The travel route setting unit 131 sets a travel route (for example, travel routes 20A and 20B shown in FIG. 1) from the departure point to the target point of the vehicle 2 to be controlled. The traveling route setting unit 131 sets a global route, which is a basic route from the starting point to the target point, and a local route, which is a route that changes according to the situation in the parking lot 1 based on the global route. The global route is, for example, the shortest travel path 11 connecting the starting point to the target point. The local route is a route obtained by correcting the global route in consideration of danger avoidance behavior for avoiding contact with pedestrians or other vehicles, for example. The term "driving route" basically means "local route", but may mean "global route" when it is not necessary to consider risk avoidance behavior.

The travel point setting unit 132 sets a plurality of travel points (nodes) to be passed when the vehicle 2 to be controlled travels on the travel routes 20A and 20B. The method of setting the traveling points is not particularly limited, but it is preferable to set a plurality of traveling points at predetermined intervals on the traveling routes 20A and 20B, for example. The predetermined interval should be appropriately set according to the situation so that automatic driving can be realized safely and accurately.

The upper limit speed setting unit 133 sets the upper limit speed when the vehicle 2 passes the traveling point for each traveling point. The method of setting the upper limit speed is not particularly limited, but for example, the upper limit speed of the traveling point on the curved road should be set lower than the upper limit speed of the traveling point on the straight road. Further, the upper limit speed may be set in consideration of the parking situation of another vehicle (for example, the number of parked vehicles). Further, the upper limit speed may be set in consideration of the road surface condition (wet, dry, snow cover, etc.) in the parking lot 1.

FIG. 6 is a graph showing an example of the relationship between the traveling route and the upper limit speed according to the embodiment. The horizontal axis of the graph shown in FIG. 6 corresponds to the X coordinate in the plan view (upper surface) of the parking lot 1, and the vertical axis corresponds to the Y coordinate in the plan view of the parking lot 1. Here, the first curved path C1, the first straight path S1, the second curved path C2, the second straight path S2, the third curved path C3, and the second An example is shown in which the straight path S3 of 3 is included. Further, the upper limit speed at the time of going straight (running points set on the straight paths S1, S2, S3) is 5 km / h, and the upper limit at the time of turning (running points set on the curved roads C1, C2, C3). The speed is 2 km / h.

FIG. 7 is a graph showing an example of a change over time in the upper limit speed according to the embodiment. The change with time of the upper limit speed shown in FIG. 7 corresponds to the traveling route shown in FIG. The upper limit speed corresponding to the first curved road C1 is set to 5 km / h immediately after the start of traveling, and then immediately set to 2 km / h. After that, as the vehicle 2 travels in the order of the first straight path S1 → the second curved path C2 → the second straight path S2 → the third curved path C3 → the third straight path S3, the upper limit speed is 5 km. It can be switched to / h or 2 km / h. The upper limit speed is an example, and for example, the upper limit speed at the time of turning may be changed according to the curvature of the curved road or the like.

The control device 22 of the present embodiment can grasp the overall situation of the parking lot 1 based on the data acquired by the data acquisition unit 111. Then, the instruction information generation unit 113 grasps the overall condition of the parking lot 1 indicated by the acquired data, and then controls the vehicle with the instruction information indicating the local route according to the current condition of the parking lot 1. It transmits to the device 23. The timing of transmitting the instruction information may be when it is determined that the situation of the parking lot 1 has changed, or may be every predetermined time. Thereby, in the present embodiment, the traveling control of the vehicle 2 can be realized in consideration of the obstacles existing at the positions that cannot be detected by the obstacle sensor 55 of the vehicle 2 and the in-vehicle camera 58.

For example, the transmission unit 116 transmits the first instruction information for automatically traveling the vehicle 2 on the global route to the target point. Further, the instruction information includes a travel point indicated as a reference that the vehicle 2 should pass in order to travel on the global route, and an upper limit speed defined for each travel point.

Then, the obstacle information acquisition unit 121 shows an obstacle that is not shown in the first obstacle information acquired after transmitting the first instruction information and before transmitting the first instruction information. 2 Obstacle information may be acquired. The second obstacle information includes information indicating a person who has moved into the parking lot 1 and another vehicle that has started to move in the parking lot 1. Further, the second obstacle information is the obstacle indicated by the first obstacle information, but may be information on an obstacle whose moving state (moving direction, moving speed, acceleration, etc.) has changed. ..

When the obstacle information acquisition unit 121 acquires the second obstacle information, the instruction information generation unit 113 determines the moving state of the obstacle indicated by the second obstacle information, the current position of the vehicle 2, and the vehicle 2. The second instruction information is generated in consideration of the movement route, the movement speed of the vehicle 2 to the target position, and the like. When the obstacle indicated by the second obstacle information may affect the running of the vehicle 2, the instruction information generation unit 113 sets the first instruction information and the instruction information based on the moving state of the obstacle. By comparison, the second instruction information in which any one or more of the movement route of the vehicle 2 to the target point and the upper limit speed of the movement route is changed is generated.

The case where the obstacle is another vehicle will be described. The other vehicle state estimation unit 112 of the present embodiment is based on the moving state (moving direction, moving speed, acceleration, etc.) of the other vehicle, and the other vehicle is in or out of the garage, or the other vehicle stops on the traveling route. Whether or not another vehicle is in progress as an oncoming vehicle of vehicle 2. Then, the instruction information generation unit 113 generates the second instruction information for the vehicle 2 according to the determination result of the other vehicle state estimation unit 112. For example, when it is determined that the entry / exit of another vehicle has started on the traveling path 11 where the vehicle 2 is traveling, or when it is determined that the other vehicle has stopped, the instruction information generation unit 11 causes the vehicle 2 to move to the other vehicle. Even before approaching, instruction information that lowers the upper limit speed for each traveling point of the vehicle 2 is generated. As a result, it is possible to reduce the stoppage of the vehicle 2 due to the vehicle 2 approaching another vehicle. Further, when the other vehicle is in progress as an oncoming vehicle of the vehicle 2, the instruction information generation unit 113 generates instruction information by a local route in which the position of the traveling point and the moving speed are changed so as to pass each other. The movement route that passes by other vehicles will be described later.

Then, the instruction information transmission unit 141 transmits the instruction information to the vehicle control device 23 every time the instruction information generation unit 113 generates the instruction information.

The emergency judgment unit 134 (see FIG. 5) determines whether or not the vehicle 2 needs to take a danger avoidance action, and if so, generates emergency information. The emergency determination unit 134 generates emergency information when, for example, the vehicle 2 to be controlled and an obstacle (pedestrian, another vehicle, etc.) may collide with each other. The emergency information includes a stop instruction for stopping the vehicle 2, a deceleration instruction for decelerating the vehicle 2, an alarm instruction for outputting an alarm in the vehicle 2, and the like.

8 to 11 show examples of danger avoidance behaviors. FIG. 8 is a diagram showing an example of a danger avoidance action for avoiding contact with the pedestrian 3. When the camera 15 installed in the parking lot 1 detects that a pedestrian 3 is present in the vicinity of the vehicle 2 to be controlled, the emergency determination unit 134 of the control device 22 generates emergency information. The emergency information generated at this time includes, for example, an alarm instruction for issuing an alarm to notify the driver of the vehicle 2 that the pedestrian 3 is approaching the vehicle 2, and a case where the driver does not stop the vehicle 2. It can include a stop instruction for an emergency stop. At this time, it is preferable that the pedestrian 3 jumps out at a place other than the pedestrian path 12 (running path 11 or the like). After that, when the camera 15 detects the absence of the pedestrian 3, the alarm is stopped, and if the emergency stop is made, the running is resumed. Further, when the camera 15 detects that the pedestrian 3 is within a predetermined range of the vehicle 2, the instruction information generation unit 113 determines that the pedestrian 3 is near the vehicle 2 while driving the vehicle 2. An alarm instruction for issuing an alarm to a person and a deceleration instruction for decelerating the vehicle 2 may be generated, and the instruction information transmitting unit 141 may transmit the alarm instruction and the deceleration instruction to the vehicle control device 23. As a result, deceleration control of the vehicle 2 can be realized regardless of whether or not the pedestrian 3 can be visually recognized from the vehicle 2. Then, when the pedestrian 3 further approaches the vehicle 2, a stop instruction or the like is transmitted.

FIG. 9 is a diagram showing an example of a danger avoidance action for avoiding contact with another vehicle 2A during entry / exit. When the camera 15 installed in the parking lot 1 detects the presence of another vehicle 2A in and out of the garage in the vicinity of the vehicle 2 to be controlled, the emergency determination unit 134 of the control device 22 generates emergency information. The emergency information generated at this time may include, for example, a stop instruction for temporarily stopping the vehicle 2 at a place separated by a predetermined distance from the entry / exit position. At this time, the driver of the vehicle 2 may be notified that the vehicle will be temporarily stopped. After that, when the camera 15 detects the absence of the vehicle 2A that is in and out of the garage, the vehicle 2 resumes running. The generation of emergency stop information including the stop instruction is not limited, and the deceleration instruction may be generated. For example, when the presence of another vehicle 2A in the garage is detected on the traveling path of the vehicle 2, the instruction information generation unit 113 generates a deceleration instruction, and the instruction information transmission unit 141 issues a deceleration instruction to the vehicle 2. Is transmitted to the vehicle control device 23 of. Then, if the entry / exit of the other vehicle 2A is completed before the vehicle 2 approaches the predetermined distance from the entry / exit position, the emergency determination unit 134 does not generate emergency information including the stop instruction. On the other hand, if the entry / exit of the other vehicle 2A is not completed even if the vehicle 2 approaches a predetermined distance from the entry / exit position, the emergency determination unit 134 generates emergency information including a stop instruction.

FIG. 10 is a diagram showing an example of a danger avoidance action for avoiding contact with another vehicle 2A at an intersection 71. When the camera 15 installed in the parking lot 1 detects that another vehicle 2A is approaching the vehicle 2 to be controlled at the intersection 71, the emergency determination unit 134 of the control device 22 generates emergency information. .. The emergency information generated at this time may include, for example, a stop instruction for temporarily stopping the vehicle 2 at the stop line 72 at the intersection 71. At this time, the driver of the vehicle 2 may be notified that the vehicle will be temporarily stopped. After that, when the camera 15 detects the passage and absence of the other vehicle 2A, the running of the vehicle 2 is resumed. Even in this case, the generation of emergency information including a stop instruction is not limited, and a deceleration instruction may be given.

FIG. 11 is a diagram showing an example of a danger avoidance action for avoiding contact when passing by another vehicle 2A. When the camera 15 installed in the parking lot 1 detects that another vehicle 2A, which is an oncoming vehicle, is approaching the vehicle 2 to be controlled, the emergency judgment unit 134 of the control device 22 generates emergency information. To do. The emergency information generated at this time can include, for example, a stop instruction for bringing the vehicle 2 closer to the shoulder of the road and temporarily stopping the vehicle 2. At this time, the driver of the vehicle 2 may be notified that the vehicle will be temporarily stopped. After that, when the camera 15 detects the passage and absence of the other vehicle 2A, the running of the vehicle 2 is resumed. Even in this case, the generation of emergency information including a stop instruction is not limited, and a deceleration instruction may be given.

The instruction information generation unit 113 having the above configuration generates instruction information including a travel route, a travel point, an upper limit speed, emergency information, and the like.

The map information management unit 114 (see FIG. 5) manages map information regarding the parking lot 1. The word "management" includes the meanings of memory, editing, addition, deletion, and the like. The map information is stored in a non-volatile storage device such as a storage 46. The map information may be editable, added, deleted, etc. according to the operation by the operator. The map information includes the topographical features of parking lot 1.

The parking status display unit 115 displays the availability of each parking area R in the parking lot 1 on a predetermined display device such as a liquid crystal display.

The transmission unit 116 transmits various information generated in the control device 22 to the external device. The transmission unit 116 includes an instruction information transmission unit 141 that transmits instruction information to the vehicle control device 23, a map information transmission unit 142 that transmits map information to the vehicle control device 23, and a travel state that transmits travel state information to the user terminal 24. The information transmission unit 143 is included.

FIG. 12 is a block diagram showing an example of the functional configuration of the vehicle control device 23 according to the embodiment. The vehicle control device 23 includes an instruction information acquisition unit 151, a map information acquisition unit 152, a target speed setting unit 153, and a vehicle control unit 154.

The instruction information acquisition unit 151 acquires the instruction information transmitted from the instruction information transmission unit 141 of the control device 22. The instruction information acquisition unit 201 is configured by the cooperation of the communication interface 57, the CPU 23A, the ROM 23B, the RAM 23C, and the like.

The map information acquisition unit 152 acquires the map information transmitted from the map information transmission unit 142 of the control device 22. The map information acquisition unit 202 is configured by the cooperation of the communication interface 57, the CPU 23A, the ROM 23B, the RAM 23C, and the like.

The target speed setting unit 153 sets the target speed of the vehicle 2 based on the instruction information acquired by the instruction information acquisition unit 151, the map information acquired by the map information acquisition unit 152, and the like. The target speed setting unit 153 sets the target speed at each traveling point based on, for example, the upper limit speed included in the instruction information, the straight road information included in the map information, the curved road information, and the like. The straight path information is information related to the distance of each straight path on the traveling path 11. The curved road information is information regarding the curvature of each curved road in the traveling path 11. The target speed setting unit 153 is configured by the cooperation of the CPU 23A, ROM 23B, RAM 23C, and the like.

For example, the target speed setting unit 153 sets the target speed so as to suppress a sudden speed change based on the straight road information and the curved road information. For example, when traveling on a straight road with a short remaining distance to a curved road, a sudden speed change is caused by setting the target speed lower than the upper limit speed set by the control device 22 (upper limit speed setting unit 133). It can be suppressed.

FIG. 13 is a graph showing an example of comparison between the upper limit speed and the target speed according to the embodiment. In FIG. 13, the line L1 shows the time course of the upper limit speed, and the line L2 shows the time course of the target speed. Line L1 is the same as the time course of the upper limit velocity shown in FIG.

As shown in FIG. 13, since there is a very short straight section immediately after the start of traveling in front of the first curved road C1, the speed is set to 5 km / h immediately after the start, and immediately after that, the upper limit speed with respect to the first curved road C1 is set. Is set to 2 km / h. On the other hand, the target speed corresponding to the first curved road C1 is set to gradually accelerate from 0 km / h to 2 km / h and then maintain 2 km / h.

The upper limit speed corresponding to the first straight path S1 is maintained at 5 km / h. On the other hand, the target speed corresponding to the first straight path S1 is set to gradually accelerate from 2 km / h to 5 km / h and gradually decelerate from 5 km / h to 2 km / h.

The upper limit speed and the target speed corresponding to the second curved road C2 are both maintained at 2 km / h. The upper limit speed corresponding to each of the second straight path S2, the third curved path C3, and the third straight path S3 is finely switched between 5 km / h and 2 km / h. On the other hand, the target speeds corresponding to the second straight path S2, the third curved path C3, and the third straight path S3 are maintained at 2 km / h and then gradually decelerated to 0 km / h. It is set to do.

In this way, by setting the target speed in consideration of the distance of the straight path and the like, it is possible to suppress a sudden speed change.

The vehicle control unit 154 controls the traveling (acceleration, deceleration, direction change, etc.) of the vehicle 2 based on the instruction information acquired by the instruction information acquisition unit 151, the target speed set by the target speed setting unit 153, and the like. .. The vehicle control unit 154 is configured by the cooperation of the CPU 23A, ROM 23B, RAM 23C, and the like.

The vehicle control unit 154 controls the running of the vehicle 2 so as to follow the target speed in consideration of the gradient indicated by the gradient information. Here, the gradient information is information regarding the gradient in the traveling path 11. For example, the vehicle control unit 154 performs deceleration control or braking control of the vehicle 2 according to the downhill when approaching the downhill, and the vehicle control unit 154 responds to the uphill when approaching the uphill. By performing acceleration control on the vehicle 2, it is possible to suppress speed changes due to the influence of the gradient.

FIG. 14 is a block diagram showing an example of the functional configuration of the user terminal 24 according to the embodiment. The user terminal 24 includes a running state information acquisition unit 161 and a running state display unit 162.

The running state information acquisition unit 161 acquires the running state information transmitted from the running state information transmitting unit 143 of the control device 22. The running state information acquisition unit 161 is configured by cooperation of a communication device, a CPU, a memory, etc. mounted on the user terminal 24.

The running state display unit 162 displays the running state of the vehicle 2 to be controlled in the parking lot 1 on the display of the user terminal 24 based on the running state information acquired by the running state information acquisition unit 161. The displayed traveling state may be, for example, the position of the vehicle 2 in the parking lot 1, the arrival time to the target point, the speed of the vehicle 2, and the like. The traveling state display unit 162 is configured by cooperation of a display, a CPU, a memory, etc. mounted on the user terminal 24.

FIG. 15 is a block diagram conceptually showing an example of processing in the automatic valley parking system according to the embodiment. First, the obstacle information or the like acquired by the infrastructure equipment 21 is transmitted to the control device 22. The control device 22 generates a global route connecting the starting point to the target point based on obstacle information and the like, and generates emergency information when it is necessary to take a danger avoidance action. Further, the control device 22 generates instruction information including a local route (travel route), travel point, upper limit vehicle speed, etc. based on the global route, obstacle information, etc., and the instruction information and the map information are controlled by the vehicle. It is transmitted to the vehicle control device 23 of 2.

The vehicle control device 23 sets the target speed based on instruction information, map information, emergency information, own vehicle position information, and the like. The own vehicle position is estimated based on the wheel speed pulse, steering angle, landmark information, etc. of the vehicle 2 to be controlled. The landmark information is information indicating the positional relationship between the landmark (marker 16 or the like) installed in the parking lot 1 and the vehicle 2. The target speed is set so as to suppress a sudden speed change based on instruction information, map information, and the like. The speed control of the vehicle 2 is performed based on the set target speed and the current speed of the vehicle 2.

FIG. 16 is a flowchart showing an example of the target speed setting process according to the embodiment. First, the target speed setting unit 153 calculates the distance A traveled while accelerating from the turning speed to the straight-ahead speed (straight-line speed> turning speed) (S101), and decelerates from the straight-ahead speed to the turning speed. The distance B traveled during the operation is calculated (S102). Next, the target speed setting unit 153 detects a traveling point at which the upper limit vehicle speed changes (S103), and calculates the distance C from the current position to the traveling point (S104).

The target speed setting unit 153 determines whether or not the vehicle 2 is traveling straight and the distance B <distance C (S105). When the vehicle 2 is traveling straight and the distance B <distance C (S105: Yes), the target speed setting unit 153 determines whether or not the distance C> (distance A + distance B) (S106). When the distance C> (distance A + distance B) (S106: Yes), the target speed setting unit 153 accelerates the target speed to the upper limit speed when traveling straight (S107). On the other hand, when the distance C> (distance A + distance B) is not satisfied (S106: No), the target speed setting unit 153 maintains the target speed at the upper limit speed at the time of turning (S108).

Further, when the condition that the vehicle 2 is traveling straight and the distance B <distance C is not satisfied (S105: No), the target speed setting unit 153 indicates that the vehicle 2 is traveling straight and the distance B ≥ distance C. It is determined whether or not there is (S109). When the vehicle 2 is traveling straight and the distance B ≥ the distance C (S109: Yes), the target speed setting unit 153 reduces the target speed to the upper limit speed at the time of turning (S110). On the other hand, when the condition that the vehicle 2 is traveling straight and the distance B ≥ the distance C is not satisfied (S109: No), the target speed setting unit 153 maintains the target speed at the upper limit speed at the time of turning (S111). ..

According to the above embodiment, not only the detection result by the vehicle-mounted detection device (vehicle-mounted camera 58, obstacle sensor 55, etc.) mounted on the vehicle 2, but also the image data of the camera 15 installed in the parking lot 1, the parking lot 1 It is possible to realize automatic driving based on the map information of. As a result, controllability in a traveling support system such as an automatic valley parking system can be improved.

Although the embodiments of the present invention have been illustrated above, the above-described embodiments and modifications are merely examples, and the scope of the invention is not intended to be limited. The above-described embodiment and modification can be implemented in various other forms, and various omissions, replacements, combinations, and changes can be made without departing from the gist of the invention. Further, the configuration and shape of each embodiment and each modification can be partially exchanged.

1 ... Parking lot, 2 ... Vehicle, 11 ... Driving path, 15 ... Camera, 16 ... Marker, 20A, 20B ... Driving route, 21 ... Infrastructure equipment, 22 ... Control device, 23 ... Vehicle control device, 24 ... User terminal, 31 ... Analytical device, A ... Imaging range, L ... Section line, P1 ... Getting off area, P2 ... Boarding area, R ... Parking area

Claims (6)

A control device used in a system that controls the running of a vehicle within a predetermined area.
An obstacle information acquisition unit that acquires obstacle information regarding obstacles existing in the predetermined area, which is generated based on detection data by the detection unit provided in the predetermined area.
A vehicle information acquisition unit that acquires vehicle information related to the vehicle, and
A generator that generates instruction information for automatically driving the vehicle to a target point based on the obstacle information, the vehicle information, and map information that can at least identify a movable route within the predetermined area. When,
A first transmission unit that transmits the instruction information and the map information to the vehicle, and
A control device equipped with. The first transmission unit transmits the first instruction information including the movement route for automatically traveling the vehicle to the target point and the upper limit speed on the movement route, and the map information to the vehicle. ,
The obstacle information acquisition unit shows an obstacle that is not shown in the first obstacle information acquired after transmitting the first instruction information and before transmitting the first instruction information. Obtain 2 obstacle information,
When the obstacle information acquisition unit acquires the second obstacle information, the generation unit gives the first instruction based on the moving state of the obstacle indicated by the second obstacle information. From the information, the second instruction information in which any one or more of the movement route of the vehicle to the target point and the upper limit speed of the movement route is changed is generated.
The first transmission unit transmits the second instruction information to the vehicle.
The control device according to claim 1. The map information indicates a topographical feature that includes at least gradient information about the gradient in the predetermined area.
The control device according to claim 1 or 2. A terminal information acquisition unit that acquires terminal information related to information processing terminals,
A second transmission unit that transmits running state information indicating the running state of the vehicle in the predetermined area to the information processing terminal.
The control device according to any one of claims 1 to 3. A vehicle control device used in a system that controls the running of a vehicle within a predetermined area.
A receiving unit that receives instruction information for automatically driving the vehicle to a target point and map information indicating topographical features of the predetermined area.
A target speed setting unit that sets a target speed of the vehicle based on the instruction information and the map information.
A travel control unit that controls the travel of the vehicle based on the target speed,
Vehicle control device. The map information includes gradient information regarding the gradient in the predetermined area.
The travel control unit controls the travel of the vehicle so as to follow the target speed in consideration of the gradient indicated by the gradient information.
The vehicle control device according to claim 5.

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